Pilots and Flight Engineers Training Manual For The Superfortress B-29.pdf

Pilots and Flight Engineers Training Manual For The Superfortress B-29.pdf
ersedes the 2nd edition (brown cover) Pilot Superfortress. All copies of this and other tion of this manua are governed F Regulation 50-17. RAL ARNOLD United States Army my Air Forces manual may be with the provisions of AAF Regulation 50-17 ed edition: tinental Air Force, and AAF Training Command. ARCo, 194#—8.000 Public Domain, Google-digitized / http://www.hathitrust.org/access_use#pd-google
Public Domain, Google-digitized / http://www.hathitrust.org/access_use#pd-google
for your training as a B-29 airplane perienced training and supervisory rated to make it a complete exposition of ow each duty will be performed, and why the manner prescribed. cedures described in this book are y. In this respect the manual serves the ng checklist and a working handbook. t you learn everything described herein. ew the essential facts concerning every- tional self-study and review will not only but will alleviate the burden of your nstructors. es not replace the Technical Orders for always be your primary source of informa- 9 so long as you fly it. This is essentially the sed properly, it will enable you to utilize Orders to even greater advantage. Army Air Forces Public Domain, Google-digitized / http://www.hathitrust.org/access_use#pd-google
PONSIBILITIES AS airplane, and you eam. Your success in of your crew and the w well you organize your lead it. pilot—you hold a he responsibilities that g an 11-man weapon. our crew, not only t for the full 24 hours f specialists, every e. Each one contributes e whole. Know their heir shortcomings. Know specialists. Know their nalities, their individual or specific training. one. You need the crew and you can get the morale of your crew uild that morale by ow just a little more rew members. Find out hey lived, and what they ves a man considerable ding officer say some- then about the town ly, or the work that he of showing genuine will pay big dividends er feel that he is an am. Make a point of short turn at the con- ssions while you or the l. Make a tour of all sta- ng every practice flight. em questions about their ny questions they may to have the best team in Public Domain, Google-digitized / http://www.hathitrust.org/access_use#pd-google
, you are responsible your crew. See that they clothed, and fed. See n they should be paid. tation, carry your inter- cing them yourself, if commander of a combat mall but specialized army he biggest problems in l. am. Make teamwork east of their training. you to attend all courses members of your crew, heir progress and their to know each man's devise means for per- nd efficiently. If knowl- e specific point, supply it. bers and have them her. Simulate combat ncy situations and have cribe his duties. Ask do under the following ember is seriously s out of commission. ing from a designated abandoned. o open. operate. d in enemy territory. d on water. part of the airplane. airplane commander, bombardier, navigator, perator, central fire con- eft gunner, right gunner, you must: nd how it operates. nd land under adverse nstrument conditions adio aids. anding systems. nd locate your posi- dio and radar aids avail- ation flying, including e of evasive tactics at udes. ost out of your airplane stant—the executive d post. He must be able ou can do so that he can hould the occasion arise. rtually interchange- e controls at least 30% that your copilot is a Public Domain, Google-digitized / http://www.hathitrust.org/access_use#pd-google
ble to operate the age and dead reckon- t identification. st: age and dead reckon- ation of, and be able o and radar equipment bing. inor maintenance on t identification. n important member am. He runs your air- ur copilot fly it. In s you and your copilot ponsibilities. On the liaison with ground ck your flight engineer e he is on the job. He ation and mainte- equipment. ar with the engines ectrical systems. ar with the cruise and balance, and all ar with the pressur- ar with the putt-putt system. ar with the oxygen ar with all emergency st: ar with the operation radio equipment aboard ar with the use of all mitting and receiving. ar with IFF pro- . ation and care of the ar with AAF instru- ures and the signal oper- authentication, special her codes, blinker codes, L specialist gunner ar with the care, ation of the entire central ar with the loading rets. aft identification. Public Domain, Google-digitized / http://www.hathitrust.org/access_use#pd-google
plane commander will ure on the respect, con- h the crew feels for you. ow well you maintain s obedience and re- an that you have to be g, or aloof. Such char- defeat your purpose. ing, but firm. Know ay you perform your on the crew that you fair decisions after the facts involved, but ay as to impress upon isions are made to stick. important, but it is m as it sounds. Good breeds comradeship he combination is un- nd still be a regular respect from your men, . with informality, of rank, and at times a d away from the leader, ays a former combat rtainly, it isn't down the s discipline just the discipline that brings suc- mber performs his ably—or unfavorably— ne commander. ator? You can't do his training in the States guide you safely over a r to a speck on the map. ren't any check points to rely on your naviga- make certain that he rget. Long hours of may be because the t turned on long enough the bombsight was not the heater so that when warm face to the eye- was unusable. Who is rdier, of course, is pri- amentally your lack and inspiration is to Public Domain, Google-digitized / http://www.hathitrust.org/access_use#pd-google
N EVERY FLIGHT ne at an altitude of uel transfer. ow a lighted cigarette out first. nner's compartment. oxygen. ll wear parachute m takeoff to landing. will have a parachute hute in front and rear nts. hrough the propellers the airplane when nless personally or- rplane commander. arried on all day ay exceed 8000 feet for on all night flights. urpose of each mission ach member to accom- hroughout the flight. m the navigator; send adio operator. Put the e cruise control and and require him to keep ormance. Give every t. Encourage each to use ctive outfit. Make the mission. cy procedures at least itching and fire drill. with reference to the are undertaking. Check equipment, prepared- g. erphone. Require e reports of all aircraft, d, with proper identifica- n combat. eports every 15 min- bers in rear of airplane. Public Domain, Google-digitized / http://www.hathitrust.org/access_use#pd-google
has four 18-cylinder, radial engines, each ore than 2200 Hp. The duction-geared to the clockwise when viewed lton Standard constant- ydromatic. Constant- ined by governors which airplane commander's urtiss Electric Propeller haust-driven turbo- d vertically at the sides o boost on all four en- ltaneously by a Minne- onic turbo-supercharger d by a single manual plane commander's aisle er conventional car- n systems. each engine, provide s, de-icer boots, and in- e for inflating the de-icer acuum pump may be ther three pumps pro- e-icer boots. Public Domain, Google-digitized / http://www.hathitrust.org/access_use#pd-google
NEL ixture controls the mounts the following en- s: nd indicators and indicators -icer switches lve switches switches ve switches nter wing) ch (manifold trans- s uit breakers r-ride switch sher controls and se- witch and light hes switches er switches w gages (2) s dicators (outside and side and cabin) essure gage oil gages re gage re rheostat manifold transfer y hydraulic system c system filler valve ng switches ning horn switch tch eostats e gage rs ctor lever Public Domain, Google-digitized / http://www.hathitrust.org/access_use#pd-google
mander's and copilot's on the B-29 have been of the power plant con- asic electrical and me- s are on the flight engi- back of the copilot. der and copilot have tration) on which throt- b (2), aileron trim tab (4) are mounted. The ure (5) and emergency are at the rear of the control stand. evers (7), control sur- ear switch (9), emer- switch (10), normal (11), propeller feather- m bell switch (13), pro- rease rpm switches (14), witch (15), light feathering circuit 7), propeller governor 18), turbo boost selec- pilot controls (20), witches (21),bomb salvo isle stand to the right der's seat. Public Domain, Google-digitized / http://www.hathitrust.org/access_use#pd-google
ssure gages and tach- ts on the airplane com- light instruments: tor or or (PDI) ages tor s ator light ht hts T PANEL ed on the copilot's tor or r dicator lights tor lights onventional and the ve them are light, even ising fact to most pilots e B-29. The elevators he B-l7. The ailerons, arger than those on the they can be easily The rudder gives maxi- nd yet can be moved f power boosts. landing gear are low- rsible electric motors. aps travel on track and ch a manner that they ing edge of the wing d. Under normal opera- n be lowered in 40 Public Domain, Google-digitized / http://www.hathitrust.org/access_use#pd-google
'S visual inspection for yourself that all pre- vice, and inspection pro- omplished and the air- make the checks listed mpletely. Omit nothing. in the diagram. miliarization with the will be able to condense ction so that it does not n for flight, but still se: a careful re-check of , to be sure that he has d personal equipment section. (This will pre- plane commander calls magneto switches der enters forward pres- nd checks master, bat- hes OFF. He then informs em to check for liquid When the airplane e crew that the switches be pulled through four lock. (Do not pull blades t to break a lock. This inspection and does not ulling props through 12 Look in air scoops— s. list. Check the Form ry) the exceptional re- he loading list. forward pressurized eneral condition and quipment. curely mounted and d. wed. eakers—ON. oor (Sta. 218)—check position for warpage. Public Domain, Google-digitized / http://www.hathitrust.org/access_use#pd-google
wed. wn lock—in place. ables—check tension, foreign objects. ON. ves—OFF. —1200-l500 psi. k tension, wear and eck loading and num- Public Domain, Google-digitized / http://www.hathitrust.org/access_use#pd-google
owed. hers—check red disc own each bottle. or if safety wire is CO2 'cylinders should t. They should be safe- . If the wire is too unable to pull the —bulb okay and se- operation if contemplat- shield securely non plugs should be dded precaution. If the ewed tightly, engine se the cannon plug con- and hinges—check: of attachment of doors; g mechanism for tension bles for tension, wear, ent. hes—access doors to screws safetied. emergency system— n, wear and freedom n box—socket clean window—cleanliness Public Domain, Google-digitized / http://www.hathitrust.org/access_use#pd-google
ent of pins and signs check for damage. eck oil level. (The even with groove— etween pin centers —1"). Check for dirt on er valves and main pack- mud, grass, ice, etc.; d ribs; security and and cotter pins. and even inflation; cuts, blisters, slippage, and chafing. curity of mount. cleanliness and condi- ff and tubes open. nt—open. . wed, domes and gun ed, and access doors n. Public Domain, Google-digitized / http://www.hathitrust.org/access_use#pd-google
ng between fuselage rrosion, wrinkles and en. e nacelle. or nicks, cracks and rop dome—check gen- k for oil leaks. damaged or broken nections. ck all visible leads for : rigidity, loose rivets dents which may hamper ng between No. 1 and nspect for cracks, corro- or missing rivets. e nacelle. Same as board wing. Same as for dents, cracks and — general condition cipating night flight). s—normally three on Public Domain, Google-digitized / http://www.hathitrust.org/access_use#pd-google
el—check for: wrink- or missing rivets, fuel se fasteners on inspec- les, wrinkles, cracks, ets. dition and position of im tab indicator. check for presence. cleanliness and con- ght flight, check opera- de)—check for exces- is a definite fire hazard. ents, loose rivets, and cracks, dents, and ible shafts for kinks and eads, and cooling fins ecurity. or rigidity and signs noted by bluish dye rain—open. urbo flight hood— tuds, and bolts, cracked y. Check exhaust expan- ctor in top of turbo failure. e—open. side). ctor—same as No. 17g. as No. 17d. urbo flight hood— No. 17b. . 17a. anel — check for: and loose or missing for loose fasteners, and ts, cracks, loose or and play (tolerance ent in up position. Public Domain, Google-digitized / http://www.hathitrust.org/access_use#pd-google
de) —same as No. 17. wheel well. : condition and se- ontrol cables for freedom nd wear, and latch spring m for tension. ency and normal) — looseness and taping. urity of mounting and tors. b for condition and check operation. ases—check for ten- of movement. security of mounting. ft of nacelle—check for leaks and chafing. the debooster valves. s between wheels— ions and leaks. alignment and signs or alignment of pins check wheel for free- ce, etc., distorted rim ty and presence of nuts, heck tire for proper and e oil or grease, cuts, ulling away from rims. brakes-check the signs of leaks in the k—check for align- e. ely attached and check for damage. " between pin centers —same as No. 21k. d brakes — same as e as No. 21a. side)—same as No. 18. Public Domain, Google-digitized / http://www.hathitrust.org/access_use#pd-google
antenna—check condi- unting. —check for loose rivets, plates, cracks, wrinkles, oil leaks from the en- or cleanliness and as No. 9f. lace. nt exhaust—open. ame as No. 9f. nna—check condition eaks on strut and lizer and elevator— rinkles, cracks, dents, ets. s—check presence of nd three on rudder. ndition and position ater with indicator in check presence. wed and access covers —check condition of ipating night flight, nd rudder—inspect cracks, dents, and loose dition and position ter with indicators in bilizer — same as on antenna—check for condition of leads. Public Domain, Google-digitized / http://www.hathitrust.org/access_use#pd-google
essurized compart- stowage of equipment, condition. d. me as No. 5a. — examine exterior nd loose electrical con- evel with the gage. k.) Check fuel. Fuel cap t-putt—stowed. ck for tension, wear, gn objects. mpartment. ssure relief valve— rity. —check for position, ovement. oor (Sta. 834)—check ed position for warpage. me as No. 5a. —circuit breakers ON. —ON. —check general con- th regulators. (Knurled ed down tightly.) ssure release—check neral condition of latch- e — in place with oor (Sta. 646)—check position for warpage. wed. ess and condition. wn lock—in place. y switch—ON. r hand cranks — ear T-handle — in boxes — sockets free atter. eck condition and se- ves—OFF. e—1200-l500 psi. eck loading and num- ck for tension, wear, gn objects. iness and condition. '—same as No. 24. k vent—open. rs and salvo releases— rpage. Check cables for dom of movement. mpressor air intake and ed. Eagle wing—check es, and loose or missing fuel load (gage) and leaks, loose connec- Public Domain, Google-digitized / http://www.hathitrust.org/access_use#pd-google
MPLETED ll enter the airplane, ches are turned off and embers or the ground hrough, provided the more than 30 minutes. through at least 12 han two men to a blade. emove plugs from bot- prop through to remove nders, install clean plugs gh 12 blades. (Do not uid lock by applying he prop backwards.) ll then have crew airplane's nose in the bombardier, navigator, bserver, radio operator, rs. Crew will then be ondition and equipment, s, parachutes, flying ion tags. (If dirty ramp members may place para- equipment in the air- However, parachutes er flying equipment will ection. It is definitely the esponsibility to inspect quipment before flight.) ll see that each crew his duties and with After completing this ers will enter the air- sts for their stations. quid lock may pre- first crew members to after checking all tches OFF) pull each s. This is merely a and does not replace d above. Each prop will ades immediately before Public Domain, Google-digitized / http://www.hathitrust.org/access_use#pd-google
LIST WEIGHT AND BALANCE N LOCK D CHOCKS NG GEAR DOOR RELEASE RELEASE PRESSURE RELEASE NSFER SWITCH TCH AND FUSE RE REPORT E GUARD Public Domain, Google-digitized / http://www.hathitrust.org/access_use#pd-google
CHES E E Public Domain, Google-digitized / http://www.hathitrust.org/access_use#pd-google
mpleted your visual check (items 1 to 3 on e climbed into your seat beside your co- the rest of the Before Starting Checklist. nd copilot check for ion to be performed. Lock and Bomb Bay Adjust helmet, throat microphone, and attach xygen mask to left side of helmet. nd copilot put on para- check for location of if the airplane carries ked s, airplane commander e that their life vests are Wear parachute harness Public Domain, Google-digitized / http://www.hathitrust.org/access_use#pd-google
usted ce and Chocks Set epresses rudder pedals g brake lever. He and windows on their re- at chocks are in place. d and Fastened Gear Door Release in mmander's control nd safetied with light releases the nacelle nly in earlier series.) oor Release in Place mmander's control nd safetied with light ressure Release in Place mmander's control nd safetied with light fer Switch NORMAL es that switch (air- ntrol stand) is in the s position, the main heel are operated by on the aisle stand. transfer switch is in n, power from the rs goes to the emer- rgency landing gear mo- the emergency land- alled in earlier series ED es that the lever on control stand (elimi- in the ENGAGED posi- engages the flight h DOWN and Fuse ander's aisle stand) to see that fuse in air- e stand is in place and one: "Battery switch." tery switch ON and ht engineer to check c pressure on the engi- psi). Copilot then checks essure by depressing pedals until the gage icates 800 ± 25 psi. The then cut in and build 0 ± 25 psi. ked ushes down locking d end of airplane com- his also unlocks the d in closed position by ntrol lock is on. This control lock in such a d pressure on the throt- ock off and eliminates Public Domain, Google-digitized / http://www.hathitrust.org/access_use#pd-google
levator up, sir." Right elevator up, sir." The column forward and the elevators. Ailerons in the same manner. cking flight controls, r turns on his radio and axi information. Copilot, turns on radio compass peration. He then turns tands by on the inter- e in continuous contact nd copilot set their altimeter setting. Check ainst the known field er setting given by the ude different from the heck the setting again in elevation so you can reading when landing. ecks all turret warn- ment panel to see that stowed. Turret lights contemplated on the fluorescent lights, iden- lights, and position rol and aisle stands). d crew should be in- nding lights and posi- n lights are not visible ht. They can be in- nside the airplane only on on the ground. nd copilot check their and their walk-around ure (400 to 425 psi). ON, emergency valve m er pushes the propel- e stand) to INCREASE s them there until the copilot's instrument peller governors then te: Always grasp both ng propeller adjust- on of all four toggle any possibility of their ecks to see that the t at 0. Turbo-super- eady for instant opera- mplifier tubes remain al at 0. port interphone: "Engi- t engineer responds: ." (At this point, if the completed his checklist, r waits before giving Public Domain, Google-digitized / http://www.hathitrust.org/access_use#pd-google
in 1,2, 3,4 order. The gnifies to the ground is ready to be started, engineer to start No. 1 fingers held up by the d copilot indicates the o be started. , the flight engineer ne operating nor- ces: "Ready to start similar procedure for dles the throttles procedure, keeping the 1200. When an engine is ight engineer sets the 00 rpm if oil tempera- ereafter, the airplane the throttles except -driven generators and p. If any crew member oading up (black smoke, e informs the copilot vent of engine fire, place n and make necessary Public Domain, Google-digitized / http://www.hathitrust.org/access_use#pd-google
es until the Before Starting ered item by item. s until the propellers have eliminate any possibility of rward at any time, especially edure. nes until a fire guard is posted. an engine if the nose oil pressure not build up within g. Public Domain, Google-digitized / http://www.hathitrust.org/access_use#pd-google
ht engineer on inter- " The flight engineer, um reading for both er's panel should read s this check to the co- valve is stopped be- ions the light on the nstrument panel will nd copilot check their ke sure that they are correctly. At this time, s to agree with the mag- nd copilot check their anels for proper read- l instruments. I &lec6 < 5- phone Ca" sianal Lisht ort Public Domain, Google-digitized / http://www.hathitrust.org/access_use#pd-google
witches on alarm bell call signal light (aisle * mbat station report. mmand on interphone n report," and receives following manner: neer, navigator, radio ft gunner, right gun- d tail gunner (in that t they have completed s by saying, for example: Alarm bell O.K., light "Left (or right) gun-' adar compartment), nd copilot check to een pulled. sed ay doors closed. Co- e: "Bomb bay doors r sets throttle on coolest d places generator on the and one of the gun- pressure doors and en the doors are closed. urns throttles to 700 rators off. (Generator ry with pneumatic bomb are of the nner open the bomb valve, check the bomb the "can salvo" (ON) rt: "Bomb bay doors pen." eady to Taxi ing brakes, the air- s the command: "Park- taxi." The copilot re- er the interphone. Checked e released, when ilot says: "Emergency mander then pulls the metering levers (aisle gency brakes are oper- sides. Copilot then tells rge the emergency sys- y be used safely while ncy system since the recharges both sys- servicing valve on Public Domain, Google-digitized / http://www.hathitrust.org/access_use#pd-google
gear aircraft, the rakes are good and es per wheel. Remem- B-29 is big and heavy. idly and, because of its d on your side and top vers to warn you of ns, set the props at mixture in AUTO RICH. or taxiing. If the d properly the engines without loading up. n hot weather, 700 airplane rolling. Under se all throttle settings, ssary to continue taxi- tles to 700 rpm when nd prevention of he speed and direction ring a taxi turn with save your brakes, in he speed of the airplane h this extra power and s to slow down. If you ring the airplane almost d, then stay off the ble to let them cool. Public Domain, Google-digitized / http://www.hathitrust.org/access_use#pd-google
opilot checks through n window to make sure ht. er gives the command: n-up," and the copilot ver the interphone. The akeoff should be accom- manner (for subse- through g. may be elim- increases all throt- mmands: "Check gen- laps down (switch on ght engineer (on inter- tors. Copilot holds s have reached 25°, and then brings flaps to n at this time in or- l load on the normal er can properly check s check the lowering of Left flap down 25°," 5°." operates all four ll decrease then to full ning light to limit e propeller governors. efore returning switches tachometers for stable, 00-l300 rpm. When pro- ed to high rpm, tachom- 00 as before. Any pro- original setting is not d and this must be cor- See section on Curtiss m for engine run-up of h these props.) generators are mander pulls No. 2, 3, 700-l000 rpm and tells magnetos. nces No. 1 throttle to fold pressure to copilot, calls out, "Right, both, eer then returns throt- ed, a full-power, no- ade.) At sea level, ap- mal manifold pressure a level, subtract one feet of altitude. Changes y these settings, but the me for all engines. Ex- ure on one engine is an der, a bad valve, or unction. de for each engine. rpm is 100. gine is more than plugs) proceed with full- gine. Then check mag- d engine again. If rpm return airplane to the hecked, airplane com- Public Domain, Google-digitized / http://www.hathitrust.org/access_use#pd-google
° and have gunners 25°," "Right flap down er checks to see that in the neutral position. er makes sure that all ane commander's aisle s Closed nder closes and se- opilot closes his, checks compartment entrance ecks over the interphone ance door and escape r to make sure that the rear escape hatch are ff off setting on TBS ome airplanes are B-7 control on the TBS ection. On these air- ng is marked at 3% on propeller switches (on E RPM (forward) ntil propeller limit on. off rphone: "Prepare for he airplane commander. ed lls tower and re- ke off. sted djusts his throttle n to prevent slipping. ked dom of movement. s he turns onto run- neer: Public Domain, Google-digitized / http://www.hathitrust.org/access_use#pd-google
temperatures (CHT) keoff. Never take off 0°C. akes and throttles to n, as the airplane starts ottles slowly. The rudder t approximately 70 mph. intain directional con- hen with rudder. hold the airplane except in emergencies, takeoff distance and nd tires. If you are care- e airplane will gain m the point of run-up to eels leave the ground. ttles too quickly at l, you won't have the y to hold the airplane nd until the airplane y have to use brakes to s increases the time control, and lengthens ugh on throttles, mak- check as the throttles e initial takeoff roll. Full ed during the roll down way. If any unusual oted, the copilot notifies r, who still has time to es that takeoff is in- Public Domain, Google-digitized / http://www.hathitrust.org/access_use#pd-google
with less than full er takeoffs are not as long as the CHT's Takeoffs with reduced required to reach 195 eed at which adequate btained during the initial er rpm immediately e that none of the pro- ks in the decrease rpm LWAYS USE BOTH PERATING THE sure on the nosewheel rol column back. As soon airplane commander for gear up. ewheel off the ssure so as to lengthen deal takeoff the nose- than one inch from the of the takeoff roll. The borne in a good safe l facilitate a steady . elerating airspeed. S the airplane com- I Condition 2 (43%" and ane commander calls for mended procedure is to flaps to 10° at which plane commander and action. ome up to last 10° ange in lift and the air- ld be alert to compensate back pressure on the nd flaps pull a total of be safely raised together re not tripped simul- from side gunners ation of gear, flaps, and up, the airplane com- reduction. Reduce the the turbo selector dial which time copilot an- eer, "Turbos off." Make essure reductions with 5° open as the air- , are closed to 7%° or nder-head tempera- irplane leaves the mits rapid increase of ep all cylinder-head tem- atures rise above y above 248°C after ction, the flight engineer mmander. The airplane rder cowl flaps on the hot ximum of 10°. (Never han 10° in flight. Larger if any, additional cooling Public Domain, Google-digitized / http://www.hathitrust.org/access_use#pd-google
S oints if an engine fails ol first, using rudder hen pick up airspeed p area on the B-29, of an engine on one side blast against the flaps e wing and lower the be effective enough to y to roll unless power one engine has been wer, restore power as under control. aps down is excessive, ely and bring up flaps r is not all the way up. ion No. 10, reduce ble. ine has failed and some power or should takeoff, be prepared head. bing below 170 mph. g rpm and manifold 2200 rpm and 35" Hg. ontrol rpm, use the mittently. Feather pro- on as a safe altitude is verspeeding of the pm, caused by a power propeller. The governor erspeeding propeller to ew seconds. Sometimes, ton has been used to normal rpm, the gov- eller, if the airplane ot to apply sudden this case, do not feather le the throttles carefully ng as soon as possible. overspeed beyond to control rpm. Do not y propeller by holding tch in the decrease rpm g manifold pressure mplifiers mounted for- t). peratures run high b, hold the climbing off until the cylinder- urn to normal, then start egardless of the gross mbs use less fuel, pro- temperatures can be s during a sustained S YOU HAVE Public Domain, Google-digitized / http://www.hathitrust.org/access_use#pd-google
B-29 requires the ant recommended air- ed airspeeds are obtained charts. Maintain the de- the elevators and vary to maintain altitude. Do o drop; if you are unable h given airspeed, add m power for any given st reduce the drag as he smallest possible cowl r openings which will peratures at or below or air temperatures im the airplane prop- old pressures and rpm ower Schedule in Ap- JA-l. the following pro- er to establish cruising peratures are not ex- desired altitude and con- r until desired airspeed sired airspeed with the wer to maintain zero peratures are exces- sired altitude and hold e of climb until 210 mph edetermined cruising wl flaps to 10°, and ude at 210 mph CAS. ude, close cowl flaps d use elevators to hold d. Vary power settings ude. After desired air- shed and cylinder-head bilized, cowl flaps may dividually to maintain mperatures. This pro- y when excessive cyl- es are encountered. Public Domain, Google-digitized / http://www.hathitrust.org/access_use#pd-google
nter ball with rudder lerons and remove leron trim tab. ed with elevators and e with elevator trim tab. no turns with unbal- the airplane is trimmed using unbalanced and power changes propriate change in trim air the longest possible e at the speed where the lowest possible rate. hen you use the smallest r to keep the airplane ance speed is much g-range cruising speed. ce, fly the airplane at a peed (CAS). This means e power to maintain eighs and the lower onger the airplane stays s, refer to the charts in 0EJA-1. ne particular job well a big load of bombs. It o fly fast and high, but ability is long-range n at the speed and eatest mileage from consumed. This is a for maximum endur- re power to the mini- stay in the air (which ) produces a fairly large herefore an increase in gallon of fuel used. t optimum speed, you . A headwind decreases lue for every hour the n a greater range when d for the headwind. ph headwinds.) The nd the altitude mate- um range, hold the . nge it is necessary to ag and weight. For e empty weight of the to add one gallon of nge. This increases the ery degree of cowl flap at required to cool the uel used by at least 15 Public Domain, Google-digitized / http://www.hathitrust.org/access_use#pd-google
CLEAN AND LIGHT. S AS NEARLY CLOSED AS POSSIBLE AND USE AUTO LEAN D CYLINDER-HEAD TEMPERATURES PERMIT. AIRPLANE SPEEDS AND ENGINE POWERS. AINTAIN ALTITUDE, WITH ELEVATORS. HEDULE FOR RELATED POWER SETTINGS. IN FLIGHT essure drops below 20 psi, or drops below 50 psi, it is propeller on that en- eeding and freezing of aces. above 90°C, throttle r shutters manually to above 100 °C after the ed back to less than 20" have been opened, that engine. keoff urs during takeoff available for a landing, eturn to the line. eady committed to k the backfiring engine t with a safe takeoff. If backfire after throttle her that engine as soon ed have been reached. g Cruise urs during cruise, RICH, and throttle sary. Increase throttle ecurs at normal cruise the propeller on that s to be expected when conditions below 25" e mixture in AUTO conditions are likely mperature -head temperature in ot more than 10°. s in AUTO RICH. ssure. r temperature. power on the partic- is consistent with safe perature may be nstalled orange peel ffles, improperly timed distributors, dirty cyl- exhaust gases flashing at the cylinder head. ed if, after corrective tempted, cylinder-head or above 232°C at 70% % power. Public Domain, Google-digitized / http://www.hathitrust.org/access_use#pd-google
and weight, the B-29 e flying qualities as aircraft are usually the pilot's controls be- nertia. But the control ight, and even at low nation of light forces the airplane seldom ession of sluggishness fter taking off, and nterval of time while the aileron control s still positive. The con- many ways better than craft. almost exactly like e of the horizontal tail the B-29 elevators have d the nose of the tail up so that the tail does a power-on approach to full down. Elevator nsitive in high-speed careful not to over-con- ying with the trim tab. nd have a full throw hat the pilot has good eel travel is greater his extra control is val- ust after takeoff or fuel is used on one side the other wing gets balanced amounts of noticeable in the aileron ight and level. If you oach stalling, the amount set uneven wing weights attempt a landing when until you check the at the landing speed. e geared to move e. The shape of the wing art covered by the n top and is full on the ables are out during ould ordinarily trim hape. To avoid this, the wn IVz inches at the ailerons more nearly or broken. Public Domain, Google-digitized / http://www.hathitrust.org/access_use#pd-google
aximum possible con- can be moved without s. The diamond shape of of studies made to find s normally under all d rudder is one that can amount of effort when peed and does not be- ocked. Don't be con- rudder forces—they do dder is doing to the roach conditions, it is eciable amount of skid mber, it takes a certain a large airplane and also er the ball. y of the B-29 is nor- or good flying charac- center of gravity (CG) allowable limits. The y limits are fixed by the elevator control is good for all normal arward center of grav- y the longitudinal in- t climbing power. Go- es the airplane difficult ety in flight. ort to keep the center sign limits and to keep airplane to the absolute n to be performed. Use ide rule before and dur- of the B-29 airplane practicing the approach alls are not practiced) Hg. As the airplane ap- ticeable lightening of the t is necessary to move able amount to get a ane. Remember that in control before you lose ntrol. Just before the huddering and buffeting The airplane recovers and has no excessive one wing when the stalls Power reduces the eneral has no great effect wer-off stalling speed, when flying below this e airplane into a violent roaches, be extremely speed to fall below the d. Try power-off ap- sible in order to become e under emergency ower to reduce your s, always recover by down and then increas- pply power in the stall Public Domain, Google-digitized / http://www.hathitrust.org/access_use#pd-google
SPEEDS PEEDS tice the approach to the stall with the cowl flaps open more than 10° NEEDLE ... 12° TO 15° Public Domain, Google-digitized / http://www.hathitrust.org/access_use#pd-google
s allowable diving limitations and control emember that this is s the speed increases, arly every part of the y. This is especially il surfaces. peed at any time or IAS. This speed is suf- -flight top speed of the diving needs. D 300 MPH IAS TERISE ht, normal power, ed and power balanced, s of the B-29 differ little engine operation. When ine maintain a speed . me side are out, the y to roll and yaw. To rudder first and then ns are made into two a minimum airspeed of ow weights it is possible gines with good control mph. However, at slower cessary to control the stay at least 10 mph wer-off stalling speed. plane as small as pos- oss weight it is just el flight on two engines hered and with the 25° flaps. urns Public Domain, Google-digitized / http://www.hathitrust.org/access_use#pd-google
RS E SPEED) th the ft of 34% mic chord don't fly cept at low lbs.). Public Domain, Google-digitized / http://www.hathitrust.org/access_use#pd-google
For Landing ck starts on aircraft n about 8 to 10 minutes sition missions, take- minutes apart so that the o leave the traffic pat- mander announces: opilot repeats the com- ne: "Prepare for land- flight engineer orders the putt-putt. Crew in the following order: neer, navigator, radio ft gunner, right gun- d tail gunner. d er calls the tower for nd copilot set their ter setting given by the es that all switches le stand) are off. ecks to see that the his instrument panel SI ee that pressure is e in final pressure should t engineer. Copilot asks emergency hydraulic ellers to 2400 rpm at equest. Green Lights On nd of the airplane landing gear and says ear is coming down." the main gear and an- ear coming down, sir," down, sir." When the n the gunners announce n and locked," and locked." (For all night will use the Aldis lamp own.) The copilot checks the observation window it and checks the land- on his instrument opilot's report that gear ander will check to see and the three green left in DOWN posi- ked. peed must be less e gear is lowered. ners and the copilot red warning light and ked lights (and the orn, on some series) all motor limit switches. Re- s and the horn are not Public Domain, Google-digitized / http://www.hathitrust.org/access_use#pd-google
support the airplane if more than 4 inches. ator report when the ort rphone, calls for "En- ht engineer reports: utt-putt on the line; alling speed based on to the table mounted and informs the air- nder's order, the co- laps 25° just before g. Later, on the final plane commander's aps, at which point the trims the elevators. The ition of flaps and inform erphone. Don't lower dicated. (Note yellow or.) lls for turbos on base "Turbos on" to flight ctor dial to 8. (Some with Type B-7 control ater injection. On these tting is marked at 3% Public Domain, Google-digitized / http://www.hathitrust.org/access_use#pd-google
s until you are lined e of making the field. only when full flaps down full flaps, main- mph, indicated, above the d. Don't chop the power roach. Long approaches for narrow runways. proach in a cross- allow the wind to force o a degree where it is the runway. e ways of making a d landing: (1) holding ward the runway, drop- wind with just enough t drift; (2) heading the crabbing) just enough nd path; and (3) a com- methods. hods is preferred, he possibility of dropping crabbing too much, and of correction needed to off during the round- more than necessary he ground. On a long roll until it loses speed. at 90 mph, and when apply brakes evenly Public Domain, Google-digitized / http://www.hathitrust.org/access_use#pd-google
K pressure gage for nd 1000 psi. anding roll, copilot M at propellers are in nder's command, near oll, copilot raises flaps e last landing; to 25° ther takeoff). Side gun- of wing flaps. ff the runway, stop p the coolest engine to aps. The power avail- is not sufficient to carry ights, radio, and wing n ay doors open. Co- e: "Bomb bay doors er sets throttle on cool- . The radio operator and ck through the pressure ilot that doors are open. urns throttle to 700 ators off. (Generator with pneumatic bomb tor and scanner will or safety shut-off valve, switches for the "can't d then report: "Bomb valve closed." Cut er says: "Run-up and ot repeats the command t engineer follows the s checklist and reports mpleted. er turns off the com- ot switches off the radio er pulls the lock nd to the up position controls are securely ce nd copilot see that omplished pletes Forms 1 and o the airplane com- e airplane and line e checked by the air- his time, defects in the ted are reported to the Public Domain, Google-digitized / http://www.hathitrust.org/access_use#pd-google
mal go-around is not flaps from the full-down r is applied and continue angle until safe flying raise the gear as soon e runway will not be climb. Raising the flaps 25° is important. Don't eed—with flaps full n a safe flying speed -flap drag and reduced s procedure: SS THAN FOUR ENGINES ECOMMENDED that you are going lly as needed. il you reach a safe ely clear of the al takeoff. gency power by ad- rgency power marking. Public Domain, Google-digitized / http://www.hathitrust.org/access_use#pd-google
anded with a mini- ew. Whenever possible n preference to sod or ps unless engine trouble reduced consider- oach to land short. Land wheels extended as pos- se gear will go down. on a crash landing is y of the main gear are gear will go down, land as the fuselage will he weight of the wing remember, in an emer- e main gear that will conditions in the thea- ictate variations of this hat an emergency ntact the control tower he field until the im- of all other traffic, and uck, and fire truck are If feasible, circle until ly is 200 gallons per dvisable to land at your the prescribed alternate precautions. airplane commanders ber not essential to the ration to jump from a rport if he desires. If es to stay with the air- for a crash landing and bed crash-landing po- hould stay clear of the nose gear door because se and be forced up re for the crash landing, Public Domain, Google-digitized / http://www.hathitrust.org/access_use#pd-google
y bomb bay tanks, and ncy hatches except the time permits drain d in the following order: eel well doors of any le. ach sufficiently far high enough to allow rs to perform the follow- tions at the command der. nding. eer is ready to set nguisher selector. lves on final ap- making the field. (Ap- conds of fuel, at low es after closing the ith the ground, throt- d place mixture control n committed to land. ion switch off, then on switches and bat- mbers just before nd by sliding airplane in Nosewheel Up tions control tower until an ambulance, e ready on the flying sable to land on the alternate base directed precautions. tions control tower to clear of the proposed xiliary bomb bay a safe zone; if time per- m. ers not essential to who wish it, to jump from field. Otherwise, they a crash landing and escape hatches to e exception of the bomb gear hatch. If the nose the nosewheel collapses, may be forced through and crew, if neces- artments to shift the CG ach to land on run- gineer is ready to set nguisher selector. alves on final ap- making the runway, ng engines for landing. seconds of fuel, at a Public Domain, Google-digitized / http://www.hathitrust.org/access_use#pd-google
sewheel and ol tower and stand mbulance, crash truck on the flying line. If it is n the home base, pro- ase directed and observe wer to be sure all air oposed landing zone. xiliary bomb .bay fuel e zone; if time permits ers not essential to who wish it, to jump r the field. Otherwise, e for a crash landing . escape hatches to th the exception of ach to land on run- gineer is ready to set nguisher selector. alves on final ap- making the field, and gines for landing. (Ap- conds of fuel, at a low n fuel lines and carbu- hese valves.) throttle the engines ontrols in FUEL CUT- n switch off, then switches and battery e normal landing on ngtip slightly low on the d-wheel side up as erons. undloop in the direc- el when wingtip and . Use brakes to mini- Nosewheel p ocedure up to and hen continue as follows: e landing on the good plane up and hold up aged main wheel side n as long as possible. Public Domain, Google-digitized / http://www.hathitrust.org/access_use#pd-google
AN FOUR ENGINES nd the propeller be flown without diffi- nding can be accom- n your actions and fol- res. s: wer of your position ash equipment can be attern cleared. nto the dead engine d and keep the airplane tern as nearly nor- onserving altitude for a ng gear too soon, or raw more power from ines. owered, but wait king the field before airplane has been ss of power of one en- orrect for the "off trim" en the throttles are feathered propeller a propeller on an idling n to the trim, you must balance condition. two-engine landing, nts mentioned above. the necessity for ed turns and flying is ree-engine operation. nge will be greater if (Not much trim change outboards or two in- remaining power is to oard on one side and an owever, the trim re- ally greater.) nge in trim necessary for landing. and their propellers farther than with all because the two feath- ess drag. are impossible with ar and flaps down. ,000 lbs. and less, and d and their propellers to maintain a descent of 170 mph IAS and rated Public Domain, Google-digitized / http://www.hathitrust.org/access_use#pd-google
bject your eyes to ly lighted rooms, wing- kpit lights, etc. sary cockpit lights, nel lights. Read instru- s rapidly, then look climb to 500 feet e leveling off to build m the tower before ine up in the center of a distant light as a ref- d no horizon is vis- on instruments. eed and a constant e to hold a constant sufficient altitude for s should warn you if path of other aircraft. landing lights alter- reduces the load on the ed by both lights. Con- on of the lights burns ver, don't hesitate to sary. s of wheels and tires. gine roughness. o obstructions or t members of the d of each wing and of light signals. ul in judging distance aft. Sudden closure of otice at night. weakening of brakes, ave the airplane towed s are always hazardous. se accidents when taxi- Public Domain, Google-digitized / http://www.hathitrust.org/access_use#pd-google
side windows, and crupulously clean. Scat- urfaces reduces the ights and their back- escent lights, wing- , passing light, cockpit trument lights are in ur copilot, and your ividual flashlights. n and set proper fre- r radio, especially at ut, the proper rela- runways, etc. It is easy night. Public Domain, Google-digitized / http://www.hathitrust.org/access_use#pd-google
ht Inspection n is a heavy respon- t afford to slight. Re- of the crew and the suc- on depend in some re- nspection of yours. ntenance is perfect, or rs can substitute for tion. ow the B-29. You are he condition of the ou are about to oper- , professional, complete you be sure that your and that every neces- d maintenance has been our airplane and crew minimum of delay and a ere comprise an in- quence of checks which sh the preflight with minimum time. How- and different routines n may force you to Regardless of the order our preflight check, be e following items and ner prescribed. These s; others may be added equire. the status of the airplane, so that you e particular attention to in your pre- entries, inspections due, engine and and oil servicing. Public Domain, Google-digitized / http://www.hathitrust.org/access_use#pd-google
ken. d. wing: no wrinkles, fuel leaks. or holes. op IVz". tracted, lens un- es or tears. witches are OFF. h four blades (no a blade). Check each dome for freedom from ch blade is pulled by or valve leakage. If an be corrected now, takeoff which will occur ntil later. This pro- not replace pulling the before starting the en- p through until the t least 30 minutes after you can locate the liquid by the following s on the magneto cam, tted lobe (No. 1 cylin- h the' breaker points are nder containing the his cylinder from the e firing order. When ve the spark plug, drain clean sparkplug. e a liquid lock by ap- ulling the prop back- clean, no cracks, cyl- fins, no loose baffles, ads or foreign material ose oil sump plug is Y drain, blower n, etc.): open. wling and panel: se- t stacks, shroud cov- waste gates open and not t of turbo wheels, no ced, cap secure. ed, cap secure. erviced, cap secure. tion: clean, tight lines, , pressure transmitters oolers, cowl flaps, in- lers is included in the Public Domain, Google-digitized / http://www.hathitrust.org/access_use#pd-google
hat you made on out- units: proper condi- n and condition, slip adius 23.3"—axle to oper clearance (.010" aulic leaks. on and inflation link pin centers de- hocks (2" from tires), ace. (lines, deboost proper condition, no proper condition. gs, limit switches: ied. raction system: prop- nels: installed. aks, skin in proper : open. s: proper condition, r condition, no wrin- ure bulb: not broken rupture disc: intact. ed. unbroken. erature bulb: not oper condition. n (rolling radius: proper condition, slip Public Domain, Google-digitized / http://www.hathitrust.org/access_use#pd-google
per oil level. lation (10" between desired), proper condi- ating spool: secure. oor actuators: proper e and taped. ed. r: clutch engaged. er bottles: properly nk: installed on under per condition. r condition, no wrin- unbroken. ed. ure bulb: not broken door: proper condi- me): open. oceed to wing and of wing, two engines, and completed on the other and bottom): general holes, or popped rivets. open. an, not cracked. d. ition. cure. : clean, unbroken. izontal stabilizer: n, no wrinkles, holes or rs: no holes or wrin- hinges in proper condi- trim tabs: proper unbroken. nses: unbroken. Public Domain, Google-digitized / http://www.hathitrust.org/access_use#pd-google
es, or popped rivets. no wrinkles or holes, condition. s: unbroken. cure. is visible from top of loose baffles, sparkplug ps: no evidence of cowling: secure and rvicing, caps secure. cracks. unbroken. re. Give several dles (not emergency re- re they are securely nce of life raft through s: unbroken. es, missing rivets. cracks. r: secure. o holes or wrinkles. Public Domain, Google-digitized / http://www.hathitrust.org/access_use#pd-google
locks: installed. de and outside): ps in proper condition. (electrical or pneu- ence of malfunction. stem on electrically oper- aks; air pressure: 200 to 1500 psi, emer- ere present): 750 to 850 arging emergency ac- ency recharging valve ssure is reached, and nsate was removed during daily inspection. sed. le and pull cable, r condition and position. eaks. les: no evidence of sion. of leaks, deteriora- y motor: properly in- ptacle, cannon plug con- s at center wing: fully d inspection of all life oller arms inside bomb m meshing in fully locked cure. s: stowed. Clutch han- acks: secure, bomb OFF. This switch must ntal salvo of bomb bay sulting injury to ground Public Domain, Google-digitized / http://www.hathitrust.org/access_use#pd-google
locks: installed. de and outside): no ng strips in proper con- (electrical or pneu- ence of malfunction. stem on electrically oper- aks; air pressure: 200 to 1500 psi, emer- ere present)—750 to 850 arging emergency ac- ency recharging valve ssure is reached and nsate was removed ng daily inspection. sed. le and pull cable, r condition and position. eaks. les: no evidence of sion. of leaks, deteriora- nd/or bomb bay tank: l leaks, caps secure. acks: secure, bomb OFF. hatch: secure and in ess panel: properly hes: OFF. . sure 425 plus or cy valve OFF, auto-mix proper condition, arged to line pressure. nd hinge: proper con- aks. per condition: d. ent: stowed. serviced and in nd oil filler caps secure, us selector switch in dition and installa- n place and in. proper Public Domain, Google-digitized / http://www.hathitrust.org/access_use#pd-google
nd hinge: proper con- relief valve: closed. ef valve: free move- hes: OFF. pressure 425 plus or cy valve OFF, auto-mix proper condition, arged to line pressure. ment: present and unbroken. r tension and condi- y installed. clean, ash trays emp- y stowed. ken, no scratches. hes: OFF. t breaker: ON. ators: unlocked. nd hinge: proper con- pressure 425 plus or cy valve OFF, auto-mix proper condition, arged to line pressure. pply valve: full OPEN. : clean, ash trays operly stowed. nd hinge: proper con- pressure 425 plus or cy valve OFF, auto-mix proper condition, arged to line pressure. erly stowed, seals un- ty: approximately 2 t breaker: ON. Public Domain, Google-digitized / http://www.hathitrust.org/access_use#pd-google
: in place. ly installed, ammuni- lace. Check for spare. proper condition. s: properly installed. n place. no cracks, airplane ot's windows operating ergency escape window t and in proper condi- FF. ed (if required for tubing: visual check damage. Give par- ng and wires near the : clean, ash trays ry equipment aboard. F EQUIPMENT FF, then turn on bat- e putt-putt. Check the oltmeter. Check the entarily flicking the hy- the MANUAL position. rop plus momentary peed are indications that operly. As soon as the n it off and make sub- ecks using an external of the bomb bay doors station. Be sure that f doors are pneumatic- g checks at the air- tion with the ground erations: Operate rudder, elev- g action of copilot's verification of correct ments from the ground ecking as in No. 3. ting action of copilot's . nd watch normal pres- indications of hydraulic akes—note emergency f leaks. ctric head to both low noting the time required to the high rpm setting. ost the same for all elec- selector to No. 10 (in- ound crew check for e waste gates to the TBS to zero. Waste aps to the down and ition indicator. Have liquidometers and fuel Public Domain, Google-digitized / http://www.hathitrust.org/access_use#pd-google
ration for open and dom from binding. ew reports operation. oor operation as in or operation as in No. oors as in No. 17. . Turn ON for approx- have ground crew mem- to determine if heaters n OFF after checking. pressure checks: ecessary to accom- working at the flight ne at each access door of Pressure Check ernal power—ON. CLOSED. on LOW. ked. There should be ssure. OPEN. Check for fuel -off valve by momentary nged energizing burns elle check fuel lines s. Check especially er, mixture control as- plug. You can detect y by smell than by an checks that the mix- tes smoothly with load all engines can be set makes sure that the de- d AUTO RICH mix- e easily and positively L SHUT-OFF (Five e indication is maximum, ock.) . Man at nacelle lis- noid and watches primer y and droplets of fuel. f carburetor, espe- 100-hour inspections. e Check power—ON. F. CLOSED. on LOW. There of fuel pressure. OPEN. Check for fuel O RICH. N. 10 seconds (maximum ranking. elle check fuel lines, both pumping units for man checks that mixture moothly with load suffi- ngines can be set with es sure that the detents Public Domain, Google-digitized / http://www.hathitrust.org/access_use#pd-google
e bomb release system ding the bombs and if s in the life raft com- t and balance. her crew members for on, make the following the airplane. d. ng list: completed. d/or loading list to the r approval and signa- ough. Airplane com- ignition switches are r crew members or the props through. Pull the 12 blades with not more e. d bomb door): re- wheels. Public Domain, Google-digitized / http://www.hathitrust.org/access_use#pd-google
list? ETED PREFLIGHT... .COMPLETED OARD AND SIGNED PMENT CHECKED AND ABOARD D WITCH ON ND CHECK FOR ON THE LINE KED OPEN EN TO 7'/i° MATIC R SWITCH NK VALVE... CLOSED HES OFF LTERNATE; NORMAL ON ITCHES AND RES 1000 PSI AULIC VES OPEN REAKERS ON F CUIT ARNING R AND ELIEF VALVE.. .CLOSED CLOSED START S UNLOCKED; CARBURETOR-FUEL UTO RICH E RECORD AND CHECK AGAINST GE RECORD AND CHECK AGAINST D S SET TO ENGINE BEING STARTED MPS ON LOW REPORT READY TO START ENGINES 2, 3, 4 NTS CHECKED CHECKED REPORT READY TO TAXI Public Domain, Google-digitized / http://www.hathitrust.org/access_use#pd-google
UTO RICH ED AND ON PLETED CHECKED PS ON LOW REPORT MIXTURE AUTO RICH, FUEL BOOST ON, NDING BY ON OR TAKEOFF RT OF TAKEOFF ROLL CLOSE SS PS BEING RAISED FLAPS ARE UP UTO RICH ND ON THE LINE PS ON LOW ES 1000 PSI EQUIRED IRED (NIGHT) ON ED WHILE GEAR IS QUIRED EN TO 7W CHECKED REPORT GROSS WEIGHT LBS., PUTT-PUTT ND PEN ES CHECKED PS OFF PLETED CUT-OFF LACE R AND LACE T LOG COMPLETED EPORT Public Domain, Google-digitized / http://www.hathitrust.org/access_use#pd-google
d light Completed led preflight inspec- ed in a preceding sec- Flight Engineer's Pre- ard and Signed Advise the airplane airplane and that forms ent Checked and Aboard ng for the mission to e standard preflight e. Adjust your headset and attach your oxygen your helmet. examine your life ck its CO2 capsules for arachute over the vest. e at all times unless y the airplane com- as flight engineer on and report: "Battery l circuits can be ener- or putt-putt, or both. al ground operation on s. For additional power inverter switch OFF ery switch on. h ON heck for ON THE LINE art the putt-putt, ON THE LINE. Check gages against OAT. Public Domain, Google-digitized / http://www.hathitrust.org/access_use#pd-google
rate of climb, oil and fuel reading. Set both altim- ck the MP gages for personnel will not at- n open for all ground o 7Vi? ull open for all ground TIC MATIC. The oil just themselves to main- tures. witch and Rheostats OFF k Valve CLOSED rate the two bomb bay OFF nate; NORMAL ON rter and voltage ATE inverter to coast ORMAL inverter on. hes and Tank prevent inadvertent gravity. 1000 PSI essures for proper ilot asks for emergency report: "1000 PSI." If in the normal range of e the emergency accum- ic System Valve CLOSED OPEN w fuel to flow to the kers ON t Breakers ON ning Switch ON nd Pressure Checked ure of 425 plus or eration of the regulator at the hose collar at the wn tight. Auto-mix ) and the emergency alk-around and bailout ures. ef Valve CLOSED til it seats firmly. Ex- to damage the light OSED osed until after take- f smoke being forced ystem into the cabin, er on takeoff. rt open. This gives ap- 0 rpm and prevents ng. locked; Carburetor— n—AUTO RICH Record and Check Public Domain, Google-digitized / http://www.hathitrust.org/access_use#pd-google
t to Engine Being Started On LOW OW and check pres- uld be approximately 9 port—Ready to or this report and if y: "Beady to start en- 3, 4. g Procedure: t to the engine being h—ON. EL CUT-OFF. t: Vh" open. —on LOW. OPEN. When the air- for starting No. 1 engine, No. 1." 12 to 16 seconds. Re- f the propeller (four n switch to BOTH. art and when the en- 500 to 800 rpm) move UTO RICH and release ICH for all ground auses backfiring; too . —OFF. tches for neutral posi- —checked. Check nose pm, oil temperature and unning properly, re- normally. Ready to en the airplane com- two," you reply: "Start- or each engine. You, control the throttles Public Domain, Google-digitized / http://www.hathitrust.org/access_use#pd-google
procedure, keeping 1200 until the oil tem- n all engines are running to 1000 rpm (1000 rpm if w 40° C). Thereafter the ntrols the throttles ex- ngine-driven generators up for magneto check. ding up (black smoke or m the copilot. Do not ow 700 rpm. tarting Procedure: t to engine being h—ON. UTO RICH (AUTO rations). t: 1W open. —on LOW. OPEN. When the air- for starting No. 1 en- gizing No. 1." 12 to 16 seconds. Then " fter one revolution nition switch to BOTH. h in until the engine may be necessary to ol in FUEL CUT-OFF is ON. OFF. Check the en- ches for neutral, checked. (See Item rting procedure.) FAILS TO START LET D Public Domain, Google-digitized / http://www.hathitrust.org/access_use#pd-google
es until the Before Starting Checklist has been covered item by item. es until the propellers have been pulled through to eliminate any possi- ver back up propellers on liquid locks. es until the fire guard is posted. es forward at any time. ttles during the starting procedure. an engine unless you get an oil pressure indication within 10 seconds pressures build up to normal within 30 seconds after starting. Checked hecked es. Vacuum should be both No. 2 and No. 3 lot calls: "Check vac- m OK. Vacuum on hich vacuum vacuum selector valve ol stand except in mak- t use of the valve causes port—Ready to Taxi n interphone: "Stand eady to taxi," if en- erly and you are ready dy to taxi, let him ot calls for recharg- em. On this order, you system and report: harged." n while taxiing. If an detect a torching turbo engine loads up while n Form 1. Public Domain, Google-digitized / http://www.hathitrust.org/access_use#pd-google
O RICH ol in AUTO RICH peration and for takeoff. and ON er gives the command: n-up," and the copilot ver the interphone. The creases all throttles to ds: "Check generators." aps down and tells you, heck the generators. sition and then re- down at this time in ectrical load on the nor- n properly check the e commander checks ne at a time for am- er checking individual- to check the equalizer erators ON for takeoff. place the voltage selec- ort to copilot: "Gen- leted obtain 2200 rpm and essure to the copilot. os for rpm drop, calling oth, left, both." Watch of the 100 allowed. If a 200 from bad plugs, pro- r check, then return Public Domain, Google-digitized / http://www.hathitrust.org/access_use#pd-google
ck the magnetos on the ds is the maximum al- to check. " with 2200 rpm is re at sea level. Above r each 1000 feet of alti- erature vary these set- s the same for all en- one engine indicates a her engine malfunction. erential on one or more l by 2" or more, recom- mmander that he return for an engine check. der makes a full- watch for indications of ct waste gate position, valve, dead plugs, es, and engine rough- ngine is a reliable ng is wrong. Manifold al at sea level with the n applying. Engine d manifold pressure. aste gate or an induc- and carburetor may essure and rpm. e commander makes h turbos set for take- struments for proper peller System for at installation. TOS WITH TURBOS ON. ME WITH TURBOS ON ND WASTE GATE AS- cked On LOW efully on takeoff. ort H WL FLAPS mander says: "Stand rt as above. When the eoff position close the of Takeoff Roll Close s aps at the beginning at when the wheels leave will be closed to or T Time Limit C 5 minutes C Continuous h manifold pressure, rpm and engine any irregularities to the copilot. * Public Domain, Google-digitized / http://www.hathitrust.org/access_use#pd-google
While Gear Is Being Raised p, check the genera- and paralleling. ners' Report sk for their report on nes. Be sure that your give an accurate report tion of engine smoke, if ram on engine fire rec- ncy section of this ed maintain CHT with- ning 10°; maximum 48° for climb). If a n takeoff or stays above er reduction, report the o the copilot: "No. l flaps on the hot f 10°. Never open the 0° in flight. If high cyl- persists, reduce mani- e airspeed. Larger additional cooling and e considerably. When imum range, set the um opening to maintain ceed allowable CHT. e CHT immediately to Gear and Flaps Are Up up have the operator On LOW red when the turbos are ys: "Turbos off," you sing." Public Domain, Google-digitized / http://www.hathitrust.org/access_use#pd-google
TO RICH 3 re for landing place AUTO RICH before controls in AUTO void the possibility of l four in FUEL CUT- ON THE LINE t the putt-putt and ut in ON THE LINE. On LOW umps on LOW one at dividual operation. Use in 1000 feet of field ele- attern. 1000 PSI res for proper read- er check the emergency e pressure is not within 0 to 1075 psi, open the lve. Re-service, if nec- ency over-ride switch. 1000 psi." uired d ght) ON While Gear Is own check the out- see that all of them he load is equally dis- red duced (175-l80 mph) he cowl flaps as desired o 7Vi° n when the indica- ecked port—Gross Weight Ready To Land. engineer's report. completed report: -putt ON THE Public Domain, Google-digitized / http://www.hathitrust.org/access_use#pd-google
ull OPEN position el touches the ground he airplane will remain opellers leave the peller pitch returns to Checked wheels contact the pressures. If either he reading to the copilot OFF leted or the magneto check ngine to be checked to he manifold pressure to magnetos and report: o. 1, right—both—left— CUT-OFF dure to stop the en- commander orders, engines at 700 rpm on engines) until CHT's ble). While the engines aster ignition switch to ily to see that all mag- . settings to 1200 rpm ther type) for at least d to scavenge oil from the id locks at the next pre- his time if necessary. ntrols to FUEL CUT- ose the throttles ly. Do not open the gines. top turning cut the nes place the throt- fter the propellers stop op the putt-putt. e nd Bomb Door) In Place e Log Completed port Of Malfunctions Public Domain, Google-digitized / http://www.hathitrust.org/access_use#pd-google
nned operation of and after flight. Its pur- um performance from xisting set of circum- ion being given to bomb d type of mission, crew mperatures, and to s on airframe, engines, ries. ds the range of the plify the duties and re- ht engineer. Working e commander and the e his operations on cal- a fairly complicated harts and curves. Com- use of the charts and only by understanding them. Conscientious llow, and of Appendix l is essential. uise Control" can- ely to any (ingle opera- s of six interrelated llows: ess curves; re of one or more d on a series of per- harts. Since these charts, e basic to the other discussed first. How- g the charts and curves rief explanation of cali- al miles, effect of cooling tion, since doing so will f the charts and curves dable. at is, indicated air- ition and instrument the B-29 for the fol- rplane speed is crit- ally at high altitudes. akes it difficult for Tail- too low an airspeed . If different airplanes on a basis of indicated ormations would vary er squadrons and mands close timing. This he various formations rspeed. calibrated airspeed, erned use the same ns. With indicated air- struments give different ing in confusion. feet) rather than the is used on all cruise es in which distance is Public Domain, Google-digitized / http://www.hathitrust.org/access_use#pd-google
nditions, operation ery important. With ers and turbo super- o maintain constant and increasing mani- versa. How then, is the ed? n the cylinders is the manifold pressure. ake mean effective BMEP.) The higher the with it, higher BMEP), red for the engine to t of power. Fuel econ- EP, and so it would ate at the highest BMEP BMEP, however, en- nate, and so a compro- t will give good economy life. nd rpm reduced at r efficiency at cruising se. Because of the large propeller-engine speed ecrease in efficiency is tant. Therefore, it pays mum limiting BMEP. lustrated and ex- g pages are samples A of T.O. AN 01- rts of similar form, at different values, may articular climatic con- us theatres. curves and charts used for flight purposes ix I and I-A of T.O. ON CURVES, TYPE A-3-4 preliminary flight relationship between time and distance. pe A-3D-4 (distance) e in gross weight caused with the distance trav- curve gives the same hange in gross weight, ption, and time required e based on level flight d power setting, as sum- 2-4 long-range summary ple curves. It will be is flying at an altitude n of gross weight from urning 10,000 lbs. of fuel 0 minus 3530, or 1150 nus 16.5, or 5.9 hours. measure distance or FOR } Public Domain, Google-digitized / http://www.hathitrust.org/access_use#pd-google
Y CURVE, TYPE A-2-4 used for preliminary ange cruise. The in- d from the type A-l-4, , since most operation e cruising. This set of relationship between eds, rpm, miles per owl flap angle at various des. shown indicates that lbs. gross weight is s calibrated airspeed m should be 2000, and the e 3%°. Solid lines indi- Approximate nautical above conditions—0.600. Public Domain, Google-digitized / http://www.hathitrust.org/access_use#pd-google
RANGE -4 table giving maxi- airspeeds for various des, at different wind m-range calibrated air- s table are to be used um. Remember, though, correct for loss of range ut simply gives the most n various wind condi- with the Long Range A-2-4, it will be seen ds for emergency maxi- wind) are lower than -range cruising speeds. lfc greater at these ity is reduced slightly urse, increased. Public Domain, Google-digitized / http://www.hathitrust.org/access_use#pd-google
GENCY MAXIMUM RANGE -4 • FOUR ENGINES FOR MAXIMUM RANGE-MPH Public Domain, Google-digitized / http://www.hathitrust.org/access_use#pd-google
E, TYPE ve is to indicate the to be used with differ- ous altitudes and car- s. on the curve on the at 32" Hg should be lean mixture, altitude f 25°C. With these set- ne will be 1250. The 95 is for use in temperate es higher than those may lead to detonation lower pressures mean . These curves express en cruising range and ule Table, Type e information given and is used in the res on the table are . EQUIRED WITH ALTITUDE • 25° CAT 31 TURBOS Public Domain, Google-digitized / http://www.hathitrust.org/access_use#pd-google
PE M-2 ed to estimate 4-en- s conditions of rpm, ude, and CAT. They are deviation is made chedule, Type M-l, en flying formation. ost-flight analysis. separate curves for operation are presented .O. herewith on the type lean operation at 1800 28" Hg, altitude 10,000 der these conditions, it urve that the 4-engine lons per hour. Public Domain, Google-digitized / http://www.hathitrust.org/access_use#pd-google
ALLON CURVE, TYPE A-l-4 ent a picture of the iles per gallon, cali- e, gross weight, power cowl flap angle for spec- atures. They also sup- r than long range, high speed or constant power , and maximum en- have been prepared ration (3-engine: Type l-2). se data taken from arized on the Type A-2-4 urves, previously dis- t of information from the type A-l-4 ples illustrated in con- n altitude of 25,000 feet, a gross weight of 90,- nspection of the sample ted, will show: r. This is read from rve for each weight. For 00 rpm gives 233 mph h a fuel consumption ruise in auto lean. B that with limiting 12° ng in auto lean, rpm is TAS is 249 knots, and ue is .525. about 99% maxi- ssumed). Study of the the recommended long- mph CAS (228 knots ue requires 1925 rpm ate of .66 miles per gal- m range (no wind). D it may be seen that gallon is .67. This re- ard and 1800 inboard, h CAS (211 knots TAS). read from the type mum-range speed table. . Conditions for max- ad from point E, where gent to the sloping rpm ximum endurance con- altitude and gross 750 rpm outboard and 150 mph CAS (200 gives a miles per gal- ld be noted that maxi- ess miles per gallon as either long-range cruis- mum-range settings. Public Domain, Google-digitized / http://www.hathitrust.org/access_use#pd-google
RVE, TYPE A-5 nimum distance re- t obstruction under mperature, pressure runway surface, and verage about 70% of the chart. Recom- are noted on the weight trated on the chart in- nd temperature of 35°C —500 feet (barometer lbs. gross weight and runway surface of short dwind of 12 mph, the to take off and clear a 0 feet, using 25° of wing d be 70% of 4700, or able on the chart is altitude from pressure emperature. Public Domain, Google-digitized / http://www.hathitrust.org/access_use#pd-google
ES, TYPE A-6 me, approximate fuel or climb to altitude at based on climb at con- uirement as read from ude allowances for akeoff. eight is 120,000 lbs., et to 25,000 feet at 200 d temperature will 580 gallons of fuel, and e for climb at other eratures. Since the climb to outside air tempera- should always be used. x I-A of the T.O. makes drag variations caused configuration. Public Domain, Google-digitized / http://www.hathitrust.org/access_use#pd-google
6 Public Domain, Google-digitized / http://www.hathitrust.org/access_use#pd-google
g distance traveled escent have been dis- e made at long-range ced power. The dis- t may be calculated ap- red as extra reserve. add about 2.2 nautical or each 1000 feet of descent from 25,000 feet out 55 miles to the range. d AN form, this ation of takeoff dis- roach speeds, and land- ded in Appendix I of y intended to be used up on standard AN ulations of cruise con- range, maximum con- mediate cruising con- endix I of T.O. AN ended primarily for d in-flight replanning. struction Charts are ane commander to use flight engineer's pre- at 100,000 lbs. gross allons of fuel of which as reserve, the maxi- aining 3066 gallons is e 1970 nautical (2270 ion is to be at an alti- wer settings will be 1680 pressure, mixture auto shows that these set- 16 mph TAS (188 knots), n rate of 301 gallons per ration Instruction or the high end of each nt, the total range given compared with the en- from the type A-3-D4, Curve. Public Domain, Google-digitized / http://www.hathitrust.org/access_use#pd-google
3n3i:3V1 ~i10 yd :m n3333d 0l0dlNV3 :d1 t333Hd :MTV M0H3 3DN3U33 01 1NV.3 N3H1 om1 :133 13nxxiw hum 3 662 0NV NdH 081 N3ViN3VW 3i1is 3eh km 01 V 1V101 3Nli3fia30 H3JJV) . 33033 381 01336 . ..M 033V8 an 3Ad333d30dm d1d 1N8K)11v 303d 3U'dn-3«VH Mi 1««133¥ DM (1) Public Domain, Google-digitized / http://www.hathitrust.org/access_use#pd-google
T nown, the predicted re prepared. These the mission by the flight ne commander as a ed and actual fuel con- an engine is lost during light engineer to deter- e range that can be ob- ng fuel aboard. rve is in effect a etermined fuel require- n and the resultant fuel hose particular power lotted from the various nd charts included in O. AN 01-20EJA-l. ve, usually referred urve," is a graphic plot and elapsed time dur- rve should be plotted r settings, and at 1-hour ges. Some difficulty may t personnel in plotting ion flying, when a cer- jockeying is required. ineer makes a mental ons. ves (see page 112) s completed, the fuel of operation following ubtracted from total nterval is obtained from gures are then plotted hart, which is the pre- urve. Distance may also ve" is plotted during a dotted line. The plot- d from the flight en- s of fuel used are sub- uantity and plotted d time. ended procedure to ng curve in conjunction curve, and on the same he flight engineer to reserve fuel is sufficient y 3-engine return to e a "point of no return" uel or extreme head- The "point of no re- yond which loss of an airplane from return- field, and will neces- ergency field on the curve is shown on data for 3-engine ed from the curves in 1-20EJA-l. cur in flight are de- Malfunction Report, as tious preflight plan- Public Domain, Google-digitized / http://www.hathitrust.org/access_use#pd-google
on must be given to mation flying that will sumption during forma- ased by as much as 7%, rmation and technique der. Reserve fuel re- ated by local doctrine. Control as soon as . However, so little fuel perations preceding w meters will not regis- fuel flow meter read- used for accurate com- ption, it is a practical f ground operation to gallons per minute and or takeoff power, until e established. n engine starting and tial climb after takeoff er than 15 minutes. Expe- t's safe to predict a fuel mately 100 gallons for s. imb is governed by actical requirements, st cruising results are ying low for as long as ermines the quantity nsulting the BMEP M-l, and the Auto Rich M-2R. It is a general n to make all climbs at ight engineer keeps engine instruments, and o obtain minimum drag m allowable cylinder- bilized in the climb, ld consult the flight plan al cruise power setting. riginal predictions are by variations in tem- ather. ened to hasten engine dually as cylinder-head n case one engine is ling may be obtained by essure. s reached, cruising d temperatures will h to permit auto lean ngs obtainable by auto s are great enough to ns of as much as 10 mph speeds, if adequate ed without excessive during takeoff and down in cruise if tem- etor air temperature of dered to be the maxi- Public Domain, Google-digitized / http://www.hathitrust.org/access_use#pd-google
ns, approximately 2.2 can be gained for every his is a small factor com- de of winds at altitude. ditions must be given n making a descent. ncountered it is best ugh the regions of high se at altitudes where re favorable. quently encountered itude. Even a slight ncreases in fuel con- with fuel injection en- ures should be taken as omes noticeable. (See ) d with the B-29 have of center of gravity, has no appreciable per gallon. Variations re negligible so long as rim. However, ease of y a slightly forward n—somewhere around mixture, that is, oper- controls at any point nd auto lean positions, perating with the mix- he auto lean and fuel erous, and is expressly 93. ngines have only two auto rich and auto lean. d pressure and rpm set- l is moved slowly from nd thence to fuel cut- nce of events takes place. stant until the control en auto rich and auto ed, only a few more ement causes the fuel- y to the auto lean mains constant until oint close to the fuel of very few degrees of ure leans out drastically n. n that nothing will be adjust the mixture be- o lean. Adjustment fuel cut-off will cause uctuate between lean n unequal distribution mixture distribution is may receive so lean a nt slow flame travel ge to remain in the com- ghout the exhaust e valve opens for the nites the charge in the Public Domain, Google-digitized / http://www.hathitrust.org/access_use#pd-google
HEN FLYING WITH WINGS LEVEL TER TANKS WHEN FLYING WITH WINGS LEVEL TIES FOR Public Domain, Google-digitized / http://www.hathitrust.org/access_use#pd-google
an during a mission predictable adverse cir- ather, navigational error, damage, or wounded owing steps are gener- ing the flight plan dur- vigator the time re- er to home base or to ng maximum-range air- lso the desired altitude . el. red for new plan. erve upon reaching ommander of the CAS and altitude, and ve upon reaching desti- e that more fuel will verse headwinds by tudes than by climbing HAN eps of propeller trimming should be age and materiel failure n one or more engines. ncy is dealt with, the he flight, using the pro- In-flight Replanning. 2-engine miles-per- consultation with the ltitude should be se- auto lean power set- um-range airspeed. If untered before reaching will be jettisoned or opportunity. If the re- es not allow auto lean g altitude, descend to an the minimum that se without requiring t emergency maximum- oss weight reduction is use of auto lean power ould be maintained peeds until the destina- g power as required. ecommended, since alti- n the event that addi- urs. r three engines, keep n the same power set- anced thrust by using ally reduced to a art of a flight, all un- emoved to permit carry- of bombs and fuel. Be- nt of increased range the return by jettison- ng that at least three is not encouraging. Public Domain, Google-digitized / http://www.hathitrust.org/access_use#pd-google
he flight curve should e of other airplanes that on. The flight engineer's examined, and any in- ngine conditions noted It is important to keep erformance of the air- nt crews and on various e to maintenance if mption is found to be hough, that abnormal dom caused by materiel ntly, before reporting to able that the flight neer's flight predictions errors by the staff OL rodynamically clean. Cowl flap openings should be n maximum allowable cylinder-head temperatures. Inter- pened the smallest possible amount to maintain a de- nation. Obtain ETA's and data on wind conditions winds effectively. m allowable BMEP. gs every hour or whenever you feel that the desired at lower power. matical calculations of fuel consumption against the after takeoff as possible. By doing so you will check nsfer units before reaching the "point of no return" of the ezing of the units at altitude before completing transfer, omb bay tanks before going over the target. Public Domain, Google-digitized / http://www.hathitrust.org/access_use#pd-google
00 FSTIMATF RFQ'n 39 SO BOMB LOAD NITION S WT Public Domain, Google-digitized / http://www.hathitrust.org/access_use#pd-google
N REPORT BLE VE ON NO. /6 HANGED. Ti&HT£NED AND LAMPS T/&HTENED. EAK DURUm e filled out. in duplicate, engineer and by aacb of w seabors who has equip- gator. (C) CFC Conner Radar Operator (F) Pho- r awatber. c details will shorten troub- I.E., Air Speed, Alti- ngs, on apparatus at „ ssist aaintenance crew3 Public Domain, Google-digitized / http://www.hathitrust.org/access_use#pd-google
curs — THINK. An nts shows that very few rry—or as a result of a time again aircraft acci- d by improper emer- ficulty developed. When ncy arises— rew to operate emer- your knowledge and idents are directly at- dination on the part of mmander. Accept d maintain full control crew informed and are clearly understood. mergencies successfully, ng training or opera- nce to one basic prin- And only a well-trained d in correct emergency to apply common sense conditions facing it. ow your emergency ur emergency arises. Public Domain, Google-digitized / http://www.hathitrust.org/access_use#pd-google
GEAR PROCEDURE ANUAL LANDING GEAR SYSTEM pped with both a EMERGENCY motor landing gear. These ontrolled from inside ained their power from ENCY electrical sys- * following is the proce- e gear with the EMER- ng generators and nt are turned on. one gear is defective, GENCY gear switch at down and locked, do the EMERGENCY motor itches in the EMERGENCY airplane comman- fuse is burned out both h and the landing gear erative. Replace the gear transfer switch for he NORMAL gear burns out again, return ral. Replace the fuse RGENCY procedure ar transfer switch to landing gear door d it out until the doors n when handle is y gear switch in UP ely 5 seconds in order If doors still do not door release handle and h doors. The EMER- ome cases forces the pen, provided the re- mpletely out during the ENCY motor. If the even when the gear is EMERGENCY opera- not burn out. Increase h in a shallow dive and GENCY cable out EMERGENCY gear as to push the doors witch does not Y motors as indicated on of the gear it may enoid is not operating. y removing the cover ching the operation of witch is actuated. If the ectrically it may be pushing on the con- e gear does not move rn the EMERGENCY r discontinue manual d and proceed as de- steps. transfer switch to elector switch to Public Domain, Google-digitized / http://www.hathitrust.org/access_use#pd-google
GENCY. Turn off all rs. Move EMERGENCY ctive gear to the DOWN rates, return the h to neutral when the d. Turn on all operating watch closely for any tive gear. If the gear lane may be landed ors on. If the defective t the propellers at 2400 in and emergency hy- proceeding with the f all engine generators gear and 25° of flaps ear switch and land It is important to only the EMERGENCY gized and electric or any other equipment AL LA e extension and re- gear is installed in re- afts from the landing are brought into the may be operated by the otor used for the wing k. Cable-controlled normal motors from nism when the manual he same cable which o trips the nacelle doors. the nacelle door oved and replaced by a e pull handles, which acelle doors and disen- ng gear motor, now per- ration. is operated manually d just aft of the rear ch catwalk in the rear x on the right hand side the box on the left, the dure to operate each ergency system: oes not take power ircuit. This means communication, no arning horns. Also, TBS or rpm from the herefore, stop the air- applications as pos- witches, and the putt- e runway. Do not taxi the ve it towed in. Place the diately before any lone fails to extend, otor fuse (150 or 200 well, then try the NOR- h. If this fails to extend y procedure described except that the wheel hanically from the gear he gear lowering. Public Domain, Google-digitized / http://www.hathitrust.org/access_use#pd-google
utch mechanism to re- anual system and en- c motor. Since the es wound, it develops stroys itself if run with efore, it should always when the emergency g used. power has failed, the ated by the hand crank. e clutch-shifting cable connect the hand-crank r (as was done when used). Use the upper he gear and the lower he gear. It requires 774 which takes about 30 to lower the gear, which . n the motor. While aisle stand controls the ding gear motor, it s there is no good indi- fully extended or fully lane commander is un- rtable motor clutch is essary to release the the clutch by means of omb bay, the switch on ed by the operator in the perated manually d at the top of the nose ose gear with this emer- om the clamp on the anchion and rotate to a h eye bolt and wing e airplane commander's ank from under the ert into the square hole e sealing plug in the ank as a wrench. e gear box. turn, open the en- gage the motor with the e lever toward the right ages the motor. A either of two clips is to retain it in the en- ion. Normally, the motor lowed to rotate as the umber of turns of the or lower the gear is to 1. Extension and re- mplished in 2 to 3 min- tch handle to the hand cranking if the d. Also remove the m. Note: Instruction he airplane to explain Public Domain, Google-digitized / http://www.hathitrust.org/access_use#pd-google
RATION motor in the bomb ency lowering of the ng on the airplane emergency operation of the landing gear. It is tion to operate the flap another position to oper- s or landing gear. m fails and it is im- flaps by operating the the following emer- in neutral and check nsfer switch and the uld be in NORMAL. r put the switch on r down. The motor is flap socket in the center ed into emergency bus. acing landing gear MERGENCY position. h is used the putt-putt nd the tail gunner tor switch must return as soon as informed laps are down as de- e of the necessity of a the flaps more than 30°. he normal flap switch gear transfer switch on bus selector switch on h on top of the emer- the same corresponding lap switch, or the nor- tors will work against ure to raise the flaps. orate a control for p motor in the pilots' is connected in parallel larly to, the switch on preceding paragraph. hen using this switch OFF position when the flaps to be at either s precaution must be no limit switches in the ane to determine to use the power trans- mergency flap switch eyond the upper and urns out the motor, as it emergency flap opera- he hand crank stowed ance door. This crank es and does not fit the Public Domain, Google-digitized / http://www.hathitrust.org/access_use#pd-google
DOOR OPERATION TROL ch of bomb door ac- e systems installed on es. The first airplanes ated by electric motor- ent airplanes include a ontrol system using to position the doors. ated a mechanical or emergency salvo that from the airplane com- er's positions. More re- mpletely electrical bomb g emergency salvo con- eration of each of these his section under the Of Electric Motor mergency motor, nor- n to operate the flaps, in bay door socket in the catwalk. Plug the cable ve the socket. The motor UTRAL. e emergency system ipped. ncy motor is con- enoid switches in the ght side of the aft e rear spar. Control of ill be different depend- rplane involved. Orig- witch was mounted on f, adjacent to the hand es were modified by witch from the motor equipment panel at the n. Motor rotation and, of throw for the switch nt and rear bomb bays. operate the switch as the switch. dier's bomb door switch on the emergency be in the same position; n or both closed, to pre- motor against the other. l bomb door motor is make sure that the nor- is in the same position the emergency motor the emergency unit. switch. Operation for ds beyond the full open ay burn out the motor. cannot be used to oper- s. Of Pneumatic he pneumatic bomb event of failure of supply and is accom- handles and two closing re not equipped with ng is accomplished by e handle located at the Public Domain, Google-digitized / http://www.hathitrust.org/access_use#pd-google
b bay. Both handles forward bomb bay must s were made for r pressure is not avail- s have been modified in gency closing by means attached to the bomb will be equipped with raction system for each e forward bay in the urret, and controls for orward of the senior the hinged access multaneously actuates doors-closed position wheel with a cable drum he doors. An extension navigator's table leg in nt and on the gunner's compartment, is in- heel socket for turning ase On Airplanes With Bomb Doors* and ol System y winding bomb- z turns clockwise or by gency release handles. d at the aft end of the d on the forward wall compartment near the e regulator. The first the doors, allowing nd part of the pull oper- evers, releasing the ength of pull is about elease, rewind the el counterclockwise 2Vz hen be closed after plac- dle in the OPEN posi- mechanism extends ors. When the retraction to the doors, move the LOSE and close the ase On Airplanes With Bomb Doors and ol System d by closing any one hes located on the pilots' 's switch panel, and the diately forward of the on. With operation of mb door motors auto- the doors and the bombs oors are open far vo safety switches. witch must be held are salvoed. This will 30 seconds. The doors the normal bomb door pilots' aisle stand and itch panel. id salvo, pull the e handle at the aft end Public Domain, Google-digitized / http://www.hathitrust.org/access_use#pd-google
n the aft end of the bs may then be salvoed switch or, if electric may be dropped singly e release lever on each MB BAY SHUT-OFF ON acelle fires, the B-29 y two high-pressure C02 four engine nacelles nd the accessory section uction system. A fire tes an induction system or lights at the airplane engineer's stations. The ct the C02 charge to urning the selector knob , and pulling the C02 nguisher system, hand extinguishers for tinguisher is on the in- engineer's control aft pressurized com- xiliary equipment panel. her is near the rear Public Domain, Google-digitized / http://www.hathitrust.org/access_use#pd-google
T the fire uses CALL position on jackbox and e should be followed immediately. It applies to es in flight regardless of location or cause. COPILOT ENGINEER nd by to lower landing salvo d clear rs to be e engine EL CUT- e. ceed 10°. ith fire alve and isher airplane rcooler. proper . in- l after en i d propeller has feathered, the air- rs the nose slightly to increase air- attempt to blow out the fire. At the r pulls the second fire extinguisher airplane commander). Public Domain, Google-digitized / http://www.hathitrust.org/access_use#pd-google
wer plant fires go is feathered. Converse- re makes feathering robably uncontrollable. ally starts in the power seal and burns a fuel or quantities of combus- ssory section. Fires of ompanied by bright ay burn over the wing turbulence. This adds may destroy the lift. The off in about two min- able fire in the accessory the C02 system will etween the fire seal and res originate there, this e in handling most e equipped with induc- rs and a revised C02 90% of its charge into the planes will have a bank ngineer's station, oil arger capacity fire ex- sure you know what airplane has. nosis of engine ab- erally presents a diffi- if correct and clear ar of the airplane is s from the engine instru- of the engines from the tion may be taken with e of time. In case of an tive that the engine be and corrective meas- ety of airplane and confused with engine ace when excessively isible flame at the ex- ame from an engine fire aps, access panels, or the engine nacelle. their causes and illustrated herewith. rate observation and of these symptoms to ver-emphasized. Exhaust power. rpm and Public Domain, Google-digitized / http://www.hathitrust.org/access_use#pd-google
om Check Richen old der- h for fire. ad tem- e from s. heck oil m Exhaust 1. Induction fire (initial stage). 1. Cut off fuel. Feather propel- Public Domain, Google-digitized / http://www.hathitrust.org/access_use#pd-google
m opel- e from 1. Oil leak. heck oil moke from 1. Oil leak. heck oil rnal Public Domain, Google-digitized / http://www.hathitrust.org/access_use#pd-google
m Cowl afire. propel- m Access 1. Accessory section afire. propel- from section. 1. Check oil pressure. Check oil Public Domain, Google-digitized / http://www.hathitrust.org/access_use#pd-google
m Access ire. propel- e a torching turbo, throttle setting momen- or nacelle fires on the ng procedure: gineer to stop all en- t-off valves and fully rder to allow greatest gineer to release the r in the proper nacelle. dio if possible) for ghting equipment. er turned off. t flight, whether the herwise, immediately the emergency pres- cabin is pressurized. mes are present, go on st portable extinguisher r so that nose gear well out exit if necessary. ved to be caused by it, turn battery switch, tors off immediately be- on fire. Safety of the ate electrical power mes, therefore prompt ssure preservation of this omes excessively smoky he fire extinguisher and he cockpit windows. This ng ventilation into the Opening the bomb bay bulkhead door into the ventilation. bad, and there is from fuel tanks, sound ew can prepare to aban- no conditions should don the airplane before e airplane commander. Public Domain, Google-digitized / http://www.hathitrust.org/access_use#pd-google
closes throttle on notifies the flight malfunctioning engine epresses the proper light engineer performs he propeller begins to control to FUEL hut-off valve. ter pump. selector to proper ps, intercooler door, and d make a close visual e and nacelle to ascer- r. and leave switch in witches. ck position of vac- the selector is set to the e handle slowly to other se the cabin airflow turning, shut off checks propeller uld be full low position. depresses feathering increases to approxi- n notifies the flight en- ne. arts the engine using : er to engine to be n AUTOMATIC lve. ps on LOW. ON. roximately 1 inch. xture, move the OMATIC RICH. approximately 1200 re is 55°C. wer until desired running smoothly se turbo boost as de- tton is depressed, losely. If rpm does not 3 seconds, pull out the ction of rpm, airspeed, rease in oil temperature h the feathering button ximately 5 seconds. peller is feathering, wever, if at any time nstead of decreasing, on out immediately. Public Domain, Google-digitized / http://www.hathitrust.org/access_use#pd-google
coordinated effort than does any other ho is associated with the st cooperate to see that g available to cope with n must be accomplished artridge, accessory g, sustenance kits, ckets. Everything must le the crew to evacuate r rescue. oach to the reality ew must learn to move ery movement count. understand the w to handle them when ontingencies over with d practice each again rgency equipment when of survival depends munication equipment, upplies, and the food rew. The airplane com- o make up his mind o ditch or bail out and mediately if some un- arises. uld be in readiness over water. As soon hing is evident and the s given the order to tison all equipment that Public Domain, Google-digitized / http://www.hathitrust.org/access_use#pd-google
d herewith is to be hings. This procedure q. AAF, AC/AS-3, Re- of December 1945, with e commanders are au- dure revisions neces- ft equipment installa- nges in procedures must nation and approval, s illustrating the posi- ribed herein have ce most of the crew d pressurized compart- count the order in bers come forward and hey must perform. drills by an assembled w individual crew mem- ay affect these posi- ombat, injuries may ons to be interchanged. eg could not hold him- tions described here and ositions with another he important things to cording to the states of your crew. positions quickly, rder outlined. nd head are sup- ounce around when arness, winter flying sen shirt collar; keep ou can rest it against achutes for padding. ed, but leave shroud ry items which may ward like projectiles This includes the bomb- rs itself from the sta- ugh the front glass, and unpressurized compart- members will not in- swimming clear of fire. before ditching. ry out C-2 type rafts. TURRETS re for ditching in hort rings on alarm y switch ON. dow; jettison if pos- k helmet, parachute. rom parachute harness helmet, emergency kit, Fasten safety belt and f your distress and . mergency exits and Public Domain, Google-digitized / http://www.hathitrust.org/access_use#pd-google
k helmet, and para- n raft from parachute eat. Wear helmet, emer- nd flying gloves. Fasten r harness. ne to relay airplane to 500 feet order is ditching station. impact. ed above engineer's n raft and exit through ae West and proceed to g order. parachute but leave move one-man raft from eave it in seat. Wear kit, Mae West, and elt. ch and pass it to mb bay. rom engineer's stand; head and shoulders lot's armor plate. hrough escape hatch proceed to right g order. parachute. Use para- ove one-man raft from ng at ditching position. gency kit, Mae West. to navigator for y. Assist in stowing all mb bay. owering lever and eat cushion against osition next to engineer ced against armor plate. rom escape hatch t raft. g order. achute. Remove one- e harness. Wear flak Mae West and gloves. urse, altitude, and operator to transmit. Public Domain, Google-digitized / http://www.hathitrust.org/access_use#pd-google

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Pilots and Flight Engineers Training Manual For The Superfortress B-29.pdf