PILOT'S GUIDE

CONSOLIDATED "LIBERATOR"
PB4Y-1 TYPE AIRCRAFT

TRANSITION LANDPLANE UNIT

HEADQUARTERS SQUADRON
FLEET AIR WING FOURTEEN
MUSEUM OF FLIGHT
PROPERTY
OF
ARCHIVES
DONATED BY ELMER H. HANSEN

• L88-3-3/d4

ror F11111rr Gmtmtions

9404 East Marginal Way South• Seattle, Washington 98108
 RECORD OF CHANGES

CHANGE NO. I MADE BY I DATE

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 FOREWORD

This "Pilot's Guide" has been prepared by the Crew

Flight Training Department of Transition Landplane Unit,
Headquarters Squadron, Fleet Air Wing Fourteen primarily
for the instruction and guidance of student pilots undergoing
indoctrination in the "Liberator" (PB4Y-1) type aircraft.
The practices, operational data, and recommended proced-
ures have been derived from the experiences of Transition
Landplane Unit, Consolidated-Vultee Aircraft Corporation
and the United States Army Air Corps.
This book has been compiled from the pilots' point of
view and closely parallels the students' transitional training.
In this connection, it has been written to supplement rather
than replace any manuals previously published.
This guide can become an invaluable aid in the hands
of the serious minded pilot, if he will familiarize himself
with the contents. It is hoped that it will be of great as-
sistance to the student pilot, and facilitate his familiariza-
tion with the "Liberator" (PB4Y-1) type aircraft.

Submitted: E. J. McCONNELL,
Lieutenant, U.S.N.,
Crew Flight Training Officer.

Approved: D. L. MESKER,
Commander, U.S.N.R.,
0 fficer-in-Charge.

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 TABLE OF CONTENTS
SUBJECT PAGE
Cockpit Check-Out Procedure .............................................. 1
Stalling Speeds...................................................................... 3
Check Off Lists...................................................................... 5
Power Plant Operation........................................................ 9
Flight Test Procedure (New Engines) ................................ 13
Propeller Synchronization .................................................... 17
Propeller Feathering.............................................................. 17
Emergency Flight Operations .............................................. 19
Taxiing .................................................................................. 27
Take-Offs
Normal or ½ Flap (20°) .............................................. 28
No Flap .......................................................................... 29
Full Flap ( 40°) .............................................................. 29
Three Engine .................................................................. 30
Full Power or Emergency Pull Up ........................................ 30
Landings
Normal or Flap ( 40°) .................................................... 31
Full Flap (40°) No Power............................................ 32
Low Visibility ................................................................ 32
Short Field ...................................................................... 32
Pertinent Equipment
Oxygen .......................................................................... 35
Heating .......................................................................... 37
De-icer and Gyro Equipment ........................................ 39
Fuel ................................................................................ 41
Automatic Pilot ( C-1) ................................................. .45
Long Range Operation .......................................................... 53
Radio Equipment.................................................................... 61
Instrument Flying .................................................................. 65
Forced Descent of Land Planes at Sea ................................ 75
Flight Training
Phase "A"-Basic .......................................................... 89
Phase "B"-Instrument................................................ 91
Phase "C,'-Basic Night ......................................... ..... 94
Phase "D,'-N avigation Hops ...................................... 95
Pilot's Operating Instructions
Type "B" Turbo Supercharger Control System .......... 97
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 ILLUSTRATIONS
TITLE PAGE
B.M.E.P. Chart ___________________________________ ___________________ 15
Horsepower Chart __________________________________________________ l6
Instrument Pattern ________________________________________________ 70
Maximum Range __________ ________________ ______________ ____________ 51
Automatic Compass Orientation _________________________ _69
Fuel Flow Diagram _______________________________________________ .43

San Diego Range· -----···· -·-··-····················-·-··----·····--72

El Centro Range .... ---·--····--···-····--·-·--·-------·------------73

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 COCKPIT CHECK-OUT PROCEDURE
Students shall be instructed in the location and use of the fol-
lowing:
1. Outside and inside Bomb Bay door control.
2. Outside power supply connection.
3. Master battery switch, and battery solenoids.
4. Main power line switch.
5. Front and rear battery switches.
6. A.P.U. (Putt-Putt) starting and stopping
procedure.
7. Fuel sight gauges, generator switches, and
vacuum selector valves.

8. Seat and rudder adjustment.

9. Parking brakes and operation.

10. Control lock and locking sequence (R-E-A)

11. Hydraulic pressure gauges, (3) method of

checking.

12. Flight instrument s, location and interpolation.

13. A.C. Power switch and autosyne instruments loca-

tion and interpolation.

14. Engine instruments and interpolation.

15. Individual engine ignition switches.

16. Co-pilots, turret and defroster fan switch.

17. Pitot heater, passing light, running lights, re-

cognition lights and fluorescent lights.

18. Wheels (warning system), flaps, emergency

flaps, and emergency bomb door and bomb
release control. (Fire extinguisher, if in-
stalled).

19. Pilots and co-pilots fuse boxes and contents.

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20. Radio, transmitters and receivers.
(a) Command and liaison equipment.
(b) Radio compass, antenna, and homing loop.
21. Engine starting and warm up procedure.
22. Engine run up procedure.
23. SEVEN POINT pre-take off check, lo cation
and purpose of each control.
24. Explain check off list and its purpose, before
starting engine, prior taxiing, prior take-off, after
take-off, and before landing.
25. Explain commands and required action between
pilot and co-pilot, before, during, and after
take-off. Prior to and after landing.
26. Explain engine feathering procedure.
27. Explain engine stopping procedure.
28. Explain pilot's oxygen equipment.
29. Auxiliary hydraulic unit, location and purpose.
30. Emergency wheel lowering procedure.
31. Fuel selector valves, location of.
32. A.F.C., location, purpose, operation.
33. Emergency exits, all stations.
Check Pilot ________ ___ ________ _

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 STALLING SPEEDS
The following table summarizes approximate stalling speeds
for the PB4Y-1 for various combinations of_ gross weight and wing
flap positions.
Stalling Speed at Sea Level-MPH
Gross Wing Flap
Weight Poa.-Deg. Level 30° Bank 60° Bank
lb.
43,000 0 107 115 152
Wing Loading 20 94 101 133
( 41 lb. Sq. Ft.) 40 80 86 113
50,000 0 115 124 163
Wing Loading 20 101 109 143
( 47. 7 lb. Sq. Ft.) 40 86 93 122
56,000 0 122 131 173
Wing Loading 20 107 115 152
(53.5 lb. Sq. Ft.) 40 91 98 129
Ji~XAMPLE:
40 lb. Wing Loading, Straight and Level.
64 lb. Wing Loading, 30 degree Bank.
80 lb. Wing Loading, 60 degree Bank.

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 CHECK LIST
BEFORE STARTING ENGINES

Co-Pilot Reads Plane Commander Answers

1. Seat and Rudder Pedals -··-······················-·····················Adjust
2. Parking Brake ························-··-······~·································On
3. Main Line Switch ·······················-·······-·-······························On
4. Battery Switches ··························-·······································On
(Off when Battery Cart Used)
5. Master Heater Switch ········••-·········--····································Off
6. Co-Pilot Turret & Defroster Fan Switch ............................ Off
7. Fire Extinguisher (if installed) ········-·······························Set
8. Wing De-leers ·-····································································Off
9. Defroster Switches ................................................................ Off
10. Propeller De-leers ................................................................ Off
11. Mixture Controls -···················································Idle Cut-off
12. Turbo Controls .................................................................... Off
( Stops Released)
13. Cowl Flaps ·························-··············································Open
14. Inter-Cooler Shutters ···································--···················Open
15. Pitot Heaters and Covers ·····-········-·········-···························Off
16. General Alarm Button ........................................................ Test
17. Propellers -·-·····•···········--·············-·······•···-······--··-·High R.P.M.
18. 'Trim Tabs ···············•·················-······················Set for Take-Off
19. Recognition Lights ·····-···············•··········································Off
20. Passing, Cockpit, and Landing Lights ········-·······As Desired
21. Running and Formation Lights ............................ As Desired
22. A.C. Power Switch -·······························································On
23. Wing Flaps ····························-···············································Up
24. Control Locks ·············································-························Off
(Plane Captain checks controls visually)
25. A.F.C. ·········-··•············-·-························································Off
26. Hydraulic Pressures ........................................................ Check
27. Altimeters ·····•···-··········-·······················································Set
28. Radio ...................................................................................... On
29. Engine Ignition Switches ····················-···············-·············-·On
30. Oxygen System ................................................................ Check

Co-Pilot Reads Plane Captain Answers

1. Wheel Chocks ········-···················································Removed
2. Main Power Switch ··································-····-···-···········•··••On
3. Fuel Valves ···········-······························································On
4. Amount of Fuel ................................................... :........ Gallons
5. Auxiliary Power Unit ................................................... ~Started

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 6. Auxiliary Hydraulic Pump --------------------------------------------------·-On
7. Nose Wheel Accumulator or Assembly ------------····----Checked
8. Generator Switches (Radio Man) ------------------------··-----·····Off
9. Bomb Bays and Hatches -·-----------··-------------------------··--Secured
10. Flight Controls ________________________________________________________________ Check

BEFORE TAKE-OFF
Co-Pilot Reads Plane Commander Answers
1. Flight Controls -------------------------------------------------·---· ----------Free
2. Turbo Controls ------------------------------------------·-----·--·--·----------·--Set
3. Propellers ________________________________________________________________ High R.P.M.
4. Vacuum Pumps Nos. 1 and 2 -------------------------·--------------Check
5. Cowl Flaps ----------------------·-----------------------------------------Streamed
6. Wing Flaps ________________________________________________________________ One-Half
7. Trim Tabs ---------------·--·-----------------------------------·---·-----------------Set
8. Mixture Controls ----------------------------·---··------------------Auto-Rich
9. Gyro Instruments (D/G and G/H) ________________ Set and Check
10. Booster Pumps --------------------------------------------------·-----------------On
11. Hatches ____________________________________________________________________________ Closed
12. Clocks --------------------------------------------------------···-----····----------------Set
13. Radio __________________________________________________________________________________ T·est
14. Hydraulic Pressure (kickout pressure) --·---------------------Check

BEFORE LANDING
Co-Pilot Reads Plane Commander Answers
1. Brakes ------------------------------------------------------------------------------Check
2. Ignition --------------------------------····---------·----------·-------------------Check
3. Wing De-leers ----------------------------------------------------·----------------·--Off
4. Mixture Controls --------------------------------------------·-··----Auto-Rich
5. Turbo Controls ____________________________________________________________________ Off
6. Cowl Flaps ______________________________________________________________________ Closed
7. Inter-Cooler Shutters ------------------------------·-----------------------OPen
8. A.F.C. ---------------··-------------------------------------------------------------------Off
9. Altimeter ------------------------------------------------·------------·-·--------------Set
10. Trailing Antenna (Radio Man) ----------------------------- .. -Reeled In
11. Auxiliary Hydraulic Pump (Plane Captain) --·------·--·-··----On
12. Nose Wheel Compartment ··------·---·---------------------------------Check

Final Sequence During Approach After Landing

1. Landing Gear ____ . ___ Down --·----------------·----- ---- ------···--••·•----Down
2. Wing Flaps ____________ One Half ---·----···--·-·-··------····---····--···-···-Up
3. Propellers ·-·-----------2500 R.P.M. ----···--··-····----····High R.P.M.
4. Boosters ----·-·-····------On --··-----------------------·-------··-·······-·········-Off
5. Wing Flaps ____________ Full Down ·-··----·-·-----·---·--····-······-··-···· ··Up
6. Cowl Flaps _____________ .Closed ···-----···---·--·--··-·------------·-······ .. Open

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 BEFORE LEAVING COCKPIT
Co-Pilot Reads Plane Commander Answers
1. Parking Brakes .................................................................... On
(Unless Chocks Used)
2. Battery Switches (After instruments return to zero) ...... Off
3. Main Line Switch ................................................................ Off
4. A.C. Power Switch ................................... ........................... Off
5. Radio ...................................................................................... Off
6. Controls .......................................................................... Locked
7. Landing Gear Lever ....................................... .... ............. Down
8. Ignition Switches ......................................................... ....... Off

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 POWER PLANT OPERATION
I Take-off Sea Level-1200 h.p., 5 minutes duration:
(a) Mixture Controls ............................................ Auto-Rich
( b) R.P.M. . ..................................................................... 2 7 0 0
(c) Manifold Pressure ............................................... .49" Hg
(d) Fuel Pressure ................................................ 14-16 PSI
(e) Oil Pressure ........ 80 'P SI Minimum, 100 PSI Maximum.
(f) Oil Temperature ... .40° C. Minimum, 95° C. Maximum
(g) Cyl. Head Temp ..... 150 ° C. Minimum, 260° C. Maximum
Desired Oil Pressure-Approximately 95 PSI.
Desired Oil T·e mperature-75° C.-85° C.
Do not start take-off with cylinder head temperature
above 205° C.
II Military Rating-From sea level to 23,400 feet--1200 h.p.,
5 minutes duration:
All limits same as for take-off.
III Normal Rated Power-From sea level to 25,000 feet, 1100
h.p., continuous operation:
(a) Mixture Controls ............................................ Auto-Rich
( b) R.P.M. . ..................................................................... 2 5 50
( c) Manifold Pressure ........................................... .45.5" Hg
(d) Fuel Pressure ................................................ 14-16 PSI
(e) Oil Pressure ........ 80 PSI Minimum, 100 PSI Maximum
(f) Oil Temperature .................................... 95° C. Maximum
(g) Cyl. Head Temperature.... 260° C. Maximum for 1 hour
232 ° C. Maximum continuous
Desired Oil Pressure-Approximately 90 PSI.
Desired Oil Temperature-7 5 ° C.-85 ° C.
Desired Cyl. Head Temperature-220° C.-230° C.
IV Cruising 'P ower:
1. Carburetors, Auto-Rich-Sea level to 31,000 feet, 75 %
Normal rated power, 825 h.p., continuous.
(a) R.P.M ..................................................... 2325 Maximum
(b) Manifold Pressure .......................... 35.5" Hg Maximum
(c) Fuel Pressure .............................................. 14-16 PSI
(d) Oil Pressure ................................................ 85-95 PSI
(e) Oil Temperature .................................... 75° C.-86° C.
(f) Cyl. Head Temperature ··········-----···-·232° C. Maximum•
2. Carburetors Auto-Lean-Sea Level to 33,000 feet, 65 % nor-
mal rated power, 715 h.p. continuous.
(a) R.P.M. ·····-·-·················-············-·············2200 Maximum
(b) Manifold Pressure_·-·········---·····-·----·-··-·32" Hg Maximum
(c) Fuel Pressure ···--·········--··········--·-····•···········14-16 PSI

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 (d) Oil Pressure _____ ____ __ _______ _____ __ ____ ___ ______ ____________ 85-95 PSI
(e) Oil Temperature _______ ______ __ ____ __ ____ __ __ ______ _70 ° C.-80 ° C.
(f) Cyl. Head Temperature ____________________ 232 ° C. Maximum
(g) BMEP not to exceed 140 PSI in Auto-Lean.
Listed readings of oil pressures and temperatures are
normal readings. Readings slightly above or below
these limits will not cause damage.
Desired cylinder head temperature- 200 ° C.
V War Emergency Rating 1350 h.p. for 5 minutes.
(a) Water injection equipment.
(b) R.P.M. _____ ______ ___ _______ _____ _______ _____ _____ _______ __ ___ _______________ __ 2700
( c) Manifold Pressure ___ ________________ __ __________ _____ ___ ____ _57" Hg.
(d) Not installed as yet--No operating instructions avail-
able.
VI Starting and Stopping Engines :
1. Starting Engines :
(a) All switches off.
(b) Props pulled through by hand ( 6 blades).
(c) Turbo Controls off (see that waste gates are open).
( d) Carburetors-Idle cut-off.
(e) Fuel Valves-Tank to engine (on).
(f) Master battery switch on, main power switch (bar
switch or crash switch) on, battery switches on-Start
Putt-Putt (APU) *.
(g) Turn on auxiliary hydraulic pump-Set brakes, wheels
chocked.
(h) Cowl flaps open.
(i) Propellers-High R.P.M.
(j) A.C. Power switch on-Ignition switches on.
(k) Throttles, 1/ 4-1 / 3 open.
(Start engines electrically in order of 3-4-2-1).
(Start engines manually in order of 1-2-3-4).
(1) Booster on-On engine to be started.
(m) Energize starter-15-20 seconds.
(n) Prime while energizing, 7-8 shots cold, 4-5 shots war m,
then booster off.
( o) Release energizing switch, engage meshing switch.
(p) As soon as engine fires, put mixture control in auto-
lean. If engine does not run immediately put mix-
ture control back in idle cut-off.
(q) When engine is running watch oil pressure gauge. If
no oil pressure registers within 3 0 seconds, stop engine.
(r) Warm up at 1000-1200 r.p.m.
*When using battery cart do not turn on battery
switches or putt-putt.
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2. Stopping Engines:
(a) Turn up engines to 800-1000 r.p.m.
(b) Check mags, switch from "R" to "L" and back to
both. This is not to check drop-off, but to check for
possible dead mags.
(c) Place carburetors in idle cut-off.
( d) When engines have stopped firing, slowly open the
throttles.
( e) After engines have stopped turning, turn off ignition
switches.
(f) When engine instruments have returned to zero, turn
off A.C. power switch.
(g) Turn off battery switches, then main power switch.
NOTES:
1. The amount of prime needed is a matter of experience.
2. Starting engines in auto-lean applies only to PB4 Y's
equipped with R-1830-43 engines. These engines are
equipped with Stromberg carburetors which require
auto-lean for all ground maneuvering. PB4Y's equip-
ped with R-1830-65 engines are to be started in auto-
rich, and all ground maneuvering done in auto-rich.**
The R-1830-65 is equipped with a Chandler-Evans car-
buretor. The only difference between the R-1830-43
and the R-1830-65 engine is the carburetor. All PB4Y's
equipped with R-1830-43 engines have throttle stops.
Those equipped with R-1830-65 engines may or may not
have throttle stops.
3. When starting cold engines it is important to watch the
oil pressure gauge as soon as the engine fires, because
oil pressures attained with cold oil are such that the
pointer will go all the way around the dial and will in-
dicate little or no oil pressure, when actually it is up-
wards of 200 PSI. As the oil warms up the pointer
will slowly drop back to about 140 PSI. At this point
the oil pressure thermostatic relief valve opens and the
oil pressure drops to normal.
4. Do not cut engines with cylinder head temperature a-
bove 205° C.
** All ground maneuvering in auto lean if carburetor
jets have been changed as required. Until jets have
been replaced do not exceed 12,000 feet.

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 FLIGHT TEST PROCEDURE
(NEW ENGINES)

The following is recommended as the procedure to be followed

for testing new engine installations in PB4Y-1 type aircraft.
A. Before starting engines:
1. Follow regular check-off list.
2. Test operation of cowl flaps-closed and open.
3. If everything is in order according to plane captain, start
engines.
B. After starting engines:
1. Warm up thoroughly; Auto-lean, R-1830-43; Auto-rich,
R-1830-65.
(a) Head temperature (cylinder) 150° C. minimum.
(b) Oil temperature 60° C. minimum.
( c) Oil pressure 50-70 PSI at 1000 r.p.m.
C. Check propeller feathering-4, 3, 2, 1.
1. When ground feathering is done, do not cut any engine,
leave it running.
2. Carburetor in Auto-rich on engine to be checked. 'Turn up
to 1700-1800 r.p.m. Feather propeller.
3. R.p.m. will drop to 450-550. Unfeather as soon as pos-
sible to avoid excessive cylinder head temperature. En-
gine may smoke considerably when feathered.
4. When unfeathered-Carburetor in Auto-lean; R-1830-43
only.
D. Engine run up:
1. Auto-rich all four engines.
2. Run up to 1500 r.p.m. Check flaps; down-up. Exercise
propellers at least twice. Check fuel pressure rise or fall
with booster pumps on, then off.
3. If cylinder head temperature rises above 205° C. when ex-
ercising propellers, allow to cool below 205° .C. before pro-
ceeding further.
4. Check mags and set turbos. Auto-rich on engine being
checked.
(a) Two thousand r.p.m., approximately, 26" Hg M.P.
Check mags; allowed-no more than 100 r.p.m. drop
per mag, if engine runs smooth; desired-no more
than 80 r.p.m drop.
(b) Open throttle to stop, 2400-2500 r.p.m; 36-38"
Hg M.P.
(c) Set turbo to 45.5" Hg M.P. R.p.m. i-ises to 2600-
2675. Oil pressure not to exceed 105 PSI, 95 PSI
desired, fuel pressure 14-16 PSI.

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E. Take-off and climb-Auto-rich:
1. Twenty-seven hundred r.p.m.; 45.5" Hg M.P.
2. When airborne 2500 r.p.m., 44" Hg. Gear up, flaps up,
turbos off.
3. Climb-2250 r.p.m., 32" Hg to 7000 feet altitude noting
any rough engine operation.
(a) Record engine instrument readings dur ing climb.
Cylinder head temperature 232 ° C. maximum.
(b) Oil temperature approximately 80 ° C. (100 ° C. max-
imum).
Oil Pressure, 85-95 PSI.
Fuel Pressure, 14-16 PSI.
4. Turbos may have to be used to obtain 32" Hg M.P. at 7000
feet altitude.
F. Level Flight:
1. Leave 2250 r.p.m., 32" Hg Auto-rich, level off at 7000
feet. Boosters off, cowls closed.
2. Run five minutes to allow temperatures and pressures to
stabilize and record engine readings.
(a) Cylinder Head Temperature ........ 232 ° C. Maximum.
(b)' Oil Temperature ........................................ 75 °-80° C.
(c) Oil Pressure -··············-····························85-95 PSI
(d) Fuel Pressure ·······--······--···························14-16 PSI
3. Check fuel pressure rise or fall with boosters on, then off.
4. If turbos are being used, turbos off, change to 2100 r.p.m.
Reset turbos to 32" Hg. After five minutes record engine
readings, approximating those above.
5. Leave 2100 r.p.m., 32" Hg, change to Auto-lean.Run five
minutes and record engine readings, approximately same
as above. Do not exceed 32" Hg M.P. in Auto-lean.
6. Turbos off, change to 1900 r.p.m., reset turbos to 31" Hg
M.P. Run five minutes and record engine reading, ap-
proximately same as above.
7. If everything OK, run at 1900 r.p.m. 31" Hg for at least
two hours, if possible. Adjust cowl flaps to maintain 200 °
C. cylinder head temperature (maximum).
8. During run at 1900 r.p.m., 31" Hg set throttles to 29" Hg,
if possible. Run M.P. to 31" Hg with turbos.
9. Check for rough engine operation during all tests.
G. Final Test:
1. Auto-rich, boosters on, 2550 r.p.m., 45.5" Hg, cowls closed.
Run five minutes and record engine readings.
(a) Cylinder Head Temperature ........ 260° C. Maximum.
(b) Oil temperature ................................ 90° C. Maximum
(c) Oil Pressure ................................ 105 PSI Maximum.
-14-
 B.M.E.P. CHART
HORSEPOWER AND DISPLACEMENT
IOPO , , 2QOO , , • , 3qoo , ~ _, 4QOO
ri,
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Sil
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.....
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INSTRUCTIONS. s r::::
SELECT HORSEPOWER AT TOP OF-
CHART. MOVE VERT ICALLY DOWN TO
DISPLACEMENT. WHERE THESE TWO
LINES INTERSECT, MOVE FROM THIS __,
[;
"d

('I)
UJ
('I)

'1
('I)
UJ
POINT HORIZONTALLY ACROSS TO c:-+- UJ
RPM BE ING USED. FROM THIS 1NTER ('I) r::::
UJ '1
SECTION DRQP VERTI CALLY AND ' I'" ('I)

1 READ B.M .E.P. FROM BOTTOM OF

'1

r
CHART. ('I)
c:-+-
EXAMPLE r::::
'1
R 1830 ENGINE DEVELOPING 1200 ~
HORSEPOWER AT 2700 RPM.
c:-+-
B.M.E.P. • 192 PSI 0
O"
~
UJ
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('I)
('":)
0
'1 •
0... :
s·:
(JQ :
~
..... ....,;..
BRAKE MEAN EFFECTIVE PRESSURE- LBS.PER SQ. INCH
;:1
.........
~ O')

~ 1-d
'O 00
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 HORSEPOWER CHART
R. P. M.
2200 2100 2000 1900 1800 1700 1600 1500
c.,
. 32 715 675 645 612 582 550 510 472
:c
31 685 647 617 585 555 522 483 449
lL
0 30 655 619 588 559 530 497 460 426
.
z
-. 29 625 590 562 530 503 471 435 405
Cl)
(/)
28 595 561 532 504 475 445 412 382
IJJ
a:: 27 565 532 505 475 448 420 388 358
0.
. 26 535 503 475 448 420 3'92 362 333
z
<t
~ 25 505 475 448 422 393 368 338 310
24 475 448 421 395 367 343 314 289
 SYNCHRONIZATION OF PROPELLERS

Proper propeller synchronir.ation is very important in any type

of multi-engine plane. Tachometers alone cannot be used for syn-
chronization since a small amount of error is present in all instruments.
1. Syn ~hronization is accomplished by use of the senses of sight,
hearing, and feel. Tachometers are used to indicate r.pm. so bring all
tachometers to same setting.
2. Each outboard propeller is synchronized to the inboard propel-
ler on its side of the plane by observing the shadow caused by the
blades. If propeller governor control switches No. 1 and No. 3 are
used for the port and starboard sides, respectively, an easily remem-
bered system can be used. If the shadow is moving inboard pull the
control switch back, if the shadow is moving outboard push the control
switch forward.
3. To finally synchronize the two pairs of propellers, operate
both the switches controlling the propellers on one side of the plane
until the beat set up between the two pairs of propellers disappears,
hy sound only.
4. To properly synchronize all propellers, it is necessary that all
engines be operating under the same condition of mixture, power, etc.
5. At night use flashlights or landing lights to see shadows.

FEATHERING PROPELLERS
The following instructions should be applied in flight:
1. Emergency Feathering:
(a) Trim aircraft for level flight, holding altitude.
Close propeller feathering switch.
(b) Close throttle.
( c). Move mixture control to "Idle cut-off" position.
(d) Leave ignition switch on until propeller stops, then turn
off.
( e) Close cowl flaps.
(f) Check vacuum, if No. 1 or No. 2 engine out. (No. 3
engine out, start auxiliary hydraulic pump and open
star valve) .
(g) Turn off fuel valve.
(h) Turn off generator switch.
2. Practice Feathering:
(a) Trim aircraft for level flight, holding altitude. Retard
throttle.

-17-
 (b) Reduce r.p.m. to minimum.
( c) Place mixture control in "Idle cut-off" position.
( d) Close propeller feathering switch.
( e) After propeller stops, turn ignition switch off.
(f) Close cowl flaps.
(g) Check vacuum, if No. 1 or No. 2 engine out. No. 3
engine out, start auxiliary hydraulic pump and open star
valve.
(h) Turn off fuel valve.
(i) Turn off generator switch.
3. Unfeathering:
(a) Turn on fuel valve and generator switch.
( b) Turn on ignition switch.
(c) ' Check propeller in minimum r.p.m.
( d) Set mixture to Auto rich position for starting (if cylinder
head temperature is low, place in Auto-lean for warm
up after starting), when propeller reaches 800--1000
r.p.m.
( e) Crack throttle.
(f) Close propeller feathering switch.
(g)' Keep switch closed until tachometer indicator reads
800-100 r.p.m., th·en release.
(h) After required temper ature is reached, adjust to desired
power.
(i) Check Star Valve in case of No. 3 engine.
(j) Warm up:
Under 100° C. use 15"• Hg.
Between 100° C. and 150° C. use 20" Hg.
Over 150° C.-Normal operation.

-18-
 EMERGENCY FLIGHT OPERATIONS
ENGINE FAILURE

ENGINE FAILURE ON TAKE-OFF--In the event of engine

failure on take-off, the pilot must immediately choose between two al-
ternatives. The proper choice will be det ermined by the conditions
prevalent at the time of the engine failure.
1. If an engine fails before the landing gear is up and there is
sufficient runway left to land the airplane, the proper procedure would
naturally be to throttle the remaining engines and effect a landing; if
a landing cannot be accomplished, as stated above, and continued flight
is not advisable due to further mechanical trouble, atmosphere or load
conditions, or a combination of the above, the procedure would be to
throttle back and land straight AHEAD on the wheels, if a proper field
was available, or wheels UP if the field were rough.
Caution-In the event of a belly landing, use full flaps and
sufficient airspeed to avoid a high rate of sink.
2. In the event the airplane is going to be flown, which is general-
ly the case, FIRST, fly the airplane by getting the nose down to the
minimum angle of climb required to safely clear any hazards or ob-
structions. Immediately follow by using enough rudder and aileron
to counteract the yaw created by the unbalanced power condition. The
landing gear should be raised as soon as practical to reduce drag. At
this point, the trim tab should be applied to relieve the physical effort
required on the controls. Next, DETERMINE POSITIVELY WHICH
tmgine is at fault by observing: (1) engine temperature; (2) manifold
pressure; (3) tachometer reading (r.p.m.); (4) yaw of the airplane.
Then feather the propeller. Follow by turning off the magneto switches
and valve of the engine at fault. At a safe altitude, raise the wing
flaps in three or four stages to avoid high rates of sink, under most
conditions retaining 5 ° of flaps is desirable.
3. Do not draw excessive power from the remaining engine for
a longer period than necessary to get the airplane under safe control.
4. Do not fail to use sufficient rudder in trimming the ship. Carry
the dead engine wing high only the amount necessary to make direc-
tional control possible. Insufficient rudder and too much aileron will
cause the airplane to be flown in a forward slip, making it impossible
to attain a safe airspeed.
5. Do not try to apply trim tabs while applying rudder and ail-
eron. First, introduce the required amount of rudder and aileron.
Hold it, then, relieve the strain with tabs.
6. Do not forget that it is always desirable to keep d\.ad engine::;
high on all turns.

-19-
 7. Do not fail to attain and hold a safe airspeed. A minimum of
135 m.p.h. with 20 degrees of flap and 145 to 150 m.p.h. with a zero to
five degree flap setting under normal load conditions.
8. Do not forget, engines number one and two are equipped to
furnish the vacuum and pressure for the gyro instruments and de-icer
boots; that number three engine drives the hydraulic pump. In the
event that any of these engines are feathered, switch to the alternate
:'1ource of supply.
9. In the event a propeller refuses to feather, check the circuit
breaker. If this is not at fault, put the propeller in low r.p.m.

FAILURE OF 'T WO ENGINES IN FLIGHT.

1. With two engines on one side inoperative, it is possible to fly
the airplane in all normal maneuvers within the engine power limits.
2. When the two operating engines are delivering rated power,
it is desirable to bank the airplane (dead engines high) to reduce the
rudder pressure required for straight flight.
3. The service ceiling with left engines running, and both right
engines dead and propellers feathered, will be slightly higher than the
ceiling with right engines running, left engines dead. In all cases the
ceiling with any two engines dead and a gross weight of 41,000 pounds
is above 10,000 feet.
4. Airplanes with one engine out will generally maintain altitude
with the landing gear extended. When only two engines are useful,
the airplane cannot be expected to maintain altitude with both landing
gear and flaps extended.

LANDING WITH ONE OUT·B OARD ENGINE INOPERA-

TIVE.-The following is recommended:
1. Keep the dead engine high on all turns near the ground.
2. Fly the traffic pattern at least 500 feet higher than customary.
3. Place the base leg close enough so a minimum amount of
power is required on the final approach. At the point power reduction
is required, instead of partially reducing power on all three active en-
gines together, reduce power on the active outboard to about twelve
inches manifold pressure. Then, use the inboard engines for power,
the same as a twin-engine aircraft. Just before landing, close the ac-
tive outboard throttle with the inboards. If the above procedure is
used, the check list for landing can be followed closely in regar d to flap
settings, landing gear, high r.p.m., etc. Also, on the final appr oa ch, a
normal tab setting is possible.
Caution-Avoid any high rates of sink on the final approach
unless you have excessive air speed, due to the reduced available power.

-20-
If runway length permits, use 5 to 10 m.p.h. higher airspeed than cus-
tomary on the final approach.

LANDING WITH TWO ENGINES INOPERATIVE ON ONE

SIDE.-Approach the traffic pattern high enough to permit the pattern
to be flown with a minimum amount of power; in other words, a semi-
glide condition all the way in to the actual landing, reducing power
on the active outboard engine first. Other than having more altitude
in the traffic pattern necessary due to the lack of available power and
the off-balance power condition existing which makes it undesirable
to pull a high amount of power from the active outboard engine, pro-
ceed the same as landing with one outboard engine inoperative.

LANDING WITH ONE ENGINE INOPERA'TIVE ON EACH

SIDE.-Use the same method as landing with two engines inoperative
on one side, even though the inoperative engines should be an inboard
0n one side and an outboard on the other. This condition is easier to
control due to power available on each side.
Note--When flying across country with one or more engines
inoperative, it is necessary to maintain sufficient airspeed to properly
fly the airplane. Under normal load conditions a minimum of 150
m.p.h. with no flaps and 145 m.p.h. with ten degrees of flap is recom-
mended. Under a condition where the available power is not sufficient
to maintain altitude, it is usually possible to reduce the sink two or
three hundred feet a minute by using ten degrees of flap and an air-
speed of about 146 m.p.h.
Note-If the approach to the traffic pattern, the traffic pat-
tern itself, and the final approach leg are PROPERLY PLANNED, a
1,ilot with average ability can land the airplane with one or two en-
gines inoperative. The less the power required on the live engines
with unbalanced power, the less severe the off-trim condition; thus the
recommended semi-glide base and final approach leg. To acquire this,
more altitude in the traffic pattern and a close base leg is required.

1. WIND MILLING AN OUTBOARD ENGINE ON TAKE-OFF.

1. When off the ground and at a point where the airplane must
Le flown out and not landed again on the remaining runway, pull either
number 1 or 4 throttle completely off. Have the student fly the air-
plane by first getting the dead engine wing up and coming in with suf-.
ficient rudder to fly the airplane in a straight flight path, paralleling
the runway. After this has been accomplished trim tab may be applied,
then the gear is raised when safe to do so, followed by 11aking t he flap~
up in stages; to make the student aware of the necessity of feathering
, dead engine. Have him tell at what point he would feather on the

-21-
 take-off, and what engine. Have him tell you this during the actual
performance. He should be so instructed before the take-off. At the
point the student states he would feather, open the throttle on engine
in question to 12 H.G. This simulates the drag of a feathered engine
at 150 m.p.h. airspeed.
Common Errors are:
(a) Failure to get the wing up high enough.
(b) Failure to get the wing up soon enough.
(c)' Not first flying the airplane and getting it under control,
before setting trim tabs.
(d) Failure to choose the right point to r aise the gear.
( e) Feathering engines before being positive which engine
is at fault.
(f) Not raising the flaps in several stages.
(g) Not using enough rudder.

2. CLIMB.
1. The climb should be made at the highest airspeed, that maxi-
mum rate of climb is obtainable usually 150 to 160 miles per hour. The
r.p.m. should normally be 2250 r.p.m. The power setting from 41 to
45 inches H.G. Cylinder head temperatures pretty much control the
power setting. If an excessive cowl flaps setting is required at 45
inches, lower the H.G. setting to 42 or 43 inches.

3. CRUISE.
1. It is recommended that two inches of 'Turbo be used at alti-
tudes where it is possible to get the desired H.G. with throttles alone.
Above this altitude desired power is obtained with Turbos. Remember
on reducing power, always reduce manifold pressure first, then r.p.m.
When adding power, first increase r.p.m., then increase manifold pres-
sure.

4. FEATHERING.
1. Feather both engines on one side, have the student trim the
ship hands off. At this point make turns away from the dead engines,
and into the dead engines. Thirty degree banks into the dead engines
is possible at altitude, but not recommended at low altitudes. Main-
tain an airspeed of 150 miles per hour. Tell the student if he were
actually making a ' landing with two engines feathered on one side, he
• should request a traffic pattern that would keep the dead engines up
on all turns. This is also desirable with an outboard f eathe red and if
not possible to make shallow turns into the dead engines.
2. Demonstrate the required power necessary to maintain level
flight with two engines feathered on one side. Now feather the other

-22-
outboard engine, flying on No. 3, engine pulling 45 inches H.G. and
2550 r.p.m. At 140 to 145 miles per hour have him note the rate of
sink, then apply ten degrees flap under the above condition. A mini-
mum sink of from three to five hundred feet is possible with a 43,000
lbs. gross weight. When feathering more than two engines be sure the
active engine has a good generator and start the APU before feather-
ing. Also when unfeathering do not exceed 20 inches H.G., until head
temperature reaches 150 degrees.

5. DEMONSTRATING DRAG BETWEEN WIND MILLING AND

FEATHERED ENGINE.
1. First windmill an outboard, then have the student trim the
ship hands off. When this has been accomplished feather this engine,
calling the student's attention to decrease in drag by the swing of the
airplane's nose. This can also be demonstrated by doing the above,
but instead of trimming the ship, holding the drag physically, then
feeling the reduced drag when feathered. 'T he above is to impress the
student with the benefit of feathering a faulty engine.

6. STALLS.
1. At 25 H.G., no flaps, have the student stall the airplane. At
the first indication of a burble lower the nose, keeping the wings level
with the rudder only. Have the student note the airspeed, the air-
plane stalls from 105 to 110 miles per hour usually. Next, do the above
with half flaps. Stalling speed will be 90 to 95 miles per hour. Next
repeat the above with full flaps, the stalling speed will be about 80 to
85 miles per hour . . Next repeat the full flaps stall with gear down.
Note the stalling speed will be about the same, but is more quickly ac-
quired. Also it takes longer to obtain flying speed due to the drag of
the gear. Do not exceed 150 miles per hour with flaps or gear ex-
tended ( on emergency O.K.).
2. With gear and flaps retracted do a power-off stall having the
student note the high rate of sink and loss of altitude on the recovery,
as well as steep angle of recovery necessary to obtain flying speed, and
the ease of producing a secondary stall by too fast a recovery. The
airplane stalls power off, at about 115 miles per hour, no flaps. If de-
sired flaps setting, and gear down, stalls may be demonstrated. The
result will be a longer time required to acquire flying speed.
3. One of the partial power stalls as well as the power off stall,
should be done with power recovery, to demonstr at e the resultant re-
duced sink and loss of altitude. Note the above quoted stalling air-
speeds are maximum obtainable, with properly calibrated airspeed

--,28-
meters, and good flying technique. It is not necessary to acquire the
above reading.
4. The purpose of the stall is to teach the student to sense the
first indication of the stall, and a proper method of recovery.

7. SIMULATED ENGINE FAILURE TAKE-OFFS.

1. At a safe altitude and 25 H.G. have the student put the air-
plane in a moderate climb. When the airspeed reduces to 150 miles
per hour give him half flaps, continue the climb to 125 miles per hour,
at which point pull both throttles on one side completely.
2. He should be given this maneuver until he is able to recover
within ten degrees of the original heading. 'T he proper method of re-
covery is to get the nose down, get the dead engine wing up, and come
in with full rudder.
3. After the first couple of attempts have the student conscious
of the possible need for more power. For practice make him open the
throttles on the two active engines, explaining that if the engine failure
occurred on take-off, the throttle would be open, so the added power if
needed would be obtained by pushing the turbo levers forward, col-
lapsing the spring loaded emergency stops.
4. Common errors are:
(a) Not acting quick enough, thus allowing the ship to get
in a compromising position.
(b) Not getting the dead engine wing high enough.
(c) Not holding the dead engine wing high.
(d) Failure to use enough rudder.
(e) Trying to recover in a nose high attitude.
(f) · The other extreme, not trying to recover with a minimum
loss of altitude, by over diving and acquiring too much
airspeed. 130 to 135 miles per hour is sufficient air-
speed, or forgetting the necessity of more power.

8. DISCOURAGING STEEP TURNS NEAR THE GROUND.

1. Have the student fly the airplane in a 30 to 35 degree bank,
then cut the throttles on both the low engines.
2. Have him recover to straight flight with a minimum loss of
altitude. This maneuver should be done with no flaps.

9. THREE (3) ENGINE LANDINGS.

1. In the traffic pattern completely close the throttle on the out-
board engine, that will be the high wing on all turns in the pattern.
It is recommended that the airplane is not trimmed completely hands

-24-
off, due to the excessive off trim condition that will later develop on the
final approach, when the throttles are reduced for landing.
2. The easiest way to execute a three engine landing when an
outboard is out, is to place the base leg close enough, and be high to
be able to pretty much throttle the active outboard, so the final ap-
proach can be made with the inboard engines, thus relieving the off
trim condition.
3. Note-Avoid high rates of sink at low airspeeds, when relying
on two engines. A slightly higher airspeed on the final approach is
desirable if the runway length permits it.

-25--
 TAXIING
When taxiing it is imperative that application of brakes, rudder
and throttle be coordinated in such a manner as to keep the plane taxi-
ing in a straight line not in excess of 15 m.p.h. and without excessive
use of throttle at any time. Unless in cases of emergency use of throttle
in excess of 1400 r.p.m.'s is unnecessary. Apply gentle pressure on
brakes at all times and slow plane to below 15 m.p.h. when making
turns.
At all times try and taxi without use of brakes using outboard
engines and rudder where applicable. The secret of taxiing a PB4Y-1
type of aircraft is the proper use of outboard throttle and the minimum
use of brakes, always taxiing at such a speed so as to have complete
control of the aircraft on the ground.
Remember, use only one outboard engine at a time, and be
sure to cut back all throttles when braking plane to a complete stop.
This is important for proper consideration of your brakes and nose-
wheel assembly may some day mean the saving of not only your own
life but those of your crew as well.

HELPFUL HINTS IN TAXIING

1. Keep tower controlling field posted as to your movements.

2. Is your plane captain on lookout from Pilots Escape Hatch?
3. Is Second Pilot closely watching starboard side of plane?
4. Are your booster pumps off, Mixtures Auto-lean, and cowl
flaps open?
5. Never at any time spin plane on inboard side mount.
Remember there is a rubber shortage.
6. Do not cock nose-wheel more than 30° at any time.
7. When braking to a complete stop and nose-wheel starts to
turn either to right or left, release pressure on brake on
side to which nose is turning and catch with opposite brake.
8. Refrain from using excessive amounts of outboard throttle
when taxiing as the only result will be the jockeying of
the plane up the taxiway.
9. When parking brake is on and engines are turning up at
1000 r.p.m.'s and parking brakes are released, leave
engines turning up at 1000 r.p.m's until forward motion
is obtained, then throttle back using outboard throttles to
guide forward path of plane.
10. Remember that bouncing of the planes nose section is due
to excessive use of brakes and is a glaring example of an
inexperienced pilot.

-27-
 NORMAL OR 1/2 FLAP (20°) TAKE-OFF

I Prior to taking the runway, the pilot will use the "seven
( 7) point" check-off system ie:
1. Turbos set and on
2. High R.P.M. (Lights checked)
3. Tabs set
a. Elevator tab (2° nose up)
b. Rudder tab (2 °-4 ° right rudder)
c. Aileron tab ( 0 or as required)
4. Flaps at 1/2 or 20°
5. Cowl flaps streamed (3°-5° open)
6. Mixture in auto rich
7. Booster pumps on
II Clearance for taking the runway:
1. 'Tower if required
2. Plane captain's "all clear"
3. Co-pilot's "all clear"
III Take-off position:
1. Down wind as far as possible
2. Center of runway
IV Take-oft':
1. Hold brakes until 25" H.G. is obtained
2. Release brakes (shift feet off brakes to rudder pedals)
3. Steer plane with engines and rudders while drawing
throttles for max. H. P.
4. Co-pilot adjust lock nut for throttle security
6. At 80 M.P.H. raise nose wheel off the deck
6. Place plane in an attitude that will allow it to become
air borne at 116-120 M.P.H.
7. Between 60 - 100 ft. hit brakes - gear up
8. Initial power reduction 45" Hg-2600 r.p.m.*
9. Maintain 140 M.P.H. with 1/2 flaps
10. After wheels are retracted, flaps up, speed 150 M.P.H.
11. Turbos off, 35" Hg-2300 r.p.m.
12. At 1500 feet check nose wheel compartment
13. Maintain above settings until 1900 feet altitude is
reached then:
Wheels down
81" - 2100
Boosters off.
Cowl flaps closed
14. After wheels are checked by the plane captain, pilot
checks brake pressures.

-28-
 * Using 91 octane gas 42.5" Hg - 2750 r.p.m. for T.O.
,, ,, ,, ,, 40.0" Hg - 2500 r.p.m. (Initial power
reduction)
,, ,, ,, ,, 38.0" Hg - 2500 r.p.m. (Maximum for
climb)
,, ,, ,,
" 35.0" Hg - 2300 r.p.m. (Normal for
climb)

NO FLAP TAKE-OFF

I 'Take-off settings, position, and clearance same as for normal

take-off, except use no flaps.
II Take-off:
Identical to normal take-off except plane requires longer
run, higher take-off speed, (130 M.P.H.) slightly higher
nose altitude. Climb at 150 M.P.H. remainder of take-off
the same as a normal take-off.

FULL FLAP (40°) TAKE-OFF

In case it is necessary to take-off from an exceptionally short

field and to clear rather high obstructions that are in close, a full flap
take-off should be used. It will place the plane in the air faster with
a shorter run than any other method. It must be noted, however, that
the airplane is in a dangerous attitude in case of engine failure. When
using this method, it is highly recommended that the plane be made as
light as possible.
1. A full flap take-off differs from the conventional 1/2 flap or
normal take-off in the following manner:
(a) Prior to taking runway, place elevator tab in full nose-up
position.
(b) Start take-off run with half flaps. As soon as throttles
are set and tightened, drop flaps full down ( 40 °).
( c) A decided back pressure is necessary to take the plane
off at approximately 90-100 m.p.h.
(d) Hold 100 m.p.h., climb to 200-300 feet altitude to clear
obstructions, nose over gradually holding your altitude
and pick up speed to 127 m.p.h.
( e) Bleed flaps to half, wheels up, then pro ceed the same a s
for normal take-off.

-29-
 THREE-ENGINE TAKE-OFF

Three engine take-off is accomplished as follows :

1. The two symmetrical good engines are operated in the same
manner as for normal take-off.
2. Rudder tab is adjusted to give the maximum possible force
to counteract the unsymmetrical thrust.
3. During the take-off run the rudder is held over as far as
possible and power of the odd engine increased as the force on the tail
becomes greater, thus keeping the ship straight.
It has been found that with an outboard engine stopped, and
its propeller feathered, the other outboard may be allowed to develop
approximately 750 H.'P. (2500 R.P.M. and 30" Hg) at take-off. In case
an inboard engine is dead, the other inboard can be allowed to develop
practically 1200 H.P. (full take-off power) by the end of the take-off
run.
Tests show that, with an outboard engine dead, the take-off
run is from 2 ¾ to 3 times as long as when using all four engines. With
an inboard engine dead, the run will be 2 to 2 ¼ times as long as that
required when all engines are used.
If time and facilities permit, removal of the propeller and
closing the front of the dead engine will reduce drag and improve
performance.

OVERSHOOTING FIELD OR POWER PULL-UP

In case of overshooting the field or refusing a landing for any

reason the following prcedure is necessary for the pull up:
1. Apply full throttle. If additional power is needed use the
turbos. Hold throttles forward.
2. Order "bleed flaps up one-half" if airspeed is over one hundred
and twenty-seven (127)' miles per hour.
3. Raise landing gear after the flaps are up to one half.
4. Order "flaps up" as soon as gear is up and airspeed reaches
on hundred forty (140) miles per hour.
5. Order "cowl flaps streamed."
6. Climb to approach altitude (150 M.P.H.).
7. Reduce power setting as on normal take-off.
8. If plane has touched runway, "Flaps to half" before plane is
1.irborne, instead of "Bleed flaps to half."

-30-
 NORMAL LANDINGS

(Procedure as listed will be used for continuous practice land-

ings. (If returning from extended flight, have second pilot run through
tomplete check list prior to entering landing circle). Airspeeds indicated
are for normal loads.
1. Lower landing gear after slowing plane to 150-155 m.p.h.,
maintain constant airspeed.
2. Desired altitude for base leg is 1500 feet, course rules per-
mitting. Base leg is parallel to runway, downwind, sufficiently wide
that the field appears just under the wing tip.
3. Order "Half-flaps," with airspeed 150-155 m.p.h. before
maneuvering for approach. Ideal position is on base leg, 1500 feet
altitude with beginning of runway directly a beam. Maneuvering air-
speed 140 m.p.h. with flaps ½ down.
4. With flaps ½ down, airspeed 140 m.p.h., reduce throttle for
steady rate of descent while maneuvering for approach. Normal setting
24 to 26 inches manifold pressure twenty-one hundred (2100) r.p.m.
5. With the field slightly on the quarter, begin and hold a steady
turn until aligned with the runway. The turn should be so judged that
an ample distance and altitude is allowed for the final approach (800-
100 feet altitude and one to one and half minutes away)·.
6. Order "Boosters on."
7. Order propellers "2500 r.p.m."
8. Order "Full Flaps" when needed before landing (Recommended
lowering just prior to straightening out on final approach. Maneuvering
airspeed 130 m.p.h. with full flaps down."
9. Maintain airspeed 130 m.p.h. until throttle is slowly reduced
and levelling off started for final landing. Level off low and land in
slightly nose up position. Hold sufficient back pressure on the yoke to
keep the nose wheel off the mat until plane has slowed down. Do not
drag tail skid.
10. After landing has been completed order: (a) "Auto Lean"
(b) "Booster Pumps Off" (c) "Cowl Flaps Open," and after slowing
down (d) "Wing Flaps up."
NOTE: 1. Prior to lowering gear ask the plane captain, "Nose
wheel compartment clear?"
2. Immediately upon lowering gear check brakes by appli-
cation then check accumulator pressures prior to landing.

-31-
 FULL FLAP NO POWER LANDING

The procedure for a Full Flaps no Power Landing is as follows:

1. Make the approach turn following the regular pattern except
that two thousand (2,000) feet altitude is desired at the point on the
final approach, throttle is removed completely. The final glide begins.
2. Push the nose and take throttle off completely; blimp the
engines occasionally during the final descent to avoid fouling the plugs.
3. Maintain one hundred thirty five ( 135 )' miles per hour for the
glide. (This speed will permit a normal flare, leveling off and landing
without the danger of mushing as the glide is broken.)
NOTE: With flaps deflection of twenty degrees (20°) the wing lift
increases twenty four percent (24 % ) but the drag increases
thirty percent (30 % ) •
With flap deflection of forty degrees ( 40 °) the wing lift
increases fifty five percent ( 55 % ) , but the drag increases
seventy seven percent ( 7 7 % ) •

CLOSED FIELD OR LOW VISIBILITY

APPROACH AND LANDING

1. Approach is started when over field, contact flight. Ceiling

500', visibility not more than one mile.
2. Turn upwind, keeping field in sight at all times. Airspeed 155
m.p.h., lower wheels.
3. Turn down wind, keeping within sight of field (1 mile). Lower
flaps to 20°, speed 140 m.p,h.
4. Auto rich, booster pumps on, 2500 r.p.m., lower flaps to full,
speed 130 m.p.h.
5. When end of runway is abeam, start into final approach, main-
taining 130 to 135 m.p.h. in turn. Aim at inside corner of runway.
6. Proceed with normal landing.

SMALL OR SHORT FIELD APPROACH

Procedure for small field approach may vary considerably de-

pending upon operating conditions, load, obstruction to be cleared, etc.
The procedure listed is for normal conditions as exist in training.
1. Initial part of approach with half flaps is the same for normal
landing. If desired, lose a little more altitude in the turn so that a
smaller rate of descent may be used for the final approach.

-32-
 2. Straighten out final approach 1 to 1 ½ minutes away from
field, altitude 600-800 feet, using full flaps down, booster pumps on
2500 r.p.m. During first half of final approach maintain 130 m.p.h.
and decrease altitude slowing plane first to 120 M.P.H. and gradually
down to 110-115 M.P.H. after clearing final obstructions, using plenty
of throttle so that the plane is hanging by the propellers in a nose high
altitude.
3. As soon as the throttles are taken off, the plane will drop
immediately. With this in mind, cut the throttles just as you reach the
field at a minimum clearance from the ground. Hold the nose up, land,
and proceed in the normal manner.

-33-
 DEMAND FLOW OXYGEN SYSTEM
I GENERAL SYS'TEM:
A. 24 G-1 low pressure ( 400 PSI) bottles (2100 Cu. In.)
B. 2 D-2 low pressure (400 PSI) bottles (600 Cu. In.)
C. 12 low pressure portable bottles
D. 10 high pressure bail out bottles
E. 14 demand flow regulators
1. Each regulator has an independent system
2. 1 ½-3 bottles per regulator, depending on supply
required for station
F. Stations
1. Pilots regulator ( 2 G1 bottles)
2. Co-pilots regulator (2 Gl bottles)
3. Bow turret regulator (2 Gl bottles)
4. Bottom turret and tunnel hatch regulators (split
usage of 3 Gl bottles)
6. Navigator and bomb bay regulator (split usage of
3 G1 bottles)
6. Top turret regulator (2 D-2 bottles)
7. Two bow regulators (split 3 Gl bottles)
8. Right waist hatch ( 3 G1 bottles)
9. Left waist hatch ( 3 G1 bottles)
10. Tail turret ( 3 G 1 bottles)
G. Advantages
1. Low pressure system
2. Ten independent systems
H. Refilling system
1. Filling valve outside on port side aft of bomb bays
a. refills all bottles except top turret.
2. Top turret recharged from navigation regulator
3. When recharging from high pressure system make
sure a pressure regulator valve is used
Keep clear of all oil and grease
I. General Information:
1. Use oxygen on all night flights from ground up.
(Improves vision 60 % )
2. Use oxygen if above 12,000 feet
3. Use oxygen if above 10,000 feet for two or more
hours
4. Always use portable bottles when walking about
aircraft at altitudes above 14,000 feet
Captain of aircraft should periodically check crew
stations at high altitudes

-86-
II PRESSURE REGULATOR
A. Visual indicators
1. Pressure gauge (pressure in system)
2. Amber light (lights when pressure is reduced to
100 PSI)
3. Flow indicator
a. Fluctuates when oxygen is being breathed.
b. Ball rises and stays stationary, depending on
amount of oxygen escaping
B. Auto Mix control lever
1. "ON" position
a. Mixture of atmospheric air and oxygen
b. Regulates percent of outside air and oxygen
as required up to 28,000 feet when outside air
is completely shut off, and only pure oxygen
enters system (best economy setting)
2. "OFF" position
a. Delivers 100 % oxygen to use at all altitudes.
b. Only used for rapid ascent to high altitude
1. Pressure gauge (pressure in system)

-36- -
 HEATER SYSTEM

I GENERAL EQUIPMENT:
A. Six Stewart Warner Spot Heaters.
1. Location:
(a) Two in bombardier's compartment.
(b) Two forward Instrument Panel for Pilots.
(c) One on floor of Flight deck by Navigator's
table.
(d)' One on 4.1 bulkhead for top turret.
B. Defrost tubes.
1. Location:
(a) On all heaters except navigator's.
C. Flame Arrester.
1. Location:
(a) One on each heater.
2. Prevents fire returning to fuel line.
D. Burner Tubes.
1. Location:
(a) One in each heater.
2. Diffuses fuel into combustion chamber.
E. Igniter plug.
1. Location:
(a) One in each heater.
2. Functions as electrical igniter.
F. Cylindrical aluminum oven and exhaust lines.
1. Exhaust line discharges into low pressure side of
engine impeller.

II FUEL SUPPLY:
A. Engine Number 2.
1. Supplies pilot, co-pilot and top turret heaters.
B. Engine Number 3.
1. Supplies bombardier's and navigator's heaters.
C. Fuel take-off line.
1. Location:
(a) Between cylinders 1 and 14 on high pressure
side of engine internal impeller.
2. Insulated dural tubes.
D. Fuel flow valve.
1. Solenoid valve located in nacelle.
2. Operated by heater switch.

-37-
 E. Manual shut-off valve.
1. Location:
(a) Station 4.1 on each side of bulkhead.
F. Three-way header.
1. Location:
(a) 4.1, one on each side.
2. Supply line leads off to individual heaters.
G. Heater safety valves.
1. Location:
(a) One in each heater line.
2. Designed to shut off fuel supply to any heater.

III OPERATION:
A. Master heater switch-Turn On.
B. Heater switch for each system--Turn On.
1. Pilot heater switch: For pilot, co-pilot, and top tur-
ret heater.
2. Bombardier's heater switch: For bombardier and
navigators.
C. Engine manifold pressure.
1. Between 25" and 35" H.G. Best manifold pressure
28" H.G.

IV TROUBLES AND CORRECTIONS:

A. Igniter plugs out.
1. Replace plug.
B. Master solenoid valve inoperative.
1. Pre-flight inspection necessary.
C. Heaters overheating.
1. Check motor and fan for operation.
2. Damper may restrict blower air.
D. Heater smokes after turning off.
1. Turn switch back to on; reduce manifold pressure
on that engine until smoking stops; turn switch
to "OFF."
E. Caution:
1. Have heaters off during take-off and landing.

-38-
 DE-ICER AND GYRO EQUIPMENT
I GENERAL SYST·E M:
A. Two vacuum pumps.
1. Location: No. 1 engine and No. 2 engine.
B. Distributor valve and electric motor.
1. Location: Starboard side, near ceiling, between
station 4.1 and front spar.
C. Vacuum control valve.
1. Location: On flight deck by fuel sight gauges.
D. Air Filter.
1. Location: Forward of instrument panel. Accessible
from nose.
E. De-icer boots and lines.
1. Location: Leading edge wing panels and tail sec-
tion.
F. Gyro instruments.
1. Turn and bank, artificial horizontal directional gyro.

II DE-ICER TROUBLES AND CORRECTIONS:

A. Control valve will not operate.
1. Reason: Mechanical linkage broken or slipping.
2. Correction: Turn valve to ON position.
B. Distributor valve will not rotate-one set of bladders
inflate and fail to deflate.
1. Cause:
(a) Fuse blown.
1. Replace fuse (Station 4.0 fuse box).
(b) Bad brushes.
1. Replace brushes, or stretch spring that
holds brushes in contact with commutator.
(c) A.N. plug loose.
1. Tighten plug.
(d) Wires broken.
1. Repair wires.
( e) Gears out of adjustment.
1. Tighten gear adjustment screws on fore
and aft face of distributor valve.
(f) One engine out-No. 1 or No. 2 engine.
1. Switch vacuum to other engine.

III GYRO INSTRUMENT TROUBLES AND CORRECTIONS:

A. Malfunction of gyros-slow erection.
1. Clean air filter.

-39-
 FUEL SYSTEM
In lieu of "U" hoses as a means of routing gasoline to the de-
sired location, two selector valves have been mounted on the control
panel at Station 5.1 on the left-hand side of the wing center section.
This revision obsoletes portions of the "New Fuel System Instructions"
contained in Vol. 1, No. 1 Field Service Bulletin of December 15, 1942.
The later system operates as follows:
A. To Transfer Fuel From Auxiliary Wing Tanks to Main Tanks.
1. Set auxiliary wing tank selector valve to tank to be drained.
2. On auxiliary fuel transfer panel set main wing tank transfer
selector valve to tank to be filled.
3. Turn "ON" auxiliary fuel pump.
4. When main tank is within 50 gallons of being filled, turn
"OFF" auxiliary fuel pump.
5. When transferring operation is completed, turn "OFF" both
auxiliary wing tank and main tank selector valves.
6. Do not change position of selector valves while fuel pump is
"ON."
B. To Transfer Fuel From One Main Wing Tank Cell To Another.
1. Set the fuel selector valve associated with the main tank cells
to be drained, and the selector valve associated with the main tank cells
to be filled, to the "No.--Tank to No.--Engine and Crossfeed" po.sition.
2. Set the fuel selector valves of the remaining main tanks to the
"No.--Tank to No.--Engine" position.
3. Turn "ON" booster pump of tank to be drained.
4. Turn "OFF" booster pump of tank to be filled.
5. Fuel from the main tank to be dr ained will then be pumped
out by its booster pump through its selector valve into the crossf eed
manifold. From here it will flow into the tank to be filled through the
other selector valve connected to the crossf eed manifold.
6. Fuel under pressure will continue to be fed to both engines
from the supply that is being transferred from one group of main cells
to another.
7. When the fuel sight gauge on the forward side of bulkhead
at Station 4.1 indicates that the tank being filled is within 50 gallons of
Full, rest the full tank selector valve to "No.--Tank to No.--Engine"
position. The full tank booster pump may then be turned on if normal
operation ( altitude, etc.) requires its use.
8. If still more fuel should be transferred from the tank to be
drained, the crossf eed operation described above should be followed to
fill either of the two remaining tanks.
9. After tank has been emptied, set selector valve of empty tank
to "Crossfeed to No.--Engine" position. Then set selector valve of the

-41-
three remaining tanks to "No.--Tank to No.--Engine and Crossfeed"
position.
10. DO NOT attempt to fill more than one main tank at a time. To
do so will cause engines to stop since they are connected to the cross-
feed manifold and when the tank being drained becomes empty, air is
introduced into the crossfeed manifold.
Note--Under the new fuel transfer system, it will no longer be
possible to transfer fuel from one main wing tank to
another main wing tank via the transfer system. This
must be accomplished through the "Cross feed." The
The new set-up only provides for a method of transfer
from the auxiliary wing cells to the main wing cells.
C. To Transfer Fuel From The Bomb Bay To The Main Wing Tanks.
1. Set the bomb bay selector valve, on the catwalk at Station 5,
to the bomb bay tank to be drained.
2. Set the selector valve for the one wing tank to be filled to
"No.--Tank to No.--Engine and Crossfeed."
3. Set the selector valves for the other three tanks to "No.--Tank
to No.--Engine."
4. Set the bomb bay shut-off valve to "Bomb Bay to Crossfeed."
5. Turn ON bomb bay booster pump.
6. Turn OFF the booster pump of the wing tank to be filled. Now
the fuel will flow from the selected bomb bay tank through its selector
valve, boos·~ er pump, and shut-off valve and up into the cross feed mani-
fold. It will then flow out of the cross£ eed manifold through the main
wing tank noted in Item 2 above. From there, part of the fuel will
flow to the engine and the remainder will be forced back through the
fuel hose and booster pump (previously turned off) and up into the
main tank When the fuel sight gauges on the forward side of bulk-
head LL 1 indicat e that this particular wing t ank is within 50 gallons of
full, turn booster pump OFF and reset selector valves (bomb bay se-
lector and bomb bay shut-off valves) to OFF, and wing tank selector
valve to "No.--Tank to No.--Engine."
7. This procedure should be followed until the wing tanks are all
filled, as noted above, or the bomb bay tanks are empty.
8. Do not attempt to fill more than one main tank at one time as
all engines connected to the crossfeed manifold will stop running when
the bomb bay tanks are completely empty and air is introduced in~o the
crossfeed manifold. When an engine stops set its main selector valve
to "No.--Tank to No.--Engine," and start the engine.

-42-
 AUTOMATIC PILOT TYPE C-1
(MINNEAPOLIS-HONEYWELL REG ULA TOR COMP ANY)

1. GENERAL:
1. Purpose:
The C-1 series (24 volt ) automatic pilot was developed by the
Minneapolis-Honeywell Regulator Company for use with the Norden
bombsight. This automatic pilot will not only relieve pilot fatigue,
but it can also execute all the operations that a human pilot can, by
manually controlling the airplane at the desired altitude. This equip-
ment can be used:
(a) As a fire control apparatus to direct the airplane through
the controls of the Norden M. Series bombsight.
(b) As a navigational pilot, which will hold the airplane on
a precision course and with which either the pilot, navi-
gator, or bombardier can direct the airplane.
(c) When used in conjunction with the M-Series bombsight,
the automatic pilot permits the use of the bombsight as
an accurate driftmeter, by tracking some object on the
ground with the fore and aft cross hair of the sight.
2. Accuracy.
The C-1 pilot can:
(a) Follow bombing-run corrections more accurately than a
pilot.
(b) For navigational purposes, hold a true course better
than a human pilot.
( c) For bombing purposes, level the ship more accurately
than is possible for a human pilot. At high altitudes
in heavy bombardment type airplanes this factor is ap-
preciable and important. Picked bombardier pilot teams
from the AAFFTC were able to demonstrate and con-
vince all personnel whom they contacted that the C-1
pilot was very effective; in fact, greatly superior to the
pilot following the PDI method of bombing. Most pilots
were extremely enthusiastic with the results obtained.
Bombing accuracy with the C-1 pilot showed a decrease
in circular error of more than 75 feet in an overall av-
e1·age, when compared with the average errors of the
same experienced bombing teams employing manual
(PDI) control of the airplane.
3. Evasive Action:
During the approach on a bombing run the C-1 pilot can be

-45-
used to great advantage by the bombardier. Because of the poor pilot
visibility at high altitudes, it is a great advantage to give the bombar-
dier control of the ship on C-1 pilot in order to secure that good anti-
aircraft fire evasive action until the airplane arrives at a point twenty
seconds from the bomb release line at which point the final approach
is made with present data. This technique will give the shortest pos-
sible straight and level approach, which in turn gives the maximum
safety to equipment and personnel and maximum bombing accuracy.
2. Flight Operation of the C-1 Automatic Pilot:
( See card in plane for condensed procedure).
1. Before Take-Off.
(a) Check to see that ground check was completed.
(b) Engage AUTO PILO'T CLUT·CH of stablizer.
(c) Disengage BOMBSIGHT CLUTCH of stabilizer.
(d) Adjust all KNOBS on PILOT CONTROL BOX to "point-
ers up" position. If previously adjusted in flight, do not
alter settings unless necessary.
(e) Set TURN CONTROL at center (detent) position.
(f) Check to see that MASTER SWITCH of C-1 is off.
2. After Take-Off:
(a) After airplane has reached an altitude of at least 1000
feet, throw on MAS'TER and STABILIZER switches
( connected by bar) .
(b) Turn on TELL-TALE LIGHTS switch.
(c) Trim airplane to fly straight and level, for "hands off"
flight. On bombing missions trim ship to fly at desired
airspeed with bomb bay doors opened.
( 1) With plane level, bombardier should level stabilizer.
(d) Turn on PDI and SERVO switches after MASTER switch
has been on for about ten minutes.
( e) PDI should be centered by bombardier by moving dis-
engaged Auto Pilot clutch right or left until pointer is
at zero. Then engage Auto Pilot clutch and hold down
directional arm lock to keep PDI on zero during steps 3
(a)', (b) and below:
(1) An alternate method of centering PDI is for the
pilot to turn the airplane until PD! is at zero. This
procedure will only be possible if Auto Pilot clutch
is engaged as in 2 1 (b) above. If this method
must be used, reverse order of 1, (a) and (b) be-
low.
(f) After MASTER switch has been on 12 or 15 minutes, the
control axis may be engaged.

-46-
3. To Engage Control Axis:
(a) With wings level adjust AILERON CENTERING knob
until both aileron tell-tale lights are out. Throw on
AILERON switch.
(b) With PD! on zero, adjust RUDDER CENTERING knob
until both rudder tell-tale lights are out. Throw on
RUDDER switch.
(c) With airplane flying level, adjust ELEVATOR CENTER-
ING knob until both elevator tell-tale lights are out.
Throw on ELEV A'TOR switch.
( 1) Bombardier now releases directional arm lock.
(Note: Auto Pilot clutch must be engaged.)
( d) Airplane is now under control of the automatic pilot.
( 1) Check artificial horizon to see if wings are level.
If not level, readjust AILERON CENTERING knob
until wings level.
(2) Check PD! to see if on zero. If not on zero, re-
adjust RUDDER CENTERING knob until PD! is
on zero. If oscillating slightly both sides of zero,
adjustment not necessary. If adjustment causes
ball to ride out of center of inclinometer it is nec-
essary to disengage and check trim of plane.
( 3) Check sensitive altimeter on airspeed indicator to
see if plane is gaining or losing altitude. If so, re-
adjust ELEV A TOR CENTERING knob until plane
is flying at constant altitude.
( 4) Do not adjust trim tabs after engaging Auto Pilot.

4. To Set Sensitivity Controls:

(a) Advance SENSITIVITY knob toward maximum on each
axis. If chattering of control column, wheel or pedals
develops reduce SENSITIVITY until chattering stops.

5. To Set Ratio Controls:

(a) Advance RATIO knob on each axis towards maximum.
Since RATIO may affect CENTERING, RATIO should
be changed slowly. Readjust CENTERING, if necessary,
after making RATIO changes.
( b) If the airplane develops a tendency to fishtail or to os-
cillate about its roll or pitch axis, reduce RATIO slowly
until it stops.
(c) If no tendency to oscillate· is observed increase RATIO
to maximum.

-47-
6. To Set Turn Compensation Controls:
(a) Aileron and Rudder TURN COMPENSATION knobs are
used only to coordinate turns made from bombsight or
stablizer.
(b) Have secondary clutch arm on the stablizer disengaged
and moved slowly to either stop. The arm should be
held in this position until the TURN COMPENSATION
controls are set.
(c) AILERON COMPENSATION knob on P.C.B. should be
turned until the Gyro horizon shows a bank of 18 de-
grees.
(d) RUDDER COMPENSATION knobs should be turned un-
til the ball is in the center of the inclinometer.
(e) ELEVATOR COMPENSATION knob should be turned
until the sensitive altimeter shows no loss or gain in
altitude.
(f) Have secondary clutch arm reengaged and note manner
in which airplane returns to level flight. See if PDI
returns to zero. If PDI does not return to zero, change
AILERON and RUDDER RA'TIO adjustment.
7. To Adjust Turn Control Turns:
(a) Remove the two black protecting caps on the side of
TURN CONTROL exposing the trimmer screws. Re-
place caps after completing adjustment. NOTE: On
console model P.C.B (Pilot's Control Box) the TURN
CONTROL is located in upper left-hand corner. AIL-
ERON TRIMMER, marked "A" and RUDDER TRIM-
MER, marked "R" are located on P.C.B. below SENSI-
TIVITY knobs.
(b) With PDI centered, rotate TURN CONTROL knob slow-
ly and evenly to an indicated turn of 30 degrees in either
direction (beginning of multiple yellow lines on Console
P.C.B.).
(c) Turn AILERON TRIMMER screw (unlabeled) until the
Gyro horizon shows a bank of 30 degrees.
(d) Turn RUDDER TRIMMER screw labeled "RUD" until
the ball is in center of the inclinometer.
(e) Elevator Compensation knob should be adjusted until
the plane holds constant altitude in turns as in 6 ( e)
above.
(f) To bring airplane out of the turn, slowly rotate TURN
CONTROL knob to zero position, wait until wings are

-48-
 level, and then click the knob into center (detent) posi-
tion. Do not forget to return T.C. to center.
(g) Try a turn in opposite direction and see if turn is co-
ordinated. In rough air, do not use TURN CONTROL
for bank of more than 30 degrees. When turning in
climb or glide, restrict bank to 5 degrees less than maxi-
mum for level flight.
(h) Do not adjust centering knobs while in a turn.
8. To Adjust Dash Pot:
(a) Tendency for the airplane to fishtail or oscillate can often
be remedied by adjusting the DASH POT on directional
pane. Unlock by moving lever counter-clockwise. Turn
knurled nut up or down until hunting ceases; then lock
adjustments.
3. OPERATION DURING BOMBING APPROACHES:
1. Place airplane under Automatic Pilot control, as outlined a-
bove, with bomb bay doors open, at approximate altitude and airspeed
designated for the bombing mission.
2. Turn airplane toward target.
3. When the pilot tells the bombardier "on course," the bomb-
hardier should first engage the directional clutch, then disengage the
secondary clutch and all corrections will then be made by the course
knobs on the sight.
4. Proceed on bombing approach as usual, observing the follow-
ing additional precautions:
(a) Turn the course knobs smoothly, not in jerks.
(b) During the run, the pilot will not tamper with any of the
knobs on the P.C.B. except the elevator centering knob
which he will operate in conjunction with the throttles
to keep the altitude and airspeed at their prescribed
values.
6. Upon completion of the bombing approach and when the bomb-
hardier has dropped the bomb, he will engage the secondary clutch and
disengage the directional clutch and return control of the airplane to
the pilot.
4. DO'S AND DON''TS:
Do insure that the C-1 pilot reaches operating temperature for
which it was calibrated before adjustment.
DON'T wear down airplane batteries if necessary to warm up
equipment on the ground. Use auxiliary power source.
DON'T turn on master and stabilizer switches until at least
1000 feet altitude has been reached.

-49-
 DO center stabilizer brush before adjusting the C-1 pilot.
DON'T turn airplane manually when on the C-1 pilot.
DON'T tamper with equipment you don't thoroughly under-
stand.
DON'T fail to check ability to overpower before flight.
5. COMPLETION OF MISSION:
Check the following before leaving the airplane:
1. Check that all switches are off.
2. Check that the ship's master switches are off.
3. Check that the control surfaces are locked.
6. EMERGENCY MAINTENANCE:
Maintenance of the series B-1 and C-1 Automatic pilot con-
sists of a series of periodic inspection and such replacements, repairs,
adjustments, cleaning and lubrication as may be necessary from time
to time to insure satisfactory operation of the equipment. Detailed
inspections are made at specified intervals, and the frequency and per-
formance of these are carefully outlined in the D.C. No. 11-60-1. Quali-
fied maintenance personnel should perform maintenance on the equip-
ment. There are, however, some common troubles which the bomb-
hardier can remedy. The principal sources of trouble are:
1. Grease and dirt in potentiometers will prevent the wiper arms
from making contact with the potentiometers. Potentiometers should
be cleaned with a clean lintless white cloth (or soft brush)' and white
gas or benzol.
2. Contact points on limit switches of the servos, and the contact
points on the roller cut-out switch may become dirty and greasy, thus
preventing contact. These contact points may be cleaned with crocus
cloth, orange wood, or a point file. If crocus cloth is used, wash points
with white gas or benzol. Do not attempt while auto pilot switch is on.
3. Excessive oiling of the equipment can be responsible for many
kinds of trouble. In addition to causing dirty potentiometers, the ex-
cessive oil in the servo units is likely to get on the cork surface and
the metal facing, permitting slipping of the clutch and brake so as to
make servos inoperative. Cork surfaces may be cleaned with alcohol.
However, if they are saturated with oil they must be replaced.
4. Brushes and commutators on servo motors may become dirty
or greasy. Wipe off dirt. Start motor, then turn it off. Touch soft
rag to commutator to remove dirt. Do not use abrasive material or
brush on commutator.
6. Dash pot may need refilling. Refill to three-fourths level with
hydraulic fluid (Spec. 3580-C). Never use prestone, kerosene or other
liquids which cause rust.
6. Check electrical connections, see that there are no exposed
· wires and that there are no loose connections.

-50-
 (

ALTITUDE· 8000 FT. PRESS. ALTITUDE MAXIMU~ RANGE PB 4Y·I (FERRY CONDITION)
ALTIMETER· SET e9.9e 3100 GALS . OF GAS-GROSS WEIGHT 62000 LBS . ESTIMATED
OUTSIDE AIR TEMP. 111· C. RADAR'WING ANTENNAE REMOVED a STOWED•CONSAIR NOSE TURRET•BALL BELLY TURRET
CREW•6 C.G. ESTIMATE FORWARD-TAIi SETTING 3 ' NOSE HE·AVY CRUISING FLIGHT

Ill lo~~II/1/ l/ l/ ll I I l/ l/
l
r
.~-
;: ~
,l
'l·
t"··
0
.:
'I"
0

GAS REMAINING
'l
C.AS

R.P.M.
M.P.
T.A.S.

G.P.H.
20 MIN. lsT 2 HR 2ND2HF 3RD." MA 4TH 2HR.Lo;TH 2HR.16TH 2MR. 7TH 2H_f'! ~I._!1.1!, 38_ MJ_N .

160

TO
CLIMB
170
AVER.
.c;.c;n

2920
170

2200
32
197

240

2440
170
2150
32
197
216

2008
165

2000
31
190
191

1626
165

1975
31
190

187

1252
160
1850
31
183

170

912
160

1825
31
183

t66

580
160

1800
31
183

163

254
150

1700
30
171

155

99
150

1700
30
171

155
EMPTY
TANKS
CALIBRATED AIRSPEED

MILES PER HOUR

M.P.H.

EXPECTED FUEL USED PER. HR •

EXPECTED FUEL REMAINING

~# DISTANCE
ST,ATUTE MILES 57 451 845 1225 1605 1971 2337 2708 2874 3007 EXPECTED RANGE• STATUTE
~- DISTANCE
'l'
~
0
NAUTICAL MILES 49.5 392 735 1064 1395 1714 2030 2350 2495 2616 EXPECTED RANGE· NAUTICAL
1\0
'I,
NOTE : CLIMB TO SOO FT. ABOVE CRUISING ALTITUDE ·····LEVEL OFF

.~
~o
~- SET R.P.M. AND M. P. TO FIRST 2 HR. PERIOD. TRIM SHIP•GO TO AUTO LEAN.
LET PLANE SLOWLY DECEND TO DESIRED ALTITUDE.
CHECK R. P.M. AND M.P. MAXIMUM RANGE T/D
t
0
FLYING TIME 1s:sa
TOTAL STATUTE MILES 3007
~ TOTAL NAUTICAL MILES 2818
~

ACTUAL FUEL USED

,..., uAL
RECORD TO BE KEPT OISTANC£ TRAV~' ~n
BY PILOT
 INSTRUCTIONS
LONG RANGE OPERATION

The preceding chart is to be used as a guide to the pilot and

navigator in completing a ferry flight to Honolulu in a PB4Y-l, weigh-
ing approximately 62,000 pounds, and is based on data accumulated
during an actual flight conducted under the conditions given on the
chart.
From tests conducted, it is apparent that very little additional
range will not be gained by adding additional gasoline to the 3100 gal-
lons unless the weight can be kept under 62,000 pounds. It will be
noted on the chart that 2200 r.p.m. and 32" manifold pressure are used
the first two hours of the flight in order to maintain 170 m.p.h. calibrat-
ed airspeed. This r.p.m. and manifold pressure constitute 65 % of the
available horsepower of the engines. Automatic lean mixture setting
may be used with this percentage of power. At any power above 65 % ,
Automatic rich will be used. It may be found that at 65 % power in
Auto lean position that the head temperature will approach the maxi-
mum allowable of 230° Centigrade. If the head temperatures do ap-
proach the maximum allowable of 230° C., reduce them by minor ad-
justments of the cowl flaps. The cowl flap opening should be kept as
small as possible in order to prevent any loss in airspeed. Do not open
over 6°.
The principle of long range operation or most miles per gallon
is based on airspeed versus horsepower versus coefficient of lift. The
angle of attack of the PB4Y-1 relative to the amount of power being
used during the first four or five hours of flight while the plane is in
an over-loaded condition is very critical and requires very proficient
pilotage to get the most miles per gallon of gas used. It requires very
close attention to maintain a constant altitude and airspeed. The A.F.C.
should not be used if any oscillation results. The plane should be
flown manually within just as close limits as possible and with as little
over-control as possible. The following suggestions are offered for the
information of pilots who have not flown the PB4Y-1 in an over-loaded
condition on a long range operation:

1. Prior to Take-Off:
Be sure that plane is properly loaded. As much as 10 m.p.h.
may be lost by cruising in a tail heavy attitude.
2. Take-Off:
Do not pull the plane off the ground. Fly it off normally. It
will take a much longer run than when loaded normally, and
will not pick up speed as rapidly after leaving the runway.
Obstructions at the end of a field will be cleared much easier

-53-
 if plane is flown off and not pulled off.
Do not raise the flaps until airspeed reaches 145 to 150 m.p.h.
Climb straight ahead, if possible, until plane is stabilized at its
climbing altitude of 160 m.p.h. indicated.
3. Cruising:
Maintain the airspeeds as given on the chart. 'The manifold
pressure and r.p.m. given for the air speeds are approximate
and may vary slightly in different planes. It is believed that
the chart figures are conservative and that in most cases it will
be possible to maintain the airspeed as given with slightly less
power, with a consequent reduction in gasoline use. Alter the
r.p.m. to obtain the recommended airspeed.
The same airspeeds as given in the chart should be maintained
for any altitude flown. The chart is made up for 8000 feet. For al-
titudes under 8000 feet, the power should be reduced to maintain the
same airspeed. The same holds true for higher altitudes also, except
it is not recommended that 8000 feet be exceeded the first four hours
due to the probability of having to exceed 65 % power to maintain the
given airspeed.
Maintain an accurate hourly record of gasoline consumed and
compare with the figures given on the chart. It is impossible to level
the gasoline gauge inclinometer without losing altitude, due to the
angle of attack while the plane is heavily loaded. Therefore, although
the gauges will not accurately indicate the amount of gas in the plane,
a fairly accurate record may be kept hourly of the amount used.
Use from 1 ½ to 2 inches of turbo manifold pressure when
crmsmg. In other words, set manifold pressure for 1 ½ to 2 inches less
than that called for with throttles, and bring manifold pressure up to
that required by use of the turbo controls.
Remember that proficient and precise pilotage is absolutely
mandatory during the first four hours of flight, and will be reflected in
power required to maintain the necessary airspeed which in turn reflects
miles traveled and gasoline consumed.

MIXTURE CONTROL

Best power results from a mixture proportion of one pound

of fuel to approximately 14 pounds of air (.072 F / A ratio). While
the greatest amount of power for a given weight of fuel/ air mixture
results from this ratio, optimum power per pound of fuel requires a
leaner mixture, which will weigh more, but with the added weight being
air instead of fuel. When progressively leaning from the .072 F / A

-54-
ratio (approximately automatic lean in the R-1830 engines) the
fuel flow at a given power will decrease until the ratio is 17 to 1 (.059
FI A ratio), and will remain approximately constant from this point to
a 19 to 1 ratio (.052 FIA ratio). During this progressive leaning from
a .072 FI A ratio, the cylinder head temperatures will rise until past a
15 to 1 ratio (.067 FIA ratio), and will progressively fall as the lean-
ing is carried further. At .059 F I A ratio, the "entering point" of the
minimum fuel consumption zone, the temperature will be below that
resulting from the automatic lean mixture at all powers up to 70 % .
This coincidence gives a positive indication of the proper position of
the mixture control lever for manual leaning.
The leaning must be carried down to a point where the tem-
perature drops to below that of auto lean to obtain optimum fuel con-
sumption with satisfactory engine operating conditions. Further lean-
ing may be desirable for cooling pur poses, but fuel consumption will
not decrease. The cooling effect is caused by the excess air which
must be introduced in the mixture to maintain power as the leaning
progresses. It was found that adding 3" to the manifold pressure used
with a .072 (automatic lean) F I A ratio will normally give the same
power when the mixture is leaned to a .059 FI A ratio. To date, this
full lean mixture has not been extensively tested above 70 % power,
but cooling difficulties will limit use of the mixture in higher powers for
continuous operation. In automatic rich mixture, internal cooling is
accomplished by an excess of fuel, instead of an excess of air as re-
commended for the lower powers.
The following procedure is recommended for "setting up" the
full manual lean mixture:
(a) Fly 15 to 20 minutes in automatic lean mixture, using
r.p.m. specified for the weight and airspeed. Note the
cylinder head temperatures.
(b) Increase the manifold pressure on one engine by 3".
(c) Immediately lean until the cylinder head temperature
begins to drop, if the tachometer hand starts to oscillate
you have over-leaned, and should enrich slightly.
(d) Lean other engines individually, as above.
(e) Watch head temperatures and r.p.m. closely for 20 min-
utes, if a head temperature starts to rise, lean further;
if it falls too far, enrich slightly. A drop of twenty or
more degrees may cause "self leaning," due to cooling
of ambient air surrounding carbureter and induction
system, and engine may surge or cut. Adjust so that
temperatures are not over 232 ° C. and not less than 5°

-55-
 C. below that obtained during the stabilization run with
automatic lean mixture.
CAUTION: LEANING IS INADEQUATE UNTIL A TEMPERATURE
DROP IS OB'TAINED. AUTOMATIC LEAN MANI-
FOLD PRESSURE LIMITS SHOULD ONLY BE EX-
CEEDED IN CONNECTION WITH A LOWERED HEAD
TEMPERATURE.

DO'S AND DON'TS

1. Mark the position at which you have leaned each engine satis-
factorily on the mixture control quadrant; this will give you the ap-
proximate lever position for future leaning. Adjustment therefrom
will involve a very small movement of the lever, and with experience
this final adjustment will be easily made by watching the head tempera-
ture and r.p.m.
2. Don't allow head temperatures to rise during the leaning pro-
cedure. Move the mixture control lever through the "hot zone" with
a steady pull, watching the head temperature. When you think you
have gone far enough, stop a moment; if the head temperature rises or
doesn't drop, lean more. No damage will result if you do not lean too
far. The first indication will be oscillation of the tachometer hand, and
if not corrected, the engine will spit back or cut. It will immediately
resume firing if enriched. With experience, there is no excuse for lean-
ing until the engine cuts, and no need of leaning until it surges eX<cept
when the cylinder head temperature gauge fails. In case of tempera-
ture gauge failure, lean until oscillation starts, then enrich slightly.
If, after 20 or 30 seconds, oscillation continues, enrich a little more.
(Never more than ½ notch at a time.)
3. Watch the engine instruments closely for some time (at least
half an hour) after leaning, and stabilize all engines so that the head
temperatures are equal (with due allowance for faulty indication).
An eX<cessive temperature drop will cause self leaning, and the engine
may be expected to surge (and cut, if the surge is not corrected) 15
or 20 minutes after the controls are set. Enrich slightly to prevent
this.
4. Don't overlean; a drop of 5 to 10° C. in head temperature is
sufficient, unless a larger drop is required to cool an engine which has
been running definitely hot. The recommended increase of 3" in mani-
fold pressure is only sufficient to maintain power with an F / A ratio of
.058, further leaning will require more manifold pressure if power is
to be maintained.

-56-
 5. Stand by for mixture adjustment under any of the following
conditions:
(a) Outside air temperature change of over 10° C. If colder
enrich mixture; if warmer, lean the mixture. To main--
tain power it will be necessary to reduce manifold pres-
sure or r.p.m. when enriching for cold, and to increase
either manifold pressure or r.p.m. when leaning for
warmth.
(b) Cooling of engine during prolonged descents. Will re-
quire temporary enrichment, and it is recommended thal
in such case the mixture be put in automatic lean after
the descent and before cruising power is resumed, and
that it be kept there until the heads have increased to
normal temperature. (ALWAYS REDUCE MANIFOLD
PRESSURE 'TO AUTOMATIC LEAN LIMITS BEFORE
MOVING MIXTURE CONTROL TO AUTO LEAN POSI-
TION.)
(c) Change of power. Additional leaning is required as
power is increased, but to a very slight extent up to 700
h.p. per engine (neutral blower). Normally if the mix-
ture is leaned to a mixture ration of .057, no mixture
adjustment need be made for any power change below
700 h.p. (A cylinder head temperature 10° C. below
that resulting from automatic lean operation approxi-
mates this ratio.) When using a power above 700 h.p.
in neutral blower ( 665, low blower, 635 in high) it will
be found that additional leaning will usually be required.
Remember that the cylinder temperature relationship
between automatic lean and full manual lean is in re-
spect to a given power. Therefore, if the automatic
lean temperature at 600 horsepower is 200°, while at
750 horsepower it is 215° the leaning relationship would
be a drop from each of the respective temperatures.
Therefore, in changing from power to power, you cannot
use the indicated temperatures as a guide. Instead,
check by either enriching or leaning slightly. If the
temperature goes up when you enrich and down when
you lean your adjustment is correct. If the reverse oc-
curs, lean further.
(d)' Frequency of adjustment. Don't keep fiddling with the
mixture control. Once the initial setting is made, give
the engine time to stabilize; then you will have an indi-
cation of what, if any, adjustment is required. If the
power is changed, watch the cylinder head temperatures

-57-
 and the r.p.m until the engine is stabilized at the new
power before readjusting the mixture control. There is
one exception to the above; NEVER ALLOW THE T·EM-
PERA'T URES TO RISE ABOVE 232° C. When they
have stabilized at any temperature above 210° C. try to
bring them to or below that temperature by leaning.
Meanwhile increase manifold pressure sufficiently to
maintain power.
6. Never change cowl flap position during a mixture adjustment,
ot herwise your relative temperature comparison will be nullified. Keep
cowl flaps closed except when at or near the temperature limits. (232°
continuous, 260° temporary.)
7. If engine fails to lean normally it is an indication of subnormal
engine condition. During tests, such failure was invariably found to
be the forerunner of engine trouble, and in two cases where operation
was continued in auto rich, despite unsatisfactory leaning results, one
bank of ignition failed within a few hours from the time that the un-
satisfactory condition was first noted. The slow burning full lean mix-
ture will not ignite with sub-standard ignition, it will not ignite when
diluted by piston ring and valve blow-by, and it will not ignite when
the fuel is below the specified octane rating. Most probable causes
and typical indications are:
(a) Faulty ignition ( engine surges before a temperature
drop can be obtained). Check harness, plugs, timing,
and magneto, in order named. Reduce manifold pres-
sure to auto lean limits.
(b) Burnt or sticky valves or rings. (Engine can be lean-
ed, but becomes rough with a mixture at which smooth
operation should be obtained.) Check compression.
(c) Less than 100 octane fuel. (Cannot lean sufficiently to
obtain a temperature drop, engine is apt to cut out with-
out the normal surging which precedes cutting, as the
engine is progressively leaned.) Check octane rating of
fuel, or try leaning with a fuel of known octane rating.
8. Automatic propeller control is recommended when leaning, as
the action of the propeller pitch governor accentuates engine surge, so
that an actual surge of 10 r.p.m. with fixed pitch propeller may be am-
plified to 50 r.p.m. in automatic by the limiting action of the governor.
(Tests were also run in fixed pitch, on the theory that power would be
constant if, after the 3" manifold pressure had been added, the mixture
was leaned until the original r.p.m. was obtained. Checking the
method on the torque motor showed that a minor change in plane at-
titude or speed caused an appreciable change in the power required to

--18-
maintain r.p.m.; therefore, the method was discarded as unreliable.)

NOTE: Above method is for manual mixture control of

R-1880 Engine.
To be done in emergency ONLY.
And then at low power ONLY.

-It-
 RADIO EQUIPMENT
COMMAND RECEIVERS AND TRANSMITTERS

The command set consists of three independent receivers and

two transmitters. The three receivers cover a frequency range of 19 0
to 550, 3000 to 6000 and 6000 to 9100 kc. The three receivers feed
through the filter box and into the pilot's junction box when the switch
on the pilot's junction box is turned to the "Command" position.
To tune any or all receivers, turn the receivers main switch
from the "off" position to the "MCW" position and turn the "A tel--B
tel" ( B "tel" not wired in T .L. U. planes) switch to "A" side. This
will feed receiver into all of the plane's interphone control boxes. The
"B" side of the switch is to be used with phones plugged into the "B" tel
phone plug on back of receiver control panel, this may be used when it
is desired that the pilots each listen to a different frequency. Turn
hand crank until the frequency dial is on desired frequency.
The command set has 2 transmitters, the first covering the
3000--5000 kc. frequency band, the second the 7000--9100 kc. frequency
band. The transmitters are set to any desired frequency and a proper
notation is made on the space provided on transmitter control box.
T.L.U. planes are set so that No. 1 transmitter is on 3105 kc. and No. 2
transmitter is on 7535 kc. The No. 3 and 4 position on transmitter
control box do not have any transmitters attached to them, but in case
of interphone failure, positions 3 and 4 may be used for interphone
communication. To turn on the transmitter put "on--off" switch to
"on" position, turn "Tone--CW--Voice" switch to voice position, and the
four position switch to the No. 1 or 2 position, depending on frequency
desired.
The command set is a low power set to be used for inter-
squadron communication or for plane to ground communication where
distances are small as communication with airport control towers. The
command set may be used to receive radio range signals, but it is not
recommended as the antenna is such that a very poor cone of silence
and a very narrow range leg are obtained.
The command transmitter control box has a · couple of added
features, a microphone jack, for plugging in on command set only, and
a jack for plugging in a separate key.

COMP ASS RECEIVER

This receiver covers a frequency range from 200 to 1750 kc.,
this includes the radio range frequency band and the commercial broad-
casting band.
'The receiver has two control boxes, one in the cockpit, and one
in the navigator's compartment. Control of the receiver may be had

-61-
by either control box, by pushing in the control transfer switch. The
green light will indicate the box having control of the receiver.
To place receiver in operation turn pilot's junction box switch
to " compass" and push in the control transfer switch if the green light
is not on. Turn power and antenna switch from "Off" position to "An-
tenna" position, and select frequency band desired by turning band
change switch to the proper frequency band; tune in station with hand
crank.
There are two other positions on power and antenna switch
"Loop" and "Compass."
In the loop position the receiver is connected to the shielded
loop only. The position of the loop is indicated by the radio compass
indicator. The needle points in the same direction as the hole in the
loop. The loop may be rotated in either direction, by use of the loop
"L or R" switch, by turning switch to "L" position loop will rotate to
the left; in the "R" position to the right. 'The speed of rotation may be
controlled by pushing in on the switch for a faster rotation.
The loop has the bi-lateral feature, that is, it will give two
nuls 180 degrees apart so that a line of bearing only can be obtained.
When using the loop on a broadcasting station it is usually
better to turn the "Voice-CW" switch to "CW" position and tune the
receiver to get the carrier wave squeal. In this position it is easier
to obtain a sharp, well defined null.
To use the compass receiver in the compass position, tune in
station as before on "Antenna" and then shift to "Compass." Retune
receiver to a maximum, using ammeter on control box. In this posi-
tion the radio compass needle will point to the station giving the con-
tinuous relative bearing of station from plane.
On some types of stations it is very difficult to obtain a good
bearing. 'The older type range stations (loop antenna type)' and most
higher frequency radio stations, especially at sunset or sunrise, as the
needle will oscillate quite a bit. Some times thunder storms in vicinity
will cause needle to oscillate or even to point at storm, rather than
station.
The loop in the 90 degree position may be used in heavy rain,
snow, or dust static, when all other receivers are blocked.
For radio range operation it is suggested that the antenna
position of receiver be used as in this position the whip antenna gives
a very good cone of silence. If the "Compass" position is used, be sure
and remember that it has an automatic volume control and no fade or
build up will be encountered.

FILTER BOX
Each pilot's junction box is connected to a filter box. The
filter box has a threet way switch "Voice, Range and Both." The switch

-62-
should be left in the "Both" position for normal operation of either
range station or voice reception. The "Voice" position should be used
to filter out the range station signal when voice communication with
the range station is desirable. It may be some help in filtering out
some static, under heavy static conditions. The "Range" position
should be used to filter out any voice that is modulated into a range
signal, if it is interfering with the range signals. It will also some-
time eliminate some static under severe static conditions.

LIAISON RADIO EQUIPMENT

The liaison receiver and transmitter are the plane's main
radio set. It consists of one receiver covering a frequency band of
1500 kc. to 18000 kcs., and a transmitter having seven removable units,
the first of which covers 200 to 500 kc., and the other six together cover
the frequency rang·e from 1500 to 12000 kc.
It should be remembered that the liaison set is a very power-
ful set, and can be used from the cockpit by either pilot by switching
to "liaison" position on pilot's control box. The proper frequencies
must be first set up by the radioman. The pilot has a limited control
of received volume through his control box rheostat.

MARKER BEACON RECEIVER

The Marker Beacon equipment consists of a 75 MC receiver
connected to an indicator lamp on the pilot's instrument panel. The
Marker Beacon receiver will give a visual signal when the plane passes
over a fan marker, or Z marker in cone of silence of a radio range
station.
The power for the equipment is taken from the radio compass
receiver, therefore, it is necessary that the radio compass be turned on
for the marker beacon receiver to operate.

-63-
 INSTRUMENT FLYING
INSTRUMENT CHECK PRIOR TO FLIGHT
1. Flight Indicator:
(a) Uncage after engines are started.
(b) Horizon bar should move slowly downward and remain
absolutely level.
( c) Adjust little airplane.
( d) Allow engines to run five minutes to attain proper speed,
then check the horizon bar for any tendency to tip over
while making turns on ground.
2. Directional Gyro:
(a) Uncage gyro after engine has started.
(b) Rotor speed is attained in five minutes.
(c) Uncage with a sharp twist of the caging knob. It should
remain steady.
( d) Set with magnetic compass and recheck with compass
when in take-off position.
3. Turn and Bank Indicator: While taxiing aircraft, check in-
dicator while making left and right turns. Needle should be positive
in its indication and not sluggish. See that ball is free in the ball race.
4. Suction Gauge: Proper suction of 4.0" Hg to 4.5" Hg.
6. Altimeter:
(a) Set to the station altimeter setting. It should then read
the elevation of the field. If it doesn't, note the scale
error. Tap face of instrument and set if necessary.

INSTRUMENT TAKE-OFF
After the ship has been readied for take-off, the hood should
be snapped on, leaving ample forward visibility for the check pilot, and
the ship lined up as straight as possible with the runway being used.
The DIG should be set at the nearest five degrees to the heading of the
runway. It is important to have it set to an even figure such as 240,
as this heading has to be held very exact during the take-off run. The
three instruments used in this take-off are the DIG, AIH, and A/S.
The sequence of steps in this operation are as follows:
1. Hold the brakes and apply power to about 25". Release brakes
and continue application of power to about 40", then release throttles
to co-pilot and keep attention focused on the Gyro, holding exact gyro
'leading.
2. When the airspeed reaches 75 to 80 m.p.h., start the wheel
back until the nose-wheel leaves the ground, checking the attitude of
the small airplane on the AIH.

-65-
 3. The airplane should be held in this attitude until the A/S
reaches 115 to 120 m.p.h., and the airplane leaves the ground.
4. At this time the attitude of the A / H should be noted, and the
small indicator airplane raised slightly, and the ship held in this position.
Special emphasis should be noted of the fact that during this take-off,
the rate-of-climb indicator and altimeter are completely disregarded,
as these instruments will give an err oneous reading during initial take-
off run.
5. After the plane is airborne, hold the ship in this attitude until
approximately 200 feet is reached, then check the A / S against the flight
indicator for the proper climbing attitude and continue climb, con-
tinually checking flight indicator, A/S and D/G.

MANUAL LOOP ORIENTATION

1. Tune in radio station on antenna position of the radio compass.
2. Turn control switch to loop position and adjust null width to
about 10 degrees by use of volume control.
3. Set needle on radio compass dial to the ninety degree position.
4. Turn plane until the null is obtained, noting gyro heading of
middle of null. ( This places station abeam etiher to port or starboard.)
5. Hold above heading until the null has progressed ten degrees
or more in either direction from ninety degrees. Check position of null
by turning loop manually. If the null has progressed forward, the
station is to the left. If the null has progressed aft the station is to
the right. THE TIME REQUIRED TO GET A TWENTY DEGREE
NULL CHANGE MULTI PLIED BY THREE GIVES THE APPROXI-
MATE TIME THE PLANE IS AWAY FROM THE STATION.
6. Put the compass needle on the zero position and turn toward
the station until the null is obtained. In this position the station is
ahead.
7. Home on the station, checking the width of the null occasJon-
ally, keeping it about ten degrees wide. Homing on a station may be
done best by flying a heading and watching the position of the null by
keeping the needle on the null with the manual turning dial, adjusting
the heading as required.
8. When over the station it is impossible to obtain a null. Key
clicks can be heard if a range station is being used. When using this
method remember it is very easy to pass over station and not know it
except for a slow increase in null width on leaving station. After de-
t ermining heading to station and three or f our minutes befo1·e arrival
as determined from paragraph five , turn forty-five degrees t 0 on e sid e
or the other, and fly for one minute, and then resume base "'1'1!'S<'
again. This will cause plane to pass to one side of station. When

-66-
null 1has ·progressed to the 270 or-'90 degree position the · statihn is ..a.:
1

bealil.. ·· '· , ;_ . : . ,.-·, .

9. When·· using the '• loop on a . broad'ca:st statiori··a ·b etter mill may
be obtained by turning the Voice:--CW switch to a CW position, and re-
turning for a carrier wave squeal.
10. It should be remembered that :the Joop is. shielded, .·and that it
ca .n be used . sometimes. when all other r~dio. is q.ro_wned out· ·b y either
rain, snow, or dust static. When using it this way turn _loop to the 90
or 2JO d~gree position..

USE OF "COMP ASS" POSITION

1. Tune in desired station, adjust to maximum input with am-
1)1.eter and• set... switch to "compass" position.
1 •: 2. Ih .this ·p osition a continuous unr-fateral relative· bearing from
plane to station .is· obtained. · The radio ·in this position may be used
to leave ;or approach any station on any ·giVen heading.
3. It is desired to home in on ·a · station on · instruments at ·sooo
1

feet, and ·then to . make a low approach to the station on· a heading of
270 de·g rees. This problem ·o r any· other problem could be done as
follows:
(a)' Tune in station on. coµipass.
(b) Turn plane until compass .n e~dle is at zero positio_n.
( c) Fly plane to s~ation by keepii;ig needle on zero position.
, (In case of cr oss wind the plane's track to station :wiJl
be such that the plane will tend to make an up wind ' ap-
proach . to station;) This will lengthen_ app_roach to
station by a few minutes but is .such a small amount that
. ,rit ·can be disregar~e~: ,' - ·. .. . . '
. , 4. . On _re_ach_ing sta.tion tµrn to a heading of ~O degrees and fly for
about one . min.u te or_ until needle ·has i:ridfoated .·that .s tation is aft of
plane. · · ·.
5. Needle will now be in a position such that it indicates the
station is aft and north or south of plane, depending on the original ap-
proach heading to station. If plane is south of desired track (90
degrees from station) the radio compass needle will point to a relative
bearing greater than 180 degrees. If plane is north o.f track the needle
will indicate a bearing of less than 180 degrees.
6. If the needle indicated a relative bearing of 200 degrees, then
the plane is south of track. To return to track take some heading
tha t will take plane to the desired track. A heading of 45 degrees
will get plane back on track.
7. Turn to heading of 45 degrees and fly this heading until radio
compass needle indicates plane is back on track. Plane will be on

-67-
track when needle comes to 225 degrees. At this point return to the
t-10 degree heading and radio compass needle will turn to 180 degrees
indicating that plane is on a 90 degree track from station.
8. Fly this heading until at a point four or five minutes from
station.
9. Make a 46 degree right turn and fly for one minute.
10. Make a 180 degree turn to left. This will put plane on head-
ing of 315 degress.
11. Hold this heading until compass needle indicates bearing of
316 degrees.
12. Turn to a heading of 270 and compass needle will indicate
relative bearing of zero.
13. Fly heading of 270 degrees until station is reached, or until
the radio compass needle indicates that a wind has drifted plane off its
course. This will be indicated by needle progressing to the right or
left. If progression is to the right, plane has drifted to the south, in
which case a new heading should be fl.own.
14. Fly a heading of 300 degrees. This will put plane back on
desired track of 270 degrees. To allow for a wind drift now turn back
to heading of 280 degrees.
16. This will allow for a drift of 10 degrees. Plane is on track
as long as needle points to 350 degrees.
16. Continue to station until passing over as indicated by needle
turning 180 degrees.
1 7. The above is accomplished by the use of the true bearings of
station from plane.
(a) The sum of the heading and relative bearing is true bear-
ing of station from plane.
(b) The desired course subtracted from the preeent heading
gives the relative bearing necessary to place plane on
course.

-68-
 ¼,/
WIND
~60°
JI
,,

WIND
l
l
,,
, ,,
J('
X .
l
,'

,,Jtt,,

:
I

\
..._______
,

+-•ao
-
,\

200
-- --~-;

•2:/'•·, ' o
~to_
- -.
-~- - -
--1',~90°

10
➔......

270
',,('

'I.
.,,

\
\
'
~-, ____ ,,, ~ ..,..
,~
I
 PATTERN FOR INSTRUMENT PRACTICE
In the following pattern maintain headings within five degrees,
and altitude within 100 feet. Strive to make all turns smoothly, using
20° banked turn unless otherwise specified.
1. Heading 360°, altitude above 5000 feet, plane in cruise set-
ting, fly for one minute.
2. Make 270° left turn, putting gear down, and one-half flaps
maintain altitude, airspeed 140 to 145 m.p.h.
3. Descend for two minutes, heading east at 500 feet per minute.
4. Make 450 right turn. Keep 500 feet- . per minute descent
until reaching north heading. Hold altitude for rest of turn.
5. Pull gear and flaps up, heading south.
6. Start 270° left turn making a military climb 45 inch manifold
pressure and 2500 r.p.m. (Auto rich-cowl flaps streamed).
7. Fly for one minute using military climb, heading west. Level
off and go into cruise.
8. Start 450° right turn, speed at least 175, first 90 degrees,
20 degree bank, next 180 degrees, 30 degree bank, and last 180 de-
grees, 40 degree bank. Finish heading north.

,,,,,--- .... ,
N
/140 M.P.H. \
[ 1/2. FLAP
-\' GEAR
~
: t
\. DOWN
... _____ I
:---------- .....-----
500 FT/MIN. DESCENT = 2 MINUTES
. - - - ,·~.,-- -...
.t
I
/ /
140 MP. H. \
'

~I LEVEL OFF \ A
~ I \ /Io..
~If '----~--.,. I=>
I~ It
w~wl
~10
l<~E
,~
~,c
~
I
~
I/"""--.....
i~
v I~

FINISH t: 175 MPH', I ~N-

START~'- ,/ f"' END OF CLIMB '- :

t ·t;;;~~;--+-----------~---- '\
INTO CRUISE I ~ CL~~s ;
'f \2500 RPM/
' ,~.., ,,
s
 LET DOWN PROCEDURE
Tne two charts, on pages 72 and 73, for Sc1.n Diego and El
Centro range stations show the actual procedure to be used under in-
strument condition. To avoid any traffic during instrument practice,
all altitude will be increased 4000 feet.
1. On initial cone ( either 4000 or 8000 feet) :
(a) Cross check leg.
* (b) ' Wheels down.
* (c) One-half flaps.
* ( d) Auto rich.
* ( e) Boosters on.
2. Final cone:
(a) Turn to magnetic course to field.
(b) Start immediate descent.
(c)' 2500 r.p.m.
( d) Level off at minimum altitude and fly for the allotted
time.
3. Pull out (no contact) :
(a) Power on-45" Hg manifold pressure, 2500 r.p.m.
(b) Immediately Gear-up.
(c) Flaps up.
(d) ' Climb on prescribed pull out procedure.
*b to e may be done two minutes before reaching 4000 foot
cone, if an acc_u rate time of arrival can be determined.
In an effort to help the student become familiar with CAA
voice procedure and requirements, the student will report to the instruct-
or or check pilot as he should to the radio station under actual instru-
ment conditions.
(a) Request initial approach clearance.
(b) Report over initial cone.
(c) Report whether contact or making no contact pull out.
( d) Request further instru0tions if on no contact pull-out.

-71-
 INITIAL
APPROACH
4 000'N.S.& E
8000'
WESTBOUND

INITIAL
APP.ROACH
4000' N.&.S
80~ESTBOUND
DESCEND
TO ~Cl:!!'1B
1500' _--.;L-- ~ TO
4000'"
- - NORTH WEf>T ----------'--lllllli•r--------SOUTH EM"f --
15'

TO LINDBERG TO NORTH IS. TO KEARNEY

CFR 0
WHEN PRACTICING
140 M.P.H. 140 M.P.H. 145 M.P.H. ADD 4000 FEET
TO ALL INDICATED
I MIN. 4!S SEC. I MIN. 4!S ·SEC. 3 MIN. !S SEC. ALTITUDES.

015• M

-72-
ALL BEARINGS ARE MAGNETIC EL CENTRO
(SEELY BEAM)

2.12 KC.-- -··· MB

ELEVATION 50'

INITIAL
APPROACH

N 8000' E. S. 1tW.
N. 4000'
A

75°-+

WHEN PRACTICING ADD 4000'TO ALL ALTITUDES

INITIAL APPROACH - '

•COURSE•
:, 11° MA6.

•DISTANCE•
,.j M.
TIME TO FIELD
I' ,o.,

-73-
 FORCED DESCENT OF LAND PLANES AT SEA
"DITCHING"
1. General-The following notes have been prepared by the Brit-
ish for the general guidance of all members of aircraft crews in event
of a forced landing at sea, which they call "Ditching." Liferaft refer-
red to in this Technical Order is called "Dinghy" in the following text.
2. Preparation for Ditching:
(a) If doubt exists in the captain's mind whether he can
reach the coast, preparation for ditching MUST begin, particularly the
radio procedure.
(b) If height cannot be maintained, above 1000 feet, the
crew should move to their ditching stations in order that the pilot
should be able to re-adjust trim, and lower his flaps without the crew
moving about the aircraft.
(c) The executive order to prepare for ditching is "Dinghy,
Dinghy, prepare for ditching" which must only be given by the captain.
The order will be acknowledged by the whole crew by interphone with
the answer "Navigator ditching ditching" :or "Front Gunner ditching,"
whichever is appropriate. 'The crew should also have a pre-arranged
call light ditching signal, and the letter "d" repeated three times is ap-
propriate. The captain will normally warn the wireless operator in this
manner, and the member of the crew nearest the wireless operator
should also give him verbal warning. The preparation for ditching is
thus begun on a coordinated basis, and the captain is assured that his
crew is aware of the situation, an4 if they have practiced the drill,
they know what to do, and do it.
(d) The captain's duty is to coordinate the work of his crew,
but the crew should act on his executive order "Dinghy, dinghy, prepare
for· ditching" without further orders from him being necessary, other
than his final order to the wireless operator to move to his di~ching
station, and the final warning of the impending impact.
3. The Navigator:
(a) Should have a constant appreciate of WS (wind speed)
and D (direction) and Dr (drift)' and fixed position. He should al~ays
be well aware of fuel consumption in relation to his ETA (estimated
time of arrival).
(b) On the captain's executive order, the navigator will:
1. Calculate position.
2. Pass DR position to W.O with cou;rse, height, and
speed maintained.
3. Receive fixes and bearings from W.O.

-75-
 4. Calculate estimated position of ditching and pass to
w.o.
5. Inform captain of surfaces WS and D.
6. Make out air and dinghy release pigeon messages.
7. Destroy secret papers and place charts (with latest
positions marked thereon) in satchel.

4. Wireless Operator:
On the captain's order "Dinghy, dinghy, prepare for ditching"
the W.O. will:
(a) If on group frequency make the first signal on that
frequency and then change over to the allotted MFDF section.
(b) Turn IFF to emergency.
(c) According to the situation use one of the three priority
calls:
1. S.O.S I am in immediate need of assistance. May
Day (by Radio Telephone).
2. I may require assistance.
3. I may be forced to land without further signal.
(d) Give a time and position to the signal. It is better to
make one of the distress signals as appropriate, than to remain silent.
A distress can always be cancelled when no longer applicable, and in
fact, this must be done.
( e) Transmit course, height and ground speed maintained.
(f)' Pass fixes or bearings to navigator.
(g) Receive estimated position of ditching from navigator.
(h) Transmit estimated position of ditching.
(i) Clamp down key on captain's order and move to ditching
station.
(j) Destroy secret papers.
(k) Where possible use the trailing aerial as an altimeter.

5. It is the personal responsibility of the captain:

(a) To insure that the bomb doors are opened, the bombs
and containers jettisoned, and the doors closed again. It takes time
to open and close doors, and if there is any doubt that there is time to
do this it is better to keep doors closed; in this case it is essential for
the captain to check that the bombs are "safe."
(b) To decide whether to jettison fuel; the member of the
crew detailed in the drill then opens the cocks on the captain's order.
When the fuel is jettisoned it is imperative that the cocks should be
closed to retain buoyancy of the tanks. Jettison cocks take time to
open and close; the fuel can seldom be jettisoned faster than 100 gallons
per minute.

-76-
 NO'TE: Most U.S. airplanes are not equipped to jettison fuel.
( c) To insure that the member of the crew detailed in the
drill, assists him to secure his sutton harness.
( d) T·o jettison the pilot's upper exit.
(e) To check that the undercarriage is UP.
(f)' To lower flaps to the ditching setting.
(g) To order the Wireless Operator to his ditching station,
since it is important to remain at the set as long as possible.
(h) To warn the crew when ditching is imminent.
(i) To switch on the landing lamp and the upper identifica-
tion lamp, (if this does not cause reflections which upset vision). It is
important to remember that judgment of height may not be correct.
6. Preparation of the Aircraft to make it as seaworthy as possible.
(a) Not only does jettisoning the fuel lighten the aircraft
and so reduce the speed at which the aircraft can be ditched, but also
the empty fuel tanks are a considerable contribution to flotation.
(b) The security of all lower and side hatches must be
checked. Side exits may have to be used as ditching exits, but only up-
per exits can be regarded as ideal, since they must be opened before
ditching. This is necessary because the hatches may become jammed
on impact and also because it is essential for the crew to be free to
leave the aircraft without delay after ditching.
(c) The bombs should be jettisoned to lighten the aircraft to
assist in reducing the airspeed at impact, and this loss of extra weight
will contribute considerably to flotation. If there is any danger of the
doors being open when the aircraft hits the water, it is better to keep
the bombs on board "Safe." Thirty seconds must be allowed for open-
ing and closing of bomb doors.
NO'TE: Insure that when equipment is jettisoned it does not
hit the tail plane or carry away the I.F.F. aerials. If airplane has full
droppable fuel tank, drop it. If droppable tank is empty retain it for
flotation.
( d) All bulkhead doors must be closed to hinder the flow of
water from bow to stern.
(e) Close all camera hatches and flare chutes.
7. Preparation by the Crew to insure safety on and after impact:
(a) All the actions to make the aircraft seaworthy also come
into this category.
(b )' It is vitally important that the crew should be braced
against the impact. There are two ideal ditching stations.
1. In a sitting position, back and head braced against
a solid structure, such as at the rear of a spar, an
armored door or an armored bulkhead. If the head

-77-
 comes above a spar being used as a ditching station,
it is very important that the head should be clasped
in the hands, to avoid its being forced back and in-
jured. In this position the body can withstand
forces which are far greater than those expected in
ditching with the exception of forces expected when
the aircraft dives straight in.
2. The second but less satisfactory ditching station is
to lie upon the floor with the head to the rear and
the feet braced against a solid structure. It is nec-
essary to have the knees bent to avoid injury as far
as possible, but the limiting factor of this ditching
station is the liability of the legs to fracture.
(c) Straps are not normally required at ditching stations un-
less there is a lack of suitable positions in the aircraft when the mem-
ber of the crew may have to remain in his seat. Loss of life may occur
due to failure to get clear of the aircraft so that strap must not be
used unless virtually necessary.
( d) It is vitally necessary for the pilot to be secured by sut-
ton harness, and it is considered that the embarrassment caused by
having the harness done up during ditching is far less serious than the
consequence of not being secured.
(e) The rear step formed by the end of the bomb cell should
not be used as a ditching station, since a great rush of water is expect-
ed here, owing to the almost certain collapse of the bomb doors and
consequently the step will be liable to burst inward.
(f) All forward and amidship upper hatches should be opened
before ditching to facilitate the rapid egress of the crew, and also to
insure that the hatches do not become jammed on impact due to being
left closed. It should, however, be borne in mind that open hatches
cause drag and, therefore, the aircraft should not be opened until at
:i.eat 1000 feet is reached.
(g) In night ditching all bright internal lights should be put
out and only the amber lamps used. This will accustom the eyes to
the external darkness.
(h) All lights should be left on after ditching to facilitate
search, in the event of the aircraft floating for a period.
(i) Life jackets must be worn at all times with the leg
strips secured. Where there are small upper ditching exits, jackets
should not be _inflated till immediately after leaving the exit. On ai1·-
craft with large upper exits the jacket may be inflated before the ditch-
ing takes place. In most cases it is safe to inflate the jacket with one
or two breaths before ditching.

-78-
 (j) Parachute harnesses should be removed before ditching
in all cases where practicable, except where the single-seater dinghy is
attached to the parachute harness.
(k) Helmets should be retained for the sake of protection
of the head against cold when in the dinghy. The leads should be
tucked firmly within the life jacket before the V of the neck at the top
tie.
(1) The latest aircraft sea rescue equipment is usually stowed
in either the dinghy stowage or conveniently near the ditching exits,
and it should not be removed from these stowages before ditching to
avoid its being flung forward on impact and becoming lost in the surge
of water. That equipment which is carried free must be held firmly
during ditching.

8. Wind speed and direction and surf ace conditions in relation

to ditching.
(a) At least an elementary understanding of sea conditions
must be gained to obtain full advantage from the notes on handling,
which follow this section. It should be remembered that Fleet Air Arm
and boat pilots are continually associated with the sea, and have
therefore, a decided advantage over the landplane pilot who usually has
not that experience.
(b )' Calm Sea-With this type of sea there may be little or
no wind, so that it is essential to ditch with the lowest IAS possible.
Such a sea is deceptive with regard to judgment of height particularly
if the surface is "glassy." If there are ripples upon the surface
judgment of height is improved.
(c) Waves always move with the wind except when close in-
shore, and in fact flowing estuaries. Waves are the direct result of
the wind which creates and maintains them.
( d) Swell is an undulating movement of the surface caused
by past or distant disturbance by action of the wind. It does not nec-
essarily move with the wind, and it has no breaking crests. If the wind
is blowing across the swell, a cross-sea is created with the waves (which
are moving down-wind) running on the swell. In these conditions the
pilot must choose that direction along the swell which will make the ap-
proach as near into the wind as possible.
9. Ditching Characteristics-If the aircraft lights tail down in
a three-pointer attitude (as it should) there will be a primary slight
impact as the rear of the aircraft strikes. This will be followed by a
severe impact with violent deceleration in most cases. If the alighting
has been made too fast a bounce will occur, providing the underbody
is sufficiently strong. As the aircraft conies to rest the nose will bury,
but if the alighting has been carried out correctly, the effect of the

-79-
nose burying will be minimized, and the structure may not collapse.
Usually bomber aircraft may be expected to float for a minimum per.
iod of one minute.

10. Characteristics in a Short, Moderate or Calm Sea:

If the aircraft bounces, the control column should be held
back. In the average short sea the tail should touch the crest of a
wave and as soon as it d-o es the nose should be kept up as much as pos-
sible. This should cause the forebody to touch down approximately
under the CG on the next wave crest.
WARNING: The open sea always appears from the air to be
much more calm than is the case.

11. Wind Speed and Direction:

(a) In the absence of any fixed mark (land, lightship, etc.)
or floating object not under way, the pilot can only judge motion rela-
tive to the motion of the waves.
(b) Waves, as distinct from swell, move down-wind, and the
line of the wind can be taken to be at right ~ngles to the line of the
wave crests; but doubt may exist as to which way the wind blows along
the line.
(c) If there is sufficient wind, waves break, and they break
down-wind. This can readily be observed from a low height. If the
aircraft is flown at right anges to the breaking waves the direction of
drift will be apparent.
(d) If there is enough wind to blow the spray off the wave
crests, the direction in which the spray moves is reliable.
(e) Wind direction may be obtained by dropping a smoke
float. The smoke from ships is also a useful guide. Smoke naturally
drifts with the wind and if this drift could be observed, the direction
would be indicated. But do not make the mistake of supposing that the
wind direction is along the trail of the smoke. This trail is the result-
ant of the wind speed and direction and the ship's forward motion.
Therefore, the wind direction is somewhere between the forward path
of the ship and the smoke trail. Only when the wind is blowing in a
similar direction to the forward motion of the ship will the smoke be
a reliable indication of direction. It will be from astern.
(f) If low enough, it is possible to calculate the direction of
the wind by observing the sails of surface craft. A reasonable jndica-
tion of speed can also be gained by observing the set of th e sails.
(g) Where the surface is not broken up it is possible to
watch gusts rippling the surface in great sweeps, which indica te wind
direction.

-80-
 12. Drill During the Final Approach:
(a) The captain should keep his wireless operator at the set
as long as possible and only leave him a safe margin of time to take up
his ditching station.
(b) The crew on their part must see to it that the wireless
operator's station is not occupied and is clear of obstacles.
( c) The captain will warn the wireless operator to move to
his ditching station by call light and/ or interphone or by shouting.
(d) 'I'he wireless operator for his part can be fairly certain
that the order will come when he feels the flaps finally being lowered.
( e) The wireless operator will immediately clamp down the
key and move to ditching station on the captain's order, fully realizing
that he has been left at the set only as long as it is safe, thus if he
does not move quickly he may be caught standing up at impact. This
is very dangerous.
(f) The captain will maintain intercommunication with the
crew up till the last moment, and warn them of the impending impact.
lt is not reasonable to expect a crew to remain braced for long periods.
If they are not in intercommunication with the captain, the temptation
to get up and see how things are progressing may end in being caught
c,ut of a ditching station with consequent injury. A casualty in ditch-
ing is a very grave handicap to the rest of the crew, who may scarcely
be able to save themselves.

13. Drill During Ditching:

(a) The crew must not relax or release themselves in their
ditching stations until the aircraft has come to rest. The first impact
of the tail can be mistaken for the shock against which they are on
guard, but it will be followed by a greater shock as the nose strikes the
water after a correct three-pointer tail-down ditching.
NOTE: Serious casualties have occurred in crews who have
not taken up proper ditching stations or where they have relaxed be-
fore the final impact. Also, some crews have thought they knew better
ditching stations than those laid down in the official drill; this also has
resulted in casualties. It is pointed out that these drills are the result
of experience of a great many previous ditchings and are drawn up by
Air Sea Rescue with the advice of operational pilots of squadrons,
groups and commands and by technical officers of the Ministry of Air-
craft Production. Such advice and instructions should not be lightly
disregarded.
(b) Aircraft may slew to one side after impact, especially
after a down-wind or cross-wind ditching. In most dinghy drills the
ditching stations provide for this contingency in various ways.

-81-
 14. Handling of Landplanes in Ditching:
(a) Use of Flaps--the flaps should be lowered to reduce the
speed at which the aircraft can approach and touch down. It is better
to use a medium setting and not to lower them fully because little, if
any, further reduction of speed is obtainable by so doing, while the
rate of descent is increased and the aircraft approaches more nose
down; a steep nose down descent is dangerous if the sea is met sooner
than expected, and also more height is required for flattening out from
such an attitude.
NOTE: The maximum flap deflection for the B-24C, D and
E airplane is 40 degrees, at which position the wing lift increase is 55
percent and the drag increase is 70 percent. At the position of 20 de-
grees down the lift increase is 24 percent and the drag increase
amounts to 30 percent.
(b) Approach Speed-Assuming that symmetrical power is
n ot available for the normal glide, approach speed should be used. This
will insure control and some margin of speed after flattening out to al-
low the pilot to choose the best spot for ditching on the swell.
(c) Touch Down-Apart from choosing the best point at
which to ditch, the pilot should hold off until he loses all excess speed
above the stall and so strikes the sea at the normal three-point landing
at titude (slow landing attitude for tricycles). The best point for
ditching is towards an oncoming swell top.
( d) Direction of Approach in a Swell-In a steep swell the
pilot should generally ditch along the top of the swell. He should ditch
up-wing in a long ocean swell; however, if ditching along the swell
would involve alighting with a very strong cross-wind, the aircraft
should be ditched into wind. In ditching across the swell, the aircraft
should be put down on an upslope towards the top.
(e) Ditching Across Wind Along a Swell-As the sea is ap-
proached, drift should be taken off by sideslipping, and the aircraft
ditched on the upslope of the swell.

(f) Use of Engines:

1. If one engine of a twin-engine aircraft is available,
a little power should be used to flatten the approach; but the
engine should not be used to such an extent that t he aircraft
cannot be turned against it right down to the stall, with a mar-
gin of rudder power in hand. On no account should the eng-
ine be opened up during the final stages of ditching. The
power that can be used will depend on the characteristics of
the airplane.
2. If two engines are available on one side, the inne,
engine only should be used.

-82-
 3. If the power is, for instance, inner port and outer
, starboard, it will be possible to use considerable power, ad-
justing the throttles so that little rudder is needed; this case
approximates to the next case.
4. If power is available symmetrically, it should be
used-to full, if necessary, with two engines out of ·four-to
secure the flattest possible approach and the slowest possible
touchdown. The slip-streams over wings and tail will aid con-
siderably in reducing speed and retaining control.
15. Retention of Fuel for Ditching-The value of power in ditch-
ing is so great that the pilot should always ditch before fuel is quite
exhausted, when it is certain that land cannot be reached.
16. Altimeter-The aneroid altimeter is quite unreliable as an in-
dicator of close approach to the sea. The trailing aerial can be used,
the wireless operator signalling the captain when the current drops on
the weight hitting the sea. An alternative method is to engage the
aerial with an insulated hook in the hand, when the impact of the weight
on the sea will be felt. This drill can only be carried out where a suit-
able ditching station is adjacent to the W .0.

17. Drill After the Aircraft Has Come to Rest:

NOTE: 'There are two critical periods in ditching:
The actual handling of the aircraft onto the water. This is
the sole responsibility of the pilot.
The abandonment of the aircraft in an orderly manner after
ditching in the very shortest time possible. This cannot be done well
in a training fuselage in a hangar without much practice. Far less
can it be expected to carry out an efficient drill in the dark after a
shock in a fuselage which is filling with water UNLESS the drill is per-
fect. Practice makes perfect. A very large number of crews have
thus saved themselves and finally have been rescued by surface craft.
(a) The crew must not release themselves until the aircraft
comes to rest.
(b) · Most multi-engine aircraft now have automatic release
of the dinghy, but do not depend solely upon this because the mechan-
ism may have been damaged. Operate the manual release of the dinghy
as soon as the aircraft comes to rest but not before. The manual re-
lease should not be gripped before or during the ditching to avoid in-
advertent release as a result of the impaGt. If this mistake is made
the dinghy will blow out while there is still way on, and it may thus
break free and drift out of reach.
(c) Directly the aircraft comes to rest, rise from the ditching
stations and collect that equipment detailed in the drill. Leave by the

-83-
hatch detailed in the drill and in the correct order, carrying that equip-
ment allocated to each member of the crew. When the dinghy radio is
carried remember that it, and the means of erecting the aerial (mast or
kits) are the most vital pieces of equipment required in the dinghy to
assist rescue; the pigeons are next in importance and the food last but
not least.
( d) On emerging, inflate the life jacket if not already done.
Do not be surprised to find that waves may be breaking over the air-
craft. If they are large it is possible to get swept off. If the aircraft
has a life line attached to the inside of the hatch, make use of it,
otherwise hold on to the outside of the hatch and await a favorable
moment to board ~he dinghy, but by doing so take care not to block the
escape hatch, vr to hinder the tempo of the drill to any great extent.
( e) In aircraft with blow-out dinghies, one man is detailed
to assist the dinghy from the stowage, and it is his duty to see that the
necessary cordage does not entangle during inflation. He should also
assist the dinghy into the water in order to hasten the boarding.
(f) If the dinghy should inflate inverted, an endeavor should
be made to right it from the wing, if the aircraft is not sinking rapidly;
otherwise one (and one only) of the crew should jump into the sea and
right it. There are two methods of doing this:
1. If there are handling patches on the bottom of the
dinghy, grasp them with both hands. Then haul on these
patches with knees on the buoyancy chamber. Now while
still hauling on the handling patches lean back and prepare to
become submerged for a moment. The dinghy, even the
largest, will turn over.
2. In the absence of handling patches, place the toe of
the foot on the bottom of the ladder, grasp the two nearest
stabilizing pockets. Lean back and haul on the pockets while
pressing with the foot on the ladder.
(g) Do not jump onto the inverted dinghy, as doing so expels
air trapped beneath it, and makes righting more difficult.
(h) If there is a painter which attached the dinghy to the
aircraft, it is made intentionally light in order that it shall break if
the aircraft sinks while the dinghy is still attached. There is a float-
ing knife attached to the dinghy near the point where the painter is
made fast. This knife is to be used to cut the dinghy free.

18. Boarding the Dinghy:

(a) If the ditching has been made into the wind, the dinghy
should float toward the tail plane, and the boarding should not be diffi-
cult.

-84-
 (b) If a cross-wind ditching has been made, the aircraft will
tend to swing into the wind. If the dinghy is on the up-wind side of
the aircraft, there is danger of it becoming wedged beneath the wing
as the aircraft rolls and swings into the wind. On the other hand, if
the dinghy is on the down-wind side, there is a danger of getting be-
neath the fuselage or tail plane which may be thrashing up and down,
as the aircraft weather-cocks into the wind. Look out for jagged edges
which may puncture the dinghy.
(c)' Do not jump into the dinghy; by so doing it may become
damaged and the whole crew endangered.
( d) If boarding from the sea, use the r ope ladder, or the t ail
line, if provided. When using the ladder, grasp the ratlines (which
run across the dinghy) with one hand and the bottom rung of the ladder
with the other, pushing it down into the water as far as it will go to
assist in inserting the foot. Then grasp the ratlines with both hands
and pull, at the same time pressing downward with the foot.
( e) One man already in the dinghy can be of great assist-
ance to those in the water who require helping aboard.
(f) To avoid the consequences of exposure, it is important
not to get more wet than absolutely necessary. But wet clothing must
NOT be taken off; it is far warmer with wet clothes on than off. In
hot weather this may not apply, so far as cold is concerned, but the
body should be covered ag.a inst the sun.
(g) On every main dinghy there is a heaving line which may
be used for aiding crews to reach the dinghy.
(h) All the above actions concerning boarding the dinghy are
comparatively simple if the life jacket is fully inflated. If this jacket
has been partly inflated by mouth, it is important to be sure that the
mouth valve is closed before using the CO2 bottle. A non-swimmer can
feel quite confident in a fully inflated jacket, providing the leg straps
are secure.
19. Aboard the Dinghy:
(a) Once aboard it is the duty of the man detailed in the
drill to check whether there are any leaks, and stop them up with the
stopper provided. Another member of the crew is also detailed to con-
nect up the topping-up bellows and top-up until the dinghy is rigid. If
any of the crew are in the water the topping-up of the dinghy will great-
ly assist in boarding.
(b) Once every one is aboard, the captain should call the
roll and give the order to cast off, then the crew should paddle away
from the aircraft. If the aircraft floats, keep nearby to increase t h e
chance of being spotted. But do not remain made fast to the air craft
where there is any chance of the dinghy being punctured or in rough

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conditions where the dinghy is likely to be damaged by the rise and fall
of the aircraft.
(c) The dinghy cover should next be rigged with the assist-
ance of the whole crew.
( d) Once the dinghy cover is rigged, bailing should start to
clear out most of the water.
(e) Emergency Operation of Radio Equipment:

1. Operation of Portable Emergency Radio Transmit-

ter (Type SCR-578-A).

(a) General:
A complete self-contained portable emergency
transmitter is provided for operation anywhere away from the
airplane. It is primarily designed for use in a small boat or
life raft, but may be placed in operation anywhere a kite can
be flown, or where water may be found. The unit is usually
stowed in the aft end of the radio compartment next to the
transmitter tuning units, and is equipped with a small para-
chute to permit dropping from the airplane in event of any
emergency.
When operated, the transmitter emits an MCW
signal, and is pretuned to the international distress frequency
of 500 kc. Automatic transmission of a predetermined signal
is provided. Any searching party can "home" on the signal
with the aid of a radio compass. No receiver is provided.

(b) Removal from Airplane:

If the airplane has made an emergency land-
ing on water, the emergency set should be removed at the same
time that the life raft is removed. The set is waterproof, and
will float, and therefore it is not necessary to take any pre-
cautions in keeping the equipment out of the water. Be sure
that it does not float out of reach.
The emergency set may be dropped from the
airplane by use of the parachute attached. The altitude of
the airplane when dropping the equipment should be between
300 and 600 feet. To drop the equipment, the following steps
should be observed:
'T ie the loose end of the parachute static line
to any solid metal structure of the airplane.
CAUTION: Be sure the static line is in the
clear and will not foul.

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 Throw the emergency set out through a con-
venient opening in the airplane. Parachute will be opened by
static line.
CAUTION: Do NOT attach static line to any
part of one's body when throwing the equipment through the
opening.
( c) Operation-Complete operating instructions
ar·e contained in one of the bags which contain the equipment.
Complete instructions for the use of transmitter are also locat-
ed on the transmitter itself.
2. Inter-phone Equipment Failure-In the event of in-
terphone equipment failure, the audio frequency section of the command
transmitter may be substituted for the regular interphone amplifier.
To make this connection, the pilot should place his command transmit-
ter control box channel seiector switch in either "No. 3" or No. 4"
pos1t1on. Set the interphone jackbox selector switch on "COMMAND"
to place the interphone equipment in operation.
NOTE: When the command transmitter control box
channel selector switch is set in either "No. 3" or "No. 4" position for
emergency operation of the interphone equipment, it is not possible to
establish communication with any station or any other airplane. It is
possible at all times to resume normal command set operation by plac-
ing the channel selector switch of the command transmitter control box
back in either "No. 1" or "No. 2" position.

3. Substitution of Radio Compass Receiver for Low

Frequency:
Command Set Receiver-If the low frequency re-
ceiver of the command set fails, the radio compass receiver may be sub-
stituted, with the pilot having direct control over the compass receiver.
To complete this emergency hook-up, the pilot must set his interphone
jackbox selector switch in the "COMP" position and then place the
radio compass selector switch (marked "OFF," "COMP," "ANT,"
"LOOP") in the "ANT" position. The radio compass can then be
tuned as desired.
4. Substitution of Liaison Receiver for Low, Medium
and/ or high Frequency Command Receiver-In case of failure of the
low, medium and/ or high frequency receiver of the command radio
equipment, the liaison receiver may be substituted, but the pilot will
have only limited control over it. The pilot should first call the
radio operator on the interphone system and tell him what frequency
he desires to receive, that he is switching the interphone selector switch
to the "LIAISON" position, and for him (the radio operator) to tune in
this frequency and maintain the setting until further advised.

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 NOTE: When substituting one receiver for another,
such as the compass receiver for the command receiver, the pilot must
move his interphone jack box switch to the "COMMAND" or "LIAI--
SON" position in order to transmit. At the end of the transmission,
he must switch back to the position of the receiver being used. This
will have to be done every time that the pilot desires to hold a two-way
conversation.
5. Command Set Transmitter Failure-In case of fail-
ure of the command set transmitter, the liaison transmitter may be sub-
stituted. The pilot should first call the radio operator on the inter-
phone and have him adjust the liaison transmitter to the frequency he
desires to use. He should then set his interphone selector switch to
"LIAISON" position and operate his microphone button in the same
manner that he did when the command set was in operat ion. When he
is through using the liaison transmitter, the pilot should place the inter-
phone selector switch in the "INTER" position, and tell the radio op-
erator to cut the liaison transmitter off so as to reduce the load on the
electrical system.

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 FLIGHT TRAINING
Prior to flight, student pilot is given a cockpit check out
shown on Page 1. After this check out student pilot rides eight ( 8)
hours in center seat as an observer. Upon completion of the observa-
tion rides, the student is ready for the following flight training.

PHASE A-BASIC TRAINING

Phase A-1 (2 hours)

Solo students-Right seat: Co-pilots-Right seat.

Instructor explains or demonstrates: stalling characteristics,
check off lists, emergency procedures, engine failures, radio equipment,
AFC ( C-1) operation, gas system, autosyne instruments, fuse boxes,
pre-flight check, and general flying characteristics under various condi-
tions. This flight is conducted above 7000 feet with the student oc-
cupying the right seat.

Phase A-2 (2 hours)

Solo students-Left seat: Co-pilots-Right seat.

1. Normal landings.
2. Emergencies.
(a) Cut gun (No. 1 or No. 4) on take-off.
(b) Simulate feathering (15" Hg at take-off).
3. Engine failure in flight.
(a) No. 1, No. 2, No. 3 or No. 4.
(b) Go through entire feathering procedure.
4. Emergency or full-power pull up.
5. Methods of lowering gear ( 4).
6. Methods of lowering flaps ( 4).

Phase A-3 (2 hours)

Solo students-Left seat: Co-pilots--Right seat.

1. Normal landings.
2. Full flap no power landing.
3. Three engine landing.
4. No flap take-off.
5. Full flap take-off.
6. Emergencies.

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 Phaae A-4 (2 hour,)
Solo students-Left seat: Co-pilots--Right seat.
1. Normal landings.
2. Short field landing and approach.
3. Closed field landing and approach.
4. No flap landing.
5. Emergencies.

Phaae A-5 (2 hours)

Solo students-Left seat: Co-pilots-Right seat.
1. General review.

Phase A-6 (4 hours)

Solo students-Left seat: Co-pilots-Right seat.
1. General review for unqualified pilots if required.

Phase A-7 (2-4 houra)

Solo X for solo students (left seat) only.
1. Pre-flight check.
2. Cock pit procedure and radio operation.
3. .Taxiing, run up, and ramp procedure.
4. Take-offs:
(a) Normal or ½ (20°) flap.
(b) Full flap (40°).
(c) No flap.
5. Landings:
(a) Normal.
(b) Full flap (40°)-no power.
(c) No flap or half (20°) flap.
( d) Small field.
(e) Low visibility.
(f) Three engines.
6. Emergencies:
(a) No. 1, No. 2, No. 3, or No. 4 out in flight.
(b) No. 1 or No. 4 out on take-off.
(c) A.C. power and fuel off to one engine.
7. AFC (C-1) operation.
8. Aptitude and Airplane Commanders' T·e chnique.
NOTE: Co-pilots are not given a check as their respective
instructors qualify them when ready, but are not to utilize more time
than allotted. After qualifying, they fly as co-pilots for solo students
until their flight time is approximately forty ( 40) hours.

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 Phase A-8 to A-11

1. The above phases take care of extra time and re-checks.

Phase A-12 (10 hours)

1. Basic solo.

PHASE B-INSTRUMENT TRAINING

This instrument course is to familiarize the student with the

handling of the plane on instruments and to completely familiarize the
student with the radio equipment in the plane.
The limited time of this course will not allow for much basic
instrument instruction, but if time permits, the instructors will do their
best to help any student with his basic instrument flying.
The student should strive to smooth out his instrument flying
during the short time allotted, and then to familiarize himself with all
the radio equipment in the plane and the uses to which they may be put.

Phase B-1 ( 2 hours)

Basic Instrument Instruction

During basic instrument instruction and solo the student should

strive to maintain his flight within the following tolerances:
Altitude + or - 150 feet.
Heading + or - 5 degrees.
Rate of climb +
or - 300 feet per minute from the desired
rate of climb or descent.
Air Speed +
or - 5 m.p.h. from desired airspeed.
Degree of Bank +
or - 5 degrees from desired amount of
bank.
When turning to a heading stop plane and hold heading within
5 degrees of desired headings.
1. Explain how to check all flight instruments before take-off.
2. Climb to altitude ( constant power).
(a) Hold a heading for 5 minutes.
(b) Twenty degree banked turn to right and left (180 ° ).
3. Level flight (cruising) .
(a) Hold heading and altitude for 5 minutes.
(b) Twenty (20 ° ) degree banked turn to right and left (90°).
(c)' Thirty (30°) degree banked turn to right and left (180°).
(d) Forty (40°) degree banked turn to right and left (180°)
at least 175 m.p.h.

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4. Attitude flight.
(a) Lower gear-150 m.p.h. maintain heading and altitude.
(b) Lower flaps to ½-140 m.p.h. maintain heading and al-
titude.
(c) Twenty (20°) degree banked turn to right and left (90°).
(d) Descend 1000 feet at 300 FPM.
1. Hold heading for 2 minutes.
2. Make twenty (20°) degree banked tur n to right and
left.
(e) Level off and make full power pull up.
1. Climbing power.
2. Gear up.
3. Stream cowl flaps.
4. Flaps up.
5. Climb on desired heading.
(f) Turn on A.F.C. power switch.
(g)' Go through basic instrument pattern.
5. Three engine operation.
(a) Cut one engine (feather).
1. Straight and level flight.
2. Twenty (20°) degree banked turn away from feather-
ed engine .
6. A.F.C.
(a) Engage A.F.C. on any desired heading.
(b) Make ten (10°) degree course change to right and left.
( c)'Make eighteen ( 18 °) degree banked turn to right and
left coming out on given headings.
7. Radio Instruction.
(a) Explain operations of manual loop, adjusting volume
control to obtain bearings and procedure for loop orient-
ation, use of "Voice- CW" switch, and use of rain static
position.
(b) Explain use of automatic loop, method of using loop to
maintain a given track to and from radio station.
( c) Explain fade parallel system of orientation and the full
procedure for range let downs, gear down, half (20°)
flap after getting initial cone.
8. Explain use of oxygen equipment.

Phase B-2 (6 hours)

Basic Instrument Practice (Solo)

First two hours (Basic) :

1. Climb to altitude using 35" Hg manifold pressure--23()'1 r.p.m.
(a) Hold constant heading (5 minutes).

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 (b) 'Twenty (20°) degree banked left and right turn (90°
turn).
2. Level off (holding altitude and heading for 5 minutes).
(a) Practice turning (20° banks) to right and left and com-
ing out on definite headings holding these headings for
3 minutes (altitude plus or minus 100 feet. Heading
plus or minus 5 degrees). -
(b) Same for thirty (30°) degree banked turns.
(c) Practice lowering gear and flaps to one-half. Hold head-
ing and altitude.
(d) Raise gear and flaps. Hold heading and altitude.
3. Practice basic instrument pattern. (Go t hrough complete
pattern twice.)

Second two hours (Basic) :

1. Climb to altitude using 35" Hg manifold pressure-2300 r.p.m.
(a) Hold constant heading (5 minutes).
(b) Twenty (20°) degree banked left and right turns.
2. Practice basic instrument pattern (go through twice).
3. Set up automatic flight control ( C-1 auto pilot).
(a) Make small course changes to right and left.
(b) Make large (over 50 degree) turns to right and left com-
ing out on definite headings.
4. Practice taking bearings (manual loop) on both radio ranges
and radio broadcasting stations. Check bearings by turning radio
compass to "COMP ASS" position.
5. Fly by station (to right or left) taking continuous bearings as
you pass stations.
Third two hours (Basic):
1. Practice all phases, especially any in which you feel that mor e
practice is required.

Phase B-3 (2 hours)

Instrument and Radio (Solo)

Students will use oxygen during 6 hours of solo.

First two hours (Advanced):
1. Go through basic instrument pattern.
2. Make two complete manual loop orientations and home to
station. (One on range station, one on radio broadcast station. )
3. Use. both a radio range st ation and broadcast st ation to depar~-
from station on a definite heading, and return to station on the recipro-
cal, using the automatic radio loop ( one using A.F.C.).

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 4. Make complete fade parallel orientation and let down on range
legs (don't go below 2500 feet if using San Diego range). Make no
contact pullout.
Second two hours (Advanced):
1. Go through basic instrument pattern.
2. Make one complete manual loop orientation and home to
station.
3. Make good a track of 70 degrees from range station, return
on track of 250 degrees after making procedure turn to right. Use
automatic direction finder only.
4. Make fade parallel orientation and two range let downs.
(Keep above 2500 feet when using San Diego.) Each time make no
contact pullout.
Third two hours (Advanced) :
1. Practice all the above problems.
2. Practice the problem in which you feel the time could be spent
most profitably.
3. Blank out A/H and DIG and fly a let down.

Phase B-·5 (2 hours)

Instrument Check for Solo Students (Left Seat) Only

1. Instrument check prior to take-off.

2. Instrument take-off.
3. Climbing to altitude.
4. Warm up on basic pattern.
5. Manual loop operation.
6. Automatic direction finder operation.
7. A.F.C. (C-1) operation.
8. Radio range operation.
9. Three engine operation.

Phase B-6 to B-9

The above phases take care of extra time and rechecks.

Phase C-1 (2 hours)

Basic night check out.

1. Two landings (lights on).
2. Two landings (lights off)·.

Phase C-2 (2 hours)

BASIC NIGHT SOLO
1. Two landings (lights on).

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 2. Two landings (lights off).

Phaae D-1 ( 4 houra)

DAY NAVIGATION HOPS

Phaae D-2 ( 8 hours)

NIGHT NAVIGATION HOPS

NOTE:
1. Phase D-1 and D-2 have not been included in the syllabus as
yet.
2. All solo students will log their solo time on board in crew
flight training office immediately after flight. In addition they will
log time for co-pilot on same board. See yeoman for details.
3. Transition Landplane Unit does not qualify pilots as to Patrol
Plane Commanders, and Patrol Plane First and Second Pilots ratings,
but qualifies pilots either to act as solo or co-pilot for Liberator
(PB4Y-1) type aircraft. In this connection, after the instrument
course has been satisfactorily completed a card is issued, i.e.,
"Qualified on instruments in 4 engine landplane."
"Qualified for let-down on instruments."

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 PILOT'S OPERATING INSTRUCTION
TYPE B TURBOSUPERCHARGER CONTROL SYSTEM

Engaging the system-After turning on the airplane's battery

switches, the airplane's master switch, and one inverter switch, allow
two minutes for the Amplifiers to warm up. The control system will
then respond to the setting of the Turbo Boost Selector.
Taxiing-Turbo Boost Selector can be set at position "6" or
slightly lower, according to power desired. Turn on filters.
Before Take-Off-Turn Turbo Boost Selector clockwise to "8".
Set props to take-off r.p.m. Check manifold pressure on each engine
separately at full throttle. If the manifold pressure on any engine
fails to come up to within 1" of take-off pressure with full r.p.m., turn
dial to zero and check the engine r.p.m. and manifold pressure without
turbo boost. This will show whether the low manifold pressure is
caused by faulty engine operation, or by insufficient turbo boost. Be
sure generators are turned on. Also check D.C. voltage on voltmeter.

Take-Off-Turn 'Turbo Boost Selector dial to "8," and set

throttles full open.
Climbing-After take-off, turn knob counter-clockwise until
desired manifold pressure is reached. Decrease r.p.m to desired value.
Reset manifold pressure with Turbo Boost Selector if necessary. Adjust
intercooler shutters to maintain proper carburetor air temperature.
For climbing, after cruising, increase r.p.m. first; then increase
MP to desired value by turning Turbo Boost Selector clockwise.
Cruising-Use dial to select manifold pressure. If manifold
pressure cannot be lowered sufficiently with the knob, pull back on the
throttles. Decrease r.p.m. to desired value, and then if necessary reset
the manifold pressure with throttles and dial.
NOTE-At least 2" of turbo boost should be maintained at all
times to insure proper lubrication of turbo. If atmospheric
conditions are such that carburetor icing may occur, maintain
at least 4" of turbo boost and adjust intercoolers to maintain
proper carburetor air temperatures. To arrive at the proper
turbo boost, reduce M'P 4" by retarding throttle, and bring
MP back up 4" by increasing dial setting.
Emergency Power-Increase r.p.m. to maximum. Press dial
stop release and turn dial clockwise to "10."
Formation Flying-The throttles, the Turbo Boost Selector
knob, or the throttles and the knob combined ,may be used in formation

-97-
flying, depending on the tightness of the formation, the position of the
plane in the formation, and the altitude. In all cases, the Turbo Boost
Selector must be set at a point where the manifold pressure will not
exceed the recommended limit for the r.p.m. being used, even with
throttles full open. At altitudes in the turbo overspeed range, the
Turbo Boost Selector should be held to a setting below the point where
t he overspeed control begins to "cut in" on any engine, and the throttles
should then be used to vary the power. Below 6,000 feet, the throttles
must be used, as the effective range of the control system is limited at
]ow altitudes.
Descending-Use the dial to select manifold pressure until
t hr ot tle range is reached. For further reduction, use throttles.
NOTE-Turbo boost should be used when descending. Inter-
coolers should be closed to maintain carburetor air temperature.
Landing-Set props at maximum cruise r.p.m. Set dial at ap-
proximately "6." Pull back on throttles. Leave dial at "6" for taxiing.
NOTE-THROTTLES CAN BE USED TO OVERRIDE TUR-
BO-SUPERCHARGER CONTROL SYSTEM AT ANY TIME.

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 . '