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Title: B-17E Pilot's Flight Operating Instructions
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RESTRICTED mi: a TECHNICAL ORDER NO. 0J-20EE-I B-17E AIRPLANE PILOTS FLIGHT OPERATING INSTRUCTIONS NOTICE: Tbit document contains information affecting the National Defense 0] the United States within the meaning oi the Espionage Act, SO U. 5. u, li nnd 32, M amended. Ils transmissive, zr the revelation of its contents in any mas.ser to an unauthorized person is prohibited by law. PUBLISHED BY AUTHORITY OF THE COMMANDING GENERAL, ARMY AIR FORCES. BY THE HEADQUARTERS, AIR SERVICE COMMAND, PATTERSON FIELD, FAIRFIELD, OHIO MARSHALL-WHITE, CHICAGO NOVEMBER, 1942 - 6,000 NOVEMBER 5,1942 RESTRICTED T. O. No. 01-20EE-1 LIST OF REVISED PAGES ISSUED Page Latest Revised Date NOTE: A heavy black vertical line, to the left of the text on revised pages, indicates the extent of the revision. This is omitted where more than 50 percent of the page is revised. THIS PUBLICATION SERVICE TO MAY BE USED BY PERSONNEL RENDERING. THE UNITED STATES OR ITS ALLIES Paragraph 5.d. of Army Regulation 380-5 relative to the handling of 'restricted y	printed matter is quoted below. r,d. Dissemination of restricted matter.The information contained in restricted documents and the essential characteristics of restricted material may be given to any person known to be in the service of the United States and to persons of undoubted loyalty and discretion who are cooperating in Government work, but will not be communicated to the public or to the press except by authorized military public relations agencies. This permits the issue of "restricted publications to civilian contract and other accredited schools engaged in training personnel for Government work, to civilian Concerns contracting for overhaul and repair of aircraft or aircraft accessories, and to similar commercial organizations. RESTRICTED From RareAviation.com RESTRICTED FIGURE 1 three-quarter rear view of the RESTRICTED	T.O. NO. 01-20EE-1 RESTRICTED T. O. No. 01-20EE-1 TABLE OF CONTENTS Section	Page Section	Page I	Description	9-18 1.	Airplane	9 2.	Power Plant	9-10 3.	Propeller	10 4.	Controls and Operational Equipment 10-15 5.	General Flying Characteristics	15-18 n Operating Instructions - Pilots Com- partment	28-55 1.	Before Entering the Pilots Com- partment	28-32 2.	On Entering the Pilots	Compartment 37 3.	Starting the Engines	37-39 4.	Engine Warm-Up	39 5.	Emergency Take-Off	39 6.	Engine and Accessories Ground Test 39-41 7.	Taxiing	41-43 8.	Take-Off	43 9.	Engine Failure During Take-Off	43 10.	Climb	47 11.	Flight Operation	47-53 12.	Approach and Landing	53-55 13.	After Landing	55 14.	Stopping of Engines	55 15.	Maneuvers Prohibited	55 in Flight Operation Data	59-82 1.	Determining Gross Weight	59 2.	Flight Planning	59 Flight Operation Charts	60-82 IV	Operating Instructions - Navigators Compartment	83 1.	General Description	83 2.	Operational Equipment	83 V	Operating Instructions - Radio Com- partment	93-94 1.	General Description	93 2.	Operational Equipment	93-94 VI	Operating Instructions - Bombardiers Compartment	100-102 1.	General Description	100 2.	Operational Equipment	100-102 VII	Operating Instructions - Upper Turret Compartment	107-109 1.	General Description	107 2.	Operational Equipment	107-109 VUI Operating Instructions - Lower Turret Compartment	113-120 1.	General Description	113 2.	Operational Equipment - Lower Remote Turret	113-117 3.	Operational Equipment - Lower Ball Turret	117-120 IX	Operating Instructions - Waist Gunners Compartment	124 1.	General Description	124 2.	Operational Equipment	124 X	Operating Instructions - Bomb Bay Compartment	128 1.	General Description	128 2.	Operational Equipment	128 XI	Operating Instructions - Tail Wheel Compartment	131 1.	General Description	131 2.	Operational Equipment	131 XII	Operating Instructions - Tail Gunners Compartment	132 1.	General Description	132 2.	Operational Equipment	132 XIH	Operating Instructions - Photographic Pit	135 1.	General Description	135 2.	Operational Equipment	135 XIV	Emergency Operations and Equipment	137 1.	Emergency Operation of Landing Gear 137 2.	Emergency Operation of Tail Wheel	137 3.	Emergency Operation of Bomb Bay Doors	137 4.	Emergency Operation of Wing Flaps 137 5.	Emergency Bomb Release	137 6.	Fire Extinguishers	137 7.	Life Raft and First Aid	137 8.	Emergency Exits	137-140 9.	Alarm Bells	140 10.	Suggested Metnods of Abandoning Airplane	140-142 11.	Emergency Operation of Radio Equipment	142-143 XV Cold Weather Operation	144-146 1. Operation and Handling	144-146 a.	Engine Oil Dilution System	144 b.	Propeller Oil Dilution	144 c.	Portable Ground Heaters	144 d.	Cold Weather Starting of Engines 146 e.	Batteries	146 f_.	Protective Covers	146 g.	Frost or Ice Remover	146 h.	Mooring	146 i_.	Communication Equipment	146 Appendix I U. S. A. - British Glossary of Nomenclature	147-148 - 2 - RESTRICTED From RareAviation.com RESTRICTED T. O. No. 01-20EE-1 ILLUSTRATIONS Figure	Page 1	Complete Airplane - 3/4 Rear View	1 2	Fuselage Contents Arrangement Diagram	5-S 3	Front Entrance Door	9 4	Dome Light and Switch - Front Entrance Door	9 5	Mooring Provisions Diagram	9 6	Angles of Armor Protection Diagram - Pilots Com- partment	10 7	Pilots and Copilots Seat Adjustment Diagram	11 8	Hydraulic System Diagram	18 9	Oil System Diagram	19 10	Fuel System Diagram	20 11	Heating and Ventilating System Diagram	21 12	Heating System Operation Diagram	22 13	Oxygen System Diagram	23 14	Surface De-Icer System Diagram	24 15	Anti-Icing System Diagram	25 16	Vacuum and De-Icer System Diagram	26 17	Engine Fire Extinguisher System Diagram	27 18	Pilots Compartment	33 19	Pilots Instrument Panel	34 20	Pilots and Copilots Instrument Panel	35 21	Copilots Instrument Panel	36 22	Hydraulic Valve	38 23	Pilots and Copilots Ceiling Controls	40 24	Pilots and Copilots Control Panel	42 25	Pilots and Copilots Power Plant Controls	44 26	Pilots and Copilots Lower Control Panel	45 27	Pilots Side Control Panel	46 28	Pilots Side Wall Controls	48 29	Floor Panel - Left of Pilots Seat	50 30	Inverter - Pilots Compartment	52 31	Copilots Front Side Wall	52 32	Copilots Side Wall Controls	54 33	Rear View of Copilots Seat	56 34	Navigators Compartment - Left Side - Looking Aft	57 35	Navigators Compartment - Right Side - Looking Aft	58 36	Navigators Seat Adjustment Diagram	83 37	Navigators Oxygen Control	84 38	Drift Meter - Navigators Compartment	85 39	Navigators Table - Bottom View	86 40	Navigators Table - Top View	87 41	Radio Operators Table and Equipment	88 42	Radio Compartment - Left Side - Looking Aft	89 43	Radio Compartment - Right Side - Looking Forward	90 44	Emergency Controls - Radio Compartment	- 91 45	Hand Crank Stowage - Radio Compartment	92 46	Hand Crank - Wing Flaps - In Position	93 47	Radio Operators Seat Adjustment Diagram	94 48	Radio Operators Oxygen and Interphone Controls	94 49	Auxiliary Crews Controls	95 50	Radio Compartment - Left Side Wall	96 - 3 - RESTRICTED RESTRICTED T. O. No. 01-20EE-1 Figure	Page 51	Transmitter Tuning Units - Radio Compartment	97 52	Bombardiers	Instrument Panel	98 53	Bombardiers	Bomb Controls	99 54	Bombardiers	Seat Adjustment Diagram	100 55	Bombardiers	Interphone and Oxygen Controls	101 56	Angles of Armor Protection Diagram - Bombardiers Compartment	,	102 57	Hot Air Inlet and Defroster Controls - Bombardiers Compartment	103 58	Upper Turret Compartment - Right Rear Corner	104 59	Upper Turret Operators Communication Controls	105 60	Upper Turret Operators Oxygen Control	106 61	Angles of Armor Protection Diagram - Upper Turret 107 62	Fuel Transfer Controls	108 63	Fuel Transfer Operation Diagram	110 64	Upper Turret Controls	111 65	Upper Turret Gun Selector Switches	112 66	Angles of Armor Protection Diagram - Lower Remote Turret	113 67	Sighting Station - Lower Remote Turret	114 68	Lower Remote Turret	115 69	Ball Turret Controls	116 70	Angles of Armor Protection Diagram - Lower Ball Turret	117 71	Ammunition Boxes - Ball Turret	117 72	Ball Turret External Manual Controls	118 73	Ball Turret - Top View	119 74	Waist Gunner's Compartment - Right Side - Looking Aft 121 75	Left-Hand Waist Gun - Stowed	122 76	Waist Gunners Communication and Oxygen Controls	123 77	Right-Hand Waist Gun - Stowed	125 78	Bomb Bay - Left Side - Looking Aft	126 79	Bomb Bay Dome Light Switches	126 80	Oxygen Control - Bomb Bay	127 81	Landing Gear Hand Crank - In Position	128 82	Emergency Controls - Bomb Bay Compartment	129 83	Tail Wheel Compartment	130 84	Alarm Bell - Tail Wheel Compartment	131 85	Tail Wheel Emergency Hand Crank - Looking Forward	131 86	Entrance Door - Tail Gunners Compartment	132 87	Tail Gunners Seat Adjustment Diagram	132 88	Tail Gunners Compartment - Looking Aft	133 89	Left Side Wall Controls - Tail Gunners Compartment	134 90	Right Side Wall Controls - Tail Gunners Compartment	136 91	Angles of Armor Protection Diagram - Tall Gunners Compartment	136 92	Camera Pit - Looking Forward	136 93	Emergency Bomb Release Procedure	138 94	Emergency Exits Diagram	139 95	Type D-l Portable Ground Heater	145 RESTRICTED From RareAviation.com RESTRICTED T. O. No. 01-20EE-1 1	Bomb Chart Plate 2	Clip Board 3	Bomb Data Case 4	Map Case 5	Navigators Map Case 6	Navigation Case 7	Instrument Panel 8	Flight Control Column 9	Warning Plate 10	Aileron Lock 11	Pilots Seat 12	Wiring Diagram Box 13	Cup Dispenser 14	Thermos Bracket * I 5 0 iagram Frame 16	Data Card Frame 17	Ash Tray 18	Bombardier's Seat 19	Ash Tray 20	Navigator's Seat 21	Bomb Sight Locker Box 22	Computer 23	Flight Control Cover 24	Fire Extinguisher 25	Thermometer 26	Thermometer 27	Flight Report Holder SHADED AREA SHOWN NOTE: 13 4 14 used on Ser. Nos. AC4I-2543 to 41-2669 incl. and 41-901 I to 41-9245 incl. only. Figure 2 - Fuselage Contents Arrangement Diagram (Sheet 1 of 4 Sheets) - 5 - RESTRICTED RESTRICTED T. O. No. 01-20EE-1 31	Rope Guard Rai 1 32	Life Raft 33	Fire Extinguisher * 34	Thermos Bracket 35	Fuse Location Chart 36	Emergency Relief Tube 37	Data Card 38	Cup Dispenser ** 39	Rad io Table Rack 40	Ash Tray 41	Thermos Bottle " 42	Rad io Table 43	Radio Operator's Seat 44	Starter Extension Support 45	Hand Crank and Extension 46	Air Seal Frame 47 Shutter Induction Coil 48 49 50 51 52 53 Shutter Coil Straps Auxi I iary Seat Safety Belt View Finder Intervalometer Camera SHADED AREA SHOW For AC4I-2393 to 41-2669 incl., 4 41-9011 to 41-9245 incl. only. " For AC4I-2393 to 41-2542 incl. only. Figure 2 - Fuselage Contents Arrangement Diagram (Sheet 2 of 4 Sheets) RESTRICTED From RareAviation.com RESTRICTED T. O. No. 01-20EE-1 56	First Aid Kit 57	Ladder 58	Nacelle Platform (Stowed) 59	Name Plate 60	Coat Hook 61	Gunner's Belt Bracket 62	Gunner's Pad 63	Entrance Door 64	Toilet 65	Fire Extinguisher SHADED AREA SHOWN Figure 2 - Fuselage Contents Arrangement Diagram (Sheet 3 of 4 Sheets) - 7 - RESTRICTED RESTRICTED T. O, No. 01-20EE-1 71	Platform Brace (Stowed) 72	Data Card 73	Toilet Paper Holder 74	Platform Hanger (Stowed) 75	Tail Gunner's Seat SHADED AREA SHOWN Figure 2 - Fuselage Contents Arrangement Diagram (Sheet 4 of 4 Sheets) - 8 - RESTRICTED From RareAviation.com Section I Pars, l and 2 RESTRICTED T. O. No. 01-20EE-1 SECTION I DESCRIPTION 1.	Airplane. a.	General. - The model B-17E bombardment air- plane Is a mid-wing monoplane, powered byfour model R-1820-65 engines. Electrically - operated landing gear, tail gear, wing flaps and bomb bay doors, and hydraulically - operated brakes and cowl flaps are provided. This model airplane is equipped with auto- matic flight control equipment. The crew consists of pilot, copilot, navigator, bombardier, upper turret gunner, lower turret gunner, radio operator, waist gunner and tail gunner. The approximate overall di- mensions are as follows: Length	73 ft 9.66 in. Height, taxiing position 19 ft 1.00 in. Span	103 ft 9.38 in. b.	Initial Entrance to Airplane. - The airplane is entered through the main entrance door located on the right side of the fuselage just forward of the horizon- tal stabilizer. Two other exterior doors are provided, one on the right side of the airplane below the right- hand elevator in the tail gunner's compartment, and the other on the left side of the airplane below the pilots compartment. All three doors can be locked with the same key. The main entrance door has a light switch to the left. (See figure 74-752.) The front entrance door (figure 3) has a dome light and switch on the bulkhead above it. (See figure 4.) c.	Mooring. - Mooring provisions are illustrated in figure 5. d.	Hydraulic System. - Refer to figure 8. e.	Oil System. - Refer to figure 9. f.	Fuel System. - Refer to figure 10. g.	Heating and Ventilating System. - Refer to fig- ures 11 and 12. h.	Oxygen System. - Refer to figure 13. i.	Armament and Armor Protection. - The pilot and copilot are protected by armor plate behind their seats. (See figure 6.) Refer to the section for each operational compartment for further detailed infor- mation. 2.	Power Plant. a.	General. - The Wright model R-1820-65 engine is an air-cooled nine-cylinder radial aircraft engine, equipped with integral reduction gears through which Figure 5 - Mooring Provisions Diagram - 9 - RESTRICTED Section I Pars. 2 to 4 RESTRICTED T. O. No. 01-20EE-1 EWI Aiaor Plat* Protect* Gun- ner Fra* ILS. .30, Gem 312, 3 Japanese .303 (7.7 aa) Caliber Fire Or- iginating Within Ulis Area. Figure 6 - Angles ok Armor Protection Diagram - Pilots Compartment the propeller is driven. The airplane installation in- cludes a turbo supercharger. The engine is equipped with a Bendix-Stromberg injection type PD12H3 car- buretor. b.	Fuel and Oil. (1)	Fuel. Specification: AN-W-F-781)  . Octane	: 100	) Preferred Specification: AN-W-F-776 Octane	: 91 (2)	OU. Specification: AN9532 Viscosity : 1120 c.	Automatic Engine Control. - Should engine con- trol cables be shot away, four of the controls will automatically assume a predetermined position as follows: Throttles	Wide Open Turbo Regulator	65% Power Carburetor Air Temp (Intercooler) COLD Propeller Pitch	1850 rpm 3.	Propeller. Hamilton Standard propeller, equipped with three blades, hydromaticaUy controlled, with constant speed and full feathering provisions. 4.	Controls and Operational Equipment. a.	Parking Brake. - To apply, push foot pedals, pull brake handle on and push pedals off. b.	Control Locks. (1)	Aileron Lock. - The aileron is locked by means of a pin which is manually inserted through a hole in the middle spoke of the pilots control wheel and a hole in the control column. The pin is clipped to the column when not in use. The aileron is locked in the neutral position. (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 these controls. The locking lever, which is recessed into the floor aft of the central control stand, locks either up or down and may be moved to the up (locked) posi- tion regardless of the position of the control surfaces, which will lock when moved to the locking position. The rudder locks in the neutral position and the ele- vator locks in the down position. To release the lock- ing handle, press the knob on the end of the handle. (3)	Tail Wheel Lock. - The tail wheel locking lever operates a single cable to retract a spring loaded locking pin from a socket in the treadle. The locking lever which is recessed into the floor aft of the control stand locks in the up position only and may be moved into the down (locked) position regard- less of the position of the tail wheel, which will lock when centered. To release the locking handle, 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 and is controlled through a switch which is operated by motion of the locking pin. c.	Trim Tabs. (1)	The aileron trim tab knob controls the tab by means of cable operation of an actuating screw. Com- plete tab travel requires approximately 3-3/4 turns of the knob. (2)	The rudder trim tab wheel controls the tab by means of cable operation of an actuating screw. Complete tab travel requires approximately seven turns of the wheel. (3)	The two elevator trim tab wheels are on op- posite sides of the control stand and operate on the safe shaft to control the tabs by means of cable opera- tion of actuating screws. Complete tab travel re- quires approximately six turns of the wheel. - 10 - RESTRICTED From RareAviation.com Section I Par. 4 Continued RESTRICTED T. O. No. 01-20EE-1 d.	Wing Flaps. - An electric motor-driven re- tracting mechanism operates the wing flaps through five actuating screws on each flap. The toggle switch on the pilots and copilots central control panel con- trols the flap motor. The time required to lower the flaps at 147 mph is between 15 and 30 seconds. e.	Seat Adjustment. - Refer to figure 7 for com- plete instructions. Figure 7 - Pilots and Copilots Seat Adjustment Diagram f.	A.F.C.E. - Control of the automatic flight con- trol equipment is by means of switches at the bottom of the pilots control stand and on the bombardiers control panel. A hand wheel for operation of attitude control is mounted on the control stand to the right of the servo switches. g.	_ Modified A.F.C.E. - On serial Nos. AC41-9034 to 41-9245 inclusive only, an all-electric modified automatic flight control equipment system is in- stalled. Control is by means of switches and dials on the control stand. WARNING: Do not engage modified A.F.C.E. motors until all telltale lights are off. h.	Bleeding the Brake System. - Bleeding of air from the brake system is automatically accomplished by several slow applications and complete releases of pressure through the brake metering valves. Dis- placed air will rise into the supply tank which is vented to the atmosphere. i.	Fuel Transfer. (1)	For transfer of fuel between tanks, a re- versible electric motor-driven pump and two selector valves are installed at the forward end of the bomb bay, and are controlled from the upper turret com- partment. (2)	Selection of source and destination for fuel transfer is made by means of the valves. Each valve has four ports. One port is connected to a port of the transfer pumps and will be the inlet or outlet depend- ing upon the direction of transfer. The other three valve ports are connected to the two engine tanks and the bomb bay tank (when installed) on their respective sides of the airplane. With this simplified arrange- ment the transfer of fuel must always cross the cen- ter line of the airplane. In order to transfer between two tanks on the same side of the airplane it is nec- essary first to transfer to a tank on the opposite side of the airplane, then reset one valve for the final des- tination and transfer the fuel back to the desired tank. (3)	The electric fuel transfer pump switch is composed of two double throw toggle switches with the handles linked together. The direction of throw of the switch handle corresponds to the direction of flow of fuel. In order to prevent operation of the transfer pump against a closed valve, a safety switch at each valve holds the electrical circuit open except when the valve is fully turned to one of the three tank posi- tions. On airplanes AC41-2523 to 41-2669 inclusive only, an emergency hand-operated fuel transfer pump is mounted on the bomb bay truss or on the right for- ward side of bulkhead five. This pump is substituted for the electrically-driven pump by disconnecting the electric pump lines from the two selector valves and connecting the hand pump lines. j_. Fuel Shut-Off. - The solenoid valves in the fuel feed lines near the booster pump at each engine tank are operated by means of four toggle switches adja- cent to the fuel boost pump switches. These valves are normally open and permit free flow of fuel except when energized by means of the toggle switches. Their purpose is to permit immediate shut-off of fuel at the tank when necessary. k. Primer. - The cylinder heat primer located on the side wall to the right of the copilot has four posi- tions corresponding to each of 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 head in the conventional manner. IMPORTANT: It should be noted, however, that 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 should terminate with the handle returned to the locked position. L Engine Fire Extinguisher. (1)	Selector Valve. - The selector valve on the auxiliary panel in front of the copilot may be turned - 11 - RESTRICTED Section I Par. 4 Continued RESTRICTED T. O. Ng, 01-20EE-1 to any one of the four engine positions in order to direct the discharge from the COz cylinders to the desired engine extinguisher ring. (2)	Release. - Two pull handles, one on either side of the selector valve, are provided to control the discharge of the two COz cylinders. Do not attempt to distribute the discharge from one bottle to more than one engine, as the capacity of the single bottle will not be sufficient for effective use on either engine in that case. m.	Bomb Doors. - Bomb doors are actuated by , remote control of an electric motor-driven retracting mechanism. The control lever at the left of the bom- bardier operates a toggle switch which in turn oper- ates the solenoid switches for control of the motor. The lever has three positions which correspond with switch positions for CLOSED, OFF and OPEN. n.	Carburetor Temperature. - The shutters on the intercooler are cable-controlled from a stand at the right side wall in front of the copilot. Each of the four cables is operated by a slide which latches in any de- sired position throughout the range from FULL OPEN to FULL CLOSED. To release the latch, pull out on the handle. o.	Cowl Flaps. - A bank of four valves on the cen- tral control panel provides control for the hydrauli- cally-operated cowl flaps. Each valve controls an actuating cylinder in the corresponding nacelle and is marked to indicate operation for opening or closing the flaps. Stops are provided within the cylinder so that the valve may be turned to OPEN"or CLOSE and left there temporarily but it is quite essential to turn the valve to LOCKED when the desired posi- tion of the flaps is reached even though the full travel is required. Slight cracking of the control valve will result in relatively slow travel of the flaps when close adjustment is desired. p.	Oil Dilution. - Four momentary contact toggle switches on the side of the auxiliary panel in front of the copilot provide for oil dilution. Each switch op- erates a solenoid valve on the firewall in the corre- sponding nacelle, which will direct fuel from the car- buretor to the engine oil in-line. It is obvious that in order to provide easier cold weather starting, this function must be performed AFTER an engine run, immediately prior to shutting it off. WARNING: Do not dilute oil over four minutes. COLD WEATHER OPERATION: When oper- ating in cold climates, the propeller control will be moved from extreme increase to ex- treme decrease rpm slowly several times during the period of dilution. This operation will permit the filling of the propeller dome with diluted oil and will prevent sluggish re- sponse of the propeller when starting the en- gine. q.	Emergency Bomb Release. - Two emergency release handles are installed, one on the side wall at the pilots left and one in the bomb bay at the forward end of the catwalk. The handle in the bomb bay is protected by a guard which may be moved out of posi- tion when desired. Pulling of either handle will result in immediate release of bomb door latches, and con- tinued pulling will result in release of all bombs salvo the instant the doors reach the full open position. For instructions on retraction of the bomb doors after emergency release, refer to figure 93. r.	Landing Gear Warning Reset. - A momentary contact toggle switch on the pilots control panel is provided to permit the silencing of the landing gear warning horn when it is desired to continue in flight with one or more throttles closed. Operation of this switch, however, does not prevent repetition of the warning for subsequent closing of any throttle while the landing gear is up. s.	Pitot Heat. - The two pitot heaters are operated by one toggle switch on the pilots control panel. t.	Heating System. - The heating and ventilating system control is operated by means of a lever on the side wall at the pilots left. In the extreme forward position hot air from the system radiator is used to ventilate the interior of the airplane. In the middle (vertical) position, all hot air is by-passed overboard and the airplane interior is ventilated with cold air. In the extreme aft position no ventilating air at all enters the airplane interior. Intermediate positions of the lever between HOT and COLD provide ventilation with a mixture of hot and cold air, while intermediate positions between COLD and OFF provide diminishing ventilation with cold air only. NOTE: In order to prevent undue cooling of the other compartments, reduction of heat in the pilots compartment should be accom- plished first by means of the pilots and co- pilots air controls below the instrument panel. u.	Vacuum Pump Control. - The selector valve on the side wall at the pilots left marked GYRO IN- STRUMENTS permits alternate use of either vacuum pump for the gyro instruments. The exhaust or pres- sure side of both vacuum pumps is always available for the surface de-icers, since it is not affected by the position of this selector valve. The intake or suction side is connected either to the vacuum in- struments or to the surface de-icer system, depend- ing upon the position of the selector valve. y. De-Icer Control. - The de-icer control valve, the handle of which is located on the floor panel at the pilots left, controls the surface de-icer system. Op- eration of this valve to the ON position starts the distributor motor by means of an integral switch and at the same time connects pressure from both vacuum - 12 - RESTRICTED From RareAviation.com Section I Par. 4 Continued RESTRICTED T. O. No. 01-20EE-1 pumps, and suction from one vacuum pump to the dis- tributor valve. In the OFF position the distributor valve motor is turned off, the pressure from the vacu- um pumps is exhausted overboard and the suction re- mains connected to the distributor valve in order to keep the de-icer boots deflated. w.	Anti-Icer Control. - The propeller anti-icer switch on the left side wall to the rear of the pilot connects electric power to the two anti-icer pumps through two rheostats on the floor panel below it. The rheostats control the speed of the pump motors and may be used to turn the motors off if desired. Nor- mally the rheostats should be left at a position corre- sponding to a predetermined rate of flow and the pump motors turned ON or OFF by means of the toggle switch. x.	Propeller Feathering and Unfeathering. (1)	For propeller feathering, each propeller is controlled individually by one of the four magnetic push button switches located at the bottom of the in- strument panel. Each switch controls a solenoid switch in the corresponding nacelle which operates an electric motor-driven hydraulic pump on the fire wall. The push button switch is held in the closed position by a magnetic holding coil. When the propel- ler is completely feathered, hydraulic pressure in the system increases rapidly and at 400 Ib/sq in., a pres- sure cut-out switch on the propeller control head opens the push button holding coil circuit, which re- leases the motor control and the pump stops. If it is necessary to stop the feathering operation before its completion, the switch may be pulled open by hand. (2)	In order to unfeather the propeller, hydraulic pressure in excess of 600 Ib/sq in. is required. For this condition the pressure cut-out switch will prevent use of the magnetic holding coil. Therefore, the push button switch must be manually held in the closed po- sition until unfeathering has been accomplished. NOTE: When unfeathering a propeller on a cold engine, do not allow the engine speed to exceed minimum governing speed until oil pressure and oil temperature appear satis- factory. Turn off the ignition before feather- ing any propeller. Do not operate more than one propeller feathering switch at a time ex- cept in emergencies. y.	Pilots Compartment Radio Controls. (1)	General. (a)	All of the communications equipment may be operated to some extent from the pilots compart- ment. Receiver and transmitter frequency selection of this equipment may be controlled with the excep- tion of the liaison equipment which must have both its transmitter and receiver frequencies set from the radio operators position. CAUTION: For normal operation of all com- munications equipment, the radio range filter selector switch (figures 28-362 and 32-393) should be set at BOTH. To receive the radio range without possibility of voice interference, set the selector switch to RANGE. To re- ceive voice without range interference, set selector switch to VOICE. It is impossible to receive voice when this switch is set on RANGE." NOTE: The headset extension cord should be plugged into the range filter control box and not into the interphone jackbox or the receiver control box. IMPORTANT: When the throat microphone is being used for either interphone or radio com- munication, it must be adjusted so that its two circular elements 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 distort 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 operator to proceed as follows: L Place the antenna change-over switch (fig- ure 42-514) 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, e.g., to the metal support for the transmitter tuning units. (2)	Interphone Equipment RC-36. - The pilots and copilots interphone jackboxes (figures 28-359 and 32-391) have five selective positions marked on the face of each box, as follows: COMP: The audio output of the radio com- pass is heard. LIAISON: The pilot may voice modulate the liaison transmitter and hear the audio output of the liaison receiver. COMMAND: The pilot is able to modulate the command transmitter and can hear the audio out- put of the receiver. INTER: In this position the pilot may communicate with any other crew member who also has his interphone jackbox switch at the INTER position. CALL: This is an emergency position which enables any crew member to call all other members of the crew regardless of the position of their interphone jackbox switch. - 13 - RESTRICTED Section I Par. 4 Continued RESTRICTED T. O. No. 01-20EE-1 (3)	Command Set SCR-274-N. (a)	General. - The command set is designed for short range operation and is used for communi- cating with nearby aircraft for tactical purposes and with ground stations for navigational and traffic con- trol purposes. (b)	Receiving. - The interphone jackbox switch must first be placed in the "COMMAND position. The receiver control box (figure 23-256) is divided into three identical sections, each of which controls the particular receiver to which it is electrically and mechanically connected. Reception of a signal of specific frequency as indicated on the dial is accom- plished by the use of the section of the receiver con- trol box which controls the particular receiver in- volved. The desired receiver is turned on and off by a switch located in the right aft corner of the control box section used. This switch, in addition to having an OFF position, has two selective positions marked "CW and MCW, each of which is an ON position and indicates the type of signal which is to be re- ceived. The A-B switches 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 frequency calibration mark to find the point where the signal is the strongest. (c)	Transmitting. L Before transmitting, adjust radio receiver to the same frequency as the station with which you desire to converse, and listen in to be sure that the operator is not talking to some one else. If the station is transmitting, take advantage of the opportunity to more accurately set the airplane receiver on the as- signed frequency, and when the other operator is finished, proceed with your transmission. 2.	Throw the switch marked "OFF-ON" on the transmitter control box (figure 23-262) to the "ON position. Select type of transmission desired with switch marked TONE-CW-VOICE. With the switch in the "VOICE position, the microphone from any interphone jackbox switched to the COMMAND position will be operative and voice will be trans- mitted 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 turned to the "TONE position, a modulated tone signal is trans- mitted. 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 (figure 23- 262). NOTE: To reduce battery drain and to in- crease dynamotor life, the TONE-CW-VOICE' switch should be left on VOICE unless con- tinued use on CW or TONE is expected. (4)	Radio Compass SCR-269. (a)	Set the interphone jackbox switch to the "COMPASS position, if aural reception of the com- pass receiver is desired. If only visual indication is desired, the switch does not have to be set in the COMPASS 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 or proximity 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 left-right indication of an incoming signal. (c)	The receiving unit is turned on or off by a switch on the face of the remote control box (figure 23-256), which, in addition to having an "OFF posi- tion, has three other positions: COMP, ANT and LOOP. 1.	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 po- sition, 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 at this unit. Select fre- quency band desired as indicated in kilocycles on the face of control box and tune by use of the crank to the desired frequency. The loop may be rotated to any position as indicated on the radio compass azimuth indicator (figure 20-217) by use of switch marked LOOP L-R. This particular operation is possible only when operating on "LOOPposition of the selec- tor switch. During periods of severe precipitation 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 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 (figure 20) - 14 - RESTRICTED From RareAviation.com Section I Pars. 4 and 5 RESTRICTED T. O. No. 01-20EE-1 to flash on, showing the pilot that he has passed over a marker beacon. The marker beacon equipment is simultaneously turned on when the radio compass is put into operation. The position of the interphone jackbox switch does not affect the operation of the marker beacon equipment. (6)	Liaison Set SCR-287. (a)	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 condition. (b)	Set the interphone jackbox switch (figure 28- 359) to LIAISON position to receive or transmit with the liaison equipment. (c)	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 destroyer push button switch for this equipment (if installed), is marked DANGER and is located on the top of the instrument panel hood. It should be used only when it is contemplated abandoning the airplane over un- friendly territory. When this switch is operated, a detonator is set off in the receiver which is located in the radio compartment. The explosion of the de- tonator will destroy the receiver internally. No dam- age should occur to either the airplane or personnel at the time of destruction of the set, but bodily contact with the receiver at the time of detonation should be avoided. (8)	Radio Set SCR-578 (Emergency Transmitter). - The emergency transmitter, located in the aft end of the radio compartment, is intended for use in the event of an emergency water landing. Detailed instructions will be found in paragraph 11.a. of section XIV. z. Emergency Operation of Hydraulic System. - The hydraulic hand pump is installed in order to pro- vide an emergency source of hydraulic pressure for the brakes should the engine-driven pump supply fail. Adjacent to the pump handle on the side wall at the copilots right a controllable check valve (hydraulic valve) permits use of the hand pump for building up pressure in the hydraulic accumulator when desired. In the NORMAL position the hydraulic valve directs the hand pump output to the brakes and cowl flaps only. In the PRESSURE STORAGE position the hand pump output is applied to the entire hydraulic system and may be used to build up system pressure in the accumulator. Therefore it is important that this valve be kept in the NORMAL position at all times except when the PRESSURE STORAGE posi- tion is actually being used. aa. Oxygen System Filler Valve. - The filler valve connection on the filler line and the relief valve con- nection on the distribution line are located on the bulkhead just forward of the front entrance door. 5. General Flying Characteristics. a.	General. (1)	Increasing the power on the inboard en- gines causes the airplane to become slightly tail heavy, while a change of power on the outboard en- gines has no appreciable effect upon the trim. (2)	Closing the cowl flaps on the inboard engines causes a tail heaviness, but cowl flaps on the outboard engines have a negligible effect upon the trim. (3)	With the airplane properly trimmed for a landing with power off and flaps down, the pilot may safely apply power, throw the flap switch into the UP position and proceed to take off with no change in trim tab setting if a second approach is necessary. The flaps retract at a satisfactorily slow rate. (4)	During the take-off run, directional control should be maintained with combination rudder and throttle movement, the differential throttling being done with the outboard engines as much as possible. During a climb under normal loading the airplane will require very little elevator trim tab and the elevator control pressure will build up rapidly as the climbing speed is reduced below normal. (5)	In level flight, turns can be made very smoothly with aileron control only. In instrument flight, the pilot should pay special attention to holding the wings level because the directional stability pro- duces a noticeable turning tendency with one wing down, and care should be taken to avoid excessive use of the ailerons. (6)	Loading the airplane for extreme rearward eg positions will be avoided. Loading for forward eg positions is preferred because, in addition to being easier to fly, it gives a smooth increase in elevator forces required to pull out of dives. (7)	In rough air the ailerons and rudder can be used without concern regarding excessive loads. Both aileron and rudder forces vary in such a manner with changes in air speed that it is essentially impossible to damage the system without deliberate effort to do so. The forces required are small enough and the resultant responses large control of the airplane. (a) In the case of the elevators, however, care must be exercised in rough air and in recovery from dives to assure smooth operation. In thun- der storms, in squalls and enough to maintain ample - 15 - RESTRICTED RESTRICTED T. O. No. 01-20EE-1 Section I Par. 5 Continued in or near extremely turbulent cumulous clouds it is possible to develop excessive load factors by means of the elevators unless proper care is exercised. The larger the airplane, the greater the time and distance required to complete a maneuver. (b) Rough air operation should be made on the basis of holding constant air speed by means of the elevator. Corrections for changes in altitude must be done by means of power and for very rapidly rising air currents it may be necessary to lower the landing gear. b.	Stalls. (1)	The increased length of the after portion of the fuselage and the change in location of the horizon- tal tail surfaces have greatly improved the stalling characteristics. Under no condition is there any sharp tendency to roll at the stall. Under all conditions, a stall warning of several miles per hour is indicated by buffeting of the elevators. A pitching motion started by the elevators will be damped slowly and will easily reduce the air speed well below the stall unless it is deliberately stopped. If the air speed is decreased rapidly near the stall, the speed at which the stall will occur will be lower than when the stall is approached gradually. (2)	Stalling speed depends upon the gross weight, load factor (the number of gs), the power, the wing flap setting de-icer operation and ice formation. Full flap reduces the stalling speed about 15 mph for gross weights between 40,000 and 45,000 pounds and a load factor of 1.0, but full military power for the same loading conditions may reduce the stalling speed another 15 mph. (3)	Accidental or deliberate yawing will increase the stalling speed and increase any tendency to roll at the stall. The ailerons have a tendency to overbalance and reverse effectiveness. THE PROCEDURE WITH REGARD TO THE AILERONS IN RECOVERING FROM A STALL IS TO HOLD THEM NEUTRAL AND REFRAIN ENTIRELY FROM THEIR USE. (4)	Procedure for recovering from a stall is normal. Air speed for normal flight must first be regained by smooth operation of the elevators. This may put the airplane into a dive of thirty degrees or less. RECOVERY FROM THE DIVE MUST BE DONE IN A SMOOTH MANNER. The penalty for failure to make a smooth recovery may be a RESTALLING of the airplane or a STRUCTURAL FAILURE, both due to excessive load factors. The air speed increase necessary to regain normal flight need not be more than 20 mph. Excessive diving to regain air speed is absolutely not essential for re- covery from a stall. c.	Spins. - Inadvertent spinning is very unlikely and probably very difficult, as directional stability and damping are very high. Spinning should NEVER be attempted. There is no tendency present in the airplane to spin. d.	Dives. - Diving speed is limited at 305 mph I.A.S. with the wing flaps up and the cowl flaps closed. When diving, it is essential that the sensitivity of the elevator trim tab be constantly kept in mind. In mak- ing dives the elevator trim tab must be set during the dive to maintain zero elevator force and must be used with great care during recovery. An excessive amount of tail heavy trimming can easily result in excessive load factors on recovery from a dive unless the pilot exerts extremely high forces on the elevator control column to counteract the trim tab effectiveness. e.	Climbs. (1)	The ceiling and climb at 35,000 feet are greater than on most pursuit fighters, but the high speed is not as great at normal altitudes; therefore, in order to out-perform an enemy at 35,000 feet, it will be necessary to out-climb him rather than to out-distance him. (2)	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 ob- tained by fighters. (3)	In order to obtain maximum climb, the fol- lowing technique should be used: (a)	Air speed: Maintain a minimum of 135 mph during climb. (b)	Propeller speed should be increased to 2500 rpm. The increase in rpm has a very appreciable effect in increasing propeller efficiency and rate of climb under climbing speed and high altitude condi- tions, and is not detrimental to the engines. The pilot should avoid the use of less than 2500 rpm when interested in a high rate of climb at high altitudes. (c)	21,300 rpm has been determined to be the maximum operating turbo rpm 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 throt- tle and turbos set for correct manifold pressures) the exhaust gas temperatures are dropping rapidly and it is very unlikely that any critical temperatures will be approached. The following tentatively determined manifold pressures will give safe operation of the turbo under the following conditions: NOTE: All four turbo installations are not identical, and therefore operation according to the following table will not result in identi- cal turbo rpm for all engines. - 16 - RESTRICTED From RareAviation.com RESTRICTED T. O. No. 01-20EE-1 Section I Par. 5 Continued TABLE OF MANIFOLD PRESSURES FOR LIMITING TURBO RPM (TENTATIVE: Based on the best present available information for maximum performance) Altitude Manifold Pressures Giving Rated Power at 2300 Engine RPM and 21,300 Turbo RPM Manifold Pressures Giving Military Power at 2500 Engine RPM and 21,300 Turbo RPM 10,000 20,000 30,000 31,000 32,000 33,000 34,000 35,000 39.5 39.0 38.5 38.0 38.0 37.5 35.5 34.0 32.5 46 45 42 40.5 39.0 37.5 36.0 34.5 (4)	The outboard engines have higher critical altitudes than the inboard engines by approximately two to three thousand feet, and the inboard engine without boilers in the stack has a 1500 feet higher critical altitude than the one with the boilers in. The critical altitude of the outboard engines, as far as limiting turbo rpm is concerned, is 31,000 feet. (5)	The above table actually applies only to the outboard engines. However, the differences between the inboard and outboard engines are covered by the margin of safety incorporated in the turbo itself. It will be noted that even though 22,400 rpm are allowa- ble for military power operation, the right-hand col- umn of the above table is made for 21,300 rpm. This gives the margin of performance necessary to cover the operation of the inboard engines. f,	Approaches. - During an approach very little change in elevator trim is required. As the flaps are lowered, the airplane becomes slightly tail heavy, but if it is trimmed slightly nose heavy at 147 mph with flaps up, it will be properly trimmed at 120 mph with flaps down. This is a satisfactory approach speed for gross weights below 50,000 pounds. CAUTION: The hydraulic pressure must be carefully observed at all times. In case of a pump or system failure, the copilot should ascertain that the hydraulic valve is set in NORMAL POSITION and should use the hand pump to maintain pressure for the brakes during the landing. g.	Engine Failure During Flight. - Directional control can be maintained easily with a two-engine failure on one side, if the air speed is held above 140 mph. With a one outboard engine failure, directional control can be maintained at air speeds in excess of 120 mph. - 17 - RESTRICTED RESTRICTED T. 0. No, 01-20EE-1 81.	Emergency Hand Pump 82.	Return Boost Valve 83.	Hydraulic Valve 84.	Vent Line 85.	Supply and Reserve Tank 86.	Hydraulic Accunulator 87.	Brake Metering Valve 88.	Warning Switch 89.	Pressure Gage 90.	Relief Valve 91.	Hydraulic Regulator 92.	Needle Valve 93.	Automatic Shut-Off Valve 94.	Engine-Driven Hydraulic Purp 95.	Check Valve Figure 8 - Hydraulic System Diagram - 18 - RESTRICTED From RareAviation.com RESTRICTED T. O. NO. 01-20EE-1 Figure 9 - OU System Diagram - 19 - RESTRICTED RESTRICTED T. O. No. 01-20EE-1 LEGEND FUEL FEED LINES VENT LINES DRAIN L OVERFLOW LINES = PRESSURE & VAPOR REMOVAL LINES ---------- PRIMER LINES CAPACITIES	U.S.	IMP. GAL. ] No. IAN Eng. 425	850	708 No. 2 I 3 Eng. 213	126	354.9 Feeder Tanks	212	424	353.2 Total (overload)	1700	1416.1 Bomb Bay Tank 395	790	658.1 Total (special)	2490	2071.2 101	Fuel Press Transfer 102	Carburetor 103	Engine-Driven Fuel Pump I ON No. 2 Engine Fuel Tank 105	Primer 106	Fuel Transfer Select Valves 107	Fuel Strainer 108	Oil Dilution Valve 109	Booster Pump 110	Fuel Shut-Off Valve 111	No. 4 Engine Fuel Tank 112	No. I Engine Fuel Tank 113	Drain Lock I IN No. 2 Engine Feeder Tank 115	Tank Drain Valve 116	Bomb Bay Fuel Tank 117	Transfer Pump 118	No. 3 Engine Fuel Tank 119	No. 3 Engine Feeder Tank Figure 10 - Fuel System Diagram - 20 - RESTRICTED From RareAviation.com to RESTRICTED Filter Heater Tank 121.	Bombardier's 122.	Bombardier's 123.	Bombardier's 124.	Bombardier's 125.	Bombardier's Air Duct Defroster Control Button Air ! Defroster Control Window Defroster Compartment Vent 134. 135. 136. 137.	Supercharger Air Inlet 138.	Cold Air Inlet 139.	Radiator 140.	Radio Compartment Air Control 141.	Radio Compartment Air Outlet 142.	Lower Gunner's Heating Duct Figure 11 - Heating and Ventilating System Diagram GLYCOL SYSTEM LINES RESTRICTED 126.	Drain Overboard 127.	Pilot's Defroster t Control 128.	Pilot's Air Control 129.	Pilot's Air Suet 130.	Cabin Air Control 131.	Pilot's Ventilating Suet 132.	Relief Valve 133.	Pump (AC4I-2393 to 41-2492 only) RESTRICTED T.O. NO. 01-20EE-1 WHEN CONTROL HANDLE THE GLYCOL SYSTEM OPERATES CONTINUOUSLY ANO IS NOT AFFECTED BY THE HEATING SYSTEM CONTROLS THE FLOW OF HOT AIR MUST THEREFORE BE UNRESTRICTED TO PREVENT DAMAGE TO THE GLYCOL SYSTEM. -CAUTION SEE TEXT FOR ACCEPTABLE MIXTURE FOR USE IN GLYCOL SYSTEM. DO NOT DILUTE WITH WATER. Figure 12 - Heating Syatem Operation Diagram RESTRICTED From RareAviation.com T. O. No. 01-20EE-1 RESTRICTED DISTRIBUTOR LINES " FILLER LINES IN5 Oxygen Bottles Behind Pilot Seats (8) INK Top Gunner's Regulator Valve 147 Auxiliary Oxygen Bottle for Top Gunner 118 Filler Valve 149	Regulator Valve in Bomb Bay 150	Auxiliary Radio Crew's Regulators 151	Radio Operator's Regulator Valve 152	Auxiliary Oxygen Bottle for Bottom Gunner 153	Bottom Gunner's Regulator Valve 154	Tail Gunner's Regulator Valve 155	Bombardier's Regulator Valve 156	Navigator's Regulator Valve 157	Copilot's Regulator Valve 158	Pelief Valve 159	Pilot's Regulator Valve 160	Oxygen Bottles Below Pilot's Floor (7) 161	Oxygen Bottles Below Radio Compartment Floor (3) Figure 13 - Oxygen System Diagram - 23 - RESTRICTEDRESTRICTED O Figure 14 - Surface De-Icer System Diagram i. NO. 01-20EE-1 RESTRICTED T. O. NO. 01-20EE-1 166	SIinger Ring 167	Valve 168	Fuse Panel 169	Fluid Tank 170	Grain 171	Shut-Off Valve 172	Pump 173	Pilot's Switch I7U Inboard  Outboard Rheostats ARTI-FLUID LINES ELECTRIC WIRING VERT LINE Figure 15 - Anti-Icing System Diagram - 25 - RESTRICTED RESTRICTED T. 0. No. 01-20EE-1 176	Vacuum Pump	184	Shut Off Valve 177	Oil Separator	185	Flight Indicator 178	Suction Relief Valve	186	Man i fold 179	Pressure Relief Valve	187	Suction Gage 180	Press Relief Valve	188	De-icer Pressure Gage 181	Check Valve	189	Test Plug 182	Oil Separator	190	De-icer Control Valve 183	Rotary Distributing Valve	191	Selector Valve Figure 16 - Vacuum and De-Icer System Diagram - 26 - RESTRICTED From RareAviation.com RESTRICTED T. O. No. 01-20EE-1 Figure 17 - Engine Fire Extinguisher System Diagram - 27 - RESTRICTED Section II Par. 1 RESTRICTED T. O. No. 01-20EE-1 SECTION II OPERATING INSTRUCTIONS - PILOTS COMPARTMENT 1. Before Entering the Pilots Compartment. a.	Airplane Loading. - Check weight and balance clearance prepared by ground loading personnel. This may be rapidly and accurately accomplished by using a load adjuster instrument. The following instruc- tions and sample loading problem are published as condensed instructions for the information and guid- ance of all personnel using a load adjuster to deter- mine change in balance from the basic airplane to the loaded airplane as flown, and to insure that the weight distribution of all items loaded above and beyond the basic airplane weight and balance will not produce a weight and balance condition beyond permissible limits. b.	Application of Load Adjuster. - A load adjuster and carrying case for the model B-17E airplane will be found located on a mounting hook adjacent to the data case. Secure this instrument andascertain that the serial number for the airplane being loaded is identical with the serial number inscribed on the car- rying case identification card. (See view A.) CAUTION: The airplane model designation stamped on every load adjuster indicates that the instrument may be used for balance calcu- lation on any AAF airplane of that particular model. However, the INDEX figure entered on the carrying case identification card is correct only for the specific airplane serial number printed directly above, and represents the bal- ance moment of that individual basic airplane. c.	Operating Instructions. (1)	Items loaded in the airplane will be calculated in the following sequence: (a) Given: Weight in Pounds Basic Airplane	35,885 Oil (150 U. S. gal)	1,125 Gasoline (1732 U. S. gal) Crew:	10,392 Navigator	200 Pilot and Copilot	400 Upper Turret Operator	200 Radio Operator	200 Ball Turret Operator	200 Two Side Gunners	400 Tail Gunner	200 Bombs Ammunition (Side Gun	5,000 Compartment)	250 Gross Load	54,452 (b) To find: If the load distribution brings the airplane balance within permissible eg limits as in- dicated on the load adjuster LOADING RANGE scale. - 28 - RESTRICTED From RareAviation.com Section II Par. 1 Continued RESTRICTED T. O. No. 01-20EE-1 (2)	Set indicator on basic index 42.4 and move slide to zero mark on the OIL'' scale as illustrated in view B. Move indicator until its center line is over 150 on the U. S. GALS. scale. This adds the balance moment of 150 gallons of oil as loaded in the airplanes oil tanks, and will move the index to 35.0 as shown in view C. (3)	Set slide to the zero mark on the GASO- LINE scale as illustrated in view D. Move indicator until its center line is over 1732 on the U. S. GALS. scale. This adds the balance mo- ment of 1732 U.S. gallons of gasoline as loaded in the airplanes tanks, and will move the index to 48.5 as illustrated in view E. (4)	Set slide to the zero mark (hereinafter re- ferred to as the compartment zero line) on the compartment loading scale as illustrated in view F. Move indicator until its center line is over 200 on the NOSE compartment scale. This adds the balance moment of one man (200 lb) in the nose compartment, and will move the index to 44.6 as illustrated in view G. (5)	Set slide to the compartment zero line as illustrated in view H. - 29 - RESTRICTED Section II Par. 1 Continued RESTRICTED T. O. No. 01-20EE-1 Move indicator until its center line is over 400 on the PILOTS compartment scale. This adds the balance moment of two men (400 lb) in the pilots compart- ment, and will move the index to 40.6 as illustrated in view I. (6)	Set slide to the compartment zero line as illustrated in view J. Move indicator until its center line is over the 200-lb markon the TOP TURRET scale. This adds the balance moment of one man in the top turret compart- ment, and will move the index to 39.3 as illustrated in view K. (7)	Set slide to the compartment zero line as illustrated in view L. Move indicator until its center line is over the 200-lb mark in the RADIO compartment scale. This adds the balance moment of one man in the radio compart- ment, and will move the index to 41.3 as illustrated in view M. (8)	Set slide to the compartment zero line as illustrated in view N. Move indicator until its center line is over 200 in the BALL TURRET scale. This adds the balance mo- ment of one man in the ball turret compartment, and will move the airplane index to 44.8 as illustrated in view O. - 30 - RESTRICTED From RareAviation.com RESTRICTED T. O. No. 01-20EE-1 Section II Par. I Continued (9)	Set slide to the compartment zero line as illustrated in view P. Move indicator until its center line is on 400 on the "SIDE GUN scale. This adds the balance moment of two men in the side gun compartment, and will move the airplane index to 55.3 as illustrated in view Q. (10)	Set slide to the compartment zero line as illustrated in view R. Move indicator until its center line is on 200 on the TAIL scale. This adds the balance moment of one man in the tail section, and will move the airplane index to 66.8 as illustrated in view S. (11)	Set slide to the compartment zero line as illustrated in view T. Move indicator until its center line is over 5000 on the BOMB BAY scale. This adds the balance mo- ment of 5000 pounds of bombs in the bomb bay, and will move the airplane index to 64.5 as illustrated in view U. (12)	Set slide to the compartment zero line as illustrated in view V. - 31 - RESTRICTED RESTRICTED T. O. No. 01-20EE-1 Section II Par. 1 Continued Move indicator until its center line is over 250 in the SIDE GUN scale. This adds the balance moment ok 250 pounds ok ammunition in the side gun compart- ment and completes calculation of the balance mo- ments of all items as initially loaded in the airplane. This will move the airplane index to 71.2 as illus- trated in view W. (13)	Balance Correction. (a) Adding the weights of all items loaded (refer to paragraph l.c.) shows the gross load of the airplane well within allowable limits, and, as far as weight is concerned, the airplane may be flown. However, the load adjuster indicator center line is located in the red portion of the loading range which absolutely pro- hibits any attempt to fly the airplane because of a dangerous tail heavy condition. (14)	With the indicator center line remaining on the last index setting (71.2), move the slide until TAIL on the CREW CHANGE - ONE MAN - 200 LBS. scale is under the indicator center line as illustrated in view X. Move indicator until its center line is over NOSE. This changes the balance moment of one man from the tail to the nose compartment, and moves the air- plane index to 55.9 as illustrated in view Y. (b) This out-of-balance condition may be corrected by shifting some of the load, or a member of the crew from an aft position to a forward position in the airplane, the amount of change required being predetermined by a trial shift of load on the load adjuster. In this sample case, shifting the tail gunner to the nose compartment will bring the airplane bal- ance within eg limits. This is determined in the fol- lowing manner: (15)	The airplane is now within permissible eg limits although the indicator center line is in the yel- low portion of the LOADING RANGE scale. The pilot will notice a slight tail heaviness when the indi- cator center line is in this yellow portion, which can be corrected with the tab adjustment for satisfactory flight. More perfect balance could be obtained by moving an additional member of the crew forward. CAUTION: Do not shift or dispose of any load without predetermining (by use of the load ad- juster) that the balance will remain within - 32 - RESTRICTED From RareAviation.com restricted T.O. NO. 0I-20EE-1 Figure 18 - Pilot's Compartment . 33 RESTRICTED RESTRICTED T. O. No. 01-20EE-1 201	Fluorescent Light		205	Telltale Lamps Switch 202	Air Speed Tube	Selector Valve Switch	207	Autosyn Voltmeter 203	Pilot Director	Indicator	208	Vacuum Warning Lamp 20M	Altimeter Scale	i Error Card	209	Suction Gage 205	Landing Gear I	Tail Wheel	210	Hydraulic Pressure Gage Warning Lamp	Rheostat	211	Oil Pressure Warning Lamp Figure 19 - Pilots Instrument Panel - 34 - RESTRICTED From RareAviation.com RESTRICTED T. O. No. 01-20EE-1 216	Instrument Panel Light 217	Radio Compass 218	Turn Indicator 219	Fluorescent light 220	Flight Indicator 221	Manifold Pressure Gages 222	Altimeter 223	Prop* Feathering Buttons Engines I A 2 22M Air Speed Indicator 225	Prop. Feathering Buttons Engines 3 t 1 226	Bank A Turn Indicator 227	Rate Of Climb Indicator 228	Tachometers 229	Fuel Quantity Gages Engine I A 230	Flap Position Indicator Figure 20 - Pilot's and Copilots Instrument Panel - 35 - RESTRICTED RESTRICTED T. O. No. 01-20EE-1 236	Oil Pressure Gage 237	Fuel Pressure Gage 238	Oe-icing System Pressure Gage 239	Thermocouple Thermometers 240	Oil Dilution Switches 241	Engine Starter Switches 242	Fuel Quantity Gage, Eng. 2 I 3 243	Oil Temperature Gages 244	Feeder Fuel Tank Quantity Gage 245	Inboard Eng. Fire Ext. Control Handle 246	Parking Brake Handle 247	Eng. Fire Extinguisher Selector Valve 248	Outboard Eng. Fire Extinguisher Control Handle Figure 21 - Copilots Instrument Panel - 3G - RESTRICTED From RareAviation.com Section II Pars. 2 and 3 RESTRICTED T. O. No. 01-20EE-1 2. On Entering the Pilots Compartment. a.	Special Check for Night Flying. (1)	Master battery switch (figure 27-349) ON. (2)	Turn control panel lights (figure 27-331 and -337) ON. (3)	Test operate the instrument panel lights (fig- ure 24-283). (4)	Test operate the landing lights (figure 24-288). WARNING: Do not permit lights to burn more than 5 seconds during test. (5)	Test operate identification lights (figure 24- 282 and -285). (6)	Test operate the passing lights (figure 27-342) (7)	Test operate the position lights (figure 27-351). b.	Check for All Flights. (1)	Emergency ignition switch (figure 24-291) OFF. (2)	Individual ignition switches (figure 24-277) "OFF.1 (3)	Landing gear control switch (figure 24-286) neutral. (4)	Flap control switch (figure 24-290) neutral. (5)	Have copilot set parking brake (figure 21-246). (6)	Ascertain free movement of flight control column (figure 27-353), wheel and rudder pedals to the extremities of their operating range. 3. Starting the Engine.a. If the engines have stood for over two hours, have the propellers turned over two complete revo- lutions by hand. (Ignition switches, figure 24-277, OFF.)	a. No action. b. No action.	b. Set hydraulic valve (figure 22) to PRESSURE STORAGE TANK, and open cowl flap valves (figure 24-292). c. Turn ignition (figure 24-277) and master battery switches (figure 27-349) ON.	c. Pump hydraulic pressure (figure 19-210) to 450 Ib/sq in. with use of emergency hand pump (figure 31-386). d. Test operate the landing gear warning horn and lamps.	d. No action. e. Turn autosyn inverter switch (figure 27-348) to NORMAL.	e. Reset hydraulic valve (figure 22) to NORMAL  POSITION. L Set turbo supercharger controls (figure 25-301) OFF.	f. Return cowl flap valves (figure 24-292) to LOCKED position. g. Open all fuel shut-off valves (figure 24-279).	g. Fuel transfer valves and pump (figure 62) should be OFF. - 37 - RESTRICTED Section II Par. 3 Continued RESTRICTED T. O. No. 01-20EE-1h. Close throttles. h. Set fire extinguisher selector valve (figure 21- 247) to engine being started. Auxiliary extinguishers should be available nearby. i. No action. Figure 22 - Hydraulic Valve i. Move carburetor temperature (intercooler, fig- ure 31-384) to COLD. . Move mixture controls (figure 25-303) to EN- GINE OFF. k. Start fuel booster pumps (No. 3 and engine being started). L Prime cylinders if necessary. (No. 3 booster pump must be ON and No. 3 mixture control set to ENGINE OFF.) m.	Prime blower case as follows: (1)	Move mixture control (figure 25-303) from ENGINE OFF to AUTOMATIC RICH. (2)	When fuel begins to drip from blower case drain, move mixture control to ENGINE OFF. n.	Turn ignition switches (figure 24-277) to BOTH. o.	Direct copilot to start engines. Suggested or- der is 1, 2, 3, 4. (3)	Do not stop booster pump. n.	No action. o.	Start engine as follows when directed by pilot: (1) Operate and mesh starter. (2) When engine begins to fire, move mixture control (figure 25-303) immediately to AUTOMATIC RICH. CAUTION: Do not open throttles as lean mix- ture and backfire hazard will result. p. No action.	p. If engine stops, return mixture to ENGINE OFF immediately, cut ignition switch and repeat starting procedure. q. If no oil pressure is indicated within one-half minute after starting, direct copilot to stop engine with mixture control. Cut ignition and investigate.	q. After engine starts, check for indication of oil pressure. Notify pilot if no pressure is indicated within one - half minute. Move mixture control to ENGINE OFF when directed by pilot. r. In case of fire in the nacelle, direct copilot to stop engine.	r. Stop engine by moving mixture control (figure 25-303) to ENGINE OFF. s. Close cowl flaps if fire is in nacelle 1 or 2.	s. Close cowl flaps if fire is in nacelle 3 or 4. t, Direct copilot to set fire extinguisher selector valve and stand by to pull charge.	t, Set fire extinguisher selector valve (figure 21- 247) as requested by pilot. u. If fire is not smothered by the cowl flaps, close fuel shut-off valve (figure 24-279), stop the booster pump (figure 24-278), and direct copilot to pull fire extinguisher.	u. Pull first charge of fire extinguisher at com- mand from pilot. - 38 - RESTRICTED From RareAviation.com RESTRICTED T. O. No. 01-20EE-1 Section II Pars. 3 to 6V. If necessary, direct copilot to pull second	v. Pull second charge if and when commanded by charge. NOTE: If engine accessory cowling is not in- stalled, it is unlikely that fire can be extin- guished by the COz system. External fire ex-	pilot. tinguishers, therefore, must be used. w. Before resuming operations after fire, be sure that COz extinguishers are replaced.	w. No action. 4. Engine Warm-Up. a. When oil temperature begins to rise and oil pressure is 50 Ib/sq in., open throttles to 1000-1250 rpm.	a. Notify pilot when oil temperature (figure 21- 243) begins to rise and oil pressure (figure 21-236) is 50 Ib/sq in. b. When engines are thoroughly warmed, the rpm may be increased for instrument check.	b. Notify pilot when maximum temperature and pressure values are reached. CAUTION: 2500 rpm must not be maintained for more than one-half minute and the follow- ing values must not be exceeded: Fuel Pressure	16 Ib/sq in. Oil Pressure	80 Ib/sq in. Oil Temperature	88 C (190.4 F) Cylinder Temp	260 C (500	F) 5. Emergency Take-Off. a. If the airplane has been on the alert, the en- gines will be started, 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 care- ful not to exceed 46 inches Hg manifold pressure.	a. No action. b. If an emergency take-off is necessary with cold engines due to the lack of a ground crew, the follow- ing procedure should be followed: (1) Start engines, using oil dilution as soon as engines fire in order to get minimum oil pressure of 70 Ib/sq in. There is little danger of over-dilution, so operate the system as the oil pressure gages indi- cate. (2) Fuel pressure  12 Ib/sq in. (3) Set wing flaps for take-off, leave cowl flaps less than one-third open to expedite warm-up. Pro- ceed with take-off. (4) Do not exceed 46 inches Hg manifold pres- sure. Turbos must be used. 6. Engine and Accessories Ground Test. a.	Check aerial engineers report on ballast, crew location and loading. See that all doors are closed. a. Fuel boost pump switches (figure 24-278 and -280) ON. - 39 - RESTRICTED RESTRICTED T. O. No. 01-20EE-1 256	Command Set Receiver Control* 257	Radio Compaaa Control Box 258	Clock 259	Compass 260	Dome light Switch 261	Come Light 262	Command Set Transmitter Controls 263	Fluorescent Light 269 Free Air Thermometer Figure 23 - pilot's and Copilots Ceiling Controls - 40 - RESTRICTED From RareAviation.com Section II Pars. 6 and 7 RESTRICTED T. O. No. 01-20EE-1 b. Automatic flight control equipment (figure 26- 310) OFF.	b. Hydraulic pressure gage (figure 19-210) should read 600 to 750 Ib/sq in. c. Set altimeter (figure 20-222).	c. Warning lights should be: Tail wheel warning - on (red) Landing gear - on	(green) Vacuum warning - off d. Turn all generator switches (figure 27-335) ON.	d. Propeller controls (figure 26-314) should be locked in high rpm. e. Operate brakes to insure that pressure does not drop below 600 Ib/sq in.	e. Adjust intercooler controls (figure 31-384) to COLD unless icing conditions exist. f. No action.	f. Cowl flap valves (figure 24-292) OPEN. g. Wing flap switch (figure 24-290) UP. h. Tail wheel should be unlocked. Avoid taxiing with elevator full up. i. Flight controls unlocked.	i. Flight controls unlocked. . Signal ground crew to remove wheel chocks.	j. No action. k. Contact control tower for clearance. 1. With mixture controls (figure 25-303) in AUTO- MATIC RICH, check ignition at 1500 to 1600 rpm.	L Check the following during ignition check: Fuel Pressure: Desired - 12-16 Ib/sq in. Maximum -	16	Ib/sq	in. Minimum -	12	Ib/sq	in. Oil Pressure: Desired -	75	Ib/sq	in. Maximum -	80	Ib/sq	in. Minimum -	70	Ib/sq	in. Oil Temp:	Desired - 70 C (158 F) Maximum - 88 C (190.4 F) Cylinder Temp: Maximum - 205 C (401 F) m. Run up each engine individually and adjust turbo regulator controls for 45 inches Hg manifold pressure at full throttle and 2500 rpm. IMPORTANT: This adjustment must be made as quickly as possible and must not exceed one-half minute for each engine.	m. Notify pilot if any temperature or pressure reading is not satisfactory. n. Set trim tabs in neutral.	n. Lock tail wheel (warning light off). o. Flight controls should be unlocked. Check visually and operate to insure free movement.	p. No action. p. Close window.	p. Close window. 7. Taxiing. a. Inboard throttles may be locked for taxiing with outboard engines. NOTE: On airplanes of this model which have hydraulic pumps only on the No. 1 engine, taxi on outboard engines only to insure hydraulic pressure for brake operation.	a. Notify pilot if: Cylinder temp exceeds 205 C (401 F) Oil pressure exceeds 75 Ib/sq in. (or is less than 15 Ib/sq in. for idling engines) Oil inlet temp exceeds 70 C (158 F) Fuel pressure is over 16 or under 12 Ib/sq in. - 41 - RESTRICTED RESTRICTED T.O. NO. 0 1 - 20 EE - 1285 292 283 ( 289 COWL 277	Ignition Switches 278	Fuel Boost Pump Switches, Engines I and 2 279	Fuel Shut-off Valve Switches, Engines I and 2 280	Fuel Boost Pump Switches, Engines 3 and 9 281	Fuel Shut-off Valve Switches, Engines 3 and 9 282	Top and Bottom Identification Lights Switch 283	Panel Light Switch 289	Instrument Light Switch 285	Identification Lights Switch 286	Landing Gear Control Switch 287	Landing Gear Warning Lamp 288	Landing Lights Switches 289	Tail Wheel, Lock Warning Lamp 290	Wing Flap Switch 291	Emergency Ignition Switch 292	Cowl Flap Valve Switches Figure 24 - Pilots And Copilots Control Panel - 42 - RESTRICTED From RareAviation.com RESTRICTED IPH1LW T. O. No. 01-20EE-1 b.	Avoid taxiing from line with elevators in full up position and tail wheel unlocked. Section II Pars. 7 through 9 (WMLE b. Notify pilot if elevators are in full up position, and if tail wheel is unlocked. 8. Take-Off. a. Refer to the FLIGHT OPERATION INSTRUC-	a. No action. TION CHART in section HI for all engine operating data. b. Open throttles slowly to FULL THROTTLE (three to five seconds). c.	Observe the following cautions: With a runaway turbo or propeller, THROTTLE BACK FIRST, and then move the turbo supercharger control (figure 25- 301) to OFF. If necessary, set the propeller con- trols (figure 26 -314) in LOW RPM. The likelihood of a runaway turbo is small but the danger is great if it occurs during a take-off. Therefore, the pilot should be alert during the take-off to immediately note and correct any excessive manifold pressure. d. When airplane is clear of ground, direct copilot to retract landing gear.	d. Retract landing gear at command from pilot. e. Accelerate to speed for cruising climb.	e. Cylinder head temperatures must not exceed 260 degrees C (500 degrees F) (five-minute maximum). Oil Pressure: Desired -	75 Ib/sq in. Maximum -	80 Ib/sq in. Minimum -	70 Ib/sq in. Oil Temp:	Desired - 70C(158F) Maximum - 88 C (190.4 F) Fuel Pressure: Maximum -	16 Ib/sq in. Minimum -	12 Ib/sq in. f. No action. 9. Engine Failure During Take-Off. a.	Failure of an engine during take-off may not be noticeable immediately except for a resultant swing. If, therefore, a swing develops, and there is room to close the throttles and pull up. this should be done. b.	If it is necessary to continue with the take-off even though one engine has failed, hold the airplane straight by immediate application of rudder. Gain speed as rapidly as possible. See that the landing gear is up, or coming up, and feather the propeller of the dead engine. For detailed instructions for feath- ering and unfeathering the propellers, refer to para- graphs ll.g., ll.h. and ll.i. of this section. Retrim as necessary. f. Adjust intercooler controls (figure 31-384) to HOT if necessary. - 43 - RESTRICTED RESTRICTED T. O. No. 01-20EE-1 301	Turbo Supercharger Controls 302	Supercharger I Mixture Con- trols Lock 303	Mixture Controls 301 Turn Control (A.F.C.E.) 305	Throttle	Controls	Lock 306	Throttle	Control,	Eng. fl 307	Throttle	Control,	Eng. #2 308	Throttle	Control,	Eng. 13 309	Throttle	Control,	Eng. M Figure 25 - Pilots and Copilots Power Plant Controls - 44 - RESTRICTED From RareAviation.com RESTRICTED T. O. No. 01-20EE-1 311	Pilot's Right Rudder Pedal 312	Throttle Controls Lock 313	Elevator Trim Tab Control 311 Propeller Controls 315	Propeller Controls Lock 316	Elevator Trim Tab Control 317	Copilot's Left Rudder Pedal 318	Aileron I Elevator Surface Lock 319	Surface Lock Release Button 320	Automatic Flight Control Equipment 321	Rudder Trim Tab Control 322	Tail Wheel Lock Release Button 323	Tail Wheel Lock Figure 26 - Pilots and Copilot's Lower Control Panel - 45 - RESTRICTED RESTRICTED T. O. No. 01-20EE-1 331	Panel Light Switch	339	Alarm Be 11 Switch	396	Emergency Bomb Release Handle 332	Ammeters	39V	Aileron Loch	397	Pitot Heat Switch 333	Panel Light	391	Vacuum Pump Selector Valve	398	Inverter Line Switch 33U	Pilots Oxygen Regulator	392	Passing Lights Switch	399	Master Battery Switches 335	Generator Switches	393	Bomber Call Switch	350	Voltmeter 336	Panel Light	399	Interphone Call Switch	351	Position Lights Rheostat 337	Panel Light Switch	395	Landing Sear Warning	352	Voltmeter Selector Control 338	Signal & Running Lights Switch		Horn Switch	353	Pilot's Control Column Figure 27 - Pilots Side Control Panel . 46 - RESTRICTED From RareAviation.com Section II Pars. 10 and 11 RESTRICTED T. O. No. 01-20EE-1 10. Climb. a. Reduce manifold pressure for climb by adjust- ing turbo regulator (throttle fully open).	a. No action. b. Reduce rpm as required for climb.	b. Adjust cowl flap valves (figure 24-292) as re- quired to maintain proper cylinder head temperatures. c. Make a visual check of engines 1 and 2,	c. Make a visual check of engines 3 and 4. 11. Flight Operation. a. Instructions for use of the FLIGHT OPERATION INSTRUCTION CHART in flight are: (1)	Determine gross weight of the airplane with aid of the WEIGHT AND BALANCE CHART in sec- tion III. (2)	Select the FLIGHT OPERATION INSTRUC TION CHART for the gross weight of the airplane. (3)	Follow the INSTRUCTIONS for using the chart which are printed near the top of the chart. (4)	A series of charts covering pertinent changes in gross or aerodynamical load (due to fuel consump- tion or other disposable load being dropped) will be found in their most logical sequence in section III. CAUTION: Instantaneous load factors above the allowable can be reached very easily with rough elevator control movements. In turbu- lent air or in combat maneuvering, correc- tions should be made very smoothly. b. Adjust engine controls as required. (Refer to the FLIGHT OPERATION INSTRUCTION CHART.)	b. Set mixture controls (figure 25-303) to AUTO- MATIC LEAN. c. Turn automatic flight control equipment switches (figure 26 320) on.	c. Adjust cowl flap valves (figure 24-292) as re- quired to maintain proper cylinder head temperatures. d. No action.	d. Stop booster pumps until needed at approxi- mately 15,000 feet. e. Fora cruising climb: With throttles fully open, adjust turbo regulator controls (figure 25-301) for desired manifold pressure (refer to section I, para - graph 5).	e. Adjust cowl flap valves (figure 25-303) as re- quired to maintain proper cylinder head temperatures. f.	Fire in flight: NOTE: If fire occurs, try blowing it out by running up the engine(s). If the fires are gasoline fires, it is practically impossible to put them out, even with COz- (1)	Notify copilot if fire is in engine 1 or 2.	(1) Notify pilot if fire is in engine 3 or 4. (2)	Close cowl flap on burning engine.	(2) No action. (3)	Continue with throttles unchanged until loca- tion of fire is determined. - 47 - RESTRICTED RESTRICTED T. O. No. 01-20EE-1 356	Panel Light 357	Panel Light Switch 358	Interphone Volume Rheostat 359	Interphone Selector Control 360	Pilot's Seat 361	Pilot's Hand Microphone 362	Pilot's Radio Receiver Crystal Filter 363	Cabin Air Control Figure 28 - Pilots Side Wall Controls - 48 - RESTRICTED From RareAviation.com Section II Par. 11 Continued RESTRICTED T. O. No. 01-20EE-1 (4)	Close throttle and fuel shut-off valve if fire is due to exhaust or if cause is unknown. (5)	Order copilot to set fire extinguisher selec- tor valve and to pull first charge. (6)	If fire is not extinguished, order copilot to pull second charge. (5)	When ordered by pilot, set fire extinguisher selector valve (figure 21-247) and pull first charge. (6)	Pull second charge when directed by pilot. CAUTION: If a fire occurs in more than one engine, do not attempt to distribute a single charge because the volume of a single cylinder is insufficient for two engines. (7)	Feather the propeller after the fire is extin- guished if serious damage has resulted or if exces- sive vibration occurs during fire. (7) No action. g.	Feather No. 1 or No. 2 propeller as follows: (1)	Notify copilot the number of the engine to be stopped. (2)	Turn automatic flight control equipment switches (figure 26-320) off. (1)	Move mixture control (figure 25-303) to ENGINE OFF. (2) Stop booster pump if running. (3) Turn turbo regulator control (figure 25-301) off. (3) No action. NOTE: If operating under conditions which require full boost, leave the boost controls on and instruct copilot to maintain hydraulic pressure with hand pump. (4)	Order copilot to press feathering button. (4) Press feathering button (figure 20-223). (5)	When propeller stops, turn ignition switch (figure 24-277) to ENGINE OFF. (6) Close throttle. (5) No action. (7) Adjust trim tabs as required. (8) Turn automatic flight control equipment switches (figure 26-320) on. (9) If the engine is not to be restarted, order the aerial engineer and copilot to transfer engine fuel to other tanks as required. (9) fer fuel transfer operating instructions, refer to section VII. Assist aerial engineer as required to trans- when directed by pilot. For detailed fuel (10)	With engine No. 2 glycol pump inoperative: If cold air is not desired in cabins, shut off heating and ventilating system by moving control handle (fig- ure 28-363) fully aft. (11)	With one vacuum pump inoperative: Set vacuum pump selector valve to VACUUM PUMP R. (De-icer pressure will thus be reduced and de-icer vacuum will not be available; therefore, de-icer sys- tem will operate inefficiently.) (10) No action. h.	To feather No 3 or No. 4 propeller: (1)	Notify copilot which engine is to be stopped. (1)	Move mixture control (figure 25-303) to ENGINE OFF. - 49 - RESTRICTED RESTRICTED T. O. No, 01-20EE-1 366	Propeller Anti-Icer Rheostat 367	Propeller Anti-Icer Switch 368	Surface Deicer Control Switch 369	Aileron Trim Tab Control 370	Pilot's Seat Adjustment Handle 371	Aileron Trim Tab Indicator Figure 29 - Floor Panel - Left of Pilots Seat - 50 - RESTRICTED From RareAviation.com T. O. No. 01-20EE-1 RESTRICTED (2)	Turn automatic flight control equipment switches (figure 26-320) off. (3)	Turn turbo regulator control (figure 25-301) off. (4)	Order copilot to press feathering button. (5)	When propeller stops, turn ignition switch (figure 24-277) to ENGINE OFF. (6)	Close throttle. (7)	Adjust trim tabs as required. (8)	Turn automatic flight control equipment switches (figure 26-320) on. (9)	If the engine is not to be restarted, order the aerial engineer and the copilot to transfer fuel to other tanks as required. (10)	One vacuum pump inoperative: Set vacuum pump selector valve (figure 27 -341) to VACUUM PUMP L. De-icer pressure will thus be reduced and de-icer vacuum will not be available. The de-icer system will therefore operate inefficiently. Section II Par. 11 Continued (2)	Stop booster pump. (3)	No action. (4)	Press feathering button (figure 20-225). (5)	No action. (9)	Assist aerial engineer to transfer fuel. De- tailed operating instructions for transferring of fuel are contained in section VII (10)	No action. i,	Unfeathering of propellers: (1)	Notify copilot number of engine to be re- started. (2)	Turn automatic flight control equipment switches (figure 26-320) off. (3)	No action. (4)	Open throttle to 800 rpm. (5)	Turn ignition switch to BOTH. (6)	Press feathering button and hold it pressed in until engine speed reaches 800 rpm. (7)	Open throttle slowly to 1000 rpm. (8)	Adjust trim tabs if desired. (9)	Maintain 1000 rpm until notified by copilot that oil temperature is 70 C (158 F). (10)	No action. (11)	Synchronize manifold pressure and rpm with other engines. Turbo controls should be fully ON and manifold pressure adjustment should be made with throttles. (1)	Set propeller control (figure 26-314) to HIGH RPM position. (2)	Set intercooler control (figure 31-384) to HOT position. (3)	Close cowl flap. (4)	Start booster pump (if above 15,000 feet). (5)	Check quantity of fuel in tank. (6)	When engine speed reaches 800 rpm, move mixture control (figure 25-303) from ENGINE OFF to AUTOMATIC RICH." (7)	No action. (9)	Notify pilot when oil temperature reaches 70 C (158 F). (10)	When cylinder head temperature reaches 205 C (401 F), open cowl flaps as required for con- tinuous operation. (11)	Adjust intercooler controls as required. - 51 - RESTRICTED RESTRICTED T. O. No. 01-20EE-1 Figure 31 Copilots Front Side Wall 381	Copilot's Oxygen Regulator 382	Panel Light Switch 383	Panel Light 381 Intercooler Controls 385	Primer 386	Emergency Hydraulic Hand Pump Figure 30 Inverter - Pilots Compartment 376	Pilot's Seat Support 377	Inverter 378	Doors To navigator's Compartment - 52 - RESTRICTED From RareAviation.com Section II Pars. 11 and 12 RESTRICTED T. O. No. 01-20EE 1viz) Adjust trim tabs as required. (13) Turn on automatic flight control equipment switches (figure 26-320). (14) After No. 2 propeller has been unfeathered, the pilot may turn heating system on by moving con- trol lever (figure 28-363) to any position between one- half and fully forward. 12. Approach and Landing. a. Set altimeter (figure 20-222). a. Set mixture controls (figure 25-303) in AUTO- MATIC RICH. b. Notify radio operator to retract trailing an- tenna.	b. Set intercooler controls (figure 31 - 384) in COLD position unless icing conditions exist. c. Turn automatic flight control equipment switches (figure 26-320) off.	c. Radio control tower for landing clearance. d. Adjust manifold pressure to 39 inches Hg as follows. With propeller speed set at 2000 rpm and throttles fully open, adjust turbo regulator controls to 39 inches Hg and lock in position. CAUTION: When reducing propeller speed, do not exceed manifold pressure permitted for the existing flight condition. After adjusting turbo regulator controls, return throttles to original positions.	d. No action. e. Shut off de-icer system if operating. f. Order copilot to extend landing gear.	f. Extend landing gear when directed by pilot (green signal light on). g. Check hydraulic pressure. This should be between 600 and 750 Ib/sq in. WARNING:' If pressure is below 450 Ib/sq in., no attempt should be made to raise system pressure with the hand pump, as loss of emer- gency oil supply will result if low pressure is caused by leak between hydraulic valve and the engine-driven pumps. h. Operate the brakes. Hydraulic pressure should remain above 450 Ib/sq in. If brakes are inoperative, prepare for emergency landing. (12) No action. g. No action. DO NOT LOWER FLAPS AT SPEEDS IN EXCESS OF 147 MPH i. No action. i.	Check hydraulic valve (figure 22). It MUST be set for NORMAL POSITION for emergency brake operation.________________________________________ j.	Check cowl flap valves (figure 24-292). They must be in LOCKED position to guard against loss of emergency oil supply through leaks in cowl flap actuating mechanisms. k.	Order copilot to lower wing flaps as required below 147 mph indicated. k. Lower wing flaps as directed by pilot. - 53 - RESTRICTED RESTRICTED T. O. No. 01-20EE-1 382	Panel Light Switch 383	Pane) Light 386 Emergency Hydraulic Hand Pump 391	Interphone Selector Control 392	Interphone Volume Rheostat 393	Copilot's Radio Receiver Crystal Filter 399 Copilot's Hand Microphone Figure 32 - Copilots Side Wall Controls - 54 - RESTRICTED From RareAviation.com RESTRICTED T. O. No. 01-20EE-1 Section II Pars. 12 through 15L Adjust trim tabs as required.	L No action. m. Order copilot to call off air speeds as required.	m. Call off air speeds when directed by pilot. n. Have aerial engineer check position of ball tur- ret (guns should be horizontal and pointing aft). 13. After Landing. a. Order wing flaps raised.	n. No action. a. Raise wing flaps when directed by pilot. b.	Check cowl flaps (figure 24-292); they should be TiOPEN. c.	Order tail wheel unlocked when taxi speed has	b.	No action. c.	Unlock tail wheel when directed by pilot. dropped to 30 mph. 14.	Stopping ok Engines. a. Idle engines at approximately 800 rpm until cylinder temperatures drop to 170 degrees C (338 degrees F). c. Before stopping engines, run at 1200 rpm for 30 seconds before directing copilot to stop engines. a.	If outside air temperature is below zero de- grees C (32 degrees F), or if the airplane is to re- main outside over night, dilute oil as follows: When operating in cold climates with oil dilu- tion equipment, the propeller control will be moved from extreme increase to extreme decrease rpm slowly several times during the period of dilution. This will permit the filling of the propeller dome with diluted oil and will prevent sluggish response of the propeller when starting the engine. Do not exceed four minutes for the oil dilution period. b. No action. c. At command from pilot, stop engines by moving mixture controls (figure 25-303) to ENGINE OFF. 15.	Maneuvers Prohibited. a.	Loop b.	Roll c.	Inverted flight d.	Spin e.	Stall f.	Further restrictions: (1)	Maximum diving speed (normal load - flaps up) - 305 mph (2)	Maximum air speed (flaps down) - 147 mph (3)	Maximum manifold pressure - 46 inches Hg (4)	Maximum taxi speed (with tail wheel un- locked) - 30 mph - 55 - RESTRICTED RESTRICTED T. O. No. 01-20EE-1 396	Wiring Diagram Holder 397	Hydraulic Selector Valve 398	Fire Extinguisher 399	Copilot's Armor Plate Support Figure 33 - Rear View of Copilot's Seat - 56 - RESTRICTED From RareAviation.com RESTRICTED T. O. No. 01-20EE-1 HOI Radio Compass Receiver Control Unit 402	Interphone Volume Control 403	Interphone Selector Control 404	Map Case 405	Navigator's Light 406	Light Switch 407	Panel Light 408	Radio Compass Receiver 409	Fuse Box 410	Navigator's Table Figure 34 - Navigators Compartment - Left Side - Looking Aft - 57 - RESTRICTED RESTRICTED T. O. No. 01-20EE-1 411	Drift Meter 412	Bombsight Stowage Box 413	Fire Extinguisher 414	Hot Air Inlet Figure 35 - Navigators Compartment - Right Side - Looking Aft - 58 - RESTRICTED From RareAviation.com Section III Pars. 1 and 2 RESTRICTED T. O. No. 01-20EE-1 SECTION in FLIGHT OPERATION DATA 1.	Determining Gross Weight. Secure gross weight from Form F, Weight and Balance Clearance. 2.	Flight Planning. The following outline maybe used as a guide to as- sist personnel in the use of the FLIGHT OPERATION INSTRUCTION CHART for flight planning purposes. a. If the flight plan calls for a continuous flight where the desired cruising power and air speed are reasonably constant after take-off and climb to 5000 feet, the fuel required and flight time may be com- puted as a single section flight. (1)	Within limits of the airplane, the fuel required and flying time for a given mission depend largely upon the speed desired. With all other factors re- maining equal in an airplane, speed is obtained at a sacrifice of range, and range is obtained at a sacrifice of speed. The speed is usually determined after con- sidering the urgency of the flight plotted against the range required. The time of take-off is adjusted so as to have the flight arrive at its destination at the predetermined time. (2)	Select the FLIGHT OPERATION INSTRUC- TION CHART for the gross weight to be used at take- off. Locate the largest figure entered under G.P.H. (gallons per hour) in column I on the lower half of the chart. Multiply this figure by the number of hours desired for reserve fuel. Add the resulting figure to the number of gallons set forth in footnote No. 2, and subtract the total from the amount of fuel in the air- plane prior to starting of engines. The figure obtained as a result of this computation will represent the amount of gasoline available and applicable for flight planning purposes on the RANGE IN AIR MILES sec- tion of the FLIGHT OPERATION INSTRUCTION CHART. (3)	Select a figure in the fuel column equal to, or the next entry less than, the available amount of fuel in the airplane as determined in paragraph 2.a.(2) above. Move horizontally to the right or left and se- lect a figure equal to, or the next entry greater than, the air miles (with no wind) to be flown. Operating values contained in the column number in which this figure appears, represent the highest cruising speed possible at the range desired: however, the airplane may be operated in accordance with values contained under OPERATING DATA in any column of a higher number with the flight plan being completed at a sac- rifice of speed, but at an increase in fuel economy. (4)	Using the same column number selected by application of instructions contained in paragraph 2.a.(3), determine the indicated air speed (in mph or knots, whichever is applicable to the calibration of in- struments in the airplane) and gallons per hour listed at sea level in the lower section of the chart under the sub-title OPERATING DATA. Divide this IAS into the air miles to be flown and obtain the calculated flight duration in minutes, which can then be converted into hours and minutes and deducted from the desired arrival time at destination in order to obtain the take- off time (without consideration for wind). To allow for wind, use the above IAS as ground speed and calculate a new corrected ground speed with the aid of a flight calculator or by means of a navigators triangle of velocities. (5)	The airplane and engine operating values listed below OPERATING DATA in any single numbered col- umn are calculated to give constant miles per gallon at any altitude listed. Therefore, the airplane may be operated at any altitude and at the corresponding set of values given so long as they are in the same column listing the range desired. CAUTION: Ranges listed in column I under Max. Cont. Power are correct only at the altitude given in footnote 1, and the engine and airplane operating data listed under OPERAT - ING DATA will give constant miles per gallon if operation is consistent with values set oppo- site the listed altitudes. (6)	The flight plan may be readily changed at any tinfe enroute, by following the INSTRUCTIONS FOR USING CHART printed on each chart. The chart will show the balance of range at various cruising powers. (7)	Multiple charts are provided to give accurate data for operation at different gross weights, different external load conditions, and/or different combinations of engine use, such as two-engine operation, four- engine operation, etc. Extreme care should be ex- ercised to assure the selection of the correct chart applicable to the specific operating condition. b. If the original flight plan calls for a misslor. requiring changes in power, speed, gross load or ex- ternal load, in accordance with the titles shown at the top of each FLIGHT OPERATION INSTRUCTION CHART provided, the total flight should be broken down into a series of individual short flights, each computed as outlined in paragraph 2.a. in its entirety, and then added together to make up the total flight and its requirements. Tabulated Flight Operation Charts, per AAF Speci- fication 40107-B, will be incorporated in this Handbook as soon as they are available. - 59 - RESTRICTED Ra reAviation.com RESTRICTED	T. O. No. 01-20EE-1 FOR USE IN CRUISING FLIGHT: DETERMINE DENSITY ALTITUDE. SET MANIFOLD PRESSURE AND R.P.M. TO CHARTED VALUES,AS REQUIRED TO GIVE SPEED OR RANGE DESIRED- OBTAIN TRUE AIR SPEED IN NORMAL MANNER USING FREE AIR TEMPERATURE, PRESSURE ALTITUDE, AND AIR SPEED INDICATOR CALIBRATION CORRECTION. AT CHARTED MANIFOLD PRESSURE AND R.P.M. IN HOT WEATHER, TRUE AIR SPEED,WILL BELOW; IN COLD, HIGH,WHEN COMPARED TO CHARTED VALUES- JOCKEY POWER SLIGHTLY AS REQUI RED (l NCREASE MANIFOLD PRESSURE TO INCREASE SPEED; DECREASE R.P.M TO DECREASE SPEED UNTIL CHARTED TRUE AIR SPEED IS OBTAINED.) THIS WILL ESTABLISH POWER EXACTLY. FUEL FLOW WILL THEREBY BE ESTABLISHED- DO NOT EXCEED 30 INCHES MANIFOLD PRESSURE OR 2100 R.P.M. FOR CONTINUOUS CRUISING- DO NOT INCREASE MANIFOLD PRESSURE MORE THAN 3 INCHES ABOVE CHARTED VALUES WITHOUT RAISING R P.M. AS GROSS WEIGHT IS REDUCED, TRUE AIR SPEED WILL INCREASE. FOR STEADY CRUISING IT SHOULD NOT BE NECESSARY TO RE-SET POWER OFTENER THAN EACH HOUR. EVERY THREE HOURS WILL PROBABLY BE SATISFACTORY. Cruising Control Chart Model B-17E 35,000 Lbs. Gr. Wt. RESTRICTED RESTRICTED	T. O. No. 01-20EE-1 FOR USE IN CRUISING FLIGHT: DETERMINE DENSITY ALTITUDE. SET MANIFOLD PRESSURE ANO R P. M TO CHARTED VALUES,AS REQUIRED TO GIVE SPEED OR RANGE DESIRED OBTAIN TRUE AIR SPEED IN NORMAL MANNER USING FREE AIR TEMPERATURE, PRESSURE ALTITUDE,ANO AIR SPEED INDICATOR CALIBRATION CORRECTION. AT CHARTED MANIFOLD PRESSURE ANO R PM IN HOT WEATHER, TRUE AIR SPEED, WILL BE LOW; IN COLO, HIGH, WHEN COMPARED TO CHARTED VALUES. JOCKEY POWER SLIGHTLY AS REQUIRED (INCREASE MANIFOLD PRESSURE TO INCREASE SPEED: DECREASE R P. M TO DECREASE SPEED UNTIL CHARTED TRUE AIR SPEED IS OBTAINED.) THIS WILL ESTABLISH POWER EXACTLY. FUEL FLOW WILL THEREBY BE ESTABLISHED DO NOT EXCEED 30 INCHES MANIFOLD PRESSURE OR 2100 R PM FOR CONTINUOUS CRUISING DO NOT INCREASE MANIFOLD PRESSURE MORE THAN 3 INCHES ABOVE CHARTED VALUES WITHOUT RAISING R P M AS GROSS WEIGHT IS REDUCED, TRUE AIR SPEED WILL INCREASE. FOR STEADY CRUISING IT SHOULD NOT BE NECESSARY TO RE-SET POWER OFTENER THAN EACH HOUR. EVERY THREE HOURS WILL PROBABLY BE SATISFACTORY Cruising Control Chart Model B-17E 37,500 Lbs. Gr. Wt. Ra reAviation.com RESTRICTED	T. O. No. 01-20EE-1 HOT WEATHER, TRUE AIR SPEED, WILL BE LOW; IN COLD, HI GH, WHEN COMPARED TO CHARTED VALUES- JOCKEY POWER SLIGHTLY AS REQUI RED (l NCREASE MANIFOLD PRESSURE TO INCREASE SPEED: DECREASE R P. M TO DECREASE SPEED UNTIL CHARTED TRUE AIR SPEED IS OBTAINED.) TH IS WILL ESTABLISH POWER EXACTLY. FUEL FLOW WILL THEREBY BE ESTABLISHED- DO NOT EXCEED 30 INCHES MANIFOLD PRESSURE OR 2100 R.P.M FOR CONTINUOUS CRUISING DO NOT INCREASE MANIFOLD PRESSURE MORE THAN 3 INCHES ABOVE CHARTED VALUES WITHOUT RAISING R P M AS GROSS WEIGHT IS REDUCED, TRUE AIR SPEED WILL INCREASE. FOR STEADY CRUISING IT SHOULD NOT BE NECESSARY TO RE-SET POWER OFTENER THAN EACH HOUR. EVERY THREE HOURS WILL PROBABLY BE SATISFACTORY Cruising Control Chart Model B-17E 40,000 Lbs. Gr. Wt. RESTRICTED RESTRICTED	T. O. No. 01-20EE-1 DETERMINE DENSITY ALTITUDE. SET MANIFOLD PRESSURE AND R P M TO CHARTED VALUES,AS REQUIRED TO GIVE SPEED OR RANGE DESIRED OBTAIN TRUE AIR SPEED IN NORMAL MANNER USING FREE AIR TEMPERATURE, PRESSURE ALTITUDE,AND AIR SPEED INDICATOR CALIBRATION CORRECTION. AT CHARTED MANIFOLD PRESSURE AND R PM IN HOT WEATHER, TRUE Al R SPEED, WILL BE LOW; IN COLD, HI GH. WHEN COMPARED TO CHARTED VALUES. JOCKEY POWER SLIGHTLY AS REQUIRED(l NCREASE MANIFOLD PRESSURE TO INCREASE SPEED; DECREASE R P. M TO DECREASE SPEED UNTIL CHARTED TRUE AIR SPEED IS OBTAINED.) THIS WILL ESTABLISH POWER EXACTLY FUEL FLOW WILL THEREBY BE ESTABLISHED. DO NOT EXCEED 30 INCHES MANIFOLD PRESSURE OR 2100 R PM FOR CONTINUOUS CRUISING. DO NOT INCREASE MANIFOLD PRESSURE MORE THAN 3 INCHES ABOVE CHARTED VALUES WITHOUT RAISING R. PM. AS GROSS WEIGHT IS REDUCED, TRUE AIR SPEED WILL INCREASE. FOR STEADY CRUISING IT SHOULD NOT BE NECESSARY TO RE-SET POWER OFTENER THAN EACH HOUR EVERY THREE HOURS WILL PROBABLY BE SATISFACTORY Cruising Control Chart Model B-17E 42,500 Lbs. Or. Wt. RESTRICTED Cruising Control Chart Model B-17E 47,500 Lbs. Gr. Wt. a M a M p 2! o M M RESTRICTED T. O. No. 01-20EE-1 133J-30nXinV A1ISN30 Cruising Control Chart Model B-17E 50,000 Lbs. Gr. Wt. - 66 - RESTRICTED From RareAviation.com RESTRICTED RESTRICTED	T. O. No. 01-20EE-1 FOR USE IN CRUISING FLIGHT DETERMINE DENSITY ALTITUDE. SET MANIFOLD PRESSURE AND R P, M TO CHARTED VALUES,AS REQUIRED TO GIVE SPEED OR RANGE DESIRED OBTAIN TRUE AIR SPEED IN NORMAL MANNER USING FREE AIR TEMPERATURE, PRESSURE ALTITUDE, AND AIR SPEED INDICATOR CALIBRATION CORRECTION. AT CHARTED MANIFOLD PRESSURE AND R P. M IN HOT WEATHER. TRUE AIR SPEE D, WILL BE LOW; IN COLD, HI GH. WHE N COMPARED TO CHARTED VALUES. JOCKEY POWER SLIGHTLY AS REQUIRED(l NCREASE MANIFOLD PRESSURE TO INCREASE SPEED-. DECREASE R P. M TO DECREASE SPEED UNTIL CHARTED TRUE AIR SPEED IS OBTAINED ) THIS WILL ESTABLISH POWER EXACTLY. FUEL FLOW WILL THEREBY BE ESTABLISHED. DO NOT EXCEED 30 INCHES MANIFOLD PRESSURE OR 2100 R.P.M FOR CONTINUOUS CRUISING	DO NOT INCREASE MANIFOLD PRESSURE MORE THAN 3 INCHES ABOVE CHARTED VALUES WITHOUT RAISING R P M AS GROSS WEIGHT IS REDUCED, TRUE AIR SPEED WILL INCREASE. FOR STEADY CRUISING IT SHOULD NOT BE NECESSARY TO RE-SET POWER OFTENER THAN EACH HOUR. EVERY THREE HOURS WILL PROBABLY BE SATISFACTORY Cruising Control Chart Model B-17E 52,500 Lbs. Gr. Wt. Ra reAviation.comT EMPERATURE C	TRUE A																														IRSPEED - M.P.H. l0 "30	140	160	180	200	2 2 0	2 4 0	260	280	300	320	3 40 35000 30000			24					u		/	/									1 -1												-4 4		7	5 0	*		6.7		J4 n	7 1.5	o											30,000 NTUDE-FEET	zj			A / qO;	9	$	/	/												  HH1	2	8.0				-21 2 2	oe- Z.L 5.5		20 ^3	5* *						W!      U U $			r'				>2	^4 14.	4.! 8"								l I ALTITUDE - FEET 15000 >0000 5000 S.L FOR USE IN CRU	% T	f /		qV V			P		**/	r-						-r		( /	6 r c	I 481 A F-R > "	8 1.7 i	2		Efl k! E Hl Bl SI 31 ii m a a    J	2S z3	/		30		1		y		38 47	$ ?- 2* n?	m rwr. rra		 W V! ft  !B  IV      	J 2"				75 Al A SQ	AI ITO 5OV WL	VR 7t J.H - E J-	E _EA p. uc 750 LAf	tN- 11 4 ier >s	ES +4 CLC	- |SE	5			15000 t iqooo 5000 S.L. 60 ISI	50 NG	FLIGHT							0	140				1	60			1	80			200				220	240 TRUE AIRSPEED						260 -M.P.H					280				300					520			340 DETERMINE DENSITY ALTITUDE. SET MANIFOLD PRESSURE ANO H H M IO LHAKILU VALUES,AS keuuikeu iu uive SPEED OR RANGE DESIRED OBTAIN TRUE AIR SPEED IN NORMAL MANNER USING FREE AIR TEMPERATURE. PRESSURE ALTITUDE,AND AIR SPEED INDICATOR CALIBRATION CORRECTION. AT CHARTED MANIFOLD PRESSURE AND R PM IN HOT WEATHER. TRUE AIR SPEED. WILL BE LOW; IN COLD, HIGH. WHEN COMPARED TO CHARTED VALUES- JOCKEY POWER SLIGHTLY AS REQUIREO (l NCREASE MANIFOLD PRESSURE TO INCREASE SPEED; DECREASE R P. M TO DECREASE SPEED UNTIL CHARTED TRUE AIR SPEED IS OBTAINED.) THIS WILL ESTABLISH POWER EXACTLY. FUEL FLOW WILL THEREBY BE ESTABLISHED DO NOT EXCEED 30 INCHES MANIFOLD PRESSURE OR 2100 R.P.M FOR CONTINUOUS CRUISING DO NOT INCREASE MANIFOLD PRESSURE MORE THAN 3 INCHES ABOVE CHARTED VALUES WITHOUT RAISING R PM AS GROSS WEIGHT IS REDUCED, TRUE AIR SPEED WILL INCREASE. FOR STEADY CRUISING IT SHOULD NOT BE NECESSARY TO RE-SET POWER OFTENER THAN EACH HOUR. EVERY THREE HOURS WILL PROBABLY BE SATISFACTORY RESTRICTED	T. O. No. 01-20EE-1 Cruising Control Chart Model B-17E 55,000 Lbs. Or. Wt. RESTRICTED Cruising Control Chart Model B-17E 57,500 Lbs. Gr. Wt, RESTRICTED	T. O. No. 01-20EE-1 Ra reAviation.com SJ W co g o M O FOR USE IN CRUISING FLIGHT : DETERMINE DENSITY ALTITUDE. SET MANIFOLD PRESSURE AND R P. M TO CHARTED VALUES,AS REQUIRED TO GIVE SPEED OR RANGE DESIRED OBTAIN TRUE AIR SPEED IN NORMAL MANNER USING FREE AIR TEMPERATURE,PRESSURE ALTITUDE,ANO AIR SPEED INDICATOR CALIBRATION CORRECTION. AT CHARTED MANIFOLD PRESSURE AND R P.M. IN HOT WEATHER, TRUE AIR SPEED,WILL BELOW; IN COLD, HI GH, WHEN COMPARED TO CHARTED VALUES. JOCKEY POWER SLIGHTLY AS REQUIRED (l NCREASE MANIFOLD PRESSURE TO INCREASE SPEED: DECREASE R P. M TO DECREASE SPEED UNTIL CHARTED TRUE AIR SPEED IS OBTAINED.) THIS WILL ESTABLISH POWER EXACTLY. FUEL FLOW WILL THEREBY BE ESTABLISHED. DO NOT EXCEED 30 INCHES MANIFOLD PRESSURE OR 2100 R.P.M. FOR CONTINUOUS CRUISING DO NOT INCREASE MANIFOLD PRESSURE MORE THAN 3 INCHES ABOVE CHARTED VALUES WITHOUT RAISING R.P.M. AS GROSS WEIGHT IS REDUCED, TRUE AIR SPEED WILL INCREASE. FOR STEADY CRUISING IT SHOULD NOT BE NECESSARY TO RE-SET POWER OFTEN ER THAN EACH HOUR. EVERY THREE HOURS WILL PROBABLY BE SATISFACTORY Cruising Control Chart Model B-17E 60,000 Lbs. Gr. Wt. RESTRICTED	T. C. No. 01-20EE-1 RESTRICTED T. O. No. 01-20EE-1 GROSS WEIGHT-LBS. 35,000	40,000	45,000 5QOQQ 5500	60000 |kr	?-T U			A	.. -t	8-	ae														if	Q(														J	k 1		MR 15	o<	0										/			ibeiKM						p	l	-=	J= -t		ae-																c!!	s	JO								y! 5									(	)F	1	IK	II -fc	4*	2-e																																	z>	N	j		<	>	I	Z	f 1			h	E	&l	A	/I	sll	)_ -4	3-	23 !O																			x.													-1	A'	A	0	p-fc	2-	200 A		' H	1 -t	t-	ite-																													'* J		/		\L-k	0-	-KiO	iO	X									WrSSA ESI s-	-+>e	-s	X x. &-	-ne-		>e												J 5	P 7~	-KO		>0									BBjr-CTBBGIffll B*: 6-	-0-	e	x>										pl	>6 3 ocU				>6	-3	0								5 K )O	-2	K EB																													M	A,N	IE!	JI	L 8B	a	io	-2	B-																									_EE	JIS	L	IB	1ES			-2 r>																																		M	X	ru	R^		AL	TO-L		.	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W	IM IB	KM									p	p*															_p		IB	L	rn	IB	CT	pc	CT	EX		ME	5F	FF	D_ IE			IIS			2	13																				L	It	L	B	a	El	in	1_E	3	01	kL		L	B: I	iS	[Jit-																									L		tEl	L.	E	a	IB	Ki	ICT	ID	y_		N1 B		L												?											IN	SI	BL	M	ih	i	IB	lB	IS	B. 'Mffi		n	X3				2	i.S		A	p1	JN	>i	F	?	T	P	U1	.	_	IT	Li	s	_X	_	R	M		X	Bl	CT	rs	ki	2U	JG		EC BE																c	R	w	r		CT	XL		Q.I!	J SI		d?	N		Bl	18	!W	B	L_	Gt	/F SP		ka	36													1	A	i.	si	L	CT	n	IK		E	LIG	U		Bl	31	LK	CT	a	cc	N1	!H	Q	JS IWU																F	F	RY		1	Iff	MT			TD	C	2k	R	2	<	ffll	!B	i:	2.	|	IV	IF KF.		H2	36													f	Rf	S	>__	V	'3 ISR																					.L M								)				<A					on	"1		j sSfiD					0,	IQ	1_ IBBEi'ESBETraSWrS t"										1			L	L				J_ L	L		1	L			1	1 Optimum Range Cruising No Headwind Model B-17E - 71 - RESTRICTED From RareAviation.com NOTES: I. SET RPM. CORRESPONDING TO GROSS WEIGHT AND ALTITUDE. SET MP. TO OBTAIN PILOT'S INDICATED - AIRSPEED WITHIN 5 MPH. USE AUTO-LEAN'MIXTURE WITH COWL FLAPS CLOSED OR SET FOR PROPER CYL. TEMP. HOLD POWER SETTING AND LET AIRSPEED INCREASE AS FUEL IS USED. 2. PILOT'S INDICATED AIRSPEED IS THE INSTRUMENT INDICATION READ BY PILOT ASSUMING NO INSTRUMENT ERROR. RESTRICTED	T.O. NO. 01-20EE- Long Range Cruising Chart (With Headwind) RESTRICTED Climb Control Chart for Maximum Range RESTRICTED	TO. NO. 01-20EE- RESTRICTED T.0. NO. 01-20EE-1 TAKEOFF- ON RUN-UP AT FULL THROTTLE SET AND LOCK TURBOS AT 46 INCHES. FOR SHORTEST TAKE- OFF USE 46 INCHES, 2500 RPM AND ONE-THIRD FLAPS AND HOLD THREE-POINT POSITION UNTIL AIRPLANE LEAVES GROUND. CLIMB-	CLIMB AT 38 INCHES, 2300 RPM, AUTO RICH, COWL FLAPS OPEN, 135 MPH PILOTS IN- DICATED AIRSPEED ON INSTRUMENT CLIMBS BELOW 20,000 FEET, CLIMB AT 160 MPH PILOTS INDICATED AIRSPEED. USE FULL THROTTLE AND SET POWER WITH TURBO REG- ULATOR DECREASE MANIFOLD PRESSURE 1-1/2 INCHES FOR EACH 1000 FEET ABOVE 30,000 FEET LEVEL FLIGHT-USE FULL THROTTLE AND SET POWER WITH TURBO REGULATOR AT ALL ALTITUDES. COWL FLAPS CLOSED OR SET TO PROPER CYLINDER TEMPERATURE . MIXTURE AUTO-RICH ABOVE 2100 RPM, 30 INCHES MANIFOLD PRESSURE. AUTO-LEAN BELOW 2100 RPM, 30 INCHES MANIFOLD PRESSURE NOTE; DO NOT EXCEED 30 INCHES MANIFOLD PRESSURE BELOW 2100 RPM. LONG RANGE CRUISING- FOR OPERATING CONDITIONS, REFER TO LONG RANGE CRUISING TABLE BELOW. SET RPM CORRESPONDING TO GROSS WEIGHT AND ALTITUDE. SET MANIFOLD PRESSURE TO OBTAIN PILOTS INDICATED AIRSPEED WITHIN 5 MPH USE AUTO-LEAN MIXTURE. COWL FLAPS CLOSED. HOLD POWER SETTING AND LET AIRSPEED INCREASE AS FUEL IS USED. RESET POWER EVERY THREE HOURS TO GET SPEED AND RPM GIVEN IN THE TABLE. FOR LONG RANGE CLIMB, USE ABOVE CLIMB INSTRUCTIONS. EMERGENCY OPERATION- HIGH ALTITUDE- ALWAYS USE 2500 RPM AND MANIFOLD PRESSURE AS FOR MILITARY POWER. LEVEL FLIGHT OPERATION	LONG RANGE CRUISING CONDITION	RPM	MANIFOLD PRESSURE	MIXTURE		GROSS WEIGHT PILOT'S AIRSPEED	5000 FT. ALTITUDE	10,000	15,000	20,000	25,000	30,000 TAKEOFF a MILITARY POWER	2500	46 INCHES REDUCE I'A INCHES PER IOOC ABOVE 27,000*	AUTO RICH		60P00 LBS. 171 MPH BELOW 20000 FT. IBS MPH ABOVE 20000 FT.	2000 RPM 29 INCHES	2070 30	2130 32	2170 325	2200 33	2280 35 RATED POWER	2300	38 INCHES REDUCE Ife INCHES PER IOOC ABOVE 30,000*	AUTO RICH		57,500 LBS. IBS MPH BELOW 20000 FT. IBS MPH ABOVE 20000 FT.	1850 RPM 29 INCHES	2020 29	2080 30	2130 30	2170 32	2240 34 MAXIMUM CRUISE	2100	30 INCHES	AUTO LEAN		55,000 LBS. 161 MPH BELOW 20000 FT. IBS MPH ABOVE 20000 FT.	1790 RPM 29 INCHES	1900 29	2040 29	2090 30	2130 30	2210 33 65 % POWER	2000	29 INCHES	AUTO LEAN		52,500 LBS. IM MPH BELOW EOjOOOFT. 109 MPH ABOVE 20,000 FT.	1720 RPM 285 INCHES	1800 29	2000 28.5	2030 30	2090 30	2170 30 55% POWER	1900	29 INCHES	AUTO LEAN		50POO LBS. 100 MPH	1650 RPM 28 INCHES	1750 285	1830 28.5	1970 29	2050 30	2130 29.5 NOTE 1 = MANIFOLD PRESSURES ARE APPR0XIMA1				E.	47,500 LBS.	1580 RPM 27.5 INCHES	1680 28	1770 28	1920 285	2000 28.5	2100 29 2; COWL FLAPS CLOSED ONLY WHEN CYLINDER TEMPERATURES PERMIT.					45P00 LBS.	1520 RPM 27.5 INCHES	1620 27.5	1720 27	I860 27.5	1940 28	2060 28 42,500 LBS.	1450 RPM 27 INCHES	1560 27	1660 26.5	1810 26.5	1890 26.5	2030 26 40000 LBS.	1380 RPM 27 INCHES	1500 26.5	1610 26	1740 25.5	1830 25.5	2000 25 Operating Instructions - 74 - RESTRICTED From RareAviation.com MODEL B-I7E w r-i 3 2 + 2 200 Vi MPH . (indicated airspeed corrected for instrument error.) -2 Airspeed Pitot Position Correction Speed Course Calibration Model B-17E M v w 3 w I >6 a. 2 ! z o AIRSPEED PITOT POSITION CORRECTION SPEED COURSE CALIBRATIONo <- AVE. TRUE AIRSPEED - MPH	AVE. TRUE AIRSPEED - MPH THESE CURVES ARE COMPUTED FROM INSTANTENEOUS CRUISING CONDITIONS OF ALTITUDE, POWER, AND FUEL FLOW. REFER TO CRUISING CONTROL S ITE FOR CRUISING CONDITIONS THROUGHOUT FLIGHT. NO CONSIDERATION IS MADE FOR HEADWINDS, WARM-UP TAKEOFF, CLIMB, OR DESCENT. WHEN BOMBS ARE CARRIED BOMB LOAD IS CONSIDERED TO BE CARRIED HALF THE DISTANCE OF THE FLIGHT. FOR FUEL CONSUMED IN CLIMBING, REFER TO B-I7E CLIMB CONTROL. Range VS. Average Airspeed RESTRICTED T.O. NO. 01-20EE-1 5000' ALT.	15000' ALT.	25000 ALT. BOMB LOAD 'LBS 7000	6000	5000	4000 3000	2000	1000 BOMB LOAD'LBS. 2000	2500	3000	3500	2000	2500	3000	3500	2000	2500	3000	3500 RANGE'Ml.	RANGE-MI.	RANGE-MI. Range VS. Bomb Load 77 RESTRICTED 3 73 Cruising Control Chart - Model B-17E RESTRICTED	T.O. NO. 01-20EE- RESTRICTED T.O. NO. 01-20EE-1 LONG RANGE FLIGHT INSTRUCTIONS 5000 FT. DENSITY ALTITUDE MAXIMUM ENDURANCE= 17.9 HOURS - RANGE - 2642 MILES NOTE: Adjust manifold pressure to give indicated airspeed. Change RPM, Air- speed, and M.P. every three hours as noted. Elapsed time figured from takeoff. ELAPSED TIME FLIGHT CONDITION 	MILES TRAVELLED NOTE: DATA INCLUDES FOLLOWING (I) FOR WARMUP AND TAKEOFF - 80 GALLONS (2) FOR CLIMB TO 5,000 - 40 GAL- LONS (3) RANGE GIVEN IN NAUTICAL MILES. PRELIMINARY DATA-TENTATIVE AND SUBJECT TO REVISION.______ Initial Fuel 2524 Gallons	Weight - 55,000 ft	Hours CLIMB: Set:	RPM = 2300. Inches M.P.  39.5 Inches	Miles Calibrated Airspeed 145 Cowl Flaps Normal-Auto Rich Mixture AT 5,000* Set:	RPM - 1780 Auto Lean Mixture Calibrated Airspeed  167 Indicated Airspeed z ____ M.P. Approximately - _____ Fuel Flow Approximately 168 Gals/Hr Remaining Fuel - 1914 Gallons	Weight - 51,340 ft	3 Hours AT 3 HOURS: Set: RPM z 1660, Auto Lean Mixture	467 Miles Calibrated Airspeed - 162 Indicated Airspeed : ____ M.P. Approximately z 	_____ Fuel Flow Approximately 144 Gals/Hr_________ Remaining Fiiel : 1482 Gallons	Weight s 48,750 ft	_6_Hours AT 6 HOURS: Set: RPM - 1590, Auto Lean Mixture	9.2Q Miles Calibrated Airspeed = 159 Indicated Airspeed z ____ M.P. Approximately _____ Fuel Flow Approximately 136 Gals/Hr	... Remaining Fbel - 1073 Gallons	Weight : 46,300 ft	_9_Hours AT 9 HOURS: Set: RPM - 1520, Auto Lean Mixture	1369 Miles Calibrated Airspeed z 156 Indicated Airspeed -_____ M.P. Approximately :_____ Fuel Flow Approximately 128 Gals/Hr__________________________ Remaining Fuel : 698 Gallons	WeiAt ; 43,990 ft	12.Hours AT 12 HOURS: Set: RPM  1450, Auto Lean Mixture	1805.Miles Calibrated Airspeed z 154 Indicated Airspeed : ____ M.P. Approximately z 	_____ ___________Fuel Flow Approximately 121 Gals/Hr______________________________________ Remaining FUel  334 Gallons	Weight  41,810 ft	_15_Hours AT 15 HOURS: Set: RPM - 1400. Auto Lean Mixture	2240 Miles Calibrated Airspeed - 151 Indicated Airspeed z ____ M.P. Approximately - 	_____ Fuel Flow Approximately 114 Gals/Hr_________________________________________________________________ Long Range Flight Instructions 79 RESTRICTED RESTRICTED T.O. NO. 01-20EE-1 MAXIMUM ENDURANCE - 16.1 HOURS - RANGE 2600 MILES NOTE: DATA INCLUDES FOLLOWING (1) FOR WARMUP AND TAKEOFF - 80 GALLONS (2) FOR CLIMB TO 10,000 - 87 GALLONS (3) AIRSPEED CALIBRATION OF 5 MPH (4) RANGE GIVEN IN NAUTICAL MILES. PRELIMINARY DATA-TENTATIVE AND SUBJECT TO CHANGE NOTE: Adjust manifold pressure to give indicated airspeed. Change RPM, Airspeed, and M.P. every three hours as noted. Elapsed time figured from takeoff. ,	ELAPSED TIME _______________FLIGHT CONDITION_______________________________________ MILES TRAVELLED Initial Fuel 2524 Gallons	Weight s 55,000 #	0_Hours CLIMB:	Set:	RPM : 2300	M.P. . 39.5 Inches	_Q_Miles Calibrated Airspeed - 145 Cowl Flaps Normal - Auto Rich Mixture AT 10.000' Set:	RPM  1840 Auto Lean Mixture Calibrated Airspeed > 167 Indicated Airspeed z ___ M.P. Approximately : 	_____ Fuel Flow Approximately 178 Gals/Hr Remaining Rjel - 1857 Gallons	Weight : 51,000 #	Hours AT 3 HOURS: Set: RPM s 1760, Auto Lean Mixture	510 Miles Calibrated Airspeed - 161 Indicated Airspeed = _________ M.P. Approximately  _____ Fbel Flow Approximately 158 Gals/Hr Remaining Fuel . 1382 Gallons	Weight - 48.150 L	6 Hours AT 6 HOURS: Set: RPM - 1700, Auto Lean Mixture	1000 Mi les Calibrated Airspeed - 159 Indicated Airspeed - ____ M.P. Approximately :	_____ Fiiel Flow Approximately 148 Gals/Hr Remaining Jbel . 937 Gallons	Weight . 45.480 t	Hours AT 9 HOURS: Set: RPM - 1620, Auto Lean Mixture	1485 Miles Calibrated Airspeed , 156 Indicated Airspeed : _____ M.P. Approximately = _____ Fuel Flow Approximately 140 Gals/Hr____________________________________ Remaining Riel : 517 Gallons	Weight - 42,960 #	12 Hours AT 12 HOURS: Set: RPM ; 1550. Auto Lean Mixture	1955 Miles Calibrated Airspeed : 153 Indicated Airspeed - ____ M.P. Approximately  	______ Fuel Flow Approximately 130 Gals/Hr Remaining Fuel - 127 Gallons	Weight : 40,620 f	15 Hours AT 15 HOURS: Set: RPM - 1480, Auto Lean Mixture	2420 Miles Calibrated Airspeed s 151 Indicated Airspeed - ________ M.P. Approxiaately s _____ Fuel Flow Approximately 122 Gals/Hr Long Range Flight - 10,000 Ft. Density Altitude 80 RESTRICTED From RareAviation.com RESTRICTED T.O. NO. 01-20EE-1 MAXIMUM ENDURANCE - 15 HOURS - RANGE - 2600 MILES NOTE: Adjust manifold pressure to give M.P. every three hours as noted. indicated airspeed. Change RPM, Airspeed, and Elapsed time figured from takeoff. ELAPSED TIME FLIGHT CONDITION	MILES TRAVELLED ro 15,000 - 134 GALLONS (3)	Initial Fuel 2524 Gallons	Weight - 55,000 # CLIMB:	Set: RPM  2300	M.P.  39.5 Inches Calibrated Airspeed - 145 Cowl Flaps Normal - Auto Rich Mixture AT 15,000' Set: RPM : 1880 Auto Lean Mixture Calibrated Airspeed - 167 Indicated Airspeed - M.P. Approximately - 	 Fuel Flow Approximately 188 Gals/Hr	0 Hours 0 Miles 2) FOR CLIMB ' * REVISION.	Remaining Fuel - 1800 Gallons	Weight - 50,666 # AT 3 HOURS: Set: RPM . 1790, Auto Lean Mixture Calibrated Airspeed - _161_ Indicated Airspeed -	3 Hours 536 Miles M.P. Approximately * OFF - 80 GALLONS ( 1VE AND SUBJECT TC	Fuel Flow Approximately 166 Gals/Hr Remaining FVel - 1301 Gallons Weight - 47,670 # AT 6 HOURS: Set: RPM - 1750, Auto Lean Mixture Calibrated Airspeed : 158 Indicated Airspeed  	 M.P. Approximately -	6 Hours 1065 Miles Fuel Flow Approximately 143 Gals/Hr R WARMUP AND Ti INARY DATA-TEN-	Remaining Fuel ; 841 Gallons	Weight : 44,910 t AT 9 HOURS: Set: RPM - 1680, Auto Lean Mixture Calibrated Airspeed : 155 Indicated Airspeed : 	 M.P. Approximately 	9 Hours 1585 Miles OS fc<2	Fuel Flow Approximately 143 Gals/Hr FOLLOWING (1) CAL MILES. PRE	Remaining Fbel - .411 Gallons	Weight - 42.330J AT 12 HOURS: Set: RPM = 1620 Auto Lean Mixture Calibrated Airspeed z 152 Indicated Airspeed  	 M.P. Approximately -	12 Hours 2092 Miles DATA INCLUDES GIVEN IN NAUTI	Fbel Flow Approximately 134 Gals/Hr Remaining Fuel _9_Gallons	Weight  39,910 # AT 15 HOURS: Set:RPM - 1580, Auto Lean Mixture Calibrated Airspeed - 145 Indicated Airspeed :	15 Hours 2595 Miles NOTE: RANGE	M.P.Approximately - Fuel Flow Approximately 126 Gals/Hr Long Range Flight - 15,000 Ft. Density Altitude - 81 - RESTRICTED RESTRICTED T.O. NO. 01-20EE-1 NOTE: DATA INCLUDES FOLLOWING (1) FOR WARMUP AND TAKEOFF - 86 GALLONS (2) FOR CLIMB TO 25.000* - 264 GALLONS (3) RANGE GIVEN IN NAUTICAL MILES. PRELIMINARY DATA-TENTATIVE AND SUBJECT TO REVISION.______________________ MAXIMUM ENDURANCE = 12.6 HOURS - RANGE  2440 MILES NOTE: Adjust manifold pressure to give indicated airspeed. Change RPM, Airspeed, and M.P. every three hours as noted. Elapsed time figured from takeoff. ELAPSED TIME ____________FLIGHT CONDITION	MILES TRAVELLED Initial Riel 2524 Gallons	Weight , 55,000 ft CLIMB:	Set:	RPM : 2300	M.P. - 39.5 Inches Calibrated Airspeed - 145 Cowl Flaps Normal - Auto Rich Mixture AT 25,000* Set:	RPM - 2010 Auto Lean Mixture Calibrated Airspeed : 157 Indicated Airspeed - 	 M.P. Approximately - 	 Fuel Flow Approximately 224 Gals/Hr	0 Hours 0 Miles Remaining Fuel - 1630 Gallons	Weight - 49650 ft AT 3 HOURS: Set:	RPM - 1920, Auto Lean Mixture Calibrated Airspeed - 152 Indicated Airspeed - 	 M.P. Approximately - 	 Fuel Flow Approximately 186 Gals/Hr	3 Hours 580 Miles Remaining Riel - 1070 Gallons	Weight - 46,290 ft AT 6 HOURS: Set:	RPM - 1880, Auto Lean Mixture Calibrated Airspeed ; 150 Indicated Airspeed - 	 M.P. Approximately z 	 Fuel Flow Approximately 170 Gals/Hr	6 Hours 1170 Miles Remaining Riel - 560 Gallons	Weight - 43,230 ft AT 9 HOURS: Set: RPM - 1840, Auto Lean Mixture Calibrated Airspeed : 147 Indicated Airspeed = 	 M.P. Approximately - 	 Riel Flow Approximately 156 Gals/Hr	9 Hours 1755 Miles Remaining Riel = 92_ Gallons	Weight : 40.420 ft AT 12 HOURS: Set: RPM = 1800, Auto Lean Mixture Calibrated Airspeed - 144 Indicated Airspeed j 	 M.P. Approximately 145 Gals/Hr Fuel Flow Approximately 145 Gal/Hr	12 Hours 2320 Miles Remaining Riel - Gallons	Weight - 39850 ft AT 15 HOURS: Set: RPM -	, Auto Lean Mixture Calibrated Airspeed ; 	 Indicated Airspeed  	 M.P. Approximately - 	 Fuel Flow Approximately	Gals/Hr	12.6 Hours 2440 Mi les Long Range Flight - 25.000 Ft. Density Altitude 82 RESTRICTED From RareAviation.com RESTRICTED T. O. No. 01-20EE-1 Section IV Pars. 1 and 2 SECTION IV OPERATING INSTRUCTIONS - NAVIGATORS COMPARTMENT 1.	General Description. a.	The navigators compartment is located in the nose of the airplane. It extends from the rear of the bombardiers seat to the bulkhead which forms the forward end of the pilots compartment. The com- partment contains oxygen, interphone, lighting and navigational equipment controls, bomb sight storage box, a CO2 fire extinguisher and antenna controls. b.	The radio compass receiver is supported above the aft end of the navigators table and may be re- motely controlled either from the pilots compartment ceiling or from the control unit on the receiver sup- port by the navigator. 2.	Operational Equipment. a.	Initial Entrance. - There are two ways of enter- ing the navigators compartment: through the lower escape hatch below the pilots compartment floor, or through the main entrance of the airplane, passing through the trap door in the floor between the pilots and copilots seats. The former is the emergency escape route. b.	Lighting Equipment. (1)	A dome light is located in the ceiling of the compartment and has a switch beside the light. (2)	A panel light (figure 34-406) and switch (fig- ure 34-405) are located above the navigators table on the aft wall of the compartment. (3)	The navigators light (figure 37-421) is lo- cated on the wall near the ceiling directly over the navigators table. The switch is located on the lamp. (4)	A panel light (figure 38-431) and switch (fig- ure 38-432) are located adjacent to the master drift meter switch on the right side wall of the compart- ment. c.	Emergency Equipment. - A hand CO fire ex- tinguisher (figure 35-413) is clipped to the aft wall of the compartment to the right of the door. d.	Seat Adjustment. - The navigators seat is strapped to the floor. For complete instructions for adjusting the seat, refer to figure 36. e.	Interphone Equipment. - Located between the map case and the radio compass receiver control. Operation is conventional. (See figure 34.) f.	Oxygen Equipment. - Operation is conventional. (See figure 37.) g.	Heating and Ventilating System. - The inlet, lo- cated beneath the bombsight storage box, is equipped with a push-pull knob for regulating the flow of air. Push to open and pull to close. (See figure 35.) h.	Drift Meter Master Switch. - A master switch (figure 38-433) for the drift meter is located between the drift meter and the window on the right wall of the compartment. Operation is conventional. i.	Radio Compass Receiver Controls. - The radio compass receiver (figure 34-408) may be operated by the navigator by means of a control unit (figure 34-401) installed on the receiver support. For de- tailed instructions, refer to section I, paragraph 4.y. . Loop Antenna. - The bearing indicator is mount- ed beneath the forward inboard corner of the naviga- tors table and its dial (figure 40-447) may be seen by lifting the cover on the table. In airplanes AC41-9011 to 41-9245 inclusive, the loop is remotely controlled from the radio compass receiver. Figure 36 - Navigators Seat Adjustment Diagram - 83 - RESTRICTED RESTRICTED T. O. No. 01-20EE-1 421	Navigator's Light 422	Machine Gun Socket 423	Navigator's Oxygen Regulator Figure 37 - Navigators Oxygen Control - 84 - RESTRICTED From RareAviation.com RESTRICTED T. O. No. 01-20EE-1 411 Drift Meter 431	Panel Light 432	Panel Light Switch 433	Drift Meter Switch 434	A Periodic Compass Figure 38 - Drift Meter - Navigators Compartment - 85 - RESTRICTED RESTRICTED T.O. NO. 01-20EE-1 <07 Navigator'* Table Ah Tray H43 Alar, Bell Figure 39 - Navigator's Table - Bottom View - 86 - RESTRICTED From RareAviation.com RESTRICTED T. O. No. 01-20EE-1 U46 Fluorescent Light 407 Navigator's Table 447	Radio Compass Bearing Indicator 442 Ash Tray 448	Silica Gel Container Figure 40 - Navigators Table - Top View - 87 - RESTRICTED RESTRICTED T. O. NO. 01-20EE-1 501	Data Case 502	Radio Operator's Light 503	Alarm Bell 50R Support for Auxiliary Receiver 605 Oxygen Regulator 506	Radio Operator's Table 507	Radio Liaison Receiver 508	Transmitting Key 509	Ash Tray 510	Liaison Transmitter Switch Figure 41 - Radio Operators Table and Equipment - 88 - RESTRICTED From RareAviation.com RESTRICTED T. O. No. 01-20EE-1 511	Antenna Tuning Unit 512	Cabin Light Switch 513	Cabin Light 5 It Antenna Change-Over Switch 515	Radio Operator's Seat 516	Transmitter Tuning Unit 518 Trailing Antenna Reel 517	Liaison Transmitter Figure 42 - Radio Compartment - Left Side - Looking Aft - 89 - RESTRICTED RESTRICTED T. O. No. 01-20EE-1 521	Bomb Bay Step Light Switch 522	Command Set Transmitters 523	Antenna Current Indicator 524	Fire Extinguisher 525	Auxiliary Radio Crew Seat Figure 43 - Radio Compartment - Right Side - Looking Forward - 90 - RESTRICTED From RareAviation.com RESTRICTED T.O. NO. 01-20EE-1 53!	Canopy	Emergency Reli	sase Handle 532	LH Life	Raft Control	Handle 533	RH Life	Raft Control	Handle Figure 44 - Emergency Controls - Radio Compartment 91 RESTRICTED RESTRICTED T.O. NO. 01-20EE-1 536	Hand Cranks 537	Startar Hand Crank Extension 538	Hand Crank Extension - Bomb Doors 6 Flaps Figure 45 - Hand Crank Stowage - Radio Compartment . 92 -	RESTRICTED From RareAviation.com RESTRICTED T. O. No. 01-20EE-1 Section V Pars. I and 2 SECTION V OPERATING INSTRUCTIONS - RADIO COMPARTMENT 1.	General Description. a.	The radio compartment is located immediately ait of the bomb bay. It contains most of the radio equipment, radio operators seat, two seats for addi- tional crew members, oxygen, interphone, life raft, heating and ventilating system controls, an alarm bell, two emergency hand cranks with extensions, a fire extinguisher, and a door in the floor covering the photographic pit. b.	The communications equipment consists of the following types of sets: Command Set Liaison Set Liaison Receiver Liaison Transmitter Type SCR-274-N SCR-287A SC-348-8 BC-375-C Radio Compass Receiver Interphone Equipment Marker Beacon Receiver Marker Beacon Equipment SCR-269 RC-36 BC-357 RC-43 c.	The command set, type SCR-274-N, consists of two transmitters and three receivers mounted on the right side of the forward bulkhead of the compartment. They are controlled by a remote control unit on the ceiling of the pilots compartment. A dynamotor is incorporated with each receiver. The transmitters dynamotor and modulator are mounted on the floor beneath the radios. d.	The liaison transmitter is installed on the left side of the rear bulkhead. One receiver is located on the radio operators table, and the other is directly above it, mounted on the forward bulkhead. On air- planes AC41-2393 to 41-2669 inclusive, the trailing antenna reel (figure 42 - 518) is mounted below the change-over switch and is manually operated. On all other airplanes, the trailing antenna reel (figure 50- 561) is operated electrically. 2.	Operational Equipment. a.	Lighting. (1)	A light (figure 41-502) is located above the radio operators table (figure 41-505) with a switch located on the light. A similar light (figure 42-513) is located in the aft end of the compartment over the antenna tuning unit (figure 42-511). (2)	The bomb bay step light switch (figure 43- 521)	is located on the forward wall of the compart- ment above the command set transmitters (figure 43- 522)	. (3)	An extension light (figure 50-563) and switch (figure 50-562) are located on the side wall to the left rear of the radio operators seat. b.	Emergency Equipment. (1)	A CC>2 fire extinguisher (figure 43-524) is located on the forward wall of the compartment to the right of the bomb bay door. (2)	Two life raft control handles (figure 44-532 and -533) are located in the ceiling of the compart- ment just aft of the canopy on the right-hand side. To release the life rafts, pull the handles approximately nine inches. (3)	The canopy emergency release handle (figure 44-531) is located in the middle of the aft end of the canopy. (4)	An alarm bell (figure 41-503) is located on the forward wall of the compartment above the radio operators table. (5)	Two hand cranks (figure 45-536) for manual operation of the wing flaps, bomb bay doors, landing gear, tail gear and starters, and two extensions, are clipped to the aft wall of the compartment directly above the tuning units (figure 51-572). Detailed oper- ating instructions for manual operation of the bomb bay doors and landing gear will be found in sections X and XIV, and for the tail wheel, in sections XI and XIV. (6)	For emergency operation of the wing flaps, open the camera pit door and insert one of the two hand cranks with an extension into the connection at the forward end of the pit. Rotate the crank clockwise to lower the flaps and counterclockwise to raise them. (See figure 46.) Figure 46 - Hand Crank - Wing Flaps - In Position - 93 - RESTRICTED Section V Par. 2 Continued RESTRICTED T. O. No. 01-20EE-1 c.	Seat Adjustment. - For complete instructions for adjusting the seats, refer to figure 47. d.	Interphone Controls. - To the left of the radio operator. Operation is conventional. (See figure 48.) e.	Oxygen Controls. - Three oxygen outlets are located in the compartment: one on the wall to the left of the radio operator (figure 48-541) and one on the wall to the right of each of the two auxiliary crew members seats (figure 49-551). Operation is con- ventional. f.	Heating and Ventilating System. -The inlet (fig- ure 50-565) is located on the floor of the compartment to the left rear of the radio operators seat. Push the control (figure 50-566) to close and pull to open. (See figure 50.) Figure 47 Radio Operators Seat Adjustment Diagram Figure 48 Radio Operators Oxygen and Interphone Controls 515 Radio Oporator's Seat 541	Radio Operator's Oxygen Control 542	Radio Operator's Table 543	Interphone Selector Control 544	Interphone Volume Rheostat 545	Monitor Switch - 94 - RESTRICTED From RareAviation.com RESTRICTED T.O. NO. 01-20EE-1 525 Auxiliary Radio Crew's Front Seat 551	Auxiliary Radio Crew's Oxygen Controls 552	Interphone Volume Rheostat 553	Interphone Selector Control Figure 49 - Auxiliary Crew's Controls 95 - RESTRICTED RESTRICTED T. O. No. 01-20EE-1 561	Antenna Reel Control 562	Panel Light Switch 563	Panel Light 561 Radio Operator's Seat 565	Heating I Ventilating System Inlet 566	Compartment Hot Air Control Figure 50 - Radio Compartment - Left Side Wall - 96 - RESTRICTED From RareAviation.com RESTRICTED T. O. No. 01-20EE-1 571	Auxiliary Radio Crew's Rear Seat 572	Transmitter Tuning Units Figure 51 - Transmitter Tuning Units - Radio Compartment - 97 - RESTRICTED RESTRICTED T. O. No. 01-20EE-1 601	Air-Speed Indicator 602	Clock 603	Bomb Door Signal tamp 604	Altimeter 605	Free Air Thermometer 606	Pilot Call Switch 607	Panel Light 60S Panel Light Switch 609	Bomb Release, Formation Signal L Bomb Door Rheostats 610	Extension Light 611	Extension Light Switch 612	Bombardier's Seat 613	Bomb Interval Switch Panel 614	Bomb Interval Switch 615	Instrument Light Switch 616	Bomb Indicator Panel 617	Bomb Indicator Panel Switch Figure 52 - Bombardiers Instrument Panel - 98 - RESTRICTED From RareAviation.com RESTRICTED T.O. NO. 01-20EE-1 621	CI 1pboard	625	Bomb	Bay Door Control 622	Boabard I ara Light	6 26	Bomb	Door Switch Control	6 27	Boab	Release 623	Bombardier's Light	6 28	Boab	Sight 624	Bomb Release Switch Figure 53 - Bomber	di e r * s	Bomb	Con trols 99 RESTRICTED Section VI Pars. 1 and 2 RESTRICTED T. O. No. 01-20EE-1 SECTION VI OPERATING INSTRUCTIONS - BOMBARDIER'S COMPARTMENT 1.	General Description. The bombardiers compartment is located in the nose of the airplane. There is no physical separation between it and the navigators compartment other than the armor plate on the back of the bombardiers seat. The compartment contains bomb controls, in- terphone and oxygen controls, instrument and control panels, a bomb rack indicator panel, a flexible .30 caliber machine gun with six ball mounts, and heating and ventilating system inlet on the floor and an outlet in the ceiling. 2.	Operational Equipment. a.	Lighting, (1)	An extension light (figure 52-610) and switch (figure 52-611) are located on the instrument panel to the left of the bombardiers seat. Operation is con- ventional. (2)	The bombardiers flexible light (figure 53- 623) is mounted above the bomb controls. It is con- trolled by a rheostat switch (figure 53-622) at its base. b.	Emergency Equipment. - The emergency escape route is through the navigators compartment and out the front entrance door. (See figure 3.) c.	Seat Adjustment. - For complete seat adjusting instructions, refer to figure 54. Figure 54 - Bombardiers Seat Adjustment Diagram d.	Interphone Tackbox. - The jackbox is located on the right side of the compartment just forward of the drift meter. Operation is conventional. (See figure 55) e.	Oxygen Controls. - An oxygen regulator is lo- cated beside the interphone jackbox. Operation is conventional. (See figure 55.) f.	Bomb Controls. (1)	Bombs are normally released electrically, but they can be released mechanically in an emergency. Electrical control provides for individual release of bombs either singly (selective) or continuously at pre- determined intervals (train). The release sequence, which is from bottom to top of the racks in the order of 1, 2, 4, 3 as numbered from left to right, will be followed regardless of the loading, as unloaded sta- tions will automatically be skipped. Mechanical con- trol is always in SALVO by operation of the bombar- diers release handle or by operation of either of the two emergency release handles. The bomb release control lever (figure 53-627) is installed to the left of the bombardiers seat and has three positions, as follows: (a)	Safe. - In the "SAFE  position the bomb racks are locked against any release of bombs except by means of the emergency release handles. A mech- anical interlock in the bomb bay prevents the move- ment of the bomb release control lever out of the "SAFE  position until the bomb doors have been fully opened. (b)	Operate. - In the "OPERATE position the bomb racks are prepared for electrical release by operation of the release switch or by automatic oper- ation through the bombsight. (c)	Salvo. - Placement in the "SALVO  position releases all bombs simultaneously and unarmed. (2)	A bomb door control handle (figure 53-625) is located next to the bomb controls. It operates a double throw toggle switch which controls the solenoid switches for the bomb door retracting motor. A lug on the side of this handle is located so that when the door handle is in the "CLOSED position, the bomb release lever cannot be moved out of the "SAFE position. CAUTION: If bombs are carried above the 2000-lb bomb, they MUST NOT be released until the D-6 shackle and adapter have been removed. This definitely requires "SELEC- TIVE release control for the 2000-lb bomb. - 100 - RESTRICTED From RareAviation.com RESTRICTED T.O. NO. 01- 20EE-1 631	Interphone Selector Control 632	Interphone Volume Rheostat 633	Hand Microphone 63U Head Phones Jack 635 Bombardier's Oxygen Regulator Figure 55 - Bombardiers Interphone end Oxygen Controls 101 RESTRICTED Section VI Par. 2 Continued RESTRICTED T. O. No. 01-20EE-1 (3)	The bombardiers release switch (figure 53- 624) is mounted at the forward end of the control panel. This is a double throw toggle switch which operates in either direction to energize the release unit solenoids through the interval release control unit. A hinged guard prevents inadvertent operation of this switch. g.	Armor Protection. - Armor plate is provided on the back of the bombardiers seat. (See figure 56.) h.	Heating and Ventilating System. - The inlet (figure 57-642) is located in the floor by the bombar- diers seat, and has a control knob (figure 57-643) which controls the flow of air to the bombsight window defroster. Selection of hot or cold air is made by the pilot. The knob is placed in the forward end of the slot for ON and in the aft end for OFF. (See figure 57.) PLAN VIEW SIDE VIEW Armor Plate Protects Gunner From U.S. .30, German .312, t Japanese .303 (7.7 mm) Caliber Fire Originating Within This Area. Figure 56 - Angles of Armor Protection Diagram - Bombardiers Compartment - 102 - RESTRICTED From RareAviation.com RESTRICTED T.O. NO. 01-20EE-1 641	Bomb Sight Window Defroster 642	Heating and Ventilating System Inlet 643	Defroster Control Figure 57 - Hot Air Inlet end Defroster Controls - Bombardier** Comps r tmen t 103 RESTRICTED RESTRICTED T. O. No. 01-20EE-1 651	Thermos Bottles 652	Paper Cup Container 653	Panel Light Switch 65g Panel Light 655	Spare Lamp Box 656	Fire Extinguisher Figure 58 - Upper Turret Compartment - Right Rear Corner - 104 - RESTRICTED From RareAviation.com RESTRICTED T. O. No. 01-20EE-1 661	Upper Turret Oxygen Bottle Recharging Connection 662	Interphone ''olune Rheostat 663	Interphone Selector Control 641 RH Machine Gun Case Chute 665	Panel Light 666	Panel Light Switch 667	Interphone Jackbox Figure 59 - Upper Turret Operators Communication Controls - 105 - RESTRICTED RESTRICTED T.O. NO.. 01-20EE-1 661 Upper Turret Oxygen Bottle Recharging Connection 671	Pane) light Switch 672	Panel Light 673	De ad a an Switch 67* Oxygen Regulator 675 Turret Structure Figure 60 - Upper Turret Operator'a Oxygen Control - 106 - RESTRICTED From RareAviation.com RESTRICTED T. O. No. 01-20EE-1 Section VII Pars. 1 and 2 SECTION VII OPERATING INSTRUCTIONS - UPPER TURRET COMPARTMENT 1.	General Description. The upper turret compartment is located directly behind the pilots and copilots seats. It is equipped with oxygen and interphone controls, two thermos bot- tles with a paper cup container, a fire extinguisher on the aft wall, an auxiliary oxygen bottle for the turret operator, eight oxygen bottles which furnish part of the oxygen for the air lanes master system, and the upper turret containing twin .50 caliber machine guns. 2.	Operational Equipment. a.	Lighting. - Light for the compartment is fur- nished from the dome light (figure 23-261) in the pilots compartment. The switch (figure 23-260) is located just aft of the light. An extension light (figure 60-672) and switch (figure 60-671) are located inside the turret on the right-hand side. A panel light (fig- ure 59-665) and switch (figure 59-666) are located on the left wall of the compartment and another panel light (figure 58-654) and switch (figure 58-653) are located on the aft bulkhead on the right side above the fire extinguisher (figure 58-656). b.	Interphone Controls. - A jackbox (figure 59-667) is located on the wall of the airplane to the left of the turret next to the panel light. Operation is conven- tional. c.	Oxygen Control. - An oxygen regulator (figure 60-674) is located inside the turret on the right side looking aft. The regulator is connected with the aux- iliary bottle attached to the lower part of the turret. When the supply of the bottle is exhausted, a connec- tion is provided on the outside of the turret (figure 60-661) for attaching and refilling the bottle from the airplanes master oxygen system. Operation of the regulator is conventional. d.	Armor Protection. - The upper gunner is pro- tected from enemy fire by armor plate on the bulkhead between the turret compartment and the bomb bay. (See figure 61.) e.	Fuel Transfer Controls. (1)	For transfer of fuel between tanks, a re- versible electric motor-driven pump and two selector valves are installed at the forward end of the bomb truss, with the motor switch (figure 62-677) and the two selector valve handles (figure 62-678 and -679) located on the bulkhead below the door between the bomb bay and the upper turret compartment. On air- planes AC41-2523 to 41-2669 inclusive and 41-9011 to 41-9245 inclusive only, a hand-operated emergency fuel transfer pump is located at the aft end of the bomb bay truss, and is easily substituted for the motor-driven pump in case of an emergency. NOTE: In order to transfer fuel between two tanks on the same side of the airplane, it is necessary first to transfer the fuel to a tank on the opposite side of the airplane, then reset one valve for the final destination and transfer back to the desired tank. Refer to figure 63 for further fuel transfer operating instructions. (2)	The fuel transfer switch (figure 62-677) is composed of two double throw toggle switches with the handles linked together. The direction of throw of the switch handle corresponds to the direction of flow of fuel. In order to prevent operation of the transfer switch against a closed valve, a safety switch at each valve holds the electrical circuit open except when the valve is fully turned to one of the three tank positions. WARNING: Do not inadvertently use the bomb bay valve position when the bomb bay tanks are not installed. No provision is made for elimination of the position when the valve port is not in use. Figure 61 - Angles of Armor Protection Diagram - Upper Turret - 107 - RESTRICTED RESTRICTED T.O. NO. 01-20EE-I 677	Fuel Transfer Punp Switches 678	Fuel Transfer Valve - RH Tanks 679	Fuel Transfer Valve - LH Tanks Figure 62 - Fuel Transfer Controls - 108 - RESTRICTED From RareAviation.com T. O. No. 01-20EE-1 RESTRICTED f,	Turret Operation. (1)	General. (a)	Displacement of the guns in elevation is controlled by lifting or depressing the hand control grips (figure 64-684). The direction of such dis- placement (Increasing or decreasing) corresponds to the direction of the hand grip motion about the horizontal axis. (b)	Rotation of the turret is obtained by turning the hand grips about their vertical axes. The range knob (figure 64-686) is mounted conveniently between the grips, so that the gunner can rest 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 mechanical power for driving the turret in azimuth and the guns in elevation. (d)	A gun firing switch (figure 64-687) is mounted to the rear and at the upper end of each hand grip. The two firing switches are connected in parallel so that either switch can be used to fire the guns. A power or deadman switch (figure 60-673) is provided on each grip; these switches are also con- nected in parallel so that the gunner can operate the turret when either hand rests on a grip. This type of switch is provided so that in event of a mishap to the operator, causing his hands to fall off the grips, it will open the power circuits of the turret and stop all turret motion and firing of guns. (2)	Preflight Operation. (a)	Allow hydraulic units and sight to warm up at least five minutes before take-off. (b)	Engage power clutches. (c)	See that hand cranks are disengaged. (Do not disengage until after power clutches have been engaged.) (d)	Move main gun switch (figure 65-692) to ON position. (e)	Place sight switch (figure 64-682) in ON position. (f)	Close deadman switches (figure 60-673) on hand grips. Section VII Par. 2 Continued (g)	Check response of azimuth and elevation mechanisms by manipulating the hand grips (figure 64-684). (h)	Turn range knob (figure 64-686) and observe that reticles move in response. (i)	Adjust reticle light to desired brilliance (approximately). (j)	Check ammunition. If possible, the rounds should be assembled with type M-2 extra flexible linkage. (3)	Flight Operation. (a)	Charge both guns twice. (b)	Turn on main gun switch (figure 65-692). (c)	Turn on gun selector switches (figure 65- 683 and -691) as desired. (d)	After ammunition is used, charge guns at least twice to clear out live shells. NOTE: If guns jam or misfire, recharge the guns by pulling on the charging handles. (e)	Move turret to 3200 mils azimuth (aft) and guns to 0 elevation when not in use. (f)	In event of power failure, the turret may be controlled by the azimuth hand crank (figure 64-685) and the elevation hand crank (figure 65-688) as set forth in the following paragraph. It is not possible to track a target when the hand cranks are used, since the movement of the guns and turret would be too ir- regular for accurate sighting even if the gunner could manipulate all the controls at one time. The hand cranks may be used, however, for positioning the turret and guns so that they point to the approximate position of the target. (g)	When it is necessary to use the hand cranks, the following procedure should be followed exactly as indicated: 1.. Engage azimuth and elevation hand cranks. 2.	Disengage power clutches. 3.	Move turret and guns in desired direction. 4.	When finished, re-engage power clutches. 5.	Be sure to disengage hand cranks before operating power motor again. - 109 - RESTRICTED RESTRICTED T.O. NO. 01-20EE-1 NOTE: DIRECT TRANSFERS CAN BE MADE ONLY ACROSS CENTERLINE OF AIRPLANE ALL VIEWS SHOWN FROM THE FRONT Figure 63 - Fuel Transfer Operation Diagram - 110 - RESTRICTED From RareAviation.com RESTRICTED T. O. No. 01-20EE-1 681	Sight Light Rheostat 682	Sight Switch 683	RH Gun Selector Switch 68H Machine Gun Grips (Hand Control Units) 685	Azimuth Hand Crank 686	Range Knob 687	Firing Switch 688	Elevation Hand Crank Figure 64 - Upper Turret Controls - Ill - RESTRICTED RESTRICTED T.O. NO. 01-20EE-1 683 RH Gun Selector Switch 681 Machine Gun Grip 691	LH Gun Selector Switch 692	Machine Gun Main Switch Figure 65 - Upper Turret Gun Selector Switcher - 112 - RESTRICTED From RareAviation.com Section VIII Pars. 1 and 2 RESTRICTED T. O. No. 01-20EE-1 SECTION VIII OPERATING INSTRUCTIONS - LOWER TURRET COMPARTMENT 1.	General Description. a.	A Sperry No. 645705D remote-sighted power turret is mounted in the bottom of the fuselage just aft of the radio compartment. A sighting station is installed to the rear of the turret. The turret is equipped with twin .50 caliber machine guns. NOTE: On airplanes AC41-2393 to 41-2504 inclusive, provisions have been made for an alternate installation of the ball turret, No. 645849J, while on airplanes AC41-2505 to 41- 2669 inclusive and 41-9011 to 41-9245 inclu- sive, the ball turret only is used. b.	A first aid kit is clipped to the aft side of the bulkhead between the radio compartment and the lower turret compartment, to the left of the door. 2.	Operational Equipment - Lower Remote Turret. a.	Oxygen Control. - The lower gunner uses the oxygen regulator located near the floor of the com- partment just forward of the left-hand waist gun. Op- eration is conventional. (See figure 76.) b.	Interphone Controls. - A jackbox (figure 75-763) is located just forward of the left-hand waist gun. Operation is conventional. c.	Armor Protection. - For angles of armor pro- tection, refer to figure 66. d.	Turret Operation. (1) General. (a)	The complete turret is composed of two parts: sighting station and turret proper. The sight- ing station is equipped with an automatic computing sight which is mounted on a cradle which can be turned in azimuth and elevation. The operator con- trols the cradle which, by means of two pairs of auto- syn transmitters, controls the operation of the turret. (b)	The knob on the left-hand grip is used to elevate or depress the cradle and also to transfer such motion to the transmitters. The right-hand grip incorporates the range knob (figure 67-703) and the firing key. Ranging and firing can be accomplished without removing the hand from the grip. (c)	An elevation hand crank (figure 68-718) and an azimuth hand crank are provided on the turret to permit manual operation during adjustments or in the event of a power failure. It is essential that these hand cranks be disengaged when the guns are driven by the power unit. (2)	Preflight Operation. (a)	Check to see that power clutches are en- gaged and that hand cranks are disengaged. (b)	Turn main ac and de switches "ON." (c)	Turn sight switch "ON." (d)	Open needle valve on accumulator and re- lease pressure; allow pump to circulate oil for two minutes, and then close valve and check proper cut- out interval. (e)	Allow a few minutes for sight and hydraulic mechanisms to warm up. (f)	Move sighting station in azimuth and eleva- tion and check the synchronous motion of the turret and guns. CAUTION: BE SURE THAT SIGHT CRADLE IS NOT MOVED DOWN IN ELEVATION SO THAT THE GUNS STRIKE THE GROUND (-800 mils maximum). Araor Plate Protects Gunner From U.S. .30, Genian .312, t Japanese .303 (7.7 m) Caliber Fire Origin- ating Within This Area. Figure 66 - Angles of Armor Protection Diagram - Lower Remote Turret - 113 RESTRICTED RESTRICTED T.O. NO. 01-20EE-1 RESTRICTED From RareAviation.com RESTRICTED T.O. NO. 01-20EE-1 711	Pressure Switch 712	Control Box 713	Amplifier 71* Relief Valve 715	Gun Charger Accumulator 716	LH Gun Ammunition Box 717	RH Gun Ammunition Box 718	Elevation Hand Crank Figure 68 - Lower Remote Turret - 115 - RESTRICTED RESTRICTED T. O. NO. 01-20EE-1 721	Elevation Hand Crank 722	Firing Switches 723	Hand Grigs 721 Oxygen Regulator 725	Turret Light 726	Azimuth Hand Crank 727	Gun Main Switch 728	LH Gun Selector Switch 729	RH Gun Selector Switch 730	Turret Light Switch 731	Interphone Wires 732	Azimuth Power Clutch Figure SS - nail Turret Controls - 116 - RESTRICTED From RareAviation.com Section VIII Pars. 2 and 3 RESTRICTED T. O. No. 01-20EE-1 (g)	Check fire cut-off by sighting at tip of whip antenna. (h)	Adjust reticle light to approximate bril- liance which will be desired in actual operation. (i)	Turn charging valve to SAFE position. (1) Make sure that gun selector switches are returned to neutral position. (k)	Load ammunition boxes (figure 68-716 and -717) and feed ammunition up to the guns. If possi- ble, the rounds should be connected with extra flexible linkage. (l)	Turn main power switches and sight switch to "OFF positions. (3)	Flight Operation. (a)	Turn charging valve to "FIRING" position. (d)	Turn power switches and sight switch on in advance of target sighting so that all mechanical parts may warm up. (c)	Hold both fire selector switches in the CHARGE position. Press firing key to charge guns. (d)	Turn fire selector switches to "ON posi- tion. (e)	When ammunition is used and firing is com- pleted, hold fire selector switches as in CHARGE position and press firing key to charge guns at least twice to clear out all live shells. (f)	Place charging valve in SAFE position and charge guns once. (g)	Run guns to horizontal position (zero de- grees elevation) and to the rear until ammunition boxes can be refilled. (h)	Turn power and sight switches "OFF. 3.	Operational Equipment - Lower Ball Turret. a.	Oxygen Control, - An oxygen regulator (figure 69-724) is provided on the inside of the turret on the right-hand side. Oxygen is supplied ffom an auxiliary bottle located above the turret in the airplane attached to the turret support. When exhausted, the supply of this bottle can be renewed from the airplanes master oxygen system by means of a filler valve. Operation of the regulator is conventional. b.	Interphone Controls. - Operation is convention- al. (See figure 69.) c.	Armor Protection. - Refer to figure 70 for an- gles of armor protection. Calibar Fir* Origi- nating Vitkin Thia Figure 70 - Angles of Armor Protection Diagram - Lower Ball Turret d.	Turret Operation. (1) Instructions for Entering Turret. CAUTION: Do not attempt to rotate the turret in elevation while the airplane is on the ground. No crew member shall be in the turret during landing. Guns of the turret shall be in the horizontal position pointing aft. (a)	Remove ammunition box cover and load. Push ammunition down to the guns. Figure 71 - Ammunition Boxes - Ball Turret - 117 - RESTRICTED RESTRICTED T.O. NO. 01-20EE-1 736	Lug Wrench 737	Elevation Hand Brake 738	Elevation Hand Crank 738	Elevation Hand Clutch Figure 72 - Ball Turret External Manual Controls 118 RESTRICTED From RareAviation.com RESTRICTED T. O. No. 01-20EE-1 730 Turret Light's Switch 732 Azimuth Power Clutch 711	Range Foot Pedal 712	LH Gun Charging Handle 713	Turret Operator's Seat 711 Safety Glass Window 715	Right Foot Rest 716	RH Gun Charging Handle Figure 73 - Ball Turret - Top View 119 - RESTRICTED RESTRICTED T. O. No. 01-20EE-1 Section VIII Par. 3 Continued (b)	Remove elevation hand crank (figure 72- 738) from its clip and attach it to the shaft. Be sure that the hand brake (figure 72-737) is locked. (c)	Move elevation hand clutch (figure 72-738) to Imposition. It may be necessary to loosen the hand brake and rock the hand crank back and forth before the hand clutch can be moved to the IN po- sition. (d)	Move the elevation power clutch to OUT position using clutch handle, then replace handle in its clip. (e)	Loosen the elevation brake (figure 72-737) slowly while holding the elevation hand crank firmly. (f)	Turn the elevation hand crank in down di- rection until turret revolves to low limit of elevation (minus ninety degrees). (g)	While holding the elevation hand crank, open the turret door, reach inside and move the elevation power clutch to the IN position. (h)	Move the elevation hand clutch to OUT position, then remove the elevation hand crank and replace it in its clip. (i)	Enter turret. Close door securely. Be sure door handles are pushed all the way up and that the turret door is locked before turning main power and sight switches ON. (2)	Preflight Operation. (a)	Turn power switch ON. (b)	Turn sight switch ON. (c)	Check response of azimuth and elevation mechanisms by manipulating the hand grips (figure 69-723). WARNING: Be careful not to drive the guns down into the ground. (d)	Adjust reticle light on sight to desire ! bril- liance (approximately). (e)	Work range foot pedal (figure 73-741) and observe if reticles move in response. (3)	Flight Operation. (a)	Turn on power switch. (b)	Turn on sight switch. (c)	Charge guns twice by use of the charging handles (figure 73-742 and -746). (d)	Turn on fire selector switches (figure 69- 727, -728 and -729). (e)	When ammunition is used, charge guns at least twice to make sure that no live shells are left in the guns. NOTE: If guns jam or misfire, recharge the guns by pulling the charging handles (figure 73-742 and -746). (f)	Turn fire selector switches OFF. (4)	Instructions for Leaving Turret. (a)	Drive turret to low limit of elevation (minus ninety degrees). (b)	Turn main power and sight switches OFF. (c)	Open door and leave turret. (d)	Attach elevation hand crank and move the elevation hand clutch to IN position. (e)	While holding elevation hand crank firmly, reach inside turret and move elevation power clutch to OUT position. (f)	Close and latch door of turret. (g)	Turn elevation hand crank and elevate tur- ret to upper limit, and then lock elevation hand brake. (h)	Remove clutch handle from clip and attach to azimuth power clutch on top of turret. Move azi- muth power clutch to OUT position and push turret by hand until guns point to rear of airplane. (i)	Move azimuth power clutch to IN position, and then remove handle and replace in clip. - 120 - RESTRICTED From RareAviation.com RESTRICTED T. O. No. 01-20EE-1 751	Emergency Door Release 752	Dome Light Switch 753	Main Entrance Door 75* Fire Extinguisher 755 Chemical Toilet Figure 74 - Waist Gunners Compartment - Right Side - Looking Aft - 121 - RESTRICTED RESTRICTED T. O. No. 01-20EE-1 760	Left-Hand Gun Stowage Strap 761	Window Release Bar 762	Phone Cal 1 Lamp 763	Interphone Jackbox 764	Ammunition Boxes Figure 75 - Left-Hand Waist Gun - Stowed - 122 - RESTRICTED From RareAviation.com RESTRICTED T. O. No. 01-20EE-1 762 Phone Call lamp 771	Microphone Switch 772	Hand Microphone 773	Plug Receiver Phones, JK-26 Jack 774	Interphone Volume Rheostat 775	Interphone selector control 776	Oxygen Flow Indicator 777	Oxygen Flow Regulator Figure 76 - Waist Gunners Communication and Oxygen Controls - 123 - RESTRICTED Section IX Pars. I and 2 RESTRICTED T. O. No. 01-20EE-1 SECTION IX OPERATING INSTRUCTIONS - WAIST GUNNERS COMPARTMENT 1.	General Description. The waist gunners compartment extends from the bulkhead just aft of the main entrance door forward to the lower turret. It includes storage space for the nacelle platforms, one flexible .50 caliber machine gun at each side window, a chemical toilet just aft of the main entrance door, a fire extin- guisher, and oxygen and interphone controls. 2.	Operational Equipment. a.	Initial Entrance. - The waist gunners compartment is entered through the main entrance door (figure 74-753). b.	Lighting. - The dome light switch (figure 74-752) is located just aft of the main entrance door. There are no other lights in the compartment. c.	Interphone Controls. - The interphone jackbox (figure 75-763) is located on the left side of the compartment on the forward side of the left-hand gun support. Operation is conventional. .d. Oxygen Controls. - On AC41-9034 to 41-9245 inclusive only, the bottom gunners (lower remote turret operator) regulator is replaced by two regula- tors located one at each side gunners station. e.	Emergency Equipment. (1)	Fire extinguisher: A carbon tetrachloride fire extinguisher (figure 74-754) is attached to the forward side of the bulkhead between the tail wheel compartment and the waist gunners compartment behind the chemical toilet. (2)	Each side window has an emergency release bar (figures 75-761 and 77-781) on the forward side of each window. To open the window, pull the bar forward. There are no catches to be released. The main entrance door also has an emergency release handle (figure 74-751). f.	Armor Protection. - There is no armor protection for either gunner. g.	Flight Operation. - To prepare the machine guns for action, remove the straps (figures 77-782 and 75-760) and swing the guns into position. Loading and operating the guns is conventional. - 124 - RESTRICTED From RareAviation.com RESTRICTED T. O. No. 01-20EE-1 781	Window Release Bar 782	RH Gun Stowage Strap 783	Ammunition Boses Figure 77 - Right-Hand Waist Gun - Stowed - 125 - RESTRICTED RESTRICTED T. O. No. 01-20EE-1 Figure 79 - Bomb Bay Dome Light Switches - 126 - RESTRICTED From RareAviation.com RESTRICTED T.O. NO. 0I-20EE-1 806 RH Bomb Boy Dome Light 807 Bomb Boy Oxygen Control Figure 80 - Oxygen Control - Bomb Bey 127 RESTRICTED RESTRICTED T. O. No. 01-20EE-1 Section X Pars. 1 and 2 SECTION X OPERATING INSTRUCTIONS - BOMB BAY COMPARTMENT 1.	General Description. The bomb bay is situated between the radio com- partment and the upper turret compartment. It is equipped with either bomb racks or releasable auxil- iary fuel tanks. On AC41-9193 to 41-9245 Inclusive only, the two bomb bay tanks are non-metallic and self-sealing. The bomb bay is also equipped with two dome lights, step light, an oxygen regulator, relief tube (figure 78-801) located behind the left-hand dome light, emergency controls for the landing wheels, bomb bay doors and flaps, and an emergency bomb release handle. 2.	Operational Equipment. a.	Lighting. (1)	The step light (figure 82-814) is located in the step at the forward end of the catwalk. The switch (figure 43-521) is located on the forward wall of the radio compartment to the right of the door. (2)	Two dome lights (figures 78-802 and 80-806) are installed, one on either side of the aft end of the bomb bay. The switches (figure 79) are located on the forward side of the aft bulkhead to the right of the door. b.	Oxygen Control. - The oxygen regulator (figure 80-807) is located on the aft wall of the bomb bay on the right side of the radio compartment door. c.	Emergency Equipment. (1) Emergency Operation of Main Landing Wheels. (See figure 81.) - Manual operation of the two main landing wheels is provided for each wheel sepa- rately. The hand crank connections for the wheels are located on each side of the door in the forward wall of the bomb bay. Two hand cranks are clipped to the aft wall of the radio compartment. Turn the crank clockwise to raise the wheel and counterclockwise to lower it. (2) Emergency Operation of Bomb Bay Doors. - Insert the hand crank in the connection in the step at the forward end of the catwalk in the bomb bay as il- lustrated in figure 82, and rotate clockwise to close the doors and counterclockwise to open them. Refer to figure 93 for additional Instructions regarding bomb bay door retraction after emergency bomb release. (3)	Emergency Bomb Release. - For emergency bomb release, pull the handle (figure 82-812) and maintain the pressure. The bomb doors open imme- diately and as soon as they reach their limits, al) bombs drop in salvo. - 128 RESTRICTED From RareAviation.com RESTRICTED T.O. NO. 01-20EE-1 811	Door To Upper Turret Compartment 812	Emergency Bomb Release 813	Bomb Doors Emergency Hand Crank 814	Bomb Bay Step Light Figure 82 - Emergency Controls - Bomb Bay Compartment 129 RESTRICTED RESTRICTED T.O. NO. 01-JOEE-1 851	Tall Wheel Retracting Motor 852	Nacelle Platform Support* - Stowed 853	Door To Tall Gunner'a Compartment 851 Tall Wheel Metal Boot Figure 83 - Tail Wheel Compartment - 130 - RESTRICTED From RareAviation.com RESTRICTED T. O. No. 01-20EE-1 Section XI Pars. I and 2 SECTION XI OPERATING INSTRUCTIONS - TAIL WHEEL COMPARTMENT 1.	General Description. 2.	Operational Equipment. The tail wheel compartment is located between the waist gunners compartment and the tail gunners compartment. It is equipped with the tail wheel metal boot (figure 83-854), supports of the nacelle platforms (figure 83-852), a connection for manual operation of the tail wheel, and an alarm bell (figure 84). Figure 84 - Alarm Bell - Tail Wheel Compartment a.	Lighting. - There are no lights in this com- partment. Light is derived from the dome light in the waist gunners compartment, which is controlled by a switch (figure 74-752) located just aft of the main entrance door (figure 74-753). b.	Emergency Operation of Tail Wheel.-The hand crank for manual operation of the tail wheel is located in the radio compartment clipped to the right-hand rear wall of the compartment, above the transmitter tuning units. The crank is slipped from the rear into the torque connection (figure 67) located directly be- hing the electric retracting motor. Rotate as desired. Figure 85 - Tail Wheel Emergency Hand Crank - Looking Forward - 131 - RESTRICTED Section XII Pars. 1 and 2 RESTRICTED T. O. No. 01-20EE-1 SECTION XII OPERATING INSTRUCTIONS - TAIL GUNNERS COMPARTMENT 1.	General Description. The tall gunners compartment is located in the tall of the airplane. It is equipped with aside entrance door, two oxygen regulators, interphone controls, twin .50 caliber machine guns, bicycle-type seat, knee pads, phone call lamp and gun camera with safety switch. Figure 86 - Entrance Door - Tail Gunners Compartment Figure 87 - Tail Gunners Seat, Adjustment Diagram 2.	Operational Equipment. a.	Initial Entrance. - There are two ways of en- tering the tail gunners compartment: one from the tail wheel compartment through a small door in the aft end of the tail wheel compartment, and one from outside through a side door (figure 86). The latter is the emergency exit and is equipped with an emergency release (figure 86-901). b.	Lighting. - There are no lights in this com- partment. c.	Seat Adjustment. - For complete instructions for adjusting the tail gunners seat, refer to figure 87. d.	Interphone Controls. - The jackbox (figure 88- 912) is located on the right side of the compartment, looking aft, above the aft end of the ammunition box. Operation is conventional. The tail gunner is equipped with a hand microphone (figure 89-922). e.	Oxygen Controls. - Two oxygen regulators (fig- ures 89-921 and 90-932) are provided, one on each side wall. Operation is conventional. f.	Armor Protection. - Armor plate is provided as shown in figure 91. The window through which the gunner sights is made Of bullet-resistant glass. - 132 - RESTRICTED From RareAviation.com RESTRICTED T. O. No. 01-20EE-1 911	LH Gun Ammunition Box 912	Interphone Jackbox 913	RH Gun Ammunition Box 919 Armor Plate 915	Knee Rad 916	Tail Gunner'a Seat Figure 88 - Tail Gunner's Compartment - Looking Aft 133 - RESTRICTED RESTRICTED T.O. NO. 01-20EE-1 921	LH Oxygen Control 922	Hand Microphone 923	Phone Cal I Lamp Figure 89 - Left Side Well Control* - Tail Gunner'* Compartment 134 RESTRICTED From RareAviation.com Section XIII Pars. 1 and 2 RESTRICTED T. O. No. 01-20EE-1 SECTION XIII OPERATING INSTRUCTIONS - PHOTOGRAPHIC PIT (Less Tail Gun Camera) 1.	General Description. Camera equipment is installed in the pit under the floor of the radio com- partment. A door (figure 92-957) is provided in the floor for the use of the equipment by the camera operator. Provision is made for three alternate installations as follows: Type T-3A Installation:	Camera Camera Mount Viewfinder Shutter Induction Coil	Type T-3A A-5A A-2 Type K-3B Installation:	Camera	T-3B Camera Mount	A-8 Viewfinder Intervalometer	A-2 Magazine	A-1A Filter	A-2A Type K-7C Installation:	Camera	K-7C Camera Mount	A-8 Viewfinder	A-2 Filter	A-4 2.	Operational Equipment. The type A-2 viewfinder may be installed forward of the camera. The bracket assembly used to support the intervalometer is stowed on the left side of the camera pit. The intervalometer is stowed on the right side. A de power receptacle for the intervalometer is installed on the right-hand side of the pit, and a connection to the vacuum system is provided on the left- hand side. The double camera doors (figure 92-955) and the viewfinder door (figure 92-956) are hinged in the bottom of the fuselage, and are operated by a lever (figure 92-953) located on the floor at the operators seat (figure 92- 952). - 135 - RESTRICTED RESTRICTED T. O. No. 01-20EE-1 Figure 90 Right Side Wall Controls Tail Gunners Compartment 931 Control Switch 932	RH Oxygen Control 933	Camera Safety Switch Figure 91 Angles of Armor Protection Diagram - Tail Gunners Compartment Figure 92 - Camera Pit - Looking Forward 951	Propeller Anti-icing Pumps 952	Seat 953	Camera Door Control 954	Camera Receptacle Shield 955	Camera Door 956	View Finder Aperture 957	Camera Pit Door - 136 - RESTRICTED From RareAviation.com Section XIV Pars. 1 to 8 RESTRICTED T. O. No. 01-20EE-1 SECTION XIV EMERGENCY OPERATIONS AND EQUIPMENT 1.	Emergency Operation ol Landing Gear. (See fig- ure 81.) Manual operation of the main landing wheels is provided for each wheel separately. Hand crank con- nections are provided, one to the left and one to the right of the door in the forward bulkhead of the bomb bay. To raise the left landing wheel, insert the hand crank which is found clipped to the aft bulkhead in the radio compartment above the transmitter tuning units, into the left connection and rotate clockwise. Turn the crank counterclockwise to lower the wheel. Operation is the same for the right wheel. 2.	Emergency Operation of Tail Wheel. (See figure 85.) The crank is kept in the radio compartment. Insert it in the connection in the rear of the tail wheel com- partment and rotate as desired. 3.	Emergency Operation of Bomb Bay Doors. (See figure 82.) Insert the hand crank into the torque connection in the step at the forward end of the catwalk in the bomb bay and rotate clockwise to close the doors and coun- terclockwise to open them. 4.	Emergency Operation of Wing Flaps. (See fig- ure 46.) Insert the hand crank into the torque connection at the forward end of the camera pit in the radio com- partment. NOTE: BOTH camera pit doors must be open before operating the flaps. Rotate the crank clockwise to lower the flaps and counterclockwise to raise them, 5.	Emergency Bomb Release. (See figures 27 and 82) The bomb load can be released in an emergency at two places in the airplane besides the bombardiers station. One emergency bomb release is located on the step at the forward end of the bomb bay truss, and the other is located in the pilots compartment on the floor to the left of the pilot. When either handle is pulled steadily, the bomb doors open immediately and when they have reached their limit, all bombs will be dropped salvo. Refer to figure 93 for additional bomb release procedure. 6.	Fire Extinguishers. a.	Two types of fire extinguishers are used on this airplane: hand extinguishers and an engine system. b.	Three OOz extinguishers are located as fol- lows: one on aft bulkhead in navigators compartment to the right of the door, one on aft bulkhead of the upper turret compartment to the right of the door, and one on the forward bulkhead of the radio compartment to the right of the door. Two carbon tetrachloride extinguishers are located as follows: one on the co- pilots seat support and one aft of the main entrance door on the lower right side of the bulkhead. c.	The fire extinguishing system for the four en- gines is controlled by the copilot by means of a se- lector valve and two release handles. Operation dis- tributes CO2 around the engine selected through a perforated tube. Each release handle discharges a bottle of CO2 which is not sufficient to serve more than one engine. Therefore, the selector valve should remain in position fora sufficient length of time after release to fully discharge the bottle. If a fire occurs in another nacelle, reset the selector valve and re- lease the second charge. For detailed operating in- structions in case of fire during flight, refer to sec- tion II, paragraph 11. 7.	Life Raft and First Aid. a.	Life Raft. (See figure 44.) - Two automatic ejector life raft installations are provided, one on each side of the enclosure fairing at the rear of the upper turret above the bomb bay. Two control handles are located in the ceiling of the radio compartment on the right side. To operate, pull the handles approxi- mately nine inches. b.	First Aid Kit. - The first aid kit is located on the aft side of the bulkhead at the aft end of the radio compartment. 8.	Emergency Exits. (See figure 94.) a.	Navigators and bombardiers compartments: Through aft bulkhead door and out bottom escape hatch (front entrance door). b.	Pilots compartment: Out the bomb bay, or down through the front entrance door. c.	Upper turret: Out through the bomb bay. d.	Radio compartment: The radio operator goes out through the bomb bay and the auxiliary crew mem- bers go out through the side windows or through the main entrance door. e.	Lower ball turret: Out through the main en- trance door, or out the side windows. f.	Waist gunners compartment: Out through the side windows or out the main entrance door. - 137 - RESTRICTED restricted T.O. NO. 01-2OEE-1 KMBRGKWCY BOMB RELEASE PROCEDURE FIRST STBP - Pull either release handle as far as it will go. (See Figure 2) This stop will release the doors and allow then to swing open independently of the retracting screws as shown in 1. SECOilD STL?' Pull the release handle again as far as it will go. This step will operate the mechanical salvo and drop all boahs unarmed. notes A continuous pull may be maintained on the release handle as the mechanical salvo will occur the instant the doors ---- open far enough to release the interlock on the mechanism. In flight the doors will open so quickly that the entire release operation will appear to be one continuous motion. DOOR RgTRACTlON AFT8R EMERGENCY RELEASE FIRST STEP - Observe the emergency release linkage under the hinged door In the floor beneath the pilots* compartment. If the ----------- spring has not entirely retrieved the mechanism as shown in 2. complete the resetting of the mechanism by pushing at the hinge of ths link as shown in A. SECOND STBP- Operate the retracting screws to the fully extended position. This step will engage the latches between the fit- tings on the screws and the fittings on the door as shown in k. THIRD STBP - Retract the doors in the normal manner. Figure 93 - Emergency Bomb Release Procedure 138 RESTRICTED From RareAviation.com RESTRICTED T.O. NO. 01-20EE-I TO REMOVE DOORS FROM PLANE, PULL EMERGENCY RELEASE AND PUSH DOOR OUTWARD GUNNER BUNNER NAVIGATOR LEGEND TETRACHLORIDE) C- D - NORMAL CREW ALTERNATE OR ADDITIONAL CREW POSITIONS ALTERNATE PATH OF EGRESS ' REMOVE! L TURN 2. PULL FOUR HANDLES. WINDOW INWARDOPERATOR note: WITH REMOTE SIGHTED BOTTOM GUN TURRET, GUNNERS EXIT WILL BE SAME AS FOR BALL TURRET.TO OPEN SIDE GUN WINDOW, SLIDE FORWARD BOMB DOOR CONTROL HANDLE BOMB RELEASE HANDLE EMERGENCY BOMB RELEASE HANDLE ENGINE FIRE EXTINGUISHER CONTROLS FIRE EXTINGUISHER AC TYPE A-2 (CARBON F- LIFE RAFTS G- LIFE RAFT RELEASE HANDLES *= EQUIPMENT MOUNTED ON AFT SIDE OF BULKHEAD. H- FIRST AID KIT I- EMERGENCY DOOR RELEASE J- FIRE EXTINGUISHER AC TYPE A- 17 lCO,) Figure 94 - Emergency Exits Diagram 139 RESTRICTED RESTRICTED T. O. No. 01-20EE-1 Section XIV Pars. 8 to 10 g.	Tail gunners compartment: Out the side door. h.	Doors and hatches: All doors and hatches ex- cept bomb doors and side windows are quickly re- leasable. Refer to paragraph 3 of this section for emergency operation of bomb bay doors. The side windows slide forward. Refer to section IX for de- tailed instructions on the windows. 9.	Alarm Bells. Alarm bell signals are used and are usually pre- arranged between the crew members. The signals usually differ with each airplane crew. One bell is located on the bottom side of the navigators table, one is above the radio operators table, and the other is in the tail wheel compartment above the tail wheel boot. The bells are controlled by a toggle switch on the pilots side control panel. (See figure 27.) 10.	Suggested Methods of Abandoning Airplane. a.	General. (1)	Warning Signals. - Three methods enable the pilot to communicate with the crew: the alarm bell system, the phone call lamps, and the interphone sys- tem. For emergency purposes, the alarm bell should be used in a prescribed manner which is thoroughly understood by all the crew. All signals are given by the pilot. If a commander is present, he will direct the pilot to give the desired signals. (2)	Exits. (a)	Top hatch in radio compartment. Usually used for abandoning the ship after a water landing. Removed by four small release handles on the cover. (b)	Front entrance door. Has an emergency release latch. (c)	Bomb Bay. Doors can be opened by either of two emergency releases, one to the left of the pilot and the other in the bomb bay just aft of the door in the forward bulkhead. (d)	Each side gun window. (e)	Main entrance door. Has an emergency release latch. (f)	Tail hatch. Hasan emergency release latch. WARNING: Although rapidity of movement is necessary, it must be remembered that body movement with a parachute is restricted in small quarters. Therefore, care is necessary to avoid bodily injury or damage to the para- chute, either of which may prevent bailing out. This applies particularly to head blows. b.	In Flight. (1)	Signal. (a)	Stand by to abandon: one long ring (approxi- mately 6 seconds). (b)	Abandon: three short rings (approximately 2 seconds each). (2)	Paths of Egress. (a)	Upon the signal to stand by to abandon ship, all members of the crew should fasten on parachutes and prepare to leave the plane through the designated exit. (b)	The bombardier releases and stands by the front entrance door. (c)	The navigator stands by the front entrance door. He will first determine position if pilot (or commander) so directs. (d)	The pilot will open the bomb bay doors and release bombs (or tanks) with his release, or instruct either the copilot or another crew member to do so with the other release. (e)	If a gunner is in the upper turret, he will stand by to jump through the bomb bay. (f)	The radio operator will prepare to leave through the bomb bay, first sending any messages designated by pilot (or commander). (g)	The engineer will open and stand by the right side gun window. (h)	The tail gunner will release and stand by the tail hatch door. (i)	Additional crew members will release and stand by main entrance door. ft) The copilot will prepare to leave through the bomb bay on direction of the pilot (or commander). (k) The pilot (and commander, if present) will leave through either the bomb bay or the front entrance door. (3)	Switches. - The situation will determine whether fuel and electrical systems should be turned off prior to abandoning ship. Under normal conditions in an area outside of a combat zone, the following switches should be turned off: (a)	Master Switch (figure 24-291). (b)	Battery Switches (figure 27-349). - 140 - RESTRICTED From RareAviation.com RESTRICTED T. O. No. 01-20EE-1 Section XIV Par. 10 Continued (c)	Fuel Shut-off Valves (figure 24-279 and -281). c.	Fire in Flight. (1)	In case of engine or wing fires, open the emergency exits. Stand by to abandon: one long ring (approximately 6 seconds). (2)	In case of a cabin fire, the exits should NOT be open. However, it may be desirable to have the crew stand by to .abandon without opening the exits. For this the signal is: Stand by to abandon - Exits Closed: one short ring (approximately 2 seconds; one long ring (ap- proximately 6 seconds); one short ring (approximately two seconds). d.	Crash Landing. (1)	Signal. (a)	Stand by for crash landing: by interphone. (b)	Abandon: four short rings (approximately 1/2 second each). (c)	Pilot should: L Cut engines. 2.	Master switch (figure 24-291) - OFF. JI. Battery switches (figure 27-349) - OFF. 4. Fuel shut-off valves (figure 24-279 'and -281) - OFF. (2)	Egress. (a)	All crew members will take proper stations, remove parachutes, and fasten safety belts upon re- ceiving interphone warning. (b)	At the signal to abandon, all crew members will leave the plane through the most practicable exit. (See figure 94.) (c)	In addition to the seven standard exits, the two side windows in the pilots compartment are pos- sible exits. (d)	In case some of the exits are blocked by fire, damage, or congestion, it may be best to make exit through a rupture in the fuselage if any have oc- curred. Caution is required in this process to avoid fatal cuts from metal or broken glass. (e)	If there is imminent danger of fire, all per- sonnel should disperse at least 50 feet from the air- plane. e.	Landing on Water. (1)	Signal. Stand by for water landing: by interphone. Abandon ship: as ordered verbally. (2)	Duties: (a)	At the interphone warning all crewmembers will fasten on life vests. They will take proper stations and secure safety belts except as noted below. (b)	Pilot (upon direction of commander, if pres- ent) will: 1.	Release bomb bay tanks if carried and more than half full. 2.	Direct bombardier to release all bombs and close bomb bay doors. 3.	Direct navigator to determine position. 4.	Direct radio operator to send distress sig- nal. 5.	Make normal slow landing, flaps down, gear up, contacting water slightly tail first. (c)	Copilot will: L Cut engines, feather propellers, cut all fuel and ignition switches. NOTE: Engines must be left on until radio and interphone are no longer necessary. 2. Assist pilot as directed. (d)	Bombardier will: L Release bombs when directed and close bomb bay doors. 2. Proceed to the radio compartment. (e)	Navigator will: L Determine position, notify pilot and radio operator. 2. Proceed to radio compartment and super- vise sending of position report. A Radio Operator will: L Send distress signal as directed by pilot. 2. Send position report as directed by navi- gator. - 141 - RESTRICTED RESTRICTED T. O. No. 01-20EE-1 Section XIV Par. 10 Continued (g)	Engineer will: 1.	See that all crew members have on life vests. 2.	Assign a crew member to take along the emergency transmitter when abandoning ship. 3.	Open and lock all bulkhead doors. 4.	Close all outside doors. 5.	See that all other crew members (including tail gunner) are standing by just rear of radio com- partment. 6.	Stand by radio compartment to open over- head hatch and release life rafts when directed. (h)	If the airplane is in normal attitude after landing, personnel will abandon through overhead hatch, taking raft as follows: Left Raft	Right Raft Pilot	Copilot Bombardier	Navigator Engineer	Radio Operator Gunner	Gunner (s) This assignment may be varied at pilots direction, under consideration of weight distribution. Water and emergency provisions will be divided equally. NOTE: Unless plane is sinking rapidly, the rafts will not be cast off until all personnel assigned are aboard. f.	Drill. - Dry run practice on the ground empha- sizing the following is of great value: (1)	Signals. (2)	Movement with parachutes on. (3)	Duties. (4) Taking stations. (5) Making exit. 11.	Emergency Operation of Radio Equipment. a.	Operation of Portable Emergency Radio Trans- mitter (Type SCR-578-A). (1)	General. (a)	A complete self-contained portable emer- gency transmitter is provided for operation anywhere away from the airplane. It is primarily designed for use in a small boat or life raft, but may be placed in operation anywhere a kite can be flown, or where water may be found. The unit is usually stowed in the aft end of the radio compartment next to the transmitter tuning units, and is equipped with a small parachute to permit dropping from the airplane in event of an emergency. (b)	When operated, the transmitter emits an MCW signal and is pretuned to the international dis- tress frequency of 500 kc. Automatic transmission of a predetermined signal is provided. Any searching party can home on the signal with the aid of a radio compass. (c)	No receiver is provided. (2)	Removal from Airplane. (a)	If the airplane has made an emergency land- ing on water, the emergency set should be removed at the same time that the life raft is removed. The set is water-proof and will float, and therefore it is not necessary to take any precautions in keeping the equip- ment out of the water. Be sure that it does not float out of reach. (b)	The emergency set may be dropped from the airplane by use of the parachute attached. The altitude of the airplane when dropping the equipment should be between 300 and 500 feet. To drop the equipment, the following steps should be observed: 1- Tie the loose end of the parachute static line to any solid metal structure of the airplane. CAUTION: Be sure the static line is in the clear and will not foul. 2. Throw the emergency set out through a convenient opening in airplane. Parachute will be opened by static line. CAUTION: DO NOT attach static line to any part of ones body when throwing the equip- ment through the opening. (3)	Operation. - Complete operating instructions are contained in one of the bags which contain the equipment. Complete instructions for the use of the transmitter are also located on the transmitter itself. b.	Interphone Equipment Failure. - In the event of interphone equipment failure, the audio frequency section of the command transmitter may be substi- tuted for the regular interphone amplifier. To make this connection, the pilot should place his command transmitter control box channel selector switch in either No. 3 or No. 4 position. Set the interphone jackbox selector switch (figure 28-359) on COM- MAND to place the interphone equipment in opera- tion. NOTE: When the command transmitter control box channel selector switch is set in either - 142 RESTRICTED From RareAviation.com RESTRICTED T. O. No. 01-20EE-1 Section XIV Par. 10 Continued No. 3 or No. 4 position for emergency opera- tion of the interphone equipment, it is not pos- sible to establish communication with any sta- tion or any other airplane. It is possible at all times to resume normal command set opera- tion by placing the channel selector switch of the command transmitter control box back in either No. 1 or No. 2 position. c.	Substitution of Radio Compass Receiver for Low Frequency Command Set Receiver. - If the low frequency receiver of the command set fails, the radio compass receiver may be substituted, with the pilot having direct control over the compass receiver. To complete this emergency hook-up, the pilot must set his interphone jackbox selector switch (figure 28-359) in the COMPposition and then place the radio com- pass selector switch (marked OFF, COMP, ANT, LOOP) in the ANT position. The radio compass can then be tuned as desired. d.	Substitution of Liaison Receiver for Low. Medi- um and/or High Frequency Command Receiver. - In case of failure of the low, medium and/or high fre- quency receiver of the command radio equipment, the liaison receiver may be substituted, but the pilot will have only limited control over it. The pilot should first call the radio operator on the interphone system and tell him what frequency he desires to receive, that he is switching the interphone selector switch (figure 28-359) to the LIAISON position, and for him (the radio operator) to time in this frequency and maintain the setting until further advised. e.	Command Set Transmitter Failure. - In case of failure of the command set transmitter, the liaison transmitter maybe substituted. The pilot should first call the radio operator on the interphone and have him adjust the liaison transmitter to the frequency he de- sires to use. He should then set his interphone selec- tor switch (figure 28-359) to LIAISON position and operate his microphone button in the same manner that he did when the command set was in operation. When he is through using the liaison transmitter, the pilot should place the interphone selector switch in the INTER position and tell the radio operator to cut the liaison transmitter off so as to reduce the load on the electrical system. NOTE: When substituting one receiver for another, such as the compass receiver for the command receiver, the pilot must move his interphone jackbox selector switch (figure 28- 359) to the COMMAND or LIAISON posi- tion in order to transmit. At the end of the transmission, he must switch back to the posi- tion of the receiver being used. This will have to be done every time that the pilot desires to hold a two-way conversation. NOTES: - RESTRICTED - 143 - Section XV Par. 1 RESTRICTED T. O. No. 01-20EE-1 SECTION XV COLD WEATHER. OPERATION 1. Operation and Handling. a.	Engine Oil Dilution System. (1)	Controls and Indicators. (a)	The oil dilution system provides a method of diluting or thinning the engine oil with gasoline at the end of each engine run in order to facilitate start- ing the engine in cold weather. (b)	The system consists of four electric sole- noid-operated oil dilution valves, each located on the front of its respective engine fire wall, the necessary piping and wiring, and four toggle switches on the co- pilot's control panel. (c)	The engine oil should be diluted prior to stopping the engines when there is a possibility of the engine oil temperature dropping below approximately 5 degrees C (41 degrees F) during the period the en- gine is to be inoperative. (2)	To Dilute Oil. (a)	Maintain a speed of 800 rpm for each engine. If an engine speed in excess of 800 rpm is maintained, the oil temperature will exceed the maximum tem- perature limit set for the diluting period. Fuel vapor blown from the breather outlets to the exhaust stacks by the propeller blast also creates a fire hazard. NOTE: It is impossible to dilute the engine oil unless the engine is running. (b)	Maintain the oil temperature of each engine below 50 degrees C (122 degrees F) during the dilution procedure. The ideal temperature is 40 degrees C (104 degrees F). If the oil temperature exceeds 50 degrees C (122 degrees F), the gasoline will evaporate as rapidly as it is introduced into the oil and will leave the oil with its original viscosity. This vapor- izing fuel exhausting from the breather outlets creates a dangerous fire hazard. If the temperature exceeds 50 degrees C (122 degrees F) when the airplane is landed, the engines must be stopped and the oil allowed to cool to approximately 35 degrees C (95 degrees F) before the engines are started again to accomplish oil dilution. (c)	Hold the oil dilution switches in the "ON " position for four minutes plus the time required for the propellers to stop rotating. The engines must be stopped at the end of the dilution period by moving the mixture control (figure 25-303) to the "IDLE CUT- OFF position. The fuel pressure should show a drop from the normal pressure to approximately 4 or 5 Ib/sq in. during oil dilution. If a sharp decrease in fuel pressure is not noted, check the oil dilution elec- trical circuits, the oil dilution valves and pressure gages for the source of the trouble. (d)	Electric booster pumps need not be running during the dilution period. (e)	When the engines are started subsequent to engine oil dilution, normal starting procedure, as out- lined in section II, paragraph 3., should be followed. (f)	No dilution of the reserve oil supply is nec- essary because this oil is not circulated through the engine lubrication system. This reserve oil is auto- matically admitted through the accelerating well to the lubrication system to replace the oil consumed in engine operation. (g)	The copilots instrument carries dual oil pressure (figure 21-236) and temperature gages (fig- ure 21-243). Pressure is measured at the pressure side of the oil pump. Oil temperature is that of the oil entering the engine and is taken at the y valve when the oil leaves the tank. b.	Propeller Oil Dilution. - When operating in cold climates with oil dilution equipment, the propeller control will be moved slowly from extreme increase to extreme decrease rpm several times during the period of dilution. This will permit the filling of the dome of the propeller with diluted oil and prevent sluggish response of the propeller when the engine is started the next time. c.	Portable Ground Heaters. (1)	When operating under freezing conditions, use typeD-1 portable heaters (figure 95), if available. The weather conditions may require preheating of engines and cabins prior to first flight. (2)	It requires approximately 15 minutes to heat the engines at minus 17.8 degrees C (0 degrees F), and approximately thirty minutes at minus 34.4 de- grees C (30 degrees F). Each heater is normally equipped with three flexible warm air ducts. (3)	One heater may be used in light freezing weather to heat two engines and the cabin at a time. Extreme cold weather might require that the entire output of one heater be directed into each engine and one into the cabin. The heater weighs approximately 210 pounds, is equipped with two rubber wheels, and is easily handled by one man. CAUTION: Whatever method is used for pre- heating the engines, extreme care must be taken to prevent accidental ignition of the gas fumes from the engine breathers, caused by vaporization of the gasoline in the oil. - 144 - RESTRICTED From RareAviation.com RESTRICTED T. O. No. 01-20EE-1 Figure 95 - Type D-l Portable Ground Heater - 145 - RESTRICTED RESTRICTED T. O. No. 01-20EE-1 Section XV Par. 1 Continued d.	Cold Weather Starting ok Engines. (1)	When the engines are to be started for warm- up, or to be repeatedly started and stopped for ground test purposes or alert, engines will be primed and the oil dilution system operated in accordance with instructions given above in paragraph l.a. of this section. (2)	During cold weather operation, drain the oil pressure gage line and refill with instrument oil. WARNING: In warming a cold engine in ex- tremely cold weather, start with the cowl flaps closed. DO NOT gun engine to more than 900 rpm until oil has reached a temperature of 40 degrees C (104 degrees F). e.	Batteries. - Energizers or battery carts are generally used for cold weather starting, as this is more practicable than heating the batteries. Batteries should be maintained at not less than minus 12.2 de- grees C (10 degrees F). Lower voltage at extremely low temperatures causes malfunctioning of all elec- trical equipment. NOTE: To safeguard batteries, remove them from the airplane and store them in a heated place when the airplane is to be idle overnight. f.	Protective Covers. - Airplane covers, consist- ing of tarpaulins with ropes for securing to the air- plane, will be used on the wing, tail surfaces, fuselage, engines and compartment enclosures to provide pro- tection against frost accumulation. g.	Frost or Ice Remover. - When it is necessary to remove frost or ice from areas of the airplane, melt a small area at a time with hot water, then flush this area with denatured alcohol before the hot water freezes. Pay particular attention to hinges and con- trols. Alcohol should be used for cleaning frost off windows and windshields. h.	Mooring. - If, due to extreme cold weather, mooring stakes cannot be driven into the ground, use a pick or other sharp instrument, and dig a hole ap- proximately eight inches deep and eight inches square. Into this hole place deeply notched stakes crosswise, and then tie the mooring rope to the stakes. Fill the hole with water which will freeze the stakes and rope fast. If stakes are unavailable, dig the hole, coil the rope in the bottom of it and then fill with water. If possible, head the airplane into the wind before tying down. i.	Communication Equipment. - The following equipment is adversely affected by extreme cold weather: (1)	Dynamotor. - The increased viscosity of bearing lubricants may prevent the dynamotor from starting, resulting in blown fuses. If this occurs, the grease should be removed and oil substituted as a lubricant. (2)	Operating Controls, Hand Switches, Etc. - Stiffness of operation may occur. Oil should be re- moved in order to prevent drag and binding. (3)	Storage Batteries. - Cracking occurs around the edge of the case. Batteries should be kept charged above 1.290 specific gravity to prevent cracking. (4)	Microphones. - The hand microphone is un- satisfactory for use in cold weather. Moisture col- lects and freezes in the small holes of the microphone cap. Throat type microphones should be used for all cold weather operations. (5)	Transmitters. - In certain types of trans- mitters, frequency shifts occur with wide changes in temperature. Consequently the transmitter must be returned and checked until a relatively stable tem- perature is reached. (6)	Antennae. - Icing is prevalent on all types of antennae. The whip is the most satisfactory type in this respect and should be used instead of v types for radio compasses. (7)	Plugs (Tacks). - Cracking occurs on the PL- 54. No remedy can be effected. (8)	Antenna Shock Mount. - The rubber type shock mounts become very brittle and break in ex- treme cold weather. A compression type spring can be used for replacement. - 146 - RESTRICTED From RareAviation.com RESTRICTED T. O. No 01-20EE-1 Appendix I Glossary APPENDIX I U. S. A. - BRITISH GLOSSARY OF NOMENCLATURE U. S. A. Accumulator (hydraulic)........... Anti-friction bearings............ Battery (electrical)............... Blade connecting rod Block test........................ Bombardier or Bomber Box-end wrench .................. Cap screw........................ Center of inboard wing panel Check valve (hydraulic).......... Clevis Closed spanner - wrench with internal lugs or surface lugs . . . Copilot Cotter pin........................ Crock (used in heat treatment) Cylinder (hydraulic) ............. Dump valve...................... Fillister head screw............. Flat head screw Flight indicator................... Gall............................. Gasoline (gas) Green run ........................ Gross weight Ground (electrical)............... Gyro horizon Gyro pilot........................ Kerosene ......................... Knuckle pin (used on radial engines)........................ Lock washer ..................... Manifold pressure................ Oil pan........................... Outboard panel Pad .............................. Palnut............................ Piston pin Propeller ....................... Reticule (gun sight, etc).......... Round head screw BRITISH Should not be confused with electrical accumulator or battery Ball and roller bearings Electrical accumulator Plain connecting rod Bench test under engines own power Bomb-aimer Circular-ended wrench (for hexagon) Setscrew or screw Center section Non-return valve Fork joint or knuckle joint Ring spanner Second pilot Split pin Earthenware jar Jack Jettison valve Cheese head screw Countersunk head screw Artificial horizon To fret or score Petrol Endurance test All up weight Earth Artificial horizon Automatic pilot Paraffin Wrist pin or anchor pin Spring washer Boost Sump Outer plane Sometimes used for raised machined surface for mounting accessories, etc. Type of lock nut Gudgeon pin Airscrew Graticule Cup head screw - 147 - RESTRICTED RESTRICTED T. O. No. 01-20EE-1 Appendix I Glossary APPENDIX I v. 8. A. - BRITISH GLOSSARY OF NOMENCLATURE - Continued v. S. A.	BRITISH Screen 	 ,		 Filter Setscrew	Grub screw Ship			 Aircraft Slushing compound	Corrosion inhibitor Socket wrench			 Box	spanner Spanner	C-spanner Spanner wrench				 Ring	spanner Stabilizer - Horizontal			 Tail	plane Vertical	Fin Stack Sylphon	Aneroid Tachometer				 Engine	speed indicator Tag	Label Test club			 Test	fan Tube (radio)	Valve Turn indicator			 Direction	indicator Valve (fuel or oil)			 Cock Weight empty			 Tare I i i I - 148 - RESTRICTED ;From RareAviation.com RESTRICTED T. O. No. 01-20EE-1 B-17E Long Range Flight Plan at 10,000 Feet Density Altitude and 2524 Gallons Fuel Take-off Gross Weight 51,790 Pounds Time	RPM	IAS (Instrument Reading)	Air Miles Traveled	Gal Fuel Remaining 0	1725	150	40	2427 :30	1700	149	128	2351 1:00	1700	149	217	2277 1:30	1700	149	304	2203 2:00	1675	147	393	2129 2:30	1675	147	479	2058 3:00	1650	146	567	1987 3:30	1650	146	652	1918 4:00	1650	146	739	1849 4:30	1625	145	826	1780 5:00	1625	145	910	1713 5:30	1625	145	996	1646 6:00	1600	143	1081	1579 6:30	1600	143	1166	1514 7:00	1600	143	1250	1449 7:30	1575	142	1335	1384 8:00	1575	142	1420	1322 8:30	1575	142	1503	1259 9:00	1550	141	1587	1197 9:30	1550	141	1670	1136 10:00	1550	141	1754	1076 10:30	1525	139	1836	1015 11:00	1525	139	1918	957 11:30	1525	139	2001	898 12:00	1500	138	2083	839 12:30	1500	138	2165	782 13:00	1500	138	2246	725 13:30	1500	138	2328	668 14:00	1475	137	2409	611 14:30	1475	137	2490	556 15:00	1475	137	2570	501 15:30	1450	136	2651	446 16:00	1450	136	2731	393 16:30	1450	135	2811	340 17:00	1425	134	2891	287 17:30	1425	134	2970	236 18:00	1425	134	3049	185 18:30	1400	133	3129	133 19:00	1400	133	3207	83 19:30	1400	133	3286	33 19:49			3337	0 - 149 - RESTRICTED From RareAviation.com