RESTRICTED CLIMB CONTROL CURVES, TYPE A-6 102 This type curve gives time, approximate fuel and distance required for climb to altitude at various weights, and is based on climb at con stant 2000 hp. Fuel requirement as read from this curve does not include allowances for warm-up, taxiing, and takeoff For example, if gross weight is 120,000 Ibs., a climb from 14,000 feet to 25,000 feet at 200 CAS and NACA standard temperature will take about 29 minutes, 580 gallons of fuel, and 120 air miles Corrections are available for climb at other powers and other temperatures. Since the climb of the B-29 is sensitive to outside air tempera- ture, these corrections should always be used. Also, a table in Appendix I-A of the T.O. makes it possible to correct for drag variations caused by changes in external configuration. RESTRICTEDRESTRICTED + m0 on rf 00 RESTRICTED ‘4 ENGNEES-200 CAS _ 1200 1600 ‘GAL USED @ 2000 7, (CLIMB CURVES TYPE A-6 103RESTRICTED DESCENT CONTROL CURVE Curves and charts giving distance traveled and fuel consumed in descent have been dis- continued. Descents are made at long-range cruise speeds with reduced power. The dis- tance gained in descent may be calculated ap- proximately, or considered as extra reserve. One rule of thumb is to add about 22 nautical miles additional range for each 1000 feet of descent. For example, descent from 25,000 feet to sea level will add about 55 miles to the range. TAKEOFF, CLIMB AND LANDING CHART Made up on the standard AN form, this chart combines a tabulation of takeoff dis- tances, climb data, approach speeds, and land- ing distances. It is included in Appendix I of the T.O., and is primarily intended to be used in staff planning. 104 FLIGHT OPERATION INSTRUCTION CHARTS These charts are made up on standard AN forms and comprise tabulations of cruise con- trol data for maximum range, maximum con- tinuous, and three intermediate cruising con- ditions. Included in Appendix I of T.O. AN 01-20EJA-1, they are intended primarily for use in staff planning and in-flight replanning. The Flight Operation Instruction Charts are convenient for the airplane commander to use as a rapid check on the flight engineer's pre- dictions. For example, at 100,000 Ibs. gross weight, carrying 3666 gallons of fuel of which 600 gallons is deducted as reserve, the maxi- mum range on the remaining 3066 gallons is shown in Column V to be 1970 nautical (2270 statute) miles. If operation is to be at an alti~ tude of 10,000 feet, power settings will be 1680 rpm, 27.9” Hg manifold pressure, mixture auto lean. The chart further shows that these set- tings give a speed of 216 mph TAS (188 knots) , with a fuel consumption rate of 301 gallons per hour. Because the Flight Operation Instruction Charts express values for the high end of each 10,000 weight increment, the total range given is slightly conservative compared with the en- gineer's figures as read from the type A-3-D4, Long-Range Prediction Curve. RESTRICTEDRESTRICTED TE eT Ge ae TT aN vr {yoo 4 seauwa vol ows00 LM ‘ion ‘ant ae hi Wah Som WTO IF . a5 mr) ap] = ve Jax [oz |x [oo] w [rm Jez we |e lor aa | at | te | = rm [ae |e |e || w ee |e se | |e [eo an |e | we | ie emo |e [oe |x | ww [fa [eee si | wy [fe eos va |i | os | oy & ve fez || | | ay [ee Je te | [te toe "= ve foc [oe [te [em | av [so [ome ee | [tm [oor @ re focz [oe |e [ow | [zm [owe YS Yas [a |i | ae [em [ome OT AT wT a io ae Sane = @ @ |e ro a on wr = cs a | ry ee oe e u o mie = & & o om a a | @ om ww = ra om or oe | oe on on = = 7 wa | oat oa var we ‘ait Prd ox | car oz ‘or om et oo oe | oe oe or = om = or oa a a =I wr fe M8INIO Fos AINA JON SHOMMNOTHY Ty LoRONS wun [amuse | noun | aus yeu uae [worn S10NaTY a 30nvE ‘Samay wi gonre ‘sn ‘At wanv09. ‘SONOS wre OL a FSLIMIT ANDIGM LUYHO SNOUWaNOD 121404 104 ANVHO NOLLONULSNI NOLLVHAdO LHDIS (s) 1200 LaVeUIY news RESTRICTEDRESTRICTED PREPARATION OF FLIGHT PROGRESS CURVES After the flight plan is known, the predicted flight progress curves are prepared. These curves are used during the mission by the flight engineer and the airplane commander as a check between predicted and actual fuel con- sumption. Also, in case an engine is lost during fight, they enable the flight engineer to deter- mine approximately the range that can be ob- tained with the remaining fuel aboard. ‘The Predicted Flight Curve is in effect a graphic log of the predetermined fuel require- ments on the flight plan and the resultant fuel mileage obtained with those particular power settings. This curve is plotted from the various cruise control curves and charts included in Appendix I and I-A of T.0, AN 01-20EJA-1. ‘The Flight Progress Curve, usually referred to as the "how goes it curve,” is a graphic plot of the fuel consumption and elapsed time dur- ing actual flight. The curve should be plotted at each change in power settings, and at 1-hour intervals between changes. Some difficulty may be experienced by flight personne] in plotting the curve during formation flying, when a cer- tain amount of throttle-jockeying is required. Therefore the flight engineer makes a mental average of such variations. ‘The Flight Progress Curves (see page 112) are obtained as follows: 1. After the flight plan is completed, the fuel used during the period of operation following each power change is subtracted from total fuel. The time for each interval is obtained from the flight plan. These figures are then plotted on a fuel versus time chart, which is the pre- dicted flight progress curve. Distance may also be plotted. 2. The “how goes it curve” is plotted during fight, and is shown as a dotted line. The plot- ting figures are obtained from the flight en- gineer's log. The entries of fuel used are sub- tracted from the total quantity and plotted against the total elapsed time. 3, It is a highly recommended procedure to plot a 3-engine operating curve in conjunction with the flight progress curve, and on the same 106 chart. This will enable the flight engineer to determine whether the reserve fuel is sufficient to permit an emergency 3-engine return to base. It will also indicate a “point of no return” if overconsumption of fuel or extreme head- winds are encountered. The “point of no re- turn” is the distance beyond which loss of an engine will prevent the airplane from return- ing to the initial takeoff field, and will neces- sitate landing at an emergency field on the return. The 3-engine operating curve is shown plotted. Fuel consumption data for 3-engine operation can be obtained from the curves in Appendix I-A, T.0. AN 01-20EJA-1. Malfunctions as they occur in flight are de- seribed on the Aircraft Malfunction Report, as shown on page 114. PREFLIGHT PLANNING Thorough and conscientious preflight plan- ning not only assures adequate fuel reserve but also reduces the amount of paper work neces- sary in the air. In general, preflight planning requires consideration of loading, altitude, weather, proper speeds, and power settings for each phase of the flight plan. Close coordina- tion between the flight engineer, airplane com- mander, and navigator is required. It's worth taking the trouble to make every flight a well- planned one. The curves and charts described in the pre- ceding pages will be found most useful in the detailed planning of a flight and in preparation of the predicted flight progress curves. The usual flight for a B-29 is a long-range bombing mission. Standard long-range cruise control procedures apply, and type A-2-4 Long, Range Summary, A-3-4 Long Range Prediction, M-1 BMEP Power Schedule, and A-6 Climb Control Curves are most frequently used in planning. The Flight Operation Instruction charts furnish an excellent means of making a quick check on predicted fuel requirements. Allowances must be made for ground opera~ tion (usually 3 gallons per minute for four en- gines, including taxiing and engine run-up), takeoff (usually 20 gallons per minute for four engines), climb, wind, combat, and unusable RESTRICTEDfuel. Careful consideration must be given to the amount of close formation flying that will be done, since fuel consumption during forma- tion flight may be increased by as much as 7%, depending on size of formation and technique of the airplane commander. Reserve fuel re- quirements will be dictated by local doctrine. IN-FLIGHT OPERATION Takeoff ‘You begin to use Cruise Control as soon as the engines are started. However, so little fuel is used during ground operations preceding takeoff that the fuel flow meters will not regis- ter. Therefore, although fuel flow meter read- ings should normally be used for accurate com- putation of fuel consumption, it is a practical expedient in the case of ground operation to assume a fuel flow of 3 gallons per minute and 20 gallons per minute for takeoff power, until initial climb settings are established. ‘The time lapse between engine starting and the beginning of the initial climb after takeoff is small—seldom greater than 15 minutes. Expe- rience has shown that it's safe to predict a fuel consumption of approximately 100 gallons for this series of operations. Climb ‘The duration of initial climb is governed by local terrain, weather, tactical requirements, and wind conditions. Best cruising results are usually obtained by staying low for as long as possible. ‘The flight engineer determines the quantity of fuel consumed by consulting the BMEP Power Schedule, Type M-1, and the Auto Rich Fuel Flow Chart, Type M-2R. It is a general rule in tactical operation to make all climbs at, rated power. ‘As during takeoff, the flight engineer keeps a close watch over the engine instruments, and adjusts the cowl flaps to obtain minimum drag by maintaining maximum allowable cylinder- head temperatures, After conditions are stabilized in the climb, the flight engincer should consult the fight plan and determine the initial cruise power setting. RESTRICTED RESTRICTED Adjustments from the original predictions are frequently necessitated by variations in tem- perature, wind, and weather. Cruise Cowl flaps should be opened to hasten engine cooling, and closed gradually as cylinder-head temperatures recede. In case one engine is overheated, further cooling may be obtained by reducing its manifold pressure. When cruising altitude is reached, cruising power and cylinder-head temperatures will generally be low enough to permit auto Jean operation. The fuel savings obtainable by auto lean carburetor settings are great enough to warrant speed reductions of as much as 10 mph below maximum-range speeds, if adequate cooling can be maintained without excessive cowl flap opening. The intercoolers, open during takeoff and climb, should be closed down in cruise if tem- peratures allow. Carburetor air temperature of 38°C is generally considered to be the maxi- mum allowable. Extreme carburetor air tem- peratures tend to raise cylinder-head tempera- tures and reduce the power output for any given manifold pressure and rpm settings. On the other hand, very low carburetor air tem- peratures affect fuel distribution adversely and may cause carburetor icing. However, in the case of aircraft equipped with fuel injection systems, carburetor icing is unlikely and lower carburetor air temperatures are permitted, even under conditions of high humidity. After cruise conditions have stabilized, the flight engineer may devote some time to bring- ing his logs up to date and calculating the next power setting. Power reductions should be made at least once every hour, maintaining long-range airspeeds. Descent Descents should always be made at long- range airspeed. Since most long-range flights are made with the airplane on AFCE, the rate of descent will be from 50 to 150 feet per min- ute. When necessary, power reductions will be made in accordance with the BMEP Power Schedule in order to maintain efficient and economical engine operation. 107RESTRICTED Under no-wind conditions, approximately 2.2 nautical miles of range can be gained for every 1000 feet of altitude. This is a small factor com- pared with the magnitude of winds at altitude. Consequently, wind conditions must be given primary consideration in making a descent. When head winds are encountered it is best to descend rapidly through the regions of high adverse winds, and cruise at altitudes where wind conditions are more favorable. Turbo Surge : Turbo surge is most frequently encountered during descent from altitude. Even a slight surge can cause large increases in fuel con- sumption, particularly with fuel injection en- gines. Corrective measures should be taken as soon as the surging becomes noticeable. (See section on Turbo Surge.) Conter of Gravity Various tests performed with the B-29 have shown that the location of center of gravity, within allowable limits, has no appreciable effect on range or miles per gallon. Variations in the amount of drag are negligible so long as the airplane is kept in trim. However, ease of handling is increased by a slightly forward center of gravity position—somewhere around 25:4 MAC. Manual Leaning Manual leaning of the mixture, that is, oper- ating with the mixture controls at any point between the auto rich and auto lean positions, is not recommended. Operating with the mix- ture controls between the auto lean and fuel cut-off positions is dangerous, and is expressly forbidden by T.O. 01-1-193 Carburetor-equipped engines have only two fuel-air ratio settings—auto rich and auto lean. If, at any given manifold pressure and rpm set- ting, the mixture control is moved slowly from auto rich to auto lean and thence to fuel cut- off, the following sequence of events takes place. 1, Mixture remains constant until the control is about halfway between auto rich and auto lean. 108 2. As that point is passed, only a few more degrees of control movement causes the fuel- air ratio to shift suddenly to the auto lean condition. 3. The mixture again remains constant until the control reaches a point close to the fuel cut-off position. 4. Again, over a range of very few degrees of control travel, the mixture leans out drastically into the cut-off condition. From this it may be seen that nothing will be gained by attempts to adjust the mixture be- tween auto rich and auto lean. Adjustment between auto lean and fuel cut-off will cause the fuel-air mixture to fluctuate between lean and too lean, resulting in unequal distribution to the cylinders. When mixture distribution is unequal, one cylinder may receive so lean a mixture that the resultant slow flame travel permits a burning charge to remain in the com- bustion chamber throughout the exhaust stroke, When the intake valve opens for the next cycle, the flame ignites the charge in the induction system, causing either a backfire or unstable engine operation. At certain engine speeds and mixture velocities, continuous com- bustion in the induction system may ensue; this is known as an induction fire. If the airplane were equipped with fuel flow meters and torque meters, adjustments might be made and a gain in range obtained, not by moving the mixture control to below the auto ean setting but by accurate control of the fuel flow. However, with the present two-position carburetors, operation must be limited to the fixed auto rich and auto lean settings. Some airplanes are equipped with fuel in- jection systems. These also are designed to operate on two fixed mixture control settings, auto rich and auto lean, Manual adjustment of the mixture control to intermediate positions should not be attempted, Unusable (Trapped) Fuel Depending on the attitude of the airplane, varying amounts of fuel will be trapped in the tanks. These quantities are shown in the fol- lowing tabulation: RESTRICTEDRESTRICTED Oe! RESIDUAL FUEL IN WING TANKS WHEN FLYING WITH WINGS LEVEL FLIGHT ATTITUDE TANKS 1 AND 4 TANKS 2 AND 3 Body CL* 4° up 21 gals. ea. 17 gals. ea. Body CL 2° up 18 gals. ea. 17 gals. ea. Body CL 0° 18 gols. ea. 23 gals. ea. Body CL 2° down 18 gels. ea. 37 gols. ea. Body CL 4° down 21 gals. ea. 55 gals. ea. Body CL 6° down 27 gals. ea. 71 gals. ea. Body CL 8° down 33 gals. ea. 86 gals. ea. Body CL 15° down 70 gals. ea. 190 gals. ea. Body CL 20° down |. 00. 268 gal * Center Line SS RESIDUAL FUEL IN CENTER TANKS WHEN FLYING WITH WINGS LEVEL FLIGHT 8-29 CENTER 8.29 CENTER BOMB BAY ATTITUDE TANKS TANKS TANKS Body CL 2° up O gals. oo. Body CL 4° up 1 gel. oa. Body CL 0° O gals. oa. Body CL 2° down 4 gals. eo. Body CL 4° down 14 gels. ea. Body CL 6° down 25 gals. 16 gals. ea, RESIDUAL FUEL QUANTITIES FOR VARIOUS FLIGHT ATTITUDES WITH EITHER WING 214° DOWN. _ Gals. Gols. Gali Gals. FLIGHT ATTITUDE TANK 1 TANK 2 TANK 3 TANK 4 Body CL 4° up 2 v v 2 Body CL 2° up 18 18 16 18 Body CL 0° 18 32 “4 18 dy CL 2° down 18 50 24 18 Body CL 4° down 2 72 38 2 Body CL 6° down 28 9 4a 26 Body CL 8° down 36 121 5 30 SS RESTRICTED 109RESTRICTED IN-FLIGHT REPLANNING Revision of the flight plan during a mission is often required by unpredictable adverse cir- cumstances such as weather, navigational error, materiel failure, battle damage, or wounded crew members. The following steps are gener- ally to be taken in revising the flight plan dur- ing a mission. 1. Find out from the navigator the time re- quired for a return either to home base or to an alternate airfield, using maximum-range air- speeds. Get from him also the desired altitude for best wind conditions. 2. Determine usable fuel. 3, Determine fuel required for new plan. 4. Estimate the fuel reserve upon reaching destination. 5. Advise the airplane commander of the new flight plan, desired CAS and altitude, and approximate fuel reserve upon reaching desti- nation. Note: It is generally true that more fuel will be saved in evading adverse headwinds by descending to lower altitudes than by climbing to higher levels. OPERATION ON LESS THAN FOUR ENGINES The usual immediate steps of propeller feathering and airplane trimming should be taken when battle damage and materiel failure result in loss of power in one or more engines. ‘As soon as the emergency is dealt with, the engineer must replan the flight, using the pro- cedures outlined under In-flight Replanning. By the use of the 3 or 2-engine miles-per- gallon curves, and after consultation with the navigator, a favorable altitude should be se- lected that will allow an auto lean power set- ting resulting in maximum-range airspeed. If the emergency is encountered before reaching target, the bomb load will be jettisoned or dropped on a target of opportunity. If the re- sulting gross weight does not allow auto lean operation at the existing altitude, descend to an altitude not lower than the minimum that will permit return to base without requiring 110 a later climb, Then fly at emergency maximum- range airspeeds until gross weight reduction is sufficient to permit the use of auto lean power settings. ‘This cruising altitude should be maintained at maximum-range airspeeds until the destina- tion is reached, reducing power as required. Further descent is not recommended, since alti- tude is a safety factor in the event that addi- tional loss of power occurs. When cruising on two or three engines, keep all engines operating on the same power set- tings. Correct for unbalanced thrust by using the trim tabs. All excess weight is usually reduced to a minimum before the start of a flight, all un- necessary items being removed to permit carry- ing the maximum load of bombs and fuel. Be- cause of this, the amount of increased range that can be obtained on the return by jettison- ing equipment (assuming that at least three engines are operating) is not encouraging It is true that range will be increased by jettisoning weight, but only to the extent of approximately .007 miles per gallon for each 1000 Ibs. jettisoned. For example, if 2500 gal- ons remain in the fuel tanks, throwing 2000 Ibs. of equipment overboard will increase the maximum range about .007 (2500) 2 miles, or 35 miles, From this it's easy to see that the amount of inereased range depends on how early in the return flight equipment is jetti- soned. If jettisoning is decided upon late in the flight, little can be gained by the loss of equip- ment at that time. If two engines are lost on the return trip, jettisoning of equipment becomes of much greater importange. It can reduce weight suffi- ciently to permit level flight on two engines, and it will allow operation at more economical power settings toward the end of the flight. POST-FLIGHT ANALYSIS After completion of a mission, the airplane commander and the flight engineer must ex- amine the flight progress curves for discrep ancies. If large variations are found to exist between the actual and the predicted flight curves, an investigation should be made to RESTRICTEDdetermine the cause. The flight curve should ‘be compared with those of other airplanes that were on the same mission, The flight engineer's log should be carefully examined, and any in- dications of abnormal engine conditions noted in the remarks column. It is important to keep a record of the cruise performance of the air- RESTRICTED ‘A report should be made to maintenance if an engine's fuel consumption is found to be abnormal. Remember, though, that abnormal fuel consumption is seldom caused by materiel malfunction. Consequently, before reporting to maintenance, it is advisable that the flight technique and the engineer's flight predictions be closely examined for errors by the staff plane itself, with different crews and on various isi Aight engineer. missions. TIPS ON CRUISE CONTROL 1, Keep the airplane aerodynamically clean. Cow! flap openings should be closed s0 as to maintain maximum allowable cylinder-head temperatures. Inter- cooler flaps should be opened the smallest possible amount to maintain a de- sired CAT. 2. Develop crew coordination. Obtain ETA’s and data on wind conditions from the navigator. Use winds effectively. 3. Operate at maximum allowable BMEP. 4, Reduce power settings every hour or whenever you feel that the desired CAS can be maintained at lower pow: 5. Always check mathematical calculations of fuel consumption against the liquidometers. 6. Transfer fuel as soon after takeoff as possible. By doing so you will check the operation of the transfer units before reaching the “point of no return” of the wing tanks, event freezing of the units at al jude before completing transfer, and transfer fuel from bomb bay tanks before going over the target. RESTRICTED mOAT 4 Jucy 45 FUEL LOADING Basic wt___74.000* Mission £00 ESTIMATE REO'D 2 WING TANKS. 5064 BOMB LOAD. oo SQUADRON. RESERVES CENTER WINGO ~~ AMMUNITION 700 © FORM POSITION: ‘TOTAL ABOARD_#550 BOMB-BAY_ 0 T.0. GROSS Wi_Z22000% | ~Fuont PLAN | ig CONDTTIONS | 2f mwadcumal cnvise [umal rest anca| _DESCEW? To Bate fonoss wr. |zsseoizsedzoso0] 176500 fad 92,500 83,550 [o-a-s. 200|200| 200| 198 200| 194 w6 rime RS) [093 [080 [070 78 [sel 09 $65 [Tor Time (HRS)] cas fasss|ages | 2.763 |sms| 46063 8715 POWER syeelep lage? | __ Pose ee] eage, 1825-27" uct useo [270313 | 100 733 |yeo| 623. 7430 fror.rue useo|z70 |ses|eas | 7¥/6 _(vare|_.2499 5929 oistance | [raz | 22 yoo |g0| 288 7000 ror. oistance|7e |zoolzzz | 622 |7z| 1000 2000 TOS COMPILED BY WI BC. ‘8 USED BY XX A.F. feng TIME-HOURSRESTE 229'12)L86E| £9S\ ST eI 08'| Z6e| 7|0£|S202| Le NO SILVAINT LV: Me 000£|002| ¥2_ [SSiO0 B40] OOS EZNOOEH Ose. oF al 336 visspoore| wae ie Wee # 200e looe| 2 (20:000:00| OS6EZ1 SLEA.SLI wale "Tr: B = : SLI | SHH | Fre) 2.08] “7S Ry [20:00|00:00|000'Sz!|'7¥9|' 7¥9\ aye ami] am] aeeram [43> (9260 S350] [Sas | ]am|maw] SOMME amsGNeY | RPLRP/ AS avo) a Jw] OOS7 OWN = NGOS ——_"34 9/V SF AIFF ILA 901 SY¥,9IN3 LHOINS OOFZ7 Sawoa d9 09 9/¥ GOO ON OW saws RESTRICTEDRESTRICTED wwe 203 AIRCRAFT MALFUNCTION REPORT wae amcnart no. Sib = M027 ‘TWP oF wssion COMBAT ave 2 AMET 195 a & WO. 2 ENGINE 0650 INTERMITTENT SE LOSS OF EXHAUST later RES AT HIGH lencarvene a7 <0 |vatve “op BLOWN - CYLINDER HEAD. lpomen series. eveonnn, #5" iaives ‘av Ade lar pures or leur, oF TIME Jacacn smone aausrmene lesen enr, Vivervarion or Pat Aho ne 2. \PUFFS OF BLUISH Osis |\PUFFS OF BLUISH WONE OL HITTING HOT Ismone Fon TOP SMOKE eigen, waoaRD SIDE OF eet ies 2A pusy \NO. f NACELLE (ER BOX COVERS ma Se aR 1, | 4088 oF EXWAUST VALVE ON WO. 16 CYLINDER. CYLINDER CHANGED. nee Ns aa ee ugha tag ind by each oP Teeter SS ROCKER BOX COVERS TIGHTENED AND wet PUSH ROD HOUSINGS CLAMPS TIGHTENED. WO EVIDENCE OF OIL LEAK DURING ENGINE RUN-UP. rom: the srew'enlat whe oor iopaeebecobgrana Toy Seuneait efelagie PE Tae 6 oo ET 4 RESTRICTED>) y SOUNCTIONd AONTQUTNG |RESTRICTED When an emergency occurs— THINK. An analysis of B-29 accidents shows that very few accidents occur in a hurry-or as a result of a single cause. Time and time again aircraft acci- dents have been caused by improper emer- gency action when a difficulty developed. When an unforeseen emergency arises— THINK! ANALYZE! PLAN! then, ACT 16 Don't allow your flight crew to operate emer- gency controls without your knowledge and sanction. Too many accidents are directly at- tributable to faulty coordination on the part of various crew members. You are the airplane commander. Accept your responsibilities and maintain full control of your crew. Keep your crew informed and be certain your orders are clearly understood. ‘The only way to meet emergencies successfully, whether they arise during training or opera- tions, is by rigid adherence to one basic prin ciple—common sense. And only a well-trained crew, thoroughly versed in correct emergency procedures will be able to apply common sense to the particular set of conditions facing it. Know your airplane, know your emergency procedures—before your emergency arises. RESTRICTEDRESTRICTED EMERGENCY LANDING GEAR PROCEDURE AIRPLANES WITHOUT MANUAL LANDING GEAR SYSTEM Early airplanes are equipped with both a NORMAL motor and an EMERGENCY motor for the operation of the landing gear. These motors were remotely controlled from inside of the airplane and obtained their power from the NORMAL or EMERGENCY electrical sys-* tems respectively. The following is the proce- dure for operation of the gear with the EMER- GENCY system. 1. Make sure all operating generators and the auxiliary power plant are turned on. CAUTION: If more than one gear is defect operate only one EMERGENCY gear switch at a time. After the geor is down and locked, do not continue operating the EMERGENCY motor as there are no limit switches in the EMERGENCY system. 2. Check the fuse in the airplane comman- der's aisle stand. If this fuse is burned out both the NORMAL gear switch and the landing gear transfer switch are inoperative. Replace the fuse and check landing gear transfer switch for NORMAL before trying the NORMAL gear switch again. If the fuse burns out again, return. the gear switch to neutral. Replace the fuse and continue with EMERGENCY procedure as follows: 3. Move the landing gear transfer switch to EMERGENCY. 4. Pull the EMERGENCY landing gear door release handle and hold it out until the doors are fully opened, If the doors do not open when handle is pulled, place emergency gear switch in UP position for approximately 5 seconds in order to lift gear off the door. If doors still do not ‘open continue holding door release handle and try to force gear through doors, The EMER- GENCY gear motor in some cases forces the gear to push the door open, provided the re- ease handle is held completely out during the operation of the EMERGENCY motor. If the doors still do not open even when the gear is pushing on them, stop EMERGENCY opera- tion so that motor does not burn out. Increase the airspeed to 260 mph in a shallow dive and RESTRICTED while holding the EMERGENCY cable out alternately operate the EMERGENCY gear switch up and down so as to push the doors open. 5. If EMERGENCY gear switch does not operate the EMERGENCY motors as indicated by current draw or motion of the gear it may be possible that the solenoid is not operating. This may be checked by removing the cover of the solenoid and watching the operation of the plunger while the switch is actuated. If the solenoid fails to close electrically it may be closed mechanically by pushing on the con- tact arm, If the defective gear does not move within 10 seconds, return the EMERGENCY gear switch to neutral or discontinue manual operation of the solenoid and proceed as de- scribed in the following steps. 6. Set the landing gear transfer switch to NORMAL and the bus selector switch to EMERGENCY. This will place the battery and auxiliary power plant on EMERGENCY cir- cuit but will disconnect the airplane's gen- erators and any possible failure in that circuit from the EMERGENCY circuit. 7. Again operate the EMERGENCY gear switch controlling the defective gear, but if the defective gear does not move within 10 seconds return the switch to neutral. 8. If the foregoing attempts to lower the gear have been unsuccessful and the nacelle doors are open and have operated properly electrie- ally, it is possible to energize the gear screw with both the NORMAL gear motor and the EMERGENCY gear motor. This can be done by placing the landing gear transfer switch in the NORMAL position and the bus selector switch in the EMERGENCY position and op- erating at the same time both the NORMAL gear switch and EMERGENCY gear switch to the down position, 9. If the gear still does not lower, it may be because of a fault in the NORMAL gear electrical circuit. This circuit may be isolated in the following manner. Place the landing gear transfer switch in NORMAL and turn the bus 7RESTRICTED selector switch to EMERGENCY. Turn off all engine-driven generators. Move EMERGENCY gear switch on the defective gear to the DOWN position. If the gear operates, return the EMERGENCY gear switch to neutral when the gear is down and locked. Turn on all operating engine generators and watch closely for any movement of the defective gear. If the gear does not move, the airplane may be landed safely with the generators on. If the defective gear starts to retract set the propellers at 2400 rpm and service the main and emergency hy- draulic systems before proceeding with the following steps. Turn off all engine generators and lower the defective gear and 25° of flaps with the EMERGENCY gear switch and land with the generators off. It is important to realize that in this case only the EMERGENCY electrical circuit is energized and electric power is not available for any other equipment AIRPLANES WITH MANUAL LANDING ‘A manual system for the extension and re- traction of the landing gear is installed in re- cent airplanes. Driveshafts from the landing gear retraction screws are brought into the bomb bay where they may be operated by the portable emergency motor used for the wing flaps, or by a hand crank, Cable-controlled clutches disconnect the normal motors from the landing gear mechanism when the manual system is to be used. The same cable which operates the clutch also trips the nacelle doors. Note: On later airplanes the nacelle door motors have been removed and replaced by a mechanical linkage. The pull handles, which formerly released the nacelle doors and disen- gaged the normal landing gear motor, now per- form only the latter operation. Main Gear Each main landing gear is operated manually from a gear box installed just aft of the rear wing spar and above each catwalk in the rear bomb bay. The gear box on the right hand side operates the right gear; the box on the left, the left gear. Use the following procedure to operate each main gear with this emergency system: ug in the airplane which does not take power from the EMERGENCY circuit. This means no radio or interphone communication, no landing lights, and no warning horns. Also, you cannot change the TBS or rpm from the values previously set. Therefore, stop the air- plane with as few brake applications as pos- sible, cut all engines, switches, and the putt- «putt while still on the runway. Do not taxi the irplane to the line. Have it towed in. Place the airplane on jacks immediately before any power is turned on, Note: If the nose gear alone fails to extend, check the nose gear motor fuse (150 or 200 amps) in the nosewheel well, then try the NOR- MAL landing gear switch. If this fails to extend the gear, the emergency procedure described above can be followed, except that the wheel well doors operate mechanically from the gear and have no effect on the gear lowering. 1. Place landing gear switch in OFF position. Pull the nacelle door release and clutch engage- ment handle. Allow the swaged ball on the cable to drop into the slot on the handle bracket, which retains the cable in the extended posi- tion. This puts a spring tension on the clutch lever, which subsequently moves to mesh the clutch when the jaws are aligned. The engage- ment of the clutch on the manual side is simul- taneous with the release of the clutch on the motor side. 2. To raise the gear, insert the portable motor into the lower gear box socket and lock it in position. The switch on the motor controls the direction in which the gear travels. A decal on the motor and also on the airplane gives the correct switch position for both right and left hand gears. Take extreme care to stop the motor as soon as the gear reaches either limit of travel. This is necessary because there are no limit switches in the circuit and damage to the motor or the clutch results if it is allowed to operate more than a second or two when the gear is not moving. 3. Always return the clutch handle to the IN position immediately after emergency exten- sion or retraction is complete. This causes an RESTRICTEDinternal spring in the clutch mechanism to re- lease the emergency manual system and en- gage the normal electric motor. Since the retraction motor is series wound, it develops excessive speed and destroys itself if run with the load removed. Therefore, it should always remain engaged except when the emergency system is actually being used. 4, In case all electrical power has failed, the main gear may be operated by the hand crank. It is necessary to pull the clutch-shifting cable noted above in order to connect the hand-crank drive to the landing gear (as was done when the portable motor was used). Use the upper position for retracting the gear and the lower position for extending the gear. It requires 774 turns to raise the gear, which takes about 30 minutes, and 378 turns to lower the gear, which takes about 12 minutes. Always use the switch on the motor. While the switch on the pilot's aisle stand controls the portable emergency landing gear motor, it should not be so used as there is no good indi- cation when the gear is fully extended or fully retracted. Also, the airplane commander is un- able to tell when the portable motor clutch is slipping. Since it is necessary to release the nacelle doors and shift the clutch by means of a cable control in the bomb bay, the switch on the motor should be used by the operator in the bomb bay. Nose Gear The nose gear can be operated manually from a gear box installed at the top of the nose screw. To operate the nose gear with this emer- gency system: 1. Remove the beam from the clamp on the copilot’s armor plate stanchion and rotate to a horizontal position. 2. Secure the beam with eye bolt and wing nut to the bracket on the airplane commander's armor plate stanchion. 3. Remove the hand crank from under the ‘entrance hatch and insert into the square hole in the beam. 4. Unscrew the pressure sealing plug in the RESTRICTED RESTRICTED floor, using the hand crank as a wrench. 5. Insert the crank in the gear box. 6. If the crank does not turn, open the en- trance hatch and disengage the motor with the clutch lever. Moving the lever toward the right (facing forward) disengages the motor. A spring that attaches to either of two clips is provided on the handle to retain it in the en- gaged or released position. Normally, the motor is left engaged and is allowed to rotate as the gear is actuated. The number of turns of the crank required to raise or lower the gear is 257, and gear ratio is 3 to 1. Extension and re- traction are each accomplished in 2 to 3 min- utes. 7. Always return the clutch handle to the engaged position after hand cranking if the clutch has been released. Also remove the crank and stow the beam, Note: Instruction decals are installed in the airplane to explain the operation of the manual retraction system. A decal is provided above each gear box at the cranking stations for the main gears. A decal is also provided on the back of the airplane com- mander’s armor plate for instructions regard- ing the nose gear. In airplanes with the manual emergency landing gear system, just described, the emergency electrical system has been de- leted. Therefore, these airplanes do not have a power transfer switch or a bus selector switch. ugRESTRICTED EMERGENCY FLAP OPERATION A portable emergency motor in the bomb bay permits the emergency lowering of the wing flaps and, depending on the airplane series, can be used for emergency operation of the bomb bay doors or the landing gear. It is normally stowed in position to operate the flap and must be moved to another position to oper- ate the bomb bay doors or landing gear. If the normal flap system fails and it is im- possible to operate the flaps by operating the normal flap switch, use the following emer- gency procedures. To Lower Flaps 1, Place the flap switch in neutral and check fuse. 2, The landing gear transfer switch and the bus selector switch should be in NORMAL. 3, Have a crew member put the switch on top of emergency motor down. The motor is normally stowed in the flap socket in the center wing section and plugged into emergency bus. 4, Lower the flaps by placing landing gear transfer switch in the EMERGENCY position. If the bus selector switch is used the putt-putt must be ON THE LINE and the tail gunner operating the bus selector switch must return the switch to NORMAL as soon as informed by the copilot that the flaps are down as de- sired. To be safe in case of the necessity of a go-around, don't lower the flaps more than 30°. 5. Asa last resort, put the normal flap switch down with the landing gear transfer switch on NORMAL. Then put the bus selector switch on EMERGENCY. The switch on top of the emer- gency motor must be in the same corresponding position as the normal flap switch, or the nor- mal and emergency motors will work against ‘each other. Use the reverse procedure to raise the flaps. Recent airplanes incorporate a control for the emergency wing flap motor in the pilots’ aisle stand. This switch is connected in parallel with, and operates similarly to, the switch on the motor noted in the preceding paragraph. Care should be taken when using this switch that it is placed in the OFF position when the flap indicators show the flaps to be at either limit of their travel. This precaution must be observed, as there are no limit switches in the circuit. Check’ your airplane to determine whether it is necessary to use the power trans- fer switch before the emergency flap switch becomes operative. Do not run the motor beyond the upper and lower flap limits. This burns out the motor, as it has no limit switch. For emergency flap opera- tion, don’t depend on the hand crank stowed forward of the rear entrance door. This crank is for starting the engines and does not fit the flap socket. — == RESTRICTEDRESTRICTED EMERGENCY BOMB BAY DOOR OPERATION AND BOMB SALVO CONTROL There are two types each of bomb door ac- tuator and bomb release systems installed on various series of airplanes. The first airplanes incorporated doors actuated by electric motor driven screws. More recent airplanes include a pneumatic bomb door control system using compressed air pistons to position the doors. Early airplanes incorporated a mechanical bomb release system for emergency salvo that was actuated by cables from the airplane com- mander's and bombardier's positions. More re- cent airplanes use a completely electrical bomb release system including emergency salvo con- trol. The emergency operation of each of these systems is covered in this section under the applicable subheading. Emergency Operation Of Electric Motor Operated Bomb Doors 1. Install the portable emergency motor, nor- mally stowed in position to operate the flaps, in the forward or aft bomb bay door socket in the center of the right hand catwalk. Plug the cable into the outlet just above the socket. The motor switch should be in NEUTRAL. 2. Power must be on the emergency system if the airplane is so equipped. 3. The portable emergency motor is con- trolled by means of solenoid switches in the solenoid shield on the right side of the aft bomb bay just aft of the rear spar. Control of the solenoid switches will be different depend- ing on the age of the airplane involved. Orig- inally the only control switch was mounted on the portable motor itself, adjacent to the hand grip. Later some airplanes were modified by removing the control switch from the motor and installing it on the equipment panel at the left side gunner’s station. Motor rotation and. consequently, direction of throw for the switch lever, is opposite for front and rear bomb bays. Care must be taken to operate the switch as directed by the decal at the switch. WARNING: The bombardier’s bomb door control handle and the switch on the emergency RESTRICTED bomb door motor must be in the same position; that is, either both open or both closed, to pre- vent operation of one motor against the oth Even though the normal bomb door motor apparently inoperative, make sure that the nor- mal bomb door control is in the same position as the control switch on the emergency motor to prevent burning out the emergency unit. ‘This motor has no limit switch. Operation for more than 2 or 3 seconds beyond the full open or full closed position may burn out the motor. The engine hand crank cannot be used to oper- ate the bomb bay doors. Emergency Operation Of Pneumatic Bomb Bay Doors Emergency opening of the pneumatic bomb doors is provided in the event of failure of electrical control or air supply and is accom- plished by two release handles and two closing handles (all airplanes are not equipped with closing handles). Opening is accomplished by pulling either the release handle located at the rear of the pilots’ aisle stand or the one located aft of bulkhead 218. Pulling either of these handles releases the forward doors. When the forward doors are approximately 70° open, a cable connected to the left forward door opens the rear doors. Originally, opening the forward doors by any means resulted in operation of the emergency release of the aft doors. On later airplanes the system permits normal operation of either for- ward or aft doors, with the other bay remain- ing closed, and it is necessary to hold the emer- gency operating handle at the aisle stand in the release position until the aft doors are open. Normally, emergency door release on this later system results in operation of both doors. However, if the aft doors do not open with the first pull, a second pull accomplishes release. If air pressure is available the doors may be closed by pulling the closing handles located on the right side of the forward bomb bay cross- walk and at the forward end of the right hand 121RESTRICTED catwalk in the rear bomb bay. Both handles must be pulled and the forward bomb bay must be closed first. Originally, no provisions were made for emergency closing if air pressure is not avail- able, but most airplanes have been modified in the field to permit emergency closing by means of cables which may be attached to the bomb hoists. Later airplanes will be equipped with an emergency cable retraction system for each bay with controls for the forward bay in the floor aft of the bottom turret, and controls for the aft bay in the floor forward of the senior gunner’s seat pedestal. To operate this system, the hinged access door is opened which simultaneously actuates the 4-way valve to the doors-closed position and engages a ratchet wheel with a cable drum for cable retraction of the doors. An extension handle, stowed on the navigator's table leg in the forward compartment and on the gunner's seat. pedestal in the aft compartment, is in- serted in the ratchet wheel socket for turning the cable drum, Emergency Bomb Release On Airplanes With Electrie Motor Operated Bomb Doors and ‘Mechanical Bomb Control System Pull the release cable by winding bomb- ardier’s hand wheel 24% turns clockwise or by pulling one of the emergency release handles. The handles are located at the aft end of the pilots’ control stand and on the forward wall of the rear pressurized compartment near the left hand cabin pressure regulator. The first part of the pull releases the doors, allowing them to open. The second part of the pull oper- ates the bomb release levers, releasing the bombs unarmed. Total length of pull is about 30 inches. After such emergency release, rewind the system by turning wheel counterclockwise 2% turns. The doors may then be closed after plac- ing the bomb door handle in the OPEN posi- tion until the retraction mechanism extends and connects to the doors. When the retraction serews have hooked on to the doors, move the bomb door handle to CLOSE and close the doors. 122 Emergency Bomb Release On Ai Electric Motor Operated Bomb Doors and 1. Salvo bombs unarmed by closing any one or all of the salvo switches located on the pilots’ aisle stand, bombardier's switch panel, and the crew salvo switch immediately forward of the right side gunner’s station. With operation of the salvo switch, the bomb door motors auto- matically start to open the doors and the bombs, are salvoed when the doors are open far enough to close the salvo safety switches. WARNING: The salvo switch must be held closed until the bombs are salvoed. This will require approximately 30 seconds. The doors may then be closed by the normal bomb door switches located on the pilots’ aisle stand and on the bombardier’s switch panel. 2. If you need more rapid salvo, pull the emergency door release handle at the aft end of the airplane commander's control stand (or in the rear pressurized compartment adjacent to the left hand cabin pressure regulator) and hold the salvo switch on. The bomb door motors operate, but if the bomb doors are equipped with snap opening provisions, the doors open rapidly and bombs are salvoed long before the electric motor operated screws catch up with the open doors. After the door actuator screws have fully extended and latched with doors, close doors by normal door switches. Emergency Bomb Release On Airplanes With Pneumatic Bomb Door Actuators and All-electric Bomb Control System With normal electrical power, salvo release of bombs unarmed is accomplished by closing any one or all of the salvo switches located on the pilots’ aisle stand, on the bombardier's switch panel, and crew salvo switch immedi- ately forward of the right side gunner’s station. With any one of the salvo switches closed, both bomb bays are opened automatically and all bombs are salvoed unarmed when doors open enough to close salvo safety switches. If electrical control of the doors is impos- sible, opening of the bomb doors is accom- plished by actuating the emergency bomb door RESTRICTEDrelease cable situated on the aft end of the Pilots’ aisle stand. Bombs may then be salvoed ‘by means of any salvo switch or, if electric power is not available, may be dropped singly by manually tripping the release lever on each bomb shackle. RESTRICTED BEFORE ENTERING BOMB BAY ALWAYS TURN SAFETY SHUT-OFF VALVES TO OFF POSITION For fighting engine or nacelle fires, the B-29 has a CO, system fed by two high-pressure CO, bottles. Lines run to all four engine nacelles and they feed CO, around the accessory section and into the engine induction system. A fire detection system indicates an induction system fire by means of indicator lights at the airplane commander's and flight engineer's stations. The flight engineer can direct the CO; charge to the desired engine by turning the selector knob RESTRICTED on his instrument panel, and pulling the CO, release handle. Besides the nacelle extinguisher system, each airplane has three hand extinguishers for cabin fires. One CO, extinguisher is on the in- board side of the flight engineer's control stand, another is in the aft pressurized com- partment, aft of the auxiliary equipment panel. The third CO, extinguisher is near the rear entrance door. 123RESTRICTED NACELLE FIRE IN FLIGHT Crew member spotting the fire uses CALL position on jackbox and in No. The following procedure should be followed immediately. It applies to all nacelle or engine fires in fight regardless of location or cause. AIRPLANE COMMANDER coPILOT ENGINEER 1. Throttle back. Stand by to lower landing rand operate bomb salvo switch to open doors and clear bomb boys if fire appears to be tneontrellable, 2. Feather propeller. 3. Order engineer to use engine 3. Mixture control in FUEL CUT- }@ procedure. OFF. Close fuel shut-off valve. Stop booster pump. Set cow! flaps not to exceed 10°. Select correct engine with fire ‘extinguisher selector valve and pull one handle, Pull second fire extinguisher handle at command ef eirplane Open cil cool Turn off generator and proper ignition switch. and intercooler. 4. Alert crew for bailout. Note: If fire persists, and propeller has feathered, the air- plane commander lowers the nose slightly to increase air- speed to 250 mph in an attempt to blow out the fire. At the same time the engineer pulls the second fire extinguisher handle (at command of airplane commander). 5. Order second guisher if necessary. 6. If fire is out of control after ail procedures have been accom- plished, bail out crew. NTR EE NE SO 124 RESTRICTEDEighty per cent of all power plant fires go out when the propeller is feathered. Converse- ly, if the nature of the fire makes feathering impossible, the fire is probably uncontrollable. ‘An uncontrolled fire usually starts in the power zone, bypasses the fire seal and burns a fuel or oil line, dumping huge quantities of combus- tible fluid into the accessory section. Fires of this sort are usually accompanied by bright orange flames which may burn over the wing with an accompanying turbulence. This adds considerable drag and may destroy the lift. The nacelle structure burns off in about two min- utes with an uncontrollable fire in the accessory section. Note: In most airplanes the CO, system will only extinguish a fire between the fire seal and fire wall. Because few fires originate there, this, CO, system is ineffective in handling most fires. Later airplanes are equipped with induc- tion system fire detectors and a revised CO, system which empties 90% of its charge into the blower case, Future airplanes will have a bank of 12 detectors at the engineer's station, oil shut-off valves, and a larger capacity fire ex- tinguishing system. Be sure you know what kind of equipment your airplane has. RESTRICTED DIAGNOSING SMOKE AND FIRE Accurate and rapid diagnosis of engine ab- normalities in flight generally presents a diffi cult problem. However, if correct and clear information from the rear of the airplane is coupled with indications from the engine instru- ments and observation of the engines from the front, fairly effective action may be taken with a minimum expenditure of time. In case of an obvious fire it is imperative that the engine be shut down immediately and corrective meas- ures taken to insure safety of airplane and crew. Torching should not be confused with engine fires. Torching takes place when excessively rich mixtures result in visible flame at the ex- haust stack, whereas flame from an engine fire may come from cowl flaps, access panels, or may even burn through the engine nacelle, Smoke symptoms, with their causes and probable remedies, are illustrated herewith. The importance of accurate observation and clear, concise reporting of these symptoms to the cockpit cannot be over-emphasized. PROBABLE CAUSE SYMPTOM CORRECTIVE ACTION Thin Black Smoke from Exhaust 1. Rich mixture at high power. 2. Rich mixture at high rpm ond 2. Adjust power sett Id pressure. 3. Leaky primer. low mani 1. None. 3. None. RESTRICTED 125,RESTRICTED ES ‘SYMPTOM PROBABLE CAUSE CORRECTIVE ACTION Puffs of Black Smoke from 1, Detonation. 1, Check fuel pressure. Check Exhaust mixture control setting. Reduce cy head temperature. 2. Cylinder malfunction. 2. Reduce power. Watch for fire. Increase cylinder-head tem- 3. Fouled sparklugs. 3. Check oil pressure. Check oil 1. Cut off fuel. Feather propel- ler. Watch for fire. Dense Black Smoke from Exhaust 1. ES 126 RESTRICTEDRESTRICTED EE PO ‘SYMPTOM PROBABLE CAUSE CORRECTIVE ACTION Dense White Smoke from 1, Induction Exhaust stage). fe (advanced 1. Thin Bluish White Smoke from 1. Oil leak. 1, Check oil pressure. Check oil Flaps ‘quantity. Puffs of Bluish White Smoke from 1. Oil leak. 1, Check oil pressure. Check oil Cowl Flaps jantity. Watch for internal ilure of engine. RESTRICTED izRESTRICTED a ‘SYMPTOM PROBABLE CAUSE CORRECTIVE ACTION Dense White Smoke from Cowl 1. Nose section casting afire. 1. Cut off fuel. Feather propel- ler. Use fire procedure. Flops Dense Black Smoke from Access 1. Accessory section afire. 1. Cut off fuel. Feather propel- Panel ler. Use fire procedure. Thin Bluish Grey Smoke from 1. Oil leak in accessory section. 1. Check oil pressure. Check oil Access Panels quantity. 128 RESTRICTEDRESTRICTED ‘SYMPTOM PROBABLE CAUSE CORRECTIVE ACTION [= Dense White Smoke from Access Panels Nacelle or Engine Fire on the Ground If you know the fire to be.a torching turbo, put it out by increasing throttle setting momen- tarily. For other engine or nacelle fires on the ground, use the following procedure: 1. Instruct the flight engineer to stop all en- gines, close all fuel shut-off valves and fully open the cowl flaps in order to allow greatest possible access. 2, Instruct the flight engineer to release the nacelle fire extinguisher in the proper nacelle. 3. Request tower (by radio if possible) for additional ground fire-fighting equipment. 4, Have all electric power turned off. Cabin Fires During Flight In all cabin fires during flight, whether the in is electrical or otherwise, immediately warn the crew, and pull the emergency pres- sure relief handle if the cabin is pressurized. RESTRICTED 1. Advanced induction fire, 1. Shut off fuel. Feather ler. Use fire procedure. pel If heavy smoke and fumes are present, go on pure oxygen. Use closest portable extinguisher on fire, Lower nose gear so that nose gear well will be available as bailout exit if necessary. If the cabin fire is believed to be caused by an electrical short circuit, turn battery switch, putt-putt and all generators off immediately be- fore using extinguisher on fire. Safety of the B.29 depends on adequate electrical power being available at all times, therefore prompt action is necessary to assure preservation of this system. If the cabin becomes excessively smoky or gaseous after using the fire extinguisher and the flame is out, open the cockpit windows. This is the best way of getting ventilation into the forward compartment. Opening the bomb bay doors and the pressure bulkhead door into the bomb bay will also aid ventilation. If the fire is extremely bad, and there is danger of an explosion from fuel tanks, sound the alarm bell so the crew can prepare to aban- don the airplane, Under no conditions should any crew member abandon the airplane before the order is given by the airplane commander. 129FEATHERING1. Airplane commander closes throttle on malfunctioning engine. 2. Airplane commander notifies the flight engineer to shut off the malfunctioning engine and at the same time depresses the proper feathering button. The flight engineer performs the following steps as the propeller begins to feathe: a. Move proper mixture control to FUEL CUT-OFF position. b. Turn off proper fuel shut-off valve. c. Tum off the fuel booster pump. d. Set fire extinguisher selector to proper engine. Before cowl flaps, intercooler door, and oil cooler door are closed make a close visual inspection of the engine and nacelle to ascer- tain that no fire exists. . e. Close cowl flaps. £. Close intercooler door. g. Close oil cooler door and leave switch in OFF position. h. Tur off generator switches. i, If inboard engine, check position of vac- uum selector handle. If the selector is set to the feathered engine, move handle slowly to other inboard engine. j. If inboard engine, close the cabin airflow valve. k, When propeller stops turning, shut off proper ignition switch. Unfeath 19 In Flight 1. Airplane commander checks propeller rpm setting, which should be full low position. 2. Airplane commander depresses feathering button until engine rpm increases to approxi- mately 600 rpm. He then notifies the flight en- jeer to start the engine. 3. The flight engineer starts the engine using RESTRICTED RESTRICTED the following procedure: a. Place fire extinguisher to engine to be started, b, Put oil cooler switch in AUTOMATIC position. ¢. Open fuel shut-off valve. 4. Turn fuel boost pumps on LOW. e. Turn ignition switch ON. £, Open throttles to approximately 1 inch. g. To obtain full rich mixture, move the mixture control to AUTOMATIC RICH. h, Warm up engines at approximately 1200 rpm until oil temperature is 55°C. i, Gradually increase power until desired setting is reached, 4. As soon as engine is running smoothly during warm-up, increase turbo boost as de- sired. When the feathering button is depressed, watch the tachometer closely. If rpm does not increase in the first 2 or 3 seconds, pull out the feathering button. Reduction of rpm, airspeed, and altitude, and an increase in oil temperature may aid feathering, Push the feathering button in again and wait approximately 5 seconds. Observe rpm. If the propeller is feathering, allow it to continue. However, if at any time rpm begins increasing instead of decreasing, pull the feathering button out immediately. Norinally, under the above conditions, the feathering button will pop out of its own ac- cord. The feathering button should be punched successively, not held down, until the feather- ing process is completed. See Curtis Electric Propeller System for feathering and unfeathering procedure with that installation. 131RESTRICTED DITCHING PROCEDURE Ditching calls for more coordinated effort on the part of the crew than does any other procedure. Everyone who is associated with the mission of the crew must cooperate to see that the crew has everything available to cope with the situation, Inspection must be accomplished “of every life raft, CO, cartridge, accessory equipment, safety wiring, sustenance kits, medical kits, and life jackets. Everything must be in readiness to enable the crew to evacuate the airplane and wait for rescue. 132 Ditching Drill Drill is the nearest approach to the reality of ditching itself. The crew must learn to move ‘quickly and to make every movement count. ‘A well-trained crew will understand the problems and know how to handle them when they occur. Talk these contingencies over with the rest of the crew and practice each again and again. Use the emergency equipment when practicing. The success of survival depends critically upon the communication equipment, water supply, medical supplies, and the food that accompanies the crew. The airplane com- mander must be able to make up his mind quickly as to whether to ditch or bail out and change his decision immediately if some un- foreseen development arises. Preparation Ditching equipment should be in readiness at all times when flying over water. As soon as'the necessity of ditching is evident and the airplane commander has given the order to prepare for ditching, jettison all equipment that, is unessential RESTRICTEDCrow Procedure The procedure described herewith is to be followed during all ditchings. This procedure was disseminated by Hq, AAF, AC/AS-3, Re- quirements Division, as of December 1945, with a notation that Air Force commanders are au- thorized to make procedure revisions neces- sitated by special aircraft equipment installa- tion, but that other changes in procedures must be submitted for coordination and approval, complete with diagrams illustrating the posi- tions affected. The crew positions described herein have been worked out to place most of the crew members in the forward pressurized compart- ment. They take into account the order in which those crew members come forward and the last-minute duties they must perform. However, only ditching drills by an assembled crew will determine how individual crew mem- ber's stature or build may affect these posi- tions. Furthermore, in combat, injuries may cause some crew positions to be interchanged. A man with an injured leg could not hold him- self in some of the positions described here and might have to change positions with another 1. Airplane Commander a, Give warning: “Prepare for ditching in -++. minutes.” Give six short rings on alarm bell. Turn IFF emergency switch ON. b. Open and secure window; jettison if pos- sible, c. Remove flak suit, flak helmet, parachute. Remove one-man raft from parachute harness but leave in seat. Wear helmet, emergency kit, ‘Mae West, and gloves. Fasten safety belt and shoulder harness. d. Radio other aircraft of your distress and then turn to interphone. e. Give order: “Open emergency exits and stow loose equipment.” £, Lower seat and push rearward. RESTRICTED RESTRICTED member of the crew. The important things to remember are: a. Fill crew positions according to the stat- ure and build, and injuries of your crew. b, Practice taking these positions quickly, not necessarily in the order outlined, ¢. See that your back and head are sup- ported so you will not bounce around when the airplane hits. . Remove parachute harness, winter flying boots, and flak suit, loosen shirt collar; keep flak helmet on only if you can rest it against, something, e. Use cushions and parachutes for padding. Pull out canopy if desired, but leave shroud lines in pack. f. Jettison all unnecessary items which may tear loose and crash forward like projectiles when the airplane hits. This includes the bomb- sight, which usually tears itself from the sta- bilizer and crashes through the front glass, and the camera in the rear unpressurized compart- ment. g. In case of fire, crew members will not in- flate life vest until after swimming clear of fire. hh Jettison all flak suits before ditching. i, All crew members carry out C-2 type rafts. 29°S WITH FOUR-GUN TURRETS g. Give order: “Stations for ditching; impact seconds.” h. Give order: “Prepare for impact” just be- fore contact is expected, and send one long ring on alarm bell. i, Keep knees flexed at impact. j. Check to see that crew is clear; throw one- man life raft from window, escape through left window and inflate Mae West. 2. Copilot a. Relay airplane commander's instructions over interphone. Receive acknowledgements from crew. Inform airplane commander: “Crew notified.” b. Open window and secure or jettison it. 133