DATED: September 15, 1942

 

 

RESTRICTED

 

PILOT'S NOTES

B-24 Airplane

 

COCKPIT CONTROLS USED IN FLYING THE B-24D 2

HOW TO FLY THE B-24D AIRPLANE 5

DON'TS 9

FLYING CHARACTERISTICS 10

SPECIAL INSTRUCTIONS 14

PRE-START 16

BEFORE STARTING ENGINES: 16

BEFORE TAKE-OFF: 17

After Take-off and during Climb: 18

Before Landing: 18

After Landing: 19

To Secure Airplane: 19

 

 

COCKPIT CONTROLS USED IN FLYING THE B-24D

Unlock access door aye height, right side, ahead of bomb doors. Reach in, Pull auxiliary bomb valve and open doors. Take one last look forward to see that the pitot head covers have been removed. As you enter the plane the gasoline shut-off valves and auxiliary hydraulic power switches are located immediately overhead. To the left as you enter the flight deck are the gasoline sight gauges. Valves on the bottom of the gauges select the tank. For correct reading, inclinometer outboard the gauges should read zero.

Seat adjustment controls for:

up and down

Inbound control lever - outboard side of seat

 

Seat tilt

Middle control lever - outboard side of seat

 

Back tilt

Outboard control lever - outboard side of seat

 

Fore and aft

Control lever - front of seat in center

Rudder pedals are adjustable for length; locking latch on inboard side of pedal released by pushing inboard with foot.

Brake pedals are operated by toe pressure. Parking lever is at Pilot's right hand on pedestal. Press pedals and lift lever to lock; press pedals to unlock.

Controls lock

Co-Pilot's left hand on pedestal - lift to lock. Securing strap stowed over Pilot's head.

Ignition and Battery Master Switch

Co-Pilot's right hand - outboard forward. Two main battery switches above them. A.C. power at Pilot's right hand on pedestal.

Booster Pump, Starter, Primer and Oil Dilution Switches

Co-Pilot's left hand - Instrument Panel

Cowl Flap Switches

Co-Pilot's left hand on pedestal.

Prop Control Switches

Pilot's right hand on pedestal.

Intercooler Shutters

Center of pedestal.

Tab Control Knobs

Pilot's right hand on pedestal.

Landing Gear Control Lever

Pilot's right hand on pedestal.

Wing Flap Control Lever

Co-Pilot's left hand on pedestal.

De-icer, Defroster and Anti-icer Controls

Co-Pilot's left hand - Instrument Panel.

Defroster tubes under windshield right and left

Heater Switch

Co-Pilot's right hand - aft of battery switches.

Ventilators

Outboard ends of Instrument Panel.

Landing Lights

Co-Pilot's left hand on pedestal.

Navigation and Formation Lights

Pilot's right hand on pedestal.

Recognition Lights

Pilot's right hand - left side of pedestal

Fluorescent Panel Light

Pilot's right hand on pedestal.

Oxygen Regulators

Pilot's left knee and Co-Pilot's right knee

Radio Interphone Control Box

Pilot's left elbow, Co-Pilot's right.

Throat microphone button

On wheel.

 

Mixture Controls

Right unit of control quadrant

positions listed
(from forward to aft)

Position 1. "Idle Cut Off"

Stops engines by cutting gas flow.

 

Position 2. "Auto Lean"

Cruising position only. On the lean side. Not to be used at over 1400 RPM on run up nor on operations requiring over 29.5 Hg manifold pressure.

 

Position 3. "Auto Rich"

Run up; Take-off; landing. Operations requiring more than 28 Hg. manifold pressure up to over 14,500 feet altitude; over 14,500, 29,5 Hg.

 

Position 4. "Full Rich"

Emergency. Cuts out automatic mixture control and sets carburetor to full power mixture requirements.

Throttle Controls

Center unit of control quadrant
Closed to open

Turbo Supercharger Controls

Left unit of control quadrant
"OFF" - to - "ON"

A.F.C.E. Flight Control Unit

Turned on and handled by control switches on the A.F.C.E. panel at the right of the Pilots control wheel axle.

For location and photographs of ALL controls used in flight, see "Location of Controls" section, page 72

HOW TO FLY THE B-24D AIRPLANE

First and of foremost importance, you are the Pilot; the lives of your crew and successful completion of your mission is in your hands. Use good judgment and common sense. The airplane is a piece of machinery and will react exactly as you direct. It will not fight back or argue with you, so do not get mad at it, it only affects your own reactions and corresponding ability to fly.

The following text on flying the B-24 airplane is based on experiences of Consolidated Pilots with many thousands of hours flying time in cooperation with officials of the U. S. Army with their wide experience in flight training procedure.

The B-24 airplane is not difficult to fly. It has no vicious characteristics and when the Pilot learns the differences in "feel", due to its size, weight and speed range, flying it is no more of a problem than flying a trainer. A large bomber is a highly complicated piece of equipment containing many compartments. Learn your airplane; study the functional operations of the several systems and the mystery of imagined complexities will become surprisingly simple. A little time devoted to the fundamentals of what makes it "tick" will pay amazing dividends in psychological reaction and peace of mind.

Master the airplane, don't let it master you, but - never lose respect for it.

Inspect your airplane before take-off or be sure competent hands have accomplished the pre-flight check. The importance of following the Pilot's Check-Off List carefully before every flight cannot be overemphasized. This check-off list specifies all the details that must be covered to insure safe flight. (See Page 14.)

When engines reach the proper operating temperature use discretion in taxiing away from the line. Sharp turns should be avoided. Sharp turns grind off rubber and apply serious stresses to nose and main gear. Use the engines for steering and save the brakes. Taxi slowly; it is a simple matter to keep full control of the airplane with the engines.

Before take-off, run up engines, check magnetos, propeller control, and set superchargers in accordance with Pilot's Check-Off List. To avoid fouling plugs, idle engines at 800 to 1000 RPM. Close cowl flaps to one-third open. Extend wing flaps one-fourth for best normal average; one-half for shortest take-off. Head into wind, open throttles slowly and full out to stops. Hold brakes on until manifold pressure reaches 25" Hg. Use full power for take-off; it lessens the take-off run and corresponding wear and tear on landing gear, tires, and entire airplane. Have co-Pilot hold throttle against stops and adjust superchargers so as not to exceed manifold pressure operating limits (consult operating chart before take-off to determine this). On take-off, maintain straight course with rudders. Do not use brakes.


As the plane picks up speed, lighten the nose and help it take-off at a safe minimum speed; this is 110 MPH at 45,000 pounds to 130 MH at full load. Do not hold the airplane on the ground when it is ready to fly. Any idea of picking up extra speed on the ground as a safety margin is quite the reverse. Help your airplane.

Raise landing gear when definitely clear and air borne, and reach 130 MPH airspeed as soon as possible to be in best condition in the event of engine failure. (For engine failure see "Emergency Operation" page 70.) After take-off, maintain air speed under 150 MPH until flaps are raised. The best average climb is 150 MPH. Consult performance chart for exact figure for specific load conditions. As long as the required minimum airspeed for stall is exceeded, the airplane is fully maneuverable with the flaps in any position. Stalling speed varies with loading, landing gear, cowl flaps, and flap setting. Maintain engine head temperature within limits given under "Power Plant", Page 17, by control of cowl flap opening. The cowl flaps cause buffeting between the one-third and two-thirds open position which should, therefore, be avoided.

If anything other than an airport flight is to be made, turn off auxiliary hydraulic master switch. See "Check-Off List" Page 14.

After reaching cruising altitude, level off and pick up normal speed before power is reduced to cruising requirements. If power is reduced too soon and before the airplane has picked up full momentum for cruising it would be trying to gain speed under reduced power requirements and would most probably be quite sluggish.

The air handling of the airplane is conventional and normal. Stability is excellent and high maneuverability is possible. Primary instruction in flying has made the Pilot aware of load factors. Keep this in mind when banking or maneuvering so as not to exceed the safe limits. See "Special Instructions" Page 11, for flying limitations.

When you have squared away on a mission, check wheels, flaps and cowl flaps. Check the gasoline supply quite frequently lest an unexpected leak or excessive consumption place you in a difficult position.

Two inches of boost gain by use of turbos is recommended as the best operation. (See "Turbo Supercharger", Page 24.) Too much boost will lean the mixture, evidenced by rise of head temperature. Too little boost will enrich the mixture with resulting loss of power and excessive gasoline consumption.

Before entering airport area, accomplish Pilot's Check-Off List, Page 14. Allow ample time to slow down to 150 MPH; turn on auxiliary hydraulic power; turn on booster pumps; lower landing gear and check the latches before making the final turn to enter the landing lane. Turbo superchargers "OFF" as the waste gate closes with reduced exhaust pressure when engines are throttled back. On entering the final landing lane slow to 140 MPH; extend flaps one-half. Extended flaps not only increase lift and drag but change the glide angle and attitude of the airplane in a manner to greatly increase visibility. Speed to be maintained in a glide varies, depending upon load, flap setting, and use of power. Under 45,000 lbs. loading glide should be maintained at 120 MPH slowing to 110 MPH with full flaps on leveling off for landing.


The airplane is fully maneuverable with flaps extended. Maintain sufficient RPM to continue at a rate of descent of 400 - 600 feet per minute. At any time during the glide, but allowing ample time before crossing boundary of field to adjust to change of attitude before final stage of landing, extend the flaps fully. After crossing the boundary and over runway, close throttles fully and have Co-Pilot hold them to prevent creeping. As the plane begins to settle, hold it off the ground as long as possible. The exception to this is in an emergency when it is necessary to use brakes immediately on touching the ground, which, too, is the only excuse for a three wheel landing. Hold the nose wheel off as long as possible and let the nose of the plane settle slowly and without shock, onto the nose gear. Do not "slap" the nose forward nor allow it to do so and do not apply the brakes with the nose wheel clear of the ground. (Crew aft will facilitate keeping the tail down, but do not exceed allowable C.G. limits for landing.) In case of emergency or of faulty brakes, a nose high landing with tail skid dragging (retractable type only) will enable the pilot to land on any normal airport without using brakes.

Open cowl flaps immediately after landing and raise the wing flaps when convenient, but preferably before taxiing to avoid possibility of rocks or mud being thrown into the tracks.

Again taxi slowly and steer with the engines. Use brakes only as is absolutely necessary. Enter parking area carefully. The wing span is 110 feet. There is no excuse for the carelessness of a collision on the ground or ground crash. Stop the engines with the mixture cut off. Leave cowl flaps open until engines cool. Set landing gear lever in the "DOWN" position after No. 3 engine has stopped. Do not set parking brakes until brake drums have cooled.

See Page 70 for procedure for engine failure on take-off.


DON'TS

DON'T fail to carry out all items of check-off list.

DON'T fail to check gasoline before take-off and at regular intervals during flight.

DON'T fail to have nose wheel accumulator checked before take-off.

DON'T forget to check the de-icers "OFF" before take-off or landing.

DON'T forget to check the AFC or gyro pilot "OFF" before take-off or landing.

DON'T start engines before first pulling propellers through six blades.

DON'T use starter for direct starting. Inertia wheel must be energized before meshing.

DON'T use ship's batteries for first starts when cart is available.

DON'T fail to us auxiliary power plant when using ship's batteries for all starts.

DON'T attempt to start engines with low batteries.

DON'T fail to turn auxiliary hydraulic electric pump "OFF" after take-off.

DON'T fail to check the landing gear latches engaged before landing.

DON'T use brakes for steering in taxiing.

DON'T turn too sharply. It will damage landing gear and tear tires.

DON'T transfer fuel while using radio.

DON'T forget high gasoline consumption - Shooting landings 300 G.P.H.

New Inertia starters are not direct drive - they are "Constant Energizing" and must be brought up to speed before "Meshing".

DID YOU CHECK YOUR GAS SUPPLY?

FLYING CHARACTERISTICS

GENERAL - Steep banks up to 60 can be made easily and safely. However, it should be borne in mind that in a normal bank of 60 the load factor is "2" and in this position all loads are twice as severe as in level flight. Turns steeper than normal increase this load factor.

Rough air operation is not critical. However, it is good practice to slow down to 150 MPH (240 KmPH, 130 Knots) when in extremely turbulent air, and extend the landing gear if flying on instruments. Disengage the automatic pilot when flying in rough air.

LONGITUDINAL STABILITY - The longitudinal stability of the airplane is positive over a wide range of center gravity locations. Under normal loadings the airplane will return to normal flight when released from a stall or other abnormal positions. The maximum forward location of the C.G. should not exceed 23% of the mean aerodynamic chord while maximum aft location of the C.G. should not exceed 35% M.A.C. Care should be exercised to operate controls smoothly when flying close to these limits, especially with the C.G. in the extreme aft positions, as it is easily possible to develop the limit load factors of the tail assembly with sudden heavy elevator operation.

In the higher speed range, the elevators become "heavy". This is desirable inasmuch as it helps to prevent sudden extreme application of the elevators, which might prove damaging to the structure. When maneuvering the airplane, as in a dive, always keep the airplane trimmed by use of the trim tabs. If the pilot attempts to hold the full stick load, his sudden relaxing can apply a destructive force to the airplane.

BRAKES AND TAXIING - The brakes are operated by two sets of interconnected pedals either from the Pilot's or the Co-Pilot's side. The hydraulic brakes operate on both an inboard and outboard drum on each main wheel. Failure of either the inboard or outboard systems will leave 1/2 braking power. The operation of the hydraulic brakes is smooth and not "touchy". Increasing pedal pressure increases braking pressure proportionally.

The nose wheel is free to swivel 45 each way and is damped against shimmying. Any shimmy should not be tolerated for it can be cured by proper servicing of the dampers. Turning too sharply will damage the nose gear.

The airplane can and should be taxied by using the outboard motors without the brakes.

Avoid overheating of brakes causing by applying them for long periods. Do not make small radius turns. Do not lock the inside wheel as it tears the rubber. Allow the inside wheel to roll. When necessary to use the brakes, they should be coordinated with application of power.

The airplane has no tendency to ground-loop and can be turned to either side while taxiing at a fast rate.

If the brakes have been used to any great extent prior to taxiing up to the line, allow the brakes to cool before applying the parking brakes.

The main landing gear is located at approximately 40% of the M.A.C. C.G. locations forward of this point obviously will have no tendency to rock the airplane so as to lift the nose wheel off the ground.

TAKE-OFF - Take-off procedure is associated with that of other large airplanes of the tricycle landing gear and the ship will come off the ground easily at 110 MPH (160 KmPH; 90 Knots) for gross weights up to approximately 45,000 pounds (20,412 Kg) to 130 MPH (200 KmPH; 115 Knots) for heavier loads.

After opening the throttle hold the brakes until the manifold pressure reaches 25" Hg. This permits the turbo regulator to stabilize and results in a smooth flow of power from all engines, and makes it much easier to maintain a straight course on take-off (See "Turbo Supercharger").

CLIMB - The most practical speed for the average best rate of climb is 150 MPH (240 KmPH; 130 Knots), 2550 RPM - 41" to 45-1/2" Hg.). See "Climb chart for accurate data.

STALL - The stalling characteristics of the airplane depend, in addition to the inherent design, on wing flap setting, cowl flap position, landing gear position, the power setting, and whether the de-icer system is operating.

The stalling point of the B-24D airplanes is clean and forewarned by a tail shake and slight pitching. The complete stall is followed by the airplane falling off to either side without a tendency to spin. Due to the aerodynamic cleanliness of the design, the airplane will pick up speed rapidly. Correct the slight yawing produced by falling to one side or the other by application of rudder, the use of aileron to lift a wing under this condition is forbidden until flying speed is recovered.

Extended wing flaps will reduce the stalling speed, as also will the use of power. Cowl flaps should be closed prior to stalling to avoid tail buffeting.

The loss of control in a stall is gradual, with all control losing effectiveness at about the same time. With the de-icer boots operating, the stall is sharper.

With full flaps, use of a little power will reduce the stall speed appreciably.


SPINS - The airplane has no inherent tendency to spin from a stall or slow, steeply banked turns and should not be forced to do so under any condition. The airplane was not designed for the loads imposed on the structure during a spin condition, and structural failure could result from spins.

DIVE - The limiting diving speeds for various gross weights are:

 

MPH

KmPH

Knots

41,000 lbs (18,144 Kg)

355

570

300

47,174 lbs (21,398 Kg)

325

520

280

56,000 lbs (25,401 Kg)

275

440

240

Air loads build up rapidly on any large airplane in a dive, therefore, avoid abrupt movements of the controls.

Control trim should be maintained with the idea of keeping tail surface forces to a minimum. It is better to trim the airplane to slightly nose heavy rather than tail heavy. If it were trimmed tail heavy, in a dive the inherent tendency to pull up would make the application of up-elevator easier and more abrupt, creating higher load factors of "g's".

LANDING - A three wheel landing is neither desired nor necessary. Land tail down with the main gear touching first and as speed diminishes allow the plane to settle gently on the nose gear. Landings from power glides with 400 - 500 ft./min. (122 - 152 meters/min.) rate of descent are easiest to accomplish because of the difficulty of making the proper landing flare with higher rates of descent, especially with a heavier load.

By using power in the glide with full flaps, indicated speeds as low as 105 - 115 MPH (170 - 185 KmPH; 90 - 100 Knots) can be held without danger, high loads requiring the higher speeds. These low speeds are not recommended but are mentioned to give the minimum limits of operation.

With no power, the desirable indicated gliding speed is 120 MPH (190 KmPH; 105 Knots). This speed also permits 10 banked near the ground allowing sufficient maneuverability with flaps extended for landing in bad visibility.

It is desirable to have the cowl flaps closed during extended reduced power in order to prevent rapid cooling of the engines. Always close flaps for landing.


When flying a heavy airplane remember that a heavy body in motion resists effort to change the motion. Therefore, if a steep glide is being made with accompanying high rate of descent, it takes some time and a considerable force to flare out this rate of descent and change the direction to one parallel to the ground. It cannot reasonably be expected with a rate of descent of over 500 ft./min. (152 meters/min.) to start to level off 5 to 10 feet (1.5 to 3 maters) above the ground and succeed in doing anything but "flying in".

While the tricycle landing gear does permit certain liberties of landing technique it does not permit ground contact while still in the glide as has been accomplished with lighter airplanes.

Normally the main landing gear wheels should touch the ground first, in the same manner as the tail wheel airplane. Brakes should not be applied until the nose wheel is on the ground and the weight of the plane is taken by the oleo strut. The airplane will tend to rock forward onto the nose as it loses speed and it should be prevented from doing so as long as possible with the elevators. If a sudden application of the brakes is made with the nose wheel off the ground, the tail will snap up and excessive load factors will be built up in the nose wheel gear and in the tail, due to the length of the airplane.

CAUTION: NEVER LAND WITH BRAKES LOCKED

The emergency tail wheel or skid is not designed for landing loads and is only to protect the vertical fin and lower gun turret against accidental rocking back.

Airplanes equipped with a retractable tail skid may be landed with the tail low, as in airplanes without tricycle landing gear. The retractable mechanism, while not recommended for full tail landing loads, will stand the load imposed by rocking back after landing and by "dragging" the skid. In case of brake failure this feature may be used to advantage particularly if the crew is stationed well aft in the tail to keep the skid on the ground during the full run.

In case of emergency where the shortest possible landing run is imperative the use of brakes immediately on landing is necessary. In this case a three wheel landing is made and the thrust of the nose gear must be taken up by pushing the elevator controls forward before applying brakes. Do not lock wheels as tires will tear through the fabric in an astonishing short time.

The airplane shows no tendency to ground loop in a cross-wind but any drift should be taken out before making ground contact.

TWO ENGINE FAILURE - Even with two engines inoperative on one side, it is possible to fly the airplane in all normal maneuvers within the engine power limits. The use of full rudder tab greatly relieves the rudder pedal pressure required to maintain straight flight. When the two operating engines are delivering rated power it is desirable to bank the airplane with the dead engines high (See Page 70 for engine failure during take-off).

SPECIAL INSTRUCTIONS

FLYING LIMITATIONS

Maneuvers Prohibited

 

Loop

Stall

 

Spin

Inverted Flight

 

Roll

Dive (except as shown on page 9)

 

Immelmann

Vertical Bank

Only straight flying is permitted when airplane is loaded to maximum loaded weight for safe flight

Airspeed Restrictions

1.          Do not exceed the following indicated airspeeds:

Gross Weight

MPH

KmPH

Knots

41,000 lbs (18,144 Kg)

355

570

300

47,174 lbs (21,398 Kg)

325

520

280

56,000 lbs (25,401 Kg)

275

440

240

2.          Do not lower landing gear hydraulically at a speed in excess of 156 MPH (250 KmPH; 135 Knots).

3.          Do not lower wing flaps or fly airplane with wing flaps down at speed in excess of 140 MPH (225 KmPH; 120 Knots).

4.          Do not operate de-icer systems at take-off or landing

Instrument Dial Limitation Markings

Airspeed and engine instruments are marked to indicate their operating limits as follows:

Power Plant Restrictions

1.          Do not exceed an engine speed of 2700 RPM.

2.          Do not idle engine below 800 RPM for long periods.

3.          Do not fail to operate oil dilution systems for 3 or 4 minutes prior to shutting off engine when frigid temperatures are anticipated.


Instrument Vacuum Selector valve

In case of failure of either No. 1 or No. 2 Engine or of the air pumps oh those engines, switch the vacuum selector valve on forward face of bulkhead at Station 4.1 so that the useful pump will operate the instrument suction rather than the de-icer suction.

Restriction on Use of Automatic Pilot - or A.F.C.

Since experience with Automatic Pilots has demonstrated that abrupt control responses of the automatic mechanism under conditions of side slip or stall may result in a spin, the following must not be forgotten:

1.          Do not operate airplane by the automatic pilot in extremely turbulent air under the following conditions:

a.       When de-icer system is working; or

b.       When one or more engines are not delivering normal power output.

2.          Do not place airplane under control of the Automatic Pilot regardless of speed or altitude, until the Pilot has determined by manual operation that the existing conditions permit safe control by the Automatic Pilot. In no case will Automatic Pilot be used when the airplane is flying at less than an indicated air speed of 155 MPH (250 KmPH, 135 Knots).

3.          Do not operate airplane under control of the Automatic Pilot without one rated Pilot remaining "on watch" and maintaining a close check of the airplane and instruments.

4.          Do not engage Automatic Pilot when follow-up indices are not lined up.

5.          Do not make course and attitude changes with rapid knob movements. Turn slowly and smoothly.

6.          Do not allow airplane to get too far out of trim.

7.          Do not turn any of the three speed controls to "OFF" or "LOWEST SPEED" when Automatic Pilot is engaged as this would lock the corresponding surface controls in whatever position they happen to be.

8.          Do not forget that an Automatic Pilot can be overpowered.

9.          Do not forget that an automatic pilot can "spill" and "wander".

Bomb Clearance Instructions

When releasing bombs in a glide or climb, observe the restrictions shown in "Armament Manual".

PRE-START

1.          Engineer checks on outside door locks, nose wheel emergency mechanism and doors, shimmy damper, accumulator pressure. Visually checks main landing gear latches.

2.          Gasoline valves "ON"

3.          CHECK AMOUNT OF GASOLINE ABOARD.

4.          Check ignition of all engines and pull propellers through several times by hand, at least twelve blades. This is imperative when engines have been idle for 12 hours or more. Keep clear of propeller, ground wires have been known to break.

5.          Check control lock disengaged and visually check movement of all controls.

6.          Set parking brakes.

7.          Set wheel blocks if available.

8.          Check fuses.

9.          CHECK SUPERCHARGER TURBINE WHEELS FOR MUD, WIRE, OR OTHER SMALL PARTICLES.

BEFORE STARTING ENGINES:

1.          Check Form 1 and loading.

2.          Pitot Heads - Covers removed.

3.          Wheel Chocks in place.

4.          Bomb Doors and Cabin Doors - "OPEN".

5.          Main line and battery switches - "ON" (If battery cart not used).

6.          Navigation and Cabin Light - "ON" (Night).

7.          Fuel Tank Valves - "ON".

8.          Amount of fuel - Not less than 1200 U.S. Gallons.

9.          Operator switches - "OFF".

10.      Auxiliary power unit started.

11.      Turn on electric auxiliary hydraulic pump.

12.      Adjust seat and rudders.

13.      Parking brake - "ON".

14.      Instrument power switch - "ON".

15.      Supercharger - "OFF".

16.      Mixtures - "Idle Cut OFF".

17.      Automatic Pilot - "OFF".

18.      Wing and Prop De-Icers - "OFF".

19.      Intercooler Shutters - "OPEN".

20.      Cowl Flaps - "OPEN".

21.      Altimeters set.

22.      See that propellers are clear and ground crew notified, fire guard posted. Pull propeller through by hand six blades.

23.      Ignition switches "ON" (All engines).

24.      Fuel Pressure - Booster Pump "ON" for engine to be started.

25.      Primer (Electric) as required.

26.      Starter Energizer 30seconds, then mesh - Old type.

27.      Starter Energizer 12 seconds, then mesh while still holding energizer "ON".

28.      Mixture - Automatic Lean (after engine fires). Do not exceed 1400 RPM in "Auto Lean" on ground.

BEFORE TAKE-OFF:

1.          Cabin and Bomb Doors closed.

2.          Surface Controls - Checked for freedom.

3.          Trim Tabs - Set for take-off.

4.          Mixture - Auto Rich.

5.          Check Fuel Pressure with Booster Pumps "OFF". "ON" after check.

6.          Check engines at 2000 RPM, after head temperature has reached 150 C.

7.          Check switches and instrument readings (Vacuum pressure on No. 1 and No. 2 engines).

8.          Check high RPM lights "ON".

9.          Check manifold pressure full throttle.

10.      Supercharger set and locked (49" at 2700 RPM).

11.      Wing Flaps - "DOWN" 20 on No. 3 run up.

12.      Cowl Flaps 1/3 open.

13.      Auxiliary Power Unit - "OFF".

14.      Generators - "ON".

15.      Landing Gear Lever - "DOWN" position to check kick-out pressure (Should be 825 lbs. to 875 lbs.).

16.      Gyro Instruments uncaged.

17.      Nose clear of crew.

NOTE: READ THE FOLLOWING BEFORE TAKE-OFF

After Take-off and during Climb:

1.          Gear up on Pilot's signal (brakes applied).

2.          Turbo Superchargers reduced to 45.5".

3.          Reduce RPM to 1660.

4.          Raise flaps, only after "Gear Up Lever" returns to neutral.

5.          Fuel Booster Pumps "OFF" (unless required for high altitude flying).

6.          Cowl Flaps adjusted.

7.          Auxiliary Hydraulic "OFF" on other than local flight.

Before Landing:

1.          Notify crew.

2.          Nose clear of crew.

3.          Auxiliary hydraulic power "ON".

4.          Brakes check pressure (850 lbs. to 1050 lbs.)

5.          Automatic Pilot - "OFF"

6.          Cowl Flaps - "Closed"

7.          Mixtures - "Auto Rich"

8.          Intercooler Shutters - "OPEN". (Unless carburetor is icing).

9.          Booster Pumps - "ON"

10.      Wing De-Icer - "OFF"

11.      Landing gear lever - "UP" to check kick-out pressure. (Should be 1050 to 110 p.s.i.).

12.      Landing gear - "DOWN" (Air speed not to exceed 155 MPH).
Sequence of Operations:

    1. Pressure builds up suddenly, then drops.
    2. Green light turns on.
    3. Control handle pops back to neutral.
    4. Warning horn - "OFF" when any throttle is closed.
    5. Visually inspect locks.

13.      Wing Flaps "DOWN". Do not exceed 155 MPH with flaps down.

14.      Propeller Controls High RPM

15.      Turbos as required - "OFF" normally (See Superchargers).

16.      Landing gear latch "DOWN" again (Final Check).

After Landing:

  1. Cowl Flaps "OPEN".
  2. Turbos - "OFF".
  3. Wing Flaps - "UP".
  4. Mixture - "Auto Lean".

To Secure Airplane:

  1. Engines Stopped
  2. Cowl Flaps "CLOSED", after engine cools.
  3. Wheels chocked.
  4. Surfaced controls - Locked.
  5. All switches - Off.
  6. Tail Support - Installed.
  7. Landing gear Lever in "DOWN" position.