What follows is the raw text from a RareAviation.com document available for download. This text can be helpful if you would like to confirm the document contains specific information you are interested in. Title: Pilot's Handbook Army AT-11 Navy SNB-1 Kansan Link: https://rareaviation.com/product/pilots-handbook-army-at-11-navy-snb-1-kansan --- RAW UNFORMATTED TEXT BELOW --- ------------------RESTRICTED ----------- AAF DISTRIBUTION CODES: 01.1, AN 01-90KC-1 01.7, 02.1, 02.2, 03., 04.1, 04.C, 05., 06., 07.1, 07.2, 07.3, 07.4, 07.5, 07.6, 08,1, 08.2, 08.3, 08.4, 08.6, 08.7, 09.1, 09.4, 09.5, 10 PILOTS HANDBOOK FOR ARMY MODEL NAVY MODEL AT-11 SNB-1 AIRPLANES Commanding Officers will be responsible for bringing this Technical Order to the attention of all pilots cleared for operation of the subject aircraft as well as those undergoing Transition Flying Training as contemplated in AAF Regulation 50-16. This publication shall not be carried in aircraft on combat missions or when there is a reasonable chance of its falling into the hands of the enemy. Published under joint authority of the Commanding General, Army Air Forces, and the Chief of the Bureau of Aeronautics. NOTICE: This document contains information affecting the national defense of the United States within the meaning of the Espionage Act, 50 U. S. C., 31 and 32, as amended. Its transmission or the revelation of its con- tents in any manner to an unauthorized person is prohibited by law. RESTRICTED WF-O-5 DEC 46 1500 25 JULY 1944 REVISED 2 JANUARY 1946 RESTRICTED AN 01-90KC-1 POLICY GOVERNING DISTRIBUTION AND USE OF THIS PUBLICATION Instructions Applicable to v 5 Army Personnel: 1. This publication is intended for technical aid and education of mili- tary and civilian personnel engaged n promoting the war effort. Its maxi- mum distribution and use is therefore encouraged. However, since the publication is "restricted within the meaning of AR 380-5, the following security regulations will be observed: a. Members of Armed Forces and civilian employees of War Depart- ment will be given access to this publication whenever required to assist in the performance of their official duties (including expansion of their knowledge of AAF equipment, procedures, etc.). b. Personnel of War Department contractors and subcontractors may be given possession of this publication, on a loan basis, or knowledge of its contents, only when required to assist in the performance of War De- partment contracts. Releases will be made in accordance with the require- ments of T. O. No. 00-5-2, c. Representatives of other governments will be given possession of this publication, or knowledge of its contents, only in accordance with AAF Letter No. 45-6. 2. This publication is restricted because the information contained in it is restricted. It does not follow that the physical article to which it re- lates is also restricted. Classification of the materiel or component must be ascertained independently of the classification of this document. Z. Neither this publication nor information contained herein will be communicated to press or public except through Public Relations channels. Instructions Applicable to U. S. Navy Personnel: 1. Navy Regulations, Article 76, contains the following statements relat- ing to the handling of restricted matter: Par. (9) (a). Restricted matter may be disclosed to persons of the Military or Naval Establishments in accordance with special instructions issued by the originator or other competent authority, or in the absence of special instructions, as determined by the local administrative head charged with custody of the subject matter. "(b) Restricted matter may be disclosed to persons of discretion in the Government service when it appears to be in the public interest. "(c) Restricted matter may be disclosed, under special circumstances to persons not in the Government service when it appears to be in the public interest. 2. The Bureau of Aeronautics Aviation Circular Letter No. 90-44 contains the following paragraph relative to the use of aeronautical technical publi- cations : Par. 8. Distribution to All Interested Personnel. In connection with the distribution of aeronautical publications within any activity, it should be borne in mind by the offices responsible for such distribution that tech- nical publications, whether confidential or restricted, are issued for use not only by officer personnel, but also by responsible civilian and enlisted personnel working with or servicing equipment to which the information applies. 3. Disclosure of technical information in this publication may not be made to representatives of foreign governments except in instances where those foreign governments have been cleared to receive information concern- ing all equipment covered by this publication. LIST OF REVISED PAGES ISSUED NOTE: A heavy black vertical line to the left or in outer margin of text on revised pages, indicates the extent of the revision. This line is omitted where more than 50 percent of the page is revised. A black horizontal line to the left of page numbers listed below tndicates pages revised, added or deleted by current revision. This line is used only on second and subsequent revisions. Page No. Date of Latest Revision i 10 August 1945 1 20 April 1945 2 .10 August 1945 10 .10 August 1945 -11 2 January 1946 12 20 April 1945 13 - 10 August 1945 -15 2 January 1946 23 10 August 1945 24 .10 August 1945 24A ...10 August 1945 25 .... 25 December 1944 26 10 August 1945 27 10 August 1945 28 10 August 1945 29 .10 August 1945 30 .10 August 1945 31 10 August 1945 38 10 August 1945 40 10 August 1945 43 10 August 1945 44 10 August 1945 51 10 August 1945 AAF ADDITIONAL COPIES OF THIS PUBLICATION MAY BE OBTAINED AS FOLLOWS: AAF ACTIVITIES.In accordance with AAF Regulation No. 5-9. NAVY ACTIVITIES. Submit requests to Chief, BuAer, Navy Department, Washington, D. C., Attention: Publications Branch on order form NAVAER-140. For complete listing of available material and details of distribution see Naval Aeronautic Publications Index, NavAer 00-500. A RESTRICTED Revised 2 January 1946 From RareAviation.com Table of Contents RESTRICTED AN 01-90KC-1 TABLE OF CONTENTS Section Page I Description ............................... 1 1. Airplane ............................ 1 2. Power Plant .......................... 9 3. Flight Controls.......................10 4. Landing Gear and Tail Wheel Controls. .11 5. Wing Flap Controls....................12 6. Heat and Ventilating Controls.........12 7. Lights................................12 8. Seat Adjustments .....................13 9. Flight Control Lock...................13 10. Pilots Salvo Release .................14 11. Vacuum Selector Valve.................14 12. Pitot Heat Switch.....................14 13. Ice Eliminating Equipment.............14 14. Electrical System Controls............14 15. Power Plant Controls..................15 II Pilot Operating Instructions............23 1. Flight Restrictions.................23 2. Before Entering Pilots Compartment.. .23 3. On Entering Pilots Compartment.....23 4. Fuel System Management..............23 5. Starting Engines....................23 6. Engine Warm-Up......................24 7. Emergency Take-off..................24 8. Engine and Accessory Test...........24 9- Taxying Instructions................24 A 10. Take-off ..........................24A 11. Climb ..............................25 12. Flight Operation and General Flying Characteristics..............25 13. Stalls..............................26 14. Spins ..............................26 15. Approach and Landing................26 16. Stopping Engines....................26 17. Before Leaving Pilots Compartment.... 27 Section Page 18. Tying Down .........................27 19. Oil Dilution .......................27 III Flight Operating Data ..................27 1. Air-Speed Limitations ..............27 2. Air-Speed Correction ...............27 3. Balance Computer....................27 4. Definitions for Engine Power Ratings. . 27 IV Emergency Operating Instructions........29 1. Power Failures .....................29 2. Emergency Take-off if Landing is Not Completed ....................29 A. Emergency Landing ..................29 4. Emergency Operation of Landing Gear. .31 5. Emergency Operation of Wing Flaps. . . .31 6. Emergency Exits ....................31 7. Fire Extinguisher Equipment.........31 V Operational Equipment...................32 1. Bombardiers Compartment............32 2. Operation of Oxygen Equipment.......36 3. Operation of Communications Equipment............................37 Appendix Page I Glossary of Nomenclature (U.S.A.British) .41 II Flight Operating Charts, Tables, Curves, and Diagrams....................42 1. Flight Planning......................42 Take-off, Climb, and Landing Chart......43 Flight Operation Instruction Chart......44 IIN "For Navy Use Only.....................45 Cruising Control Curves ................45 Performance vs. Gross Weight Chart......49 Engine Calibration Curve................51 Revised 10 August 1945 RESTRICTED i RESTRICTED AN 01-90KC-1 Section 1 Figure 1Three-Quarter Rear View, AT- J1 and SNB-1 RESTRICTED From RareAviation.com Section I Paragraph 1 RESTRICTED AN 01-90KC-1 SECTION I DESCRIPTION 1. AIRPLANE. a. GENERAL. (1) The models AT-11 and SNB-1 advanced bomb- ing and training airplanes are twin-engine, low-wing, land monoplanes of all-metal, semi-monocoque con- struction, powered with two radial, air-cooled, model R985-AN-1 or R985-AN-3, Pratt and Whitney engines. Each engine drives a two-blade, Hamilton Standard, constant-speed propeller. Electrically operated landing gear, tail wheel, wing flaps, gun turret, and bomb bay doors are provided. Brakes are hydraulically operated. (2) AT-11 airplanes are equipped with AUTO- MATIC FLIGHT CONTROL EQUIPMENT and pro- visions are made for installing this equipment in SNB-1 airplanes. (3) THE FUSELAGE is divided into four separate compartments accessible during flight; bombardiers compartment, pilots compartment, cabin or turret compartment, and tunnel gun compartment. On air- planes serial No. 42-37694 and after, a navigators sta- tion is provided in right rear corner of the cabin com- partment. The airplanes may be used for bombing, gunnery, or navigation training. (4) BOMB RACKS, for carrying ten. 100-pound bombs, are provided. (5) The TURRET GUN installation is designed, on AT-11 airplanes, Army serial AC41-27332 and after, and all SNB-1 airplanes, so that it may be removed when not on a gunnery-training mission and a cover fastened over the tunnel gun opening. (6) THE CREW, in bombing training, consists of pilot, bombardier instructor, and one or two student bombardiers. In gunnery training, the crew consists of pilot, gunner instructor, and two student gunners. (7) Approximate OVERALL DIMENSIONS are as follows: Length..............34 ft, 1% in. Height.............. 9 ft, 744 in. Span................47 ft, 7% in. b. FUEL AND OIL. (1) FUEL: Specification No. AN-F-26, grade 91 96. (2) OIL; AN Specification No. AN-VV-0-446; grade 1120 for summer and grade 1100 for winter. c. LANDING GEAR.Landing gear consists of two main landing wheels and a tail wheel. The main wheels and tail wheel have air-oleo type shock absorber units and are retracted simultaneously by an electric motor driving a series of shafts and chains. I T w a?___i__ Figure 2Fuselage Contents Arrangement, AT-11 and SNB-1 1. Bomb Sight Mount 9- Control Column 17. Turret Installation 2. Bombardiers Bomb Release Panel 10. Pilots Seats 18. Tunnel Gun and Ammunition Case 3. Bombardier's Salvo Release Handle 11. Pilots Salvo Release 19. Tail Wheel (Retracted) 4. Bombardiers Instrument Panels 12. Automatic Flight Control 20. Interphone Installations 5. Bombardier's Jump Seat Equipment 21. Emergency Exits 6. Engine Fire Extinguisher Bottle 13- Radio Installation 22. Gunners Jump Seats 7. Instrument Panel and Control 14. Bomb Racks 2i. Data Cases Pedestal 1 5. Bomb Doors (Open) 24. Photo Observer (Some Airplanes) 8. Rudder Pedals 16. Oxygen Bottles Revised 20 April 1945 RESTRICTED 1 '1 6s .j j Section I Paragraph 1 RESTRICTED AN 01-90KC-1 d. HYDRAULIC SYSTEM. (See figure 3JThe wheel brakes are the only units operated hydraulically. Other units are either manually or electrically operated. e. OIL SYSTEM. (See figure 4.)Oil is carried in two hopper tanks, one in each nacelle, of 8 U.S. (6V3 Imp.) gallons capacity each. Oil dilution equipment for cold-weather starting is provided. For quick warm-up and temperature control in extremely cold weather, air intake for each oil temperature regulator is equipped with a butterfly valve operated from pilots control pedestal. Each oil system is also equipped with an oil cooler bypass, manually operated, by means of which the oil may be bypassed around the cooler in ver)' cold weather. f. FUEL SYSTEM (See figure 5 JThe two main tanks, each with a capacity of 78 U.S. (65 Imp.) gallons are located in the center section, one on each side just outboard of fuselage. Two auxiliary tanks, each with a capacity of 25 U.S. (20.8 Imp.) gallons, are also located in center section, one immediately aft of each main tank. All tanks have electrically operated liquidometer gages. A tank selector valve, wobble pump, cross-feed valve, and primer are provided in the fuel system and all may be operated by either pilot or copilot. g. HEATING AND VENTILATING SYSTEM. (1) HEATING SYSTEM.Hot air for pilots com- partment and cabin is provided from the intensifier tube installed in engine exhaust tail pipe. Conductor tubes also carry hot air to pilots windshield and bom- bardiers compartment for defrosting purposes. (2) VENTILATING SYSTEM.-Cold air enters openings in the leading edge of center section wing and is conducted by conduits to pilots compartment and cabin. Exhaust ports in roof of cabin provide escape for old air. h. OXYGEN SYSTEM. (See figures 6 and 7.)Oxy- gen equipment is installed for five people. (1) HIGH PRESSURE SYSTEM. (See figure 6.)- An oxygen bottle, type B-l, for each crew member, is strapped on right side of cabin, except for turret gun- ner. His oxygen bottle is located on the turret. Regu- lators for bombardier instructor and student bom- bardier are located on instrument panel guard rail. A Figure 3Hydraulic Brake System Diagram, AT-11 and SNB-1 2 RESTRICTED Revised 10 August 1945 From RareAviation.com RESTRICTED 1. Oil Radiator 2. Oil Tank (8 U.S. gal- 6% Imperial gal) 3- Solenoid Valve 4. Thermometer Well 5. By-Pass Valve 6. "Y Oil Drain 7. Restriction Fitting 15. 8. Carburetor Fuel Pressure Connection 9. Oil Pressure Line 10. Oil Pressure Gage 11. Oil Temperature Regulator 1 2. Oil By-Pass Control 13. Solenoid Switch 14. Oil Radiator Air Duct Cowl Flap Oil. TO ENGINE LINES SCAVENGE AND OIL RETURN LINES NMUmnMH VENT LINE TO ENGINE MWWWWWWWM OIL TANK DRAIN GASOLINE LINE FOR OIL DILUTION CONTROL CABLES WIRING Figure 4Oil System Diagram, AT-11 and SNB-1 RESTRICTED Section I AN 01-90KC-1 ENGINE PRIMER FUEL GAGE FUEL PRESSURE GAGE TANK SELECTOR VALVE CROSS FEED VALVE ENGINE SELECTOR VALVE FUEL INTAKE LINES FUEL PRESSURE LINES PRIMER LINES CROSSFEEO LINES WIRING FUEL GAGE SELECTOR 1. G-6 Fuel Pump 2. Carburetor 3. Oil Dilution Solenoid Switch 4. C2-A Fuel Strainer 5. C-2 Fuel Press. Warning Unit 6. Fuel Pressure Warning Lights 7. Romec RX-D1563 Wobble Pump 8. L.H. Main Gas Tank78 U.S. gals (65 Imperial gals) 9. R.H. Main Gas Tank78 U.S. gals (65 Imperial gals) 10. L.H. Rear Gas Tank-25 U.S. gals (21 Imperial gals) 11. R.H. Rear Gas Tank25 U.S. gals (21 Imperial gals) 12. Liquidometer AUX. RIGHT < WING REAR RT 25GAL 3 WING REAR LT 25 GAL Mi AL AUX. LEFT , 79 GAL. L RIGHT Figure 5Fuel System Diagram, AT-11 and SNB-1 Section I RESTRICTED AN 01-90KC-1 RESTRICTED AN 01-90KC-1 Section I Paragraph 1 regulator is also provided on left side of pilots com- partment for the instructor when he is in copilots posi- tion. The pilots regulator is on left side of the airplane just under pilots electrical panel. A regulator for tur- ret gunner is installed on the Crocker-Wheeler turret and one for the tunnel gunner is installed directly on rear oxygen bottle. (2) LOW PRESSURE SYSTEM. (See figure 7.) On airplanes Army serial No. 42-37694 and after, a LOW-PRESSURE oxygen system is installed, which provides oxygen for five people but has a different ar- rangement of regulators and oxygen bottles. Two sup- ply tanks are located in rear gunnery compartment above the door. Two portable supply tanks, to be used when it is necessary to go from one station to another at altitudes requiring use of oxygen, are provided. One is on right side of cabin between navigators station and bomb bay, the other to right of bombardiers com- partment. Navigators regulator is directly in front of his seat on right side of cabin. Pilots and copilots reg- ulators are located on the bulkhead directly behind and to outboard of their respective seats. Instructors regu- lator is located on extreme right side of the guard rail and bombardiers regulator is on its left. A hose and fitting is provided near each portable supply tank, making it possible to fill them from main supply lines. i. PROTECTIVE ARMOR.No protective armor is provided on AT-11 and SNB-1 airplanes. j. ARMAMENT. (1) BOMBING EQUIPMENT.-The bombardiers compartment is in the transparent, enclosed nose of the airplane and is equipped with bomb sight mount, bom- bardiers controls, and instrument panels. The two bomb bays are located in the belly of fuselage at for- ward end of cabin. Two doors on each bay open down- ward and outward. They are operated electrically or, in any emergency, may be operated manually. Two bomb racks, equipped with type A-2 releases and type B-7 shackles, are located on the sides of the fuselage. Each rack carries five 100-pound bombs. (2) MACHINE GUNS. (a) TUNNEL GUN.-A flexible gun (figure 9), located in the belly of the airplane, is mounted on the lower frame of second bulkhead aft of cabin door. The 30-caliber machine gun is fired through a tunnel open- ing extending from the bulkhead on which the gun is VIEW OF OXYGEN REGULATOR Figure 6High-Pressure Oxygen System RESTRICTED M. 4' 5 6 ) G @ Figure 7Low-Pressure Oxygen System From RareAviation.com RESTRICTED Section I RESTRICTED AN 01-90KC-1 1. Oxygen Regulator 2. Flow Indicator 3- Oxygen Cylinder (Portable) 4. Recharger Line 5. Pressure Gage and Indicator Light 6. Oxygen Cylinder (Type F-l) 7. Oxygen Cylinder (Type G-l) 8. Filler Valve OXYGEN LINES RESTRICTED AN 01-90KC-1 Section I Paragraph 1 mounted to the second bulkhead aft. When the gun is removed, as it would be in case the airplane is on a bombing training mission, opening may be covered by a metal cover (figure 10) and a plywood cover, placed on the access opening in the bulkhead. Three ammuni- tion racks are fastened to the floor on left of gun, and a kneeling pad is supplied for the gunner. 1. 2. 3. 4. 5. 6. Bombardier's Switch Panel Box Bomb Circuit Fuse (30 amp.) Bomb Bay Motor Fuse (20 amp.) Left Sub-Panel Fuse Box See drawing at right Fixed Instrument Panel AFCE Fuse (30 amp.) NOTE: On earlier models this fuse located in ignition switch Box Landing Gear Circuit Breaker (50 amp.) Generator Control Boxes Left Generator Fuse (100 amp.) Right Generator Fuse (100 amp.) Ignition Switch Box Starter Fuse (15 amp.) 7. Radio Junction Box Note: On earlier models, radio main power fuse was located in this box 8. Radio Junction Box Radio Main Power Fuse (50 amp.) Spare Fuse (50 amp.) Radio Interphone Fuse (15 amp.) Spare Fuse (15 amp.) 9. Turret Breaker Switch (100 amp.) 10. Utility Box Spare Fuses 11. Landing Gear Hand Crank Pedestal On earlier models, landing gear fuse (50 amp.) and spare fuse (50 amp.) located in front end of pedestal before circuit breaker (4) was installed Figure 8Fuse Location Diagram Figure 9-Tunnel Gun, Installed Figure 10-Tunnel Gun Opening, Covered RESTRICTED 7 RESTRICTED AN 01-90KC-T Section I Paragraph I (b) GUN TURRET.The gun turret is located on top of cabin near center of the airplane. Figure JI Crocker-Wheeler Turret Installation Figure 12Turret Circuit-Breaker Switch 1. On AT-11 airplanes Army Serial No. 41-9437 through 41-9586, a Beech-manufactured turret is used. On AT-11 airplanes No. 41-27332 and after, and all SNB-1 airplanes, a Crocker-Wheeler 35-inch, crew-training turret is installed, or provisions for in- stallation are made. The Beech-manufactured turret, electrically operated, has provisions for mounting one .30-caliber machine gun and has a continuous rotating Figure 13Turret Switch Figure 14Turret Gun and Camera Controls RESTRICTED 8 From RareAviation.comRESTRICTED AN 01-90KC-1 Section I Paragraphs 1-2 movement of 360 degrees. 2. The Crocker-Wheeler turret (figure 11), also electrically operated, is equipped with one .30- caliber Browning aircraft machine gun. The gun is equipped with an electric firing solenoid and an am- munition magazine. An S. F. Bowser Co. reflex gun sight (N-6) and a 16 mm gun sight aiming-point camera is mounted rigidly on the gun carriage. The turret has a continuous rotating movement of 360 de- grees and the gun has an elevation of 0 to 85 degrees. The Crocker-Wheeler turret has a cam arrangement which prevents machine gun from firing when point- ing at any portion of the airplane. The Beech turret makes no provisions for this and care has to be exer- cised in firing the machine gun in the directions of the vertical stabilizers, wing tips, propellers, and forward portion of fuselage. k. AUTOMATIC FLIGHT CONTROL EQUIP- MENT.Automatic flight control units are mounted on a board assembly located between the two bomb bays. A walkway covers the equipment. Pilots operating controls (figure 17) on early AT-11 airplanes, are lo- cated in upper right corner of pilots compartment Figure 15Turret Gunner's Clothing Heater Control and Trouble Light entrances and switches for the units are located in a switch box on the roof of pilots compartment. On later AT-11 and all SNB-1 airplanes, controls and switches are located in the lower part of pilots control pedestal. l. FLIGHT CONTROLS.Conventional wheel-and- rudder-pedal type controls are provided. To provide easier access to bombardiers compartment, the right control column may be released by use of the clutch (figure 30) provided between pilots and copilots seats. Copilots rudder pedals may be easily removed and stowed on the wall just ahead of copilots seat. m. MOVEMENT OF FLIGHT PERSONNEL. (1) BOMBING-TRAINING MISSION.-The bombing-training mission may be made with a crew of either three or four. During take-off and landing, the instructor occupies copilots seat and student bombar- diers occupy jump seats at rear of cabin. During action of bombing, the instructor and one of the students occupy bombardiers compartment. If two students are on the mission, one student REMAINS IN CABIN JUMP SEAT. (2) GUNNERY-TRAINING MISSION.-The gunnery-training mission is made with a crew of four. During take-off and landing the instructor occupies co- pilots seat and two students occupy jump seats at rear of cabin. During action, each student moves to his sta- tion at machine guns, and instructor returns from copilots seat to cabin to give instruction. n. EMERGENCY EXITS AND EQUIPMENT.See figure 37, diagram of emergency exits and equipment. o. RADIO EQUIPMENT.AT -11 and SNB-1 air- planes are equipped with the following radio equip- ment: Command Set.........Type SCR-AQ-283 Interphone Equipment.....Type RC-36 Filter Equipment.........Type RC-32 2. POWER PLANT. AT-11 and SNB-1 airplanes are equipped with two Pratt & Whitney, model R985-AN-1 or R985-AN-3, nine-cylinder, air-cooled, radial-type engines, having a direct propeller drive. Each engine has a normal rated Figure 16Turret Control Handles RESTRICTED 9 RESTRICTED AN 01-90KC-1 Section I Paragraphs 2-3 Figure 17Automatic Flight Equipment Controls and take-off power at sea level of 450 H.P. at 2300 rpm | and a maximum diving speed of 2650 rpm for a period of 30 seconds. The engines have a single-stage, single- speed, engine-driven supercharger having a 10.12:1 gear ratio and are equipped for operation of a Hamil- ton Standard, constant-speed propeller which utilizes engine oil pressure for changing propeller pitch. Pro- pellers are 99-inch, two-bladed propellers having a blade setting ranging between 14 degrees low pitch and 29 degrees high pitch. For normal operation, engine speeds may be controlled by means of constant-speed governors, set by propeller controls located on the pilots control pedestal. 3. FLIGHT CONTROLS. a. GENERAL.Control surfaces consist of two aile- rons, two rudders, and an elevator. Trimming tabs are provided, one on left rudder, one on left aileron, and two on elevator. Figure 18Rudder Tab Control Revised 10 August 1945 10 RESTRICTED From RareAviation.com RESTRICTED AN 01-90KC-1 Section I Paragraphs 3-4 b. TRIM TAB CONTROLS. (1) RUDDER TAB.The rudder tab control (fig- ure 18) is located on ceiling of pilots compartment. The hand crank is turned to left for trimming tab to left and to right to trim right. (2) ELEVATOR TAB.The elevator tab control (figure 19) is mounted at right of the pilots seat. Turn wheel forward for nose-down position and backward for nose-up position. An elevator tab position indicator (figure 33) is mounted on control pedestal. (3) AILERON TAB. The aileron tab control (figure 33) is located on the control pedestal directly below throttle levers. Turn to right to raise left wing and to left to raise right wing. Figure 19Elevator Tab Control Figure 20Landing Gear Clutch Pedal, Covered Figure 21Landing Gear Clutch Pedal, Uncovered 4. LANDING GEAR AND TAIL WHEEL CONTROLS. a. MAIN LANDING GEAR. (1) For normal operation of gear, push switch lever (figure 33) to "DOWN position to extend gear, and to "UP position to retract. Gear may be stopped in any intermediate position by returning switch lever to CENTER poistion. WARNING Never move switch lever from one operational position to the other without first allowing gear to come to rest with switch lever in center posi- tion. Switch should be in "DOWN" position at all times that gear is extended, and in the center position when the airplane is parked. (2) To operate gear manually, place operation switch in "CENTER or "OFF position, lift clutch pedal cover (figures 20 and 21) on the floor to left of control pedestal base, and disengage clutch by depress - ing clutch pedal with the foot. Pull out crank (figure 22) at right of pilots seat to engage it and rotate clock- wise to extend gear, counterclockwise to retract. Note The same hand crank is used for manual oper- ation of FLAPS. It is necessary that crank be pushed towards pilot, to operate flaps. Figure 22Landing Gear and Flap Hand Crank Revised 2 January 1946 RESTRICTED II RESTRICTED AN 01-90KC-I Section I Paragraphs 4-7 IMPORTANT THE CLUTCH MUST BE DISENGAGED IN ORDER TO OPERATE GEAR MANU- ALLY and gear may be held in any position by merely reengaging the clutch. When re- tracting gear by hand, always remove foot from clutch pedal before releasing the pull on hand crank. (Z) With gear fully extended, the green warning light (figure 29) will show on electrical control panel; with gear fully retracted, the red warning light will show; in any intermediate position, no light will show. On the first AT-11 airplanes, warning lights are dimmed as navigation lights are turned on. On later AT-Il's and the SNB-ls, warning lights are dimmed by turning the jewels on the lights, (4) At any time throttles are closed with gear in any position except fully extended, a warning horn will operate. The warning horn may be shut off by a warning horn silencer switch (figure 34) located on top of the control pedestal directly in front of throttle levers. Note Early model AT-11 airplanes are not equipped with these warning horn silencer switches. (5) On the first AT-11 airplanes, fuses for landing gear electrical system are mounted in the hand crank box. Access for replacing fuses is made by opening the small door on forward side of box. On later AT-11 and SNB-ls a circuit breaker (figure 35), located beneath pilots chair, is provided. b. TAIL WHEEL CONTROLS.The tail wheel is retracted as main gear is retracted. The tail wheel is of the full-swivel type and may be locked tn center posi- tion for take offs and landings. On first AT-11 air- planes, the tail wheel lock control is mounted on the elevator tab control mounting bracket. On later Al- lis and SNB-ls, the control is on the control pedestal. (See figure 33.) c. PARKING BRAKE.The parking brake (figure 33) is mounted on the left side of the control pedestal. To engage, depress brakes, pull handle out and turn clockwise. To release, give handle a quarter turn and push in. 5. WING FLAP CONTROLS. a. For normal operation of flaps, push switch lever (figure 33) to "DOWN position to lower flaps and to "UP position to raise them. Flaps may be stopped in any intermediate position by returning switch "CENTER position. Maximum deflection of flap is 45 degrees and the electrical position indicator (figure 33) on control pedestal indicates flap position. WARNING DO NOT LOWER WING FLAPS WHEN IAS EXCEEDS 117 MPH (101 KNOTS). 12 RESTRICTED b. To operate flaps manually, use the hand crank (figure 22) at right side of pilots seat. Push crank in and rotate clockwise to lower flaps, counterclockwise to raise them. 6. HEAT AND VENTILATING CONTROLS. a. COLD AIR.Controls for cold air supply to pilots compartment and cabin are located on side walls next to seats in pilots compartment (figure 23). Screw valve handles inboard to increase cold air supply. Out- lets in front of valve handles may be turned to control supply and direction of cold air flow into pilots com- partment. b. HOT AIR.Controls for hot air supply are lo- cated on the floor of pilots compartment, one under pilots seat and one under copilots seat. (See figures 30 and 35.) Hot air supply is regulated by pulling out the controls and locking them in desired position. A con- trol is locked by turning to right. Outlets on pilots compartment floor and just forward of control columns may be turned to regulate direction and supply of hot air in pilots compartment. c. DEFROSTERS.To regulate the force of air into defroster tubes for windshield and bombardiers win- dow, fully or partially close hot air outlets into pilots' compartment. 7. LIGHTS. a. COCKPIT LIGHTS. - Two dome lights are mounted just above the windshield, one on left side of pilots compartment and one on right. Control switches are located at the lights. b. FLUORESCENT INSTRUMENT LIGHT (figure 32) is mounted on the ceiling of pilots compartment, directly in front of pilot. The light is equipped with an ultra-violet, light-transmitting filter and by turning the lens, either direct or ultra-violet light may be ob- tained for reading of luminous dials of instruments. The rheostat and switch control for the light is mounted on the bulkhead just aft of copilot. On early model AT-11 airplanes, a fluorescent light similar to the one described above, was mounted on pilots con- trol column. Figure 23Cold Air Valve Confrol Revised 20 April 1945 From RareAviation.com RESTRICTED AN 01-90KC-1 Section I Paragraphs 7-9 c. AN EXTENSION LIGHT (figure 24) is mounted on the bulkhead just aft of pilots compartment. On first AT-11 airplanes, the light is mounted on the threshold of the door in the bulkhead. On Later AT-Hs and SNB-ls which have generator control panel mounted on the threshold, the light is mounted on the bulkhead directly behind copilots seat. The light has a reel-type extension and may be used in cockpit for map reading and other purposes, d. CABIN LIGHTS.There are three dome lights on the cabin ceiling. Switch control levers are located at the lights. On later AT-11 airplanes that do not have a photo-observer installed, and on all SNB-1 airplanes, there is a similar dome light mounted on tunnel gun compartment ceiling. e. OPERATIONAL LIGHTS,The AT-11 and SNB-1 airplanes are equipped with recognition lights, passing lights (red passing light in wing and amber passing light in tail), landing lights, and navigation lights. The control box for recognition lights is mounted on ceiling of pilots compartment. (See figure 32.) The wing passing light is controlled by separate switch and tail amber passing light is controlled by the wing posi- tion light switch. Switches (figure 29) for navigation lights, passing lights, and landing lights are located on the electrical panel. It should be noted that the tail posi- tion light and the wing position light are wired sepa- rately and may be operated separately. Do not operate recognition lights longer than 10 seconds. Note Landing lights will not glow until they have extended to "OPERATING position. Do not operate landing light while flying at above 135 mph IAS. It is also important to retract landing lights as soon as possible. Figure 24Map Reading Light, Pilots' Compartment 8. SEAT ADJUSTMENTS. Pilots and copilots seats are adjustable fore and aft, to accommodate pilots stature, by means of a hand crank on forward side of seats. (See figure 35.) 9. FLIGHT CONTROL LOCK. The control locking device lies on pilots compart- ment floor between pilots rudder pedals when not in use. To lock control surfaces, move ailerons, rudders, and elevator to neutral position. Raise aft end of con- trol lock and let it rest on pilots seat. Install forward end of lock between rudder pedals by inserting the plungers into the ends of rudder pedal cross tubes. The aft end of the lock may then be clamped to the control wheel. (See figure 25.) Note In case neutral position of rudder pedals has been changed by variation in rigging, the control lock may be adjusted by turning threaded shaft at lower end of lock in desired direction to compensate for the variation. Figure 25Installation of Control Lock Figure 26Pilot's Salvo-Release Handle Revised 10 August 1945 RESTRICTED 13 RESTRICTED AN 01-90KC-1 Section I Paragraphs 10-14 10. PILOT'S SALVO RELEASE. Pilots salvo release, used for dropping all bombs simultaneously, is located on the bulkhead just under the entrance to pilots compartment. (See figure 26.) By pulling the handle, bomb doors are opened, salvo- release safety catch is disengaged and bombs are dropped "unarmed unless the arming wires on the bombs have been unhooked by hand. 11. VACUUM SELECTOR VALVE. The vacuum selector valve (figure 30) is located un- der left rear corner of copilots seat. 12. PITOT HEAT SWITCH. The pitot heat switch (figure 29) is located on the electrical sub-panel. It should be switched to "ON when flying under icy conditions. 13. ICE ELIMINATING EQUIPMENT. No de-icer or anti-icer equipment is provided on the AT-U or SNB-1. 14. ELECTRICAL SYSTEM CONTROLS. a. MASTER BATTERY SWITCH.-Master battery switches (figure 29) are located on electrical sub-panel. The switches, when in "OFF position, disconnect all battery circuits. Figure 27Left Generator Control Box and Switch 14 Figure 28Right Generator Control Box and Switch RESTRICTED From RareAviation.com RESTRICTED AN 01-90KC-1 Section I Paragraphs 14-15 b. GENERATOR CONTROL SWITCHES.On early model AT-lls, these switches are located on the sub-panel next to the battery master switch. On later model AT-lls and SNB-ls, the generator control switches, along with generator control boxes, are mounted on the threshold of the door into pilots com- partment. Closing these switches will close the reverse current cutout if the generator voltage is 26.5 volts or above. In order for the generators to supply power to the aircraft electrical system, these switches must be left closed. Otherwise, the battery alone will supply power and will discharge in a short time. c. IGNITION SWITCHES. (See figure 32.)Igni- tion switches are on the ignition box located on ceiling of cockpit enclosure just above windshield. The center toggle or master switch has to be "ON before either ignition switch will operate. Ignition switches can be turned to either left or right magneto on the engine, or to both. d. VOLTMETER SWITCH. (See figure 29.)Turn- ing voltmeter switch on "LEFT or "RIGHT gives voltage reading for left or right generator. (See figure 29) e. TURRET CIRCUIT BREAKER SWITCH. (See figure 12.)The turret control switch is a circuit- breaker mounted on right side of airplane under the turret. The switch turns off electrical pcwer to turret when turret is not in operation. 15. POWER PLANT CONTROLS. a. FUEL SYSTEM. (1) WOBBLE PUMP.The fuel auxiliary hand pump (figure 30) or wobble pump, is mounted on the floor between pilots and copilots seat. It may be used to build up necessary fuel pressure in the fuel system after airplane has been idle; or in event of failure of both engine-driven fuel pumps during flight, hand pump may be operated and flight maintained. (2) ENGINE SELECTOR VALVE.The engine selector valve (figure 30) is mounted on pilots com- partment floor under front of copilots seat. During normal operation of both engines, valve should be turned to "BOTH. In case one engine is inoperative, turn valve to other engine. (3) CROSS-FEED VALVE.The cross-feed valve (figure 30) is located on the floor near the wobble pump, between pilots and copilots seats. The valve may be used to cross-feed fuel from one engine to the other in case of failure of one engine-driven fuel pump. (4) FUEL TANK SELECTOR VALVE.The fuel tank selector valve (figure 33) is mounted on the con- trol pedestal step. Fuel may be used from any one tank by turning the valve to designated tank as shown on the placard. Take-offs and landings should be made on fullest main tank. Auxiliary tanks should be used first in flight. (5) ENGINE PRIMER PUMP.The engine primer pump (figure 33) is mounted on the control pedestal step. Pushing in on pump handle, turning to left-engine position, and pumping will prime left en- gine in preparation for starting. Turning to right- engine position and pumping, primes right engine. Figure 29Pflofs Electrical Sub-Panel 1. Voltmeter 2. Landing Gear Warning Lights 3. Ammeters 4. Voltmeter Switch 5. Oil Dilution Switches 6. Passing Light Switch 7. Navigation Light Switches 8. Pitot Heat Switch 9. Landing Light Switches 10. Master Switches Revised 2 January 1946 RESTRICTED 15 RESTRICTED Figure 30Controls Under Copilots' Seat Section I RESTRICTED AN 01-90KC-1 1. Control Column Clutch Release 2. Cabin Heater Control (Right Side) i. Crossfeed Valve 4. Oil By-Pass Control (Right Engine) 5- Engine Selector Fuel Valve 6. Wobble Pump 7. Vacuum Selector Valve RESTRICTED AN 01-90KC-1 Section I Paragraph 15 (6) FUEL SELECTOR GAGE.The fuel selector gage (figure 31) is located to pilots left on fixed instru- ment panel. By turning switch to desired tank, the amount of fuel in that tank can be read from fuel gage. (See figure 36.) (7) MIXTURE CONTROLS. - Mixture control levers (figure 34) are located on control pedestal. Push forward for "RICH mixture. (8) FUEL WARNING LIGHTS.-Fuel warning lights (figure 36) are red and are located in lower right corner of floating instrument panel. If fuel pressure is too low for left engine, left light will light; if too low on right engine, right light will light. b. OIL SYSTEM. (1) OIL BYPASS VALVES.-Oil bypass valve con- trols (figures 30 and 35), used for bypassing oil around the oil cooler in very cold weather, are located on pilots compartment floor beneath pilots and copilots seats. The control under pilots seat is for left engine oil system and that under copilots seat is for right engine oil system. (2) OIL SHUTTER CONTROLS. - For quicker warm-up and temperature control, air intake for each oil temperature regulator is equipped with a butterfly valve operated by levers on control pedestal. Lift levers (figure 34) to cool oil. (3) OIL DILUTION SWITCHES.-Oil dilution switches (figure 29) for AT-11 and SNB-1 airplanes are located on electrical sub-panel. See section II, para- graph 19, of this Handbook for information on use of oil dilution system. c. COWL FLAP CONTROLS.Cowl flap controls (figure 33) are located on left side of control pedestal. Turn and pull to open, turn and push to close. d. ENGINE FIRE EXTINGUISHER CONTROLS. On early model AT-11 airplanes, engine fire extin- guisher controls are mounted near pilots compartment floor in base of control pedestal. On later-model AT- 11s and SNB-ls, the controls are located under pilots seat. (See figure 35.) In case of fire on one engine, TURN SELECTOR VALVE TO DESIRED ENGINE AND PULL RELEASE HANDLE. s. THROTTLE CONTROLS. (See figure 34-)-Con- ventional throttle controls are provided. Push forward to open. f. PROPELLER CONTROLS. (See figure 34.--Pro- peller constant-speed governor controls are located on control pedestal. Push forward for low pitch (high rpm) and pull back for high pitch (low rpm). g. MANIFOLD HEAT CONTROL.-The manifold heat controls (figure 34) are located on control ped- estal. Push down to heat, up to cool. h. FRICTION ADJUSTMENTS.-Friction adjust- ment (figure 34) for propeller and manifold heat con- trols is located on left side of the pedestal. Rotate counterclockwise to tighten controls. Friction adjust- ment (figure 34) for oil shutter and mixture controls is on right side. Rotate clockwise to tighten. Adjustment of these controls can be made by changing position of pegs. Throttle controls may be locked by lifting the lever (figure 34) between the two throttles. Figure 31Pilot's Fixed Instrument Panel 1. Altimeter Correction Card 2. Tank Selector Switch 3. Compass Light Rheostat 4. Compass Correction Card 5. Airspeed Correction Card Holder 6. AFCE Fuse RESTRICTED 17 RESTRICTED AN 01-90KC-1 Section I Figure 32Pilot's Overhead Controls 1. Fluorescent Instrument Light 2. Recognition Light Control Box 3. Radio Receiver Control Box 4. Starter Fuse 5- Ignition SwitchLeft Engine 6. Master Ignition Switch 7. Ignition SwitchRight Engine 8. Starter Switch 9. Radio Tuning Control 10. Radio Transmitter Control Box 18 RESTRICTED From RareAviation.com Section I RESTRICTED AN 01-90KC-1 Figure 33Pilot's Control Pedestal Step 1. Cowl Flap Controls 2. Landing Gear Switch 3. Aileron Tab Control 4. Wing Flap Switch 5. Engine Primer Pump 6. Parking Brake Handle 7. Wing Flap Position Indicator 8. Elevator Tab Position Indicator 9. Tail Wheel Lock Control 10. Fuel Tank Selector Valve RESTRICTED 19 Section I RESTRICTED AN 01-90KC-1 Figure 34Engine Controls on Pilot's Control Pedestal .0 1. Propeller Controls 2. Throttle Controls 3. Fuel Mixture Controls 4. Propeller and Manifold Heat Controls Friction Adjustment 5. Manifold Heat Controls 6. Throttle Control Friction Adjustment 7. Warning Horn Silencer Switch 8. Oil Shutter Controls 9. Mixture and Oil Shutter Controls Friction Adjustment 20 RESTRICTED From RareAviation.com Section I RESTRICTED AN 01-90KC-1 Figure 35Controls Under Pilot's Seat 1. Cabin Heater Control (Left Side) 2. Oil By-Pass Control (Left Engine) i. Landing Gear Circuit Breaker Switch 4. Seat Adjustment Handcrank 5. Engine Eire Extinguisher Controls RESTRICTED 21 RESTRICTED AN 01-90KC-1 Section I Figure 36Pilot's Instrument Panel 1. Pilots Directional Indicator 2. Airspeed Indicator 3. Bank and Turn Indicator 4. Rate of Climb Indicator 5. Clock 6. Compass 7. Manifold Pressure Gages 8. Suction Gage 9. Fuel Gage 10. Altimeter 11. Cylinder Head Temperature Gages 12. Directional Gyro 13. Fuel Indicator Air Ratio Gage 14. Artificial Horizon 15. Oil Temperature and Pressure and Fuel Pressure Gages 16. Engine Tachometers 17. Carburetor Temperature Mixture 18. Fuel Warning Lights 22 RESTRICTED From RareAviation.com Section II Paragraphs 1-5 RESTRICTED AN 01-90KC-1 SECTION II PILOT OPERATING INSTRUCTIONS 1. FLIGHT RESTRICTIONS. a. MANEUVERS.AU acrobatic maneuvers such as spins, slow rolls, snap rolls, loops, and inverted flight are prohibited. b. DIVING.The limited diving speed of the air- plane is 225 mph (195 knots) IAS. Do not exceed en- | gine speed of 2650 rpm in over-speed dive for more than 30 seconds. The cowl flaps should be closed dur- ing a dive. Use the elevator tab throughout the diving maneuvers. c. Avoid violent use of the throttle or propeller con- trols in a dive, as engines will over-rev considerably. 2. BEFORE ENTERING PILOTS COMPARTMENT. a. Check Form 1 and "STATUS TODAY. b. Check Form F, "Weight and Balance Clearance | (AN 01-1B-40). 3. ON ENTERING PILOTS COMPARTMENT. a. Check operation of radio equipment. b. Check fuel level in fuel tanks. c. SPECIAL CHECK FOR NIGHT FLYING. (1) Check functioning of fluorescent and all other interior lighting. (2) Check functioning of landing lights. (3) Check warning and recognition lights. (4) Turn on navigation lights. d. CHECK FOR ALL FLIGHTS. 1(1) Pull engines through 4 or 5 times, slowly, by hand, in direction of normal rotation. (If engines have been stopped less than 30 minutes, this is not necessary.) (2) Manifold heat (carburetor air) controls (figure 34) on "COLD (up position). (3) Oil shutter controls (figure 34) on "HOT (down position) for winter and on "COLD (up posi- tion) for summer. (4) Oil bypass valves (figures 30 and 35) on "HOT (pulled out) for winter and on "COLD (pushed in) for summer. (5) Vacuum selector switch (figure 30) on either engine pump. (6) Engine selector valve (figure 30) on "BOTH. (7) Cross-feed valve (figure 30) "OFF. (8) Fuel tank selector valve (figure 33) on fullest main tank. (9) Manifold pressure selector valve on position No. 2. The valve is located on the instrument panel support bracket on left of instructors seat. For normal operation, place valve on position No. 2. For checking gages to atmospheric pressure, place valve in position No. 1. To clean out lines through open vent, place Revised 10 August 1945 valve in position No. 3. To check right engine to left manifold pressure gage and left engine to right mani- fold pressure gage, place valve to position No. 4. These instructions are on a placard adjacent to valve. Note Manifold pressure valves are not provided on later-model AT-11 and SNB-1 airplanes. (10) Cowl flaps open. (11) Parking brake on. 4. FUEL SYSTEM MANAGEMENT. a. NORMAL OPERATION. (1) Fuel tank selector valve to either main tank for warm-up and take-off. Use auxiliary tanks while in flight. Use either fuel tank for landing. WARNING Turn valve until it seats itself in new posi- tion. Never allow a fuel tank to run dry dur- ing flight as detonation and engine failure may result. (2) Set engine selector valve on "BOTH for all normal operation. (3) Use wobble pump to build up pressure in fuel system prior to starting. Pressure should be at least 3 pounds per square inch but not over 4 pounds per square inch. A fuel pressure warning unit operates a warning light on the instrument panel when pressure falls below 1% pounds per square inch. Use wobble pump immediately if fuel pressure drops during flight. (4) Turn cross-feed OFF for starting, and warm- ing-up engines. Turn cross-feed ON for take-off, and landing. Turn cross-feed "OFF for normal flight oper- ation. b. ONE-ENGINE OPERATION. (1) Engine selector valve to operating engine. (2) Cross-feed valve "OFF. c. FAILURE OF BOTH ENGINES DURING FLIGHT.Turn fuel tank selector valve "OFF. 5. STARTING ENGINES. a. Use external power supply if available. b. Mixture controls (figure 34) full "RICH (for- ward position). c. Throttle controls (figure 34) one-fourth open. d. Propeller controls (figure 34) full "HIGH PITCH (full back position). e. Operate wobble pump to obtain 3 to 4 pounds fuel pressure. f. Prime each engine. Seven full strokes for cold en- gine and 3 or 4 for warm engine. 23 RESTRICTED RESTRICTED AN 01-90KC-1 Section II Paragraphs 5-18 WARNING DO NOT OVER-PRIME ENGINES. Note Do not pump throttles in an effort to prime engines. g. Master switches (figure 29) "ON. h. Generator switches (figures 27 and 28) "ON. Note Master switches and generator switches should be left "ON at all times when engines are running. i. Master ignition switch (figure 32) "ON. j. Start engines by engaging starter switch. (See fig- ure 32.) Start either engine first. Allow engine to turn over four or five revolutions before turning ignition switch "ON. CAUTION IF ENGINE BACKFIRES, open throttle fully and immediately return it to closed position to prevent fire in carburetor. IN CASE OF FIRE keep engine turning with starter and at- tempt to start engine. If this does not put out fire, use airplane CO2 extinguisher or hand fire extinguisher. 6. ENGINE WARM-UP. a. Check oil pressure at once. If not 20 pounds per square inch in 30 seconds shut off engine. b. Warm up at 1000 rpm, after approximately 1 min- ute, with cowl flaps full open. c. Do not exceed 1000 rpm until the oil temperature gage shows a definite increase. d. Avoid prolonged ground running. Do not exceed a cylinder head temperature of 205 C for warm-up, 232C for ground test, or the maximum cylinder head temperature of 260C for take-off. Keep cowl flaps full open during all ground operation. e. Maximum oil pressure during warm-up: 100 pounds per square inch. /. Normal oil pressure: 70 to 90 pounds per square inch. g. Normal oil temperature: 60 to 75C (140 to 167F); maximum 85C (185F). h. Normal fuel pressure: 3 to 4 pounds per square inch. 7. EMERGENCY TAKE-OFF. a. Leave cowl flaps open. b. If oil dilution was used prior to stopping last, use oil dilution as necessary to produce proper oil pressure at moderate power. c. Take-off may be made as soon as oil pressure is steady and does not fluctuate and oil temperature has reached 40C. 24 8. ENGINE AND ACCESSORY TEST. a. Check magnetos after engines are warmed up (oil temperature at least 40C and oil pressure steady and not over 100 Ib/sq in. when throttle is advanced). Propellers shall be in full low pitch (high rpm) and the throttles shall be set for 28" Hg., maximum, manifold pressure. Switch from "BOTH to "L and note drop in rpm. Return switch to "BOTH until rpm stabilizes, and then switch to "R and note rpm drop. A drop of more than 100 rpm on either magneto is indication of ignition trouble. Complete check as rapidly as possible to avoid ground running at this power any longer than necessary. Running time on single magneto should be as short as possible, and in no case longer than 15 seconds. b. Make idle mixture check with throttle set for 600 rpm. Move the mixture control lever smoothly and steadily into the "IDLE CUT-OFF position and observe the tachometer for any change in rpm. Return the mix- ture control lever to the full "RICH position before the engine cuts out. A rise of more than 10 rpm indi- cates too rich an idle mixture, and no change or a drop in rpm indicates that the mixture is too lean. A rise of 5 to 10 rpm is recommended in order to permit idling at low speeds without danger of fouling plugs and at the same time to afford good acceleration characteristics. c. With propellers in full low pitch, retard throttles to get approximately 1700 rpm. Then operate propeller control levers through full range several times, leaving the control in each position until rpm stabilizes. d. GENERATOR SYSTEM CHECK. (1) Have ground crew disconnect external electrical power. (2) Start with both engines idling, voltmeter switch thrown to left generator, both generator switches "ON, and battery master switches "ON. (3) Slowly increase the rpm of the left engine and observe the voltmeter. The voltmeter reading should in- crease to a value at which it indicates the closing of the reverse current cutout. This closing shows up as a dip in voltage and should occur at approximately 26.5 volts. A current reading on the left generator ammeter also indicates that the cutout has closed. (4) As the left engine rpm is further increased, the voltage should increase to about 28.0 volts and remain at this value independent of any further increase in rpm. (5) Decrease the left engine rpm to idling and re- peat (2), (3), and (4) preceding for right generator. (6) Increase the rpm of both engines, turn some additional electrical loads on, and observe the generator system paralleling as indicated by the ammeters. At full load (25 amperes/generator) the generators should parallel within 10 amperes. At the light load, neither ammeter should read reverse current. (7) During extended taxiing and running up of the engines individually, it is recommended that one gen- erator be left "OFF" to prevent too much relay chatter. Leave generator switches "ON for take-off and flight. Revised 10 August 1945 RESTRICTED From RareAviation.com Section II Paragraphs 8-10 RESTRICTED AN 01 -90KC-1 e. AUTOMATIC PILOT CHECK. (Applies only to airplanes equipped with AFCE.) (1) Turn automatic pilot master control switch "ON. (2) Check pilots directional indicator (PDI) for proper operation, (3) Engage elevator, aileron, and rudder units, checking operation of each. (4) Disengage automatic pilot. (5) Turn automatic pilot master switch "OFF. WARNING Maximum allowable cylinder head tempera- ture 232C (45OF) before starting take-off. 9. TAXYING INSTRUCTIONS. a. Always unlock tail wheel for turning. b. Visibility is fair when taxying. The airplane should be swung from side to side to check for obstacles. c. Use engines and surface controls to control direc- tion of airplane when taxying and avoid excessive use of brakes. d. If airplane is empty or lightly loaded, the brakes should be used with caution due to remote possibility of airplane nosing over. GO EASY ON THE BRAKES e. Cowl flaps full open. f. Wing flaps up. DO NOT TAXI WITH WING FLAPS DOWN. 10. TAKE-OFF. (See "Take-off, Climb, and Landing Chart in ap- pendix II.) a. Before turning into the wind for take-off, check the following: (1) Fuel tank selector valve on fullest main tank. (2) Cross-feed valve "OFF. (3) Engine fuel selector valve on "BOTH. Revised 10 August 1945 RESTRICTED 24A Section II Paragraphs 10-12 RESTRICTED AN 01-90KC-1 (4) Check to see that control lock has been disen- gaged and check for free movement of all controls. (5) Trim tabs at take-off position. Elevator tab should be s?t so that indicator needle (figure 33) shows in the green approximately between "0 and "1. (6) Propellers in full low pitch (controls in for- ward position). (7) Mixture controls full RICH (forward). (8) Primer pump locked in "OFF position. (9) Manifold heat (carburetor air) controls full "COLD (up position). WARNING If icing conditions are prevalent, blow out carburetors immediately prior to take-off, with controls in "HOT position. Then tale- off with controls in "COLD position and ad- just for carburetor ice immediately after take-off. (10) Oil bypass valves closed (in). (11) Regulate oil shutters to maintain proper oil temperatures. (12) Minimum oil temperature: 40C (104F); maximum oil temperature: 85C (185F). (13) Minimum oil pressure: 50 pounds per square inch; maximum oil pressure: 100 pounds per square inch. (14) Minimum fuel pressure: 3 pounds per square inch; maximum fuel pressure: 4 pounds per square inch. (15) Cowl flaps "OPEN. b. Turn straight down the runway, move forward slightly and lock tail wheel. Always lock tail wheel prior to take-off. c. Wing flaps "UP for normal take-off. For best take-off over obstacle, one-fourth deflected (11 degrees). WARNING Do not retract flaps until 110 mph (95 knots) IAS has been attained. When flaps are fully extended, do not retract them all at once. Re- tract about 4 or 5 degrees at a time. Never exceed 117 mph (101- knots) IAS with wing flaps extended. d. Retract landing gear as soon as ship is airborne. WARNING Be sure that sufficient speed has been attained so that airplane will not settle back to ground after landing gear has started retracting, as retraction mechanism will probably be dam- aged if wheels are allowed to touch ground after they have been started up. Landing gear should be retracted as soon as possible, as the AIRPLANE HAS NO SINGLE-ENGINE PERFORMANCE WITH EITHER LAND- ING GEAR OR WING FLAPS EXTENDED. Revised 25 December 1944 RESTRICTED e. Manifold pressure: 37 inches Hg, maximum. Re- duce throttles immediately upon clearing all obstacles to avoid exceeding 33.5 inches Hg. After reducing throttles, reduce propeller controls to show less than 2200 rpm. Maximum allowable head temperature: 260C. 11. CLIMB. a. Best climbing speed at sea level: 110 to 120 mph (95 to 104 knots) IAS. (Refer to "Take-off, Climb and Landing Chart in appendix II.) b. Keep cowl flaps "OPEN. Check cylinder head temperatures frequently. If over allowable (260C or 500F), increase IAS. Check oil and carburetor air tem- peratures. 12. FLIGHT OPERATION AND GENERAL FLYING CHARACTERISTICS. a. Stability is good under all normal loading condi- tions and flight maneuvers. No take-off or landing should be attempted with the gun tunnel compartment and/or bombardier's compartment occupied. b. Always warm up and take off on either main fuel tank, and run out both auxiliary tanks in flight. (Refer to "Specific Flight Chart in section III for limits of engine operation.) c. Leave cross-feed valve "OFF during flight. d. Trim tabs should be used to ease control pressures at all times. The elevator tab has a position indicator (figure 33) and rudder and aileron tabs are visible from pilots seat. e. Lowering landing gear or wing flaps causes air- plane to be slightly nose-heavy. f. In diving, the airplane becomes tail-heavy as speed increases, but has no tendency to yaw. 25 From RareAviation.com Section II Paragraphs 12-16 RESTRICTED AN 01-90KC-1 g. Maximum cruising economy may be achieved with mixtures set at .085, manifold pressures of 25 to 28 inches Hg, and propellers adjusted to between 1800 and 2000 rpm. All maximum power operation should be done with mixtures set at .100. Head temperatures should be checked constantly. h. Cowl flaps should be "OPEN for all operation under 140 mph (121 knots) IAS. However, this is a matter of judgment throughout all flying, with con- stant reference to head temperatures. (See Specific En- gine Flight Chart.) i. Under icing conditions, use just enough manifold (carburetor) heat to prevent icing, in order to main- tain constant manifold pressure for level flight. j. When switching to another fuel tank, be careful to stop valve on "click. Watch fuel pressure indicators and be ready to use wobble pump if fuel pressure does not build up to 3 pounds per square inch immediately. k. Full control of the airplane is easily maintained at slow speeds. l. The position of flaps and landing gear will not introduce additional error in the IAS. 13. STALLS. a. STALLING SPEEDS (1) Flaps and landing gear "UP, power "OFF: 80 mph (90 knots) IAS. (2) Flaps and landing gear "UP, power "ON: 70 mph (59 knots) IAS. (3) Flaps and landing gear "DOWN, power "OFF: 60 mph (52 knots) IAS. b. Stall characteristics are good. There is no tendency to spin and ample stall warning is manifested by con- trols becoming "sloppy and elevators "buffeting. Aileron and rudder controls are good throughout entire stall and the airplane will mush considerably before the nose drops. 14. SPINS. Intentional spins are prohibited. However, if acci- dental, normal spin recovery should be used. 15. APPROACH AND LANDING. a. BEFORE LANDING. (1) Fuel tank selector valve to fullest main tank. (2) Cross-feed valve "OFF (unless fuel pump has failed during flight). (3) Engine fuel selector valve on "BOTH. (4) Mixture controls in full rich (forward) posi- tion. (5) Propeller controls in low pitch (forward) posi- tion. (6) Manifold heat (carburetor air) controls on "COLD (up) position. Note When icing conditions are prevalent and a long glide is necessary, the manifold heat con- trol should be on "HOT position during glide but upon landing approach it should be changed to "COLD position so as to have full power available. (7) Regulate cowl flaps to maintain proper head temperatures. (8) Tail wheel locked (control in). (9) Landing gear "DOWN. Leave landing gear switch in "DOWN position. LOWER LANDING GEAR BEFORE LANDING (a) Red light showing and warning horn sound- ing, with closed throttles, indicates that gear has NOT STARTED DOWN. (b) No light showing and horn sounding, with closed throttles, indicates gear is only PARTIALLY DOWN. (c) Green light showing and horn not sound- ing, with closed throttles, indicates gear is COM- PLETELY DOWN. The design of the landing gear mechanism eliminates the need of a landing gear lock control. (10) Wing flaps "DOWN. " (11) Trim airplane with landing gear and flaps "DOWN and power "OFF, to glide "hands-off at 100 to 110 mph (87 to 95 knots) IAS. (12) Normal, power-off, three-point landing is best. (13) The airplane has no tendency to swing after landing. (14) BRAKES SHOULD BE USED WITH CAU- TION, particularly if the airplane is not loaded. b. CROSS-WIND LANDINGS.Avoid cross-wind landings whenever practicable. If necessary to make a cross-wind landing, keep airplane Straight with the runway and take all side drift out before wheels touch the ground. 16. STOPPING ENGINES. a. Run propellers to full high pitch (full back posi- tion). b. For cold-weather operation, refer to paragraph 19., this section, on the oil dilution system. c. Move mixture controls to "IDLE CUT-OFF posi- tion (closed) at 600 to 800 rpm. d. Turn "OFF all switches and valves. 26 RESTRICTED Revised 10 August 1945 Sections Il-Ill RESTRICTED AN 01-90KC-1 e. Leave cowl flaps full open until engine has cooled. 17. BEFORE LEAVING PILOTS' COMPARTMENT. a. Set parking brake. b. Set flight control lock to prevent damage to con- trol surfaces. c. Turn master switches "OFF. 18. TYING DOWN. An arrow-head mooring kit is provided with loose equipment, to be used in securing airplane when hangar facilities are not available. Mooring lugs are provided on under side of each wing near wing tip. Drive steel anchors from mooring kit into the ground approximately 3 feet fore and aft and in line with each mooring lug. Loop a rope through each mooring lug and tie the ends securely through the eyes in the steel anchors, leaving a small amount of slack between steel anchors and mooring lugs. Drive a steel anchor into the ground on each side of and in line with the tail wheel strut. Loop a rope around tail wheel strut, tying its ends securely to the eyes in the steel anchors. 19. OIL DILUTION. 4. GENERAL REQUIREMENTS. (1) Allow engines to cool, either by idling or stop- ping after flight, before using oil dilution for an antici- pated cold-weather start. (2) In starting engines, a normal start should be made before using oil dilution. A high, fluctuating oil pressure reading will indicate heavy, viscous oil. If time or extreme temperature conditions do not permit normal engine warm-up, use of the dilution system is recommended. (3) To prevent over-dilution, operating personnel must exercise care and judgment. Over-dilution will generally not occur if the diluting operation is done immediately after flight. Otherwise, proper dilution will rely mainly on past experience under similar con- ditions of engine and weather. (4) If an engine shows a loss of oil pressure or throws oil through the breather during flight, it should be checked upon landing to insure that the oil dilution valve is in "CLOSED position. b. OIL DILUTION PROCEDURE. (1) Operate engine at 800 rpm. (2) Maintain oil temperature at 5 to 50C (41 to 122 F). (3) For ground temperatures from 5 to 7C (40 to 20F), hold oil dilution switch "ON for 4 minutes, stop engine, and release oil dilution switch. (4) For temperatures from 7 to 29C (20 to 20F), dilute for a second 4-minute period 15 minutes after first dilution. (5) For temperatures below 29C (20F), di- lute for a third 4-minute period 15 minutes after second dilution. SECTION III FLIGHT OPERATING DATA 1. AIR-SPEED LIMITATIONS. a. MAXIMUM SPEEDS. (1) Do not exceed 225 mph (195 knots) IAS at any time. (2) Do not lower landing gear at above 125 mph (108 knots) IAS. (3) Do not lower wing flaps at above 117 mph (101 knots) IAS. (4) Do not lower landing lights at above 110 mph (95 knots) IAS. b. ENGINE OPERATION. (1) Do exceed 33.5 inches Hg or 2200 rpm for continuous operation. (2) Do not exceed 37 inches Hg for take-oik. (3) Do not exceed 2650 rpm in a dive for more than 30 seconds. c. AVOID violent use of the throttle or propeller controls in a dive as engines will over-rev considerably. 2. AIR-SPEED CORRECTION. The position of flaps and landing gear will not in- troduce additional error in the IAS. 3. BALANCE COMPUTER. A load adjuster and carrying case will be found on a mounting clip located on the right side of the en- trance door to the pilots compartment. 4. DEFINITIONS FOR ENGINE POWER RATINGS. (As shown on the following "Specific Flight Chart.) a. TAKE-OFF:Maximum recommended for take- off under specified time limit. b. WAR EMERGENCY:The rating established by the manufacturer and accepted by the Government, spe- cifically for combat use under the specified time limit. c. MILITARY:Maximum recommended for opera- tion, limited to 30 minutes duration, unless otherwise specified. d. NORMAL RATED (MAXIMUM CONTINU- OUS):Maximum recommended for unlimited opera- tion with rich mixture, in level flight and in climb. e. MAXIMUM CRUISE:Maximum recommended for operation with lean mixture. f. MINIMUM SPECIFIC CONSUMPTION:-The power at which greatest range can be attained. Revised 10 August 1945 RESTRICTED 27 From RareAviation.com RESTRICTED Revised 10 August 1945 SPEC. AN-H-8 DEC. 18, 1942 AIRPLANE MODELS AT'11 SPECIFIC ENGINE FLIGHT CHART ENGINE MODELS P & W R-9B5-AN-1 (SINGLE SPEED BLOWER) M 1 P & W R 985 AN-3 (SINGLE SPEED BLOWER) CONDITION FUEL PRESSURE (LB SQ. IN.} OIL PRESSURE (LB/SQ. IN.) OIL TEMP. COOLANT TEMP. MAX. PERMISSIBLE DIVING RPM:. ?65D CONDITION ALLOWABLE OIL CONSUMPTION C F c F DESIRED 31-2 70-90 60-75 40-167 MAX. CONT. ... 5.3. . U.S.QT/HR... . b,B . IMP.PT/HR MAXIMUM 4 100 85 185 MAX. CRUISE . 4.6 u.S.QT/HR. . . . 7-7 .IMP.PT/HR MINIMUM 3 50 40 104 MIN. SPECIFIC U.S.QT/HR IMP.PT/HR IDLING 2 10 OIL GRADE: (S) W. EN ?iviDE i? f 12. COLUMN FUEL U.S. GAL. COLUMN 1 1 (2) COLUMN III (2) COLUMN IV (2) FUEL U.S. GAL. COLUMN V RANGE IN AIRMI LES RANGE IN AIRMILES RANGE IN A 1 KM 1 LES RANGE IN AIRMI LES RANGE IN AIRMILES STATUTE NAUTICAL STATUTE NAUTICAL STATUTE | NAUTICAL STATUTE NAUTICAL statute NAUTICAL S.L. 401 327 10,000 599 489 S.L. 348 284 10,000 520 425 206 184 150 654 534 SUBTRACT 568 464 rUE'L ALLOWANCES 1 670 547 ICT AVAILABLE FOI 582 475 CRUISING (t) 696 567 604 492 206 184 150 745 608 647 528 294 261 229 440 391 342 255 227 199 382 340 297 135 120 105 480 427 374 417 371 325 492 437 383 427 379 333 510 454 397 443 394 345 135 120 105 547 486 426 475 422 370 196 164 131 293 245 195 170 142 114 254 213 169 90 75 60 320 266 213 278 231 185 329 274 219 287 238 190 340 284 227 295 247 197 90 75 60 365 304 243 317 264 211 98 66 32 147 98 49 85 57 28 128 85 43 45 ?0 15 160 107 53 139 93 46 64 10 54 142 96 47 170 113 57 148 98 49 45 30 15 . 183 122 61 59 06 53 MAXIMUM CONTINUOUS PRESS ALT. FEET ( STAT.( HAUT.) Ml./GAL.) ( STAT. ( NAUT. 1 HI./GAL.) ( STAT. ( N AUT.) Ml. /SAL.) PRESS ALT. FEET MAXIMUM AIR RANGE R.P.M. M.P. INCHES MIX- TURE APPROX. R.P.M. M. P. INCHES MIX- TURE APPROX. R. P.M. M.P. INCHES MIX- ME APPROX. R. P.M. H. P. INCHES MIX- TURE APPROX. R. P.M. M.P. INCHES MIX- TURE APPROX. TOT. GJH T.A.S. TOT. GRH. T.A.S. TOT. GPH. T.A.S. TOT. GRH. T.A.S. Q.PH T.A.S. HPH. KTS. M.EH. KTS. MRH. KTg. KPH. KTS. MPH. KTS. 40000 35000 30000 40000 35000 30000 2200 F.T. .10 51 193 168 25000 20000 15000 2000 22 .08 50 182 158 1800 21 .08 44 164 142 25000 20000 15000 2200 2200 2200 F.T. F.T. 33.5 .to .10 .10 57 78 86 206 214 208 179 186 181 10000 5000 8. L. 2000 2000 2000 26.3 28.5 28.5 Z8Z 49 49 44 196 192 174 170 167 151 1800 1800 1800 25.3 28 29.5 .08 .08 .08 44 43 41 180 180 169 156 156 147 1700 1700 1700 24 26 28.5 .08 .08 .08 40 37 37 164 159 158 142 138 137 10000 5000 s. L. 1700 1700 24.5 25.5 08 .08 33 31 150 140 130 122 EXAMPLE LEGEND (1) ALLOW 22 GAL. FOR WARM-UR TAKE-OFF ANO INITIAL CLIMB at 9300 lb.gross weight with 184 sal.of fuel alt. : pressure altitude f.r. - full rich PLUS ALLOWANCE FOR WIND ANO RESERVE AS REQUIRED. (after deducting total allowakes of 22 gal.) h.p. : manifold pressure a.r. - auto-rich TO FLY 670 STAT.AIRMILES AT 5000 FT.ALTITUDE GPH : U.S.GAL.PER HOUR A. L. : AUTO-LEAN (2) RANGE VALUES DO NOT APPLY AT 15,000 FEET. maintain 1800 rpm and 28 in.manifold pressure tas : true airspeed c.l. ; cruising lean WITH MIXTURE SET: .08 TS. : KNOTS M. L. : MANUAL LEAN S.L. : SEA LEVEL F.T. : FULL THROTTLE RED FIGURES ARE PRELIMINARY DATA.SUBJECT TO REVISION AFTER FLIGHT CHECK RESTRICTED Appendix II AN 01-90KC-1 RESTRICTED Revised 10 August 1945 Hi s AIRPLANE MODELS ENGINE MODELS I AT-II TAKE-OFF, CLIMB & LANDING CHART p a W R985 AN~I $NB ~ 1 TAKE-OFF DISTANCE (IN feet ) P- A W. R985 AN 3. GROSS WEIGHT (IN LBS.) HEAD WIND HARD SURFACE RUN WAY SOD-TURF RUN WAY SOFT SURFACE RUN WAY AT SEA LEVEL AT 3,000 FT. AT 6,000 FT. AT SEA LEVEL AT 3,000 FT. AT 6,000 FT. AT SEA LEVEL AT 3,000 FT. AT 6,000 FT. MPH KNOTS GROUND TOCltAR GROUND TO CHAR SO* OBJ. GROUND TO CLEAR 50' OBJ. GROUND TO CLEAR SO' OBJ. GROUND TO CLEAR GROUND TO CLEAR GROUND TO CLEAR Sv' OBJ. GROUND TO CLEAR GROUND RUN TO CLEAR 9300 0 17 34 51 0 15 30 45 1337 9 12 661 501 22 1 5 1603 1 166 820 1535 104 8 7579 576 2522 1 848 1 372 1004 1 850 1263 9 14 695 * 101 4 848 388 1378 940 68 1 516 2255 1631 1 1 86 835 158 1 1079 781 593 2568 1879 1395 1021 190 130 942 71k 73 2 >070 !286 733 320 1 479 1008 730 554 2356 1 700 1235 873 1697 1 1 58 838 637 2684 1958 1452 1065 2047 1396 1012 767 321 1 2382 1803 1372 8727 34 51 0 IS 999 674 484 365 161 1 1 152 829 576 1 1 48 774 557 419 1835 1328 977 706 1383 933 6 70 505 2 1 94 6 1 0 2 1 4 9 1 5 1024 690 497 374 1635 1 1 68 842 585 1 1 75 1022 570 429 1863 1577 991 716 1417 956 687 516 !228 63 2 231 927 1081 729 524 394 1693 1207 869 606 1241 837 603 453 929 392 024 741 1496 1009 726 546 2307 1686 1270 957 7850 0 34 51 30 761 5 19 376 28 5 1 191 850 608 41 9 874 578 41 1 306 1357 963 696 492 1053 697 495 368 624 168 867 642 785 536 388 294 1216 867 620 428 902 597 423 315 1385 981 708 501 '91 5 3k 17 31 ) 657 191 883 654 830 566 4 1 1 312 1260 897 643 445 953 631 447 334 436 015 733 520 1 1 49 760 539 401 1719 1232 91 2 675 NOTE: INCREASE DISTANCE 10 % FOR EACH 10C ABOVE 0C ( 1 % FOR EACH rv'F ABOVE 32*F> ENGINE LIMITS FOR TAKE-OFF 2300 RPM & 37 IN. HGCOMBAT MISSIONS USE 2200 IM1 33.5 IN. HO CLIMB DATA FERRY MISSIONS USE 2000 "MB 28 IN. hg GROSS WEIGHT IN LBS. TYPE OF CLIMB S. L TO 3000 IT. ALT. 5000 FT. AIT. 10000 FT. ALT. 5000 *lt FT. ALT. CHANGE BEST I.A.S. FT/MIN TIME BEST I.A.S. FROM FURL FROM S.L. BEST I.A.S. FT/MIN FUEL FROM S.L. BEST I.A.S. FT/MIN FUEL FROM S.L. BEST I.A.S. FT/MIN FROM - S. 1. UEL FROM S.L. MPH KNOTS MPH KNOTS U. 5 IMP. MPH KNOTS S L. U. S. IMP, MPH KNOTS S. L. U.S. IMP. MPH KNOTS U.S. IMP. 9300 COMBAT 124 1 IS 108 103 965 340 3.1 8.6 23 18 107 102 905 376 5.2 14.1 21.2 20.3 17.7 16.9 116 III IOI 96 603 367 11.8 26.7 27.6 31.1 230 25.9 108 103 94 89 295 1 18 22.9 45.5 40.5 45.3 33.7 37.7 8727 COMBAT 120 115 104 IOC 11351 415 .64 7.2 20 1 5 104 too 1070 442 4.4 1 1.9 20.1 18.5 16.7 15.4 112 107 97 93 500 10 23.8 26.4 28.7 22.0 23.9 104 99 90 86 425 237 18.8 29.5 34.2 41 .5 23.5 34.6 9 83 100 41.3 52.2 43.5 7850 COMBAT 116 1 12 101 97 1510 707 IS 4.2 16 12 101 97 1454 757 3.3 7.0 18.7 14.6 15.6 12.2 108 105 94 91 1028 749 7.3 13.6 23.2 20.1 19.3 16.7 104 98 90 85 652 442 13.3 23 28.5 26.9 23.7 22.4 100 95 87 63 286 91 24 3 40.8 4 7.2 3.2 31.C 36.C NOTE: INCREASED ELAPSED CLIMBING TIME 10 % FOR EACH 10*C ABOVE D'C FREE AIR TEMPERATURE I 1 1 % FOR EACH SO'F ABOVE 32'FI FUEL INCLUDES WARM-UP AND TAKE-OFF ALLOWANCE LANDING DISTANCE (infeet) GROSS WEIGHT IN LBS. BEST 1. A. $. APPROACH HARD DRY SURFACE FIRM DRY SOD WET OR SLIPPERY AT SEA LEVEL AT 3,000 FT. AT 6,000 FT. AT SEA LEVEL AT 3,000 FT. AT 6,000 FT. AT SEA LEVEL AT 3,000 FT. AT 6,000 FT. TO CLEAR GROUND 3011 TO CLEAR 50* OBJ. GROUND TO CLEAR GROUND TO CLEAR GROUND TO CLEAR GROUND TO CLEAR GROUND TO CLEAR GROUND TO CLEAR GROUND TO CLEAR GROUND MPM KNOTS 8727 8000 110 100 96 87 1590 1480 1040 950 1710 1590 1140 1050 1850 1730 1250 1150 1680 1580 1130 1050 1810 1700 1240 1 1 50 950 850 1360 1260 2960 2710 2420 2190 3210 2940 2650 2390 3490 3200 2900 2620 NOTE: FOR GROUND TEMPERATURES ABOVE 35*C (95*F) INCREASE APPROACH .A.S. 10% AND ALLOW 20% INCREASE IN GROUND ROLL. I.A.l.i REMARKS J M.! X> VI.. 1 IMP./ . N NOrfi ndlcated Air Speed Mila* Per Hour See Level J. S. Gelloni mperlel Gelloni Ml Dlitencei ere Average Appendix II RESTRICTED AN 01-90KC-1 Ra reAvi ati on. co m SEA (A m TRUE AIR SPEED-M.PH. NOTE-FOR GROSS WEIGHT OF 9300 POUNDS Cruising Control Curve (Sheet 1 of 5 Sheets) > "O cv 3 Q- >< ST'D. TEMP DENS. ALT. INDICATED AIR SPEED * MILES PER HOUR -2 l - 19 - 17 isooo - 15 - 13 -9 -7 -5 RESTRICTED -3 3 5 7 9 13 I 5 SEA 17 18000 17000 15000 14000 13000 12000 11000 10000 9000 8000 7000 6000 5000 4000 3000 2000 1000 -1000 160 150 140 130 120 IfO Appendix UN RESTRICTED AN 01-90KC-1 90 100 TRUE AIR SPEED-(MILES PER HOUR) 170 180 190 200 210 NOTE: FOR GROSS WEIGHT OF 9300LBS. Cruising Control Curve (S/ieef 2 of 5 Sheets) Appendix UN RESTRICTED AN 01-90KC-1 WEIGHT CORRECTION TABLE THIS TABLE SHOWS THE VARIATION OF AIRSPEED WITH WEIGHT AT A CONSTANT POWER AND ALTITUDE AT 5000 FEET WEIGHT INDICATED AIR SPEED 7200 136 146 155 164 172 182 191 7850 130 140 150 160 170 180 190 8727 120 131 143 155 166 177 187 9300 124 139 152 163 175 185 AT 5000 FEET WEIGHT I.A.S. FOR MAX. RANGE I.A.S FOR MAX. ENDURANCE 7200 139 90 7850 136 93 8727 136 96 9300 139 100 NOTE. FOR MAXIMUM RANGE USE 1700 R P M FOR MAXIMUM ENDURANCE USE 1600 R. P M. Cruising Control Curve (Sheet 3 of 5 Sheets) INDICATED AIR SPEED TRUE AIR SPEED SEA LEVEL 5000' 10000' 15000' 80 85.5 92 99.5 1 08 90 94. 5 1 02 1 1 0 1 1 9 1 00 10 3.5 1 1 1.5 1 2 0.5 1 3 0.5 1 1 0 1 12.5 1 2 1 1 3 1 142 1 2 0 12 1.5 1 3 1 1 4 1.5 1 5 3 1 30 1 3 1 1 4 1 1 5 2.5 1 65 1 4 0 1 40 1 5 1 1 63 1 7 6.5 1 50 149.5 1 6 1 1 74 1 8 8.5 1 60 15 8.5 1 7 1 1 8 4.5 200 1 70 1 6 8 1 8 1 1 9 5.5 2 1 2 1 80 17 7 1 90.5 206 223 1 90 1 8 6. 5 20 1 2 1 7 2 00 1 96 2 1 1 228 2 1 0 205 2 2 1 2 3 8.5 Cruising Control Curve (Sheet 4 of 5 Sheets) RESTRICTED 47 From RareAviation.com RESTRICTED Appendix UN RESTRICTED AN 01-90KC-1 INDICATED AIR SPEED-MILES PER HOUR (FOR GROSS WEIGHT OF 9300 POUNDS) Cruising Control Curve (Sheet 5 of 5 Sheets) RESTRICTED AN 01-90KC-T Appendix UN TIME TO CLIMB - MIN. MAX. SPEED - M. P H. SERVICE CEILING - FT. Performonce vs. Gross Weight Chart (Sheet 1 of 2 Sheets) RESTRICTED 49 From RareAviation.com RESTRICTED AN 01-90KC-1 Appendix UN GROSS WEIGHT - LBS. Performance vs. Gross Weight Chart (Sheet 2 of 2 Sheets) 50 RESTRICTED From RareAviation.com i too 1800 1700 1600 1600 1400 APPROVED. DATE. R.P.M ENGINE MODEL R6W. WASP, JR. R-985 - AN 1,3 PROP LIMITS__13 28 REDUCTION GEAR RATIO__NONE COMPRESSION RATIO__6 : I SUPERCHARGER TYPEGEARED BLOWER GEAR RATIO__ 10 12 :1 CARBURETION__NA-R9B TO FBC ACTUAL H P. WHEN GIVEN PRESS. ALT R.P.M . MAN PRESS S FREE A>R TEMP I LOCATE PWTBBTM LT*TUDC CURVE Ft* CIVEN R.P.M. ANO NANIFDU) PRESSURE. t LOCATE I1 OH SEA LEVEL Pttf OfttCUKE CURVE FOR "------- * " ' - ' TRANSFER MAXIMUM CONTINUOUS 300 '*00 ABSOLUTE MANIFOLD PRESSURE, IN. HG. FMHlON TO *C3 SEA LEVEL PERFORMANCE HORSE POWER VS. MANIFOLD PRESSURE ALTITUDE PERFORMANCE HORSE POWER AND MANIFOLD PRESSURE ENGINE FUGKT CALIBRATION CURVES AIRPLANE MODEL ATIT8. SNB-I IWEFUTIWC BY AFFLTINC n< FOLLOWING - IB) aw TRACT IX RM EACH BL NMfi FROM B STANOARO AlTlftjOE TEMP) COTAKE-OFF MAXIMUM MINUTES 'oo ;*oo ALTITUDE-FEET RESTRICTED Appendix UN AN 01-90KC-I