RESTRICTED FOR OFFICIAL USE ONLY AN 01-75CJ-1 PILOT’S FLIGHT OPERATING INSTRUCTIONS FOR ARMY MODEL C-69 AIRPLANE This publication contains specific instructions for pilots and should be ovailable for Transition Flying Training at contemplated in AF Reg. 50-16, 0 lication shall not be carried in aie combat rl © reorenable chance of its falling into the hends of Published under joint euthority of the Commanding Genercl, Army Alt Forces, the Chief of the Bureau of Aeronautics, and the Air Council of the United Kingdom. NOTICE: This document contains information offe of the United States within the meaning of th 31 and 32, a amended. Itz transmission tente in any monet to on unauthorized prohibited by RESTRICTED. Wotuchel Caapany-Detrolt-5,500-7/19/48 20 JANUARY 1945 REVISED 15 JULY 1945RESTRICTED AN 01-75CJ-1 POLICY GOVERNING DISTRIBUTION AND USE OF THIS PUBLICATION fe Srey Pavsaneels tay ot Royal atblidveni We necordenee wt opel vical and and education of mili: by the wetginatar ot naher competent authori, tothe bye rine the war ifort. Hy max: wrstructons, ap determined bythe hal adamdncate hes ch tinam dsrbution and mye ih therefore encouraged. However, since the cantoly wf the subject matter Publication ie rested Whe eae ol ARSWO'S, the fallow uaa fri security tepulares will be nerve only Instructions Applic 1. This pub tay and chilian petsonnel erated ted matter may be discloned eh persony of dire tn the Service when st appears tesa the pbc stones ad chitin emptorees ob War Dear: V3) seco story eee pulblicacion winnever reilged Tait pecs nt ithe ties Tineluding expansion of thew idee ares et ame Fos er spell cies, nei service when i appens Whew the pubic he pe ‘Heerounit i eons ih borne tn mind by the whces fesponsibte tor such diserbucio that techs Depaeemen &. Repreventdees of publications, whether tonAdeisl nr tesicedy te towed or ase sn Subctonko cane an iy byroiicer personal, stay reps channeled AAP Letter Nov 4 Iettonmel workign with or servicing equipment which the wlveration 2 This oblcation is ried aun he lor contained ag 1 st pia aye be ites baie teutted, Chastesion ef te eater ey cowpomen nace made Natives of foreign governments except i iotanaes where fernments have heen lested fo festive inlormurn eae he ascertained independently of the laseBcaton nf ts came 8. Neth this plication oe sformaion contained herein will be unicsed to pres or public except through Pubhic Relations channels eS licable to British Personnel: ‘be published. The nfo cated. ether deecty ela postin FOR OFFICIAL U Instructions Applicable to U.S. Navy Personn ay Ms Mat» St 1. Nay Regulations, Anite 76, comtiins the following statement pre oF lacing the handling of resected mater Scien LIST OF REVISED PAGES ISSUED. ANOLE: A eany black vertical tine 10 the Jefe af in oer matRi festuon. “This lige is omitted where more than 30 percent Ut pa ‘Mess text on rested pages indicate eatent of Ys teygea “A black “Roreroti a to the, ted by current revise Ths fine Se ute ‘aly oo secand nad subssloest rovers Page Date of Latest Page Date of Latest Page Date of Latest No. Revision No. Revision No. Revision 1 15 March 194506 15 July 1945 loa. <15 March 1945 4 1943-67 15 July 1945 1028 15 March 1945 2 196564 15 July 1945, 1945-76 cece IS July 1945 1945-82 deleted 15 July 1945 1945 ws 15 July 1945 15 March 1945-84 . 15 July 1945 15 July 1945-85 15 July 1945 15 July 1945 86 15 July 1945 15 July 1945-87 15 July 1945 15 July 1945-88 15 July 1945 15 July 1945-89 deleted .......15 July 1945 15 July 1945 91 seveelS March 1945 15 July 1945 2 sic March 1945 15 July 1945 94 15 March 1945 15 July 1945 95 sc15 March 1945 15 July 1945 9% 15 March 1945, 15 July 1945 RA 1945 2 15 July 1945 98B 1945 a8 15 July 1945 98C 1945 50. 15 July 1945 98D 1945 51 15 July 1945 98E 1945, 32 15 Jaly 1945 BF 1945 35 15 March 1945 100 1945 7 15 July 1945101 1945 AAE 65 15 March 1945 102 1945 ADDITIONAL COPIES OF THIS PUBLICATION MAY BE OBTAINED AS FOLLOWS: AAP ACTIVISIES tn acodance with T. No, 0052, ie nwpecont NAVY. ACIVIT aig i, aaa i ve CRAFT Ravaneatet Dacian rubtiatons nk oe Ey miming So Ree att Rushes cae ae Taka alt Teta Sei Commas rm Tens Rane 0” Prem tiet Ohi See ie Puen Diadbton ern et A RESTRICTED Revised 15 July 1945SECTION | DESCRIPTION Paragraph 1 Airplane . Power Plant . Flight Controls Engine Controls . Hydraulic System . Electrical System . Ice Eliminating System .. . Vacuum System . Fire Extinguisher System SECTION I PILOT OPERATING INSTRUCTIONS Before Entering Flight Station.. On Entering Flight Station. . Fuel System Management. . Starting the Engines Warm Up ;. Emergency Take-off Engine and Accessories Ground Test. . Taxing ‘Take-off ). Engine Failure Dusi i Take-off |. Climb Flight Operation .. General Flying Characteristics Maneuvers Prohibited Spins Acrobatics ... Diving Night Flying Approach and Landing Scopping the Engines . Before Leaving the Pilot's Compartment SECTION III OPERATING DATA Air Speed Limitations . Airspeed Correction Table . Balance Computer Designation SECTION IV RESTRICTED AN 01-75CJ-1 Couteuts 33 33 37 39 39 39 a2 AD od 45 46 48 50 50 50 50 50 51 51 55 56 7 7 57 EMERGENCY OPERATING INSTRUCTIONS L 2. 3. ‘Vacuum System Failure Hydraulic System Failure Emergency Flap Operation 61 GL 63 SECTION IV (Continued) Table of Contents Paragraph Page 4, Emergency Brake Operation 6 5. Emergency Landing Gear Operation... 6 6. Failure of Control Surface Booster 63 7. Cabin Pressurizing System Failure. 6 8, Electrical System Failure 6 9. Engine Failure During Flight 66 10, Fires in Flight o 11, Ground Landing with Wheels Retracted 68 12, Dumping Fuel 68 13, Emergency Exit 68 14, Ditching (Forced Landing on Water) 9 SECTION V REMOTE COMPARTMENTS 1. Navigator's Station 73 2. Relief Crew Compartment 76 3. Passenger Compartment 76 4. Cargo Compartments 80 5. Radio Operator's Station 81 SECTION VI OPERATION OF COMMUNICATION EQUIPMENT 1, Basie Equipment 82 2. Radio Operator's Controls 82 3. Pilot's Communication Controls 86 4. Copilot’s Communication Controls 87 5. Flight Engineer's Communication Controls.......88 6. Navigator's Communication Controls 89 7. Cabin Door Station Communication Controls.....89 SECTION VII CABIN PRESSURIZING, HEATING AND VENTILATING 1, Cabin Pressurizing System 90 2. Heating System “ 3. Ventilating System SECTION VIII OXYGEN SYSTEM 1. General 2, Equipment 3. Operation APPENDIX | Flight Operating Charts RESTRICTED 97 wT 97 29RESTRICTED AN 01-75CJ-1 RESTRICTEDRESTRICTED AN 01-75CJ-1 Section | Paragraph 1-2 1, AIRPLANE. 4, GENERAL.—The C-69 is « 60 passenger, low wing land transport monoplane, manufactured by the Lock- heed Aircraft Corporation and powered by four Model R.3350 Wright Duplex engines. Hydraulically operated flight control boosters, landing gear, wing flaps, foot brakes, parking brakes, and cabin ventilation controls are provided. Cabin supercharging is provided, capable of maintaining an apparent 8,000 foot pressure altitude in the cabin while the airplane is flying at 20,000 feet. The airplane carries an active crew of five: pilot, co-pilot, flight engineer, radio operator, and navigator. In addi- tion, accommodations are provided for a relief crew of four. Overall dimensions are as follows Span 123 feet Length 95 feet 1344, inches Height, at rest 23 feet 7%, inches 6, MOORING.—Mooring fittings are provided on the three landing gears, on the outer wing panels and on the aft end of the fuselage (see figure 37). ¢. ARMOR PROTECTION is not provided for crew or passengers, 2. POWER PLANT. 4, ‘The four R-3350-35 engines are twin row, 18 eyl- inder, air cooled engines driving 15 foot 2 inch three bladed Hamilton Standard Hydromatic quick feathering Revised 15 July 1945 propellers. Early airplanes have engines th a single speed blower, Later airplanes have engines with cwo- speed blowers, Fuel: Specification AN-E.28 Grade 100130. Oil: Specification ANVY.0.446 Grade 1120 (for cold weather operation, use grade 1100 with oil dilution if necessary). Figure 1 — Mechanical Elevator Control Handle RESTRICTED 1Section | Paragraph 3 RESTRICTED AN 01-75CJ-1 Figure 2 Pilots’ Compartment 3. FLIGHT CONTROLS. 4, AILERON, ELEVATOR AND RUDDER.—Con- ventional control column and wheel are provided for ailerons and elevator and conventional rudder pedals are provided for rudders, Rudder pedals are adjustable for leg length by lifting the adjustment levers (figure 4-17). Be sure that they are adjusted equally. 4. CONTROL BOOSTER SYSTEM.—Most of the Aight control force is provided by hydraulic boost; the remainder is applied by the pilot. Figure 3 illustrates the working principle of a typical control boost linkage as applied to the rudder. Control cables which operate the hydraulic boost mechanisms are directly connected to the control surfaces allowing manual flight control in an emergency. Delivery of hydraulic pressure from the engine driven pumps to the control boost system is assured, before all other hydraulic units, should a partial hydraulic failure occur, In case of complete hydraulic failure, qwo levers on top of the pilot's con- 2 RESTRICTED trol stand (figure 4-1) will disconnect the rudder and aileron boosters and allow manual control. A pull rod to the left of the pilot's control stand (figure 1) will isconnect the elevator booster and at the same time shift the elevator control linkage to provide a mechani- cal advantage for manual control of approximately 3 to 1 compared to the normal linkage. Shifting the linkage allows only 1/3 of the normal elevator travel. ¢ ELEVATOR AND RUDDER CONTROL EMER- GENCY BOOSTER SYSTEMS.—An independent hy- draulic boost power system consisting of a fluid reservoir, electrically operated pump, and an accumulator is pro- vided for the elevator and rudder for use in case of failure in the main bydraulic system. (See figure 12.) The control switches (figure 4-14 and -20) for the emer- gency systems are located on the pilot’s control stand. ‘The elevator linkage shift and booster engaging control (figure 1) must be in the normal position (pushed in) and the rudder booster engaging contro! must be ON for operation of the emergency systems. Revised 15 April 1945,RESTRICTED AN 01-75CJ-1 CONTROL VALVE SHUT-OFF HYDRAULIC vaLvE— ‘CYLINDER WALKING BEAM FROM PUMP. ReTuRN— PARALLELOGRAM CiNAGE Wf \ point ‘at | \ Lovo Feet Lever Avoven peoa. CONTROL CABLES: BY-PASS VALVE ~~ por "8" RUODER Figure 3— Rudder Hydraulic Boost Diagram RESTRICTED Fluid pressure Fluid recurn Fluid trapped With the control valve closed, hydraulic fluid on both sides of the piston holds point “A” stationary. The following events occur in rapid sequence. All motion is exaggerated for clarity, Pilot pushes right rudder pedal causing oad feel lever to pivot about point “A”. The load feel lever moves the rudder slightly be- fore warping the parallelogram linkage enough co open the control valve. This initial rudder movement is done without the help ‘of hydraulic boost and represents the per- centage of force that is always required of the pilot. With the control valve open hy- draulic pressure is now applied to the piston. Pilot holds point “B” stationary with rud- der pedals. Piston moves forward pivoting the load feel lever about point "B". This moves the rudder further to the right and returns the parallelogram linkage to normal, closing the valve. The rudder will hold this position until the force on the rudder pedal is changed, starting the cycle again, Should a hydraulic failure occur, closing 3 control boost lever (figure 1 or figure 4-1) will open the bypass valve and close the shut- off valve. The pin at “B” will contact the oversize hole and allow manual control.Section | RESTRICTED Paragraph 3 AN 01-75CJ-1 d. GUST LOCK.—Leaving all control boost systems engaged while airplane is parked provides a gust lock. ¢. AUTOMATIC PILOT.—The type A-3 automatic pilot, on earlier airplanes, is powered by the secondary hydrau airplanes (serial No. 42-94549 and subsequent) power ic system. (Refer to figures 9 and 17.) On later is supplied to the automatic pilot by an electrically operated pump which is controlled by an OFF-ON switch on the pilot’s control stand. The automatic pilot operates the surface controls through the control boost system and i will noc completely control the airplane unless the boost system is operating properly. If the con trol boost system is inoperative, the automatic pilot may be u vided hydraulic pressure is available. The gyro instru ed 0 assist the pilot (0 control the airplane pro: ments are driven by the airplane vacuum system. (Refer to figure 27.) f. TRIM TAB CONTROLS. (1) ELEVATOR. are provided for the two elevator tabs, and a position ectrical and manual controls indicator (figure 36-20) is installed on the co-pilot’s instrument panel. The tabs are Servo as well as con- tollable, (a) The tabs are operated electrically by pulling the elevator tab control engaging lever (figure 4-22) aft to ELECT and pressing one of the two control switches which are located on the left side of the pilot's control wheel. Pressing the forward switch will bring the nose of the airplane up, and pressing the aft switch will bring the nose down, (4) The tabs are operated manually by turning the two interconnected wheels (figure 4-11) on the pilot's control stand. The tabs cannot be operated man- ually when the electric motor is engaged. (2) RUDDER—A crank (figure 4-18) on the aft side of the pilot's control stand operates the three rudder tabs. Tabs are Servo as well as controllable. (3) AILERON.—A crank (figure 421) on the aft side of the pilot's control stand operates the wo aileron tabs, bs are Servo as well as controllable, & LANDING GEAR, (See figure 13.)—The tricycle landing gear is hydraulically operated by a control (figure 4-19) located on the right side of the pilot's control stand. On airplanes 43-10309 and 43-10310 the landing gear control has only UP and DOWN positions. € RESTRICTED Rudder and aileron booster engaging levers Throttes Throule lock Master propeller governor control switch Wing Hlaps control lever. Automatic pilot engaging levers Automatic pilot lock, Recognition lights keying button, Remote automatic piloc rudder control Radio compass control box. Elevator trim tab control. Recognition lights selector switches, Remore automatic pilot elevator control. Flevator booster emergency control switch. Landing gear lock indicator lights, Brake selector valve. Rudder pedal adjustment lever Rudder trim tab control Landing gear lever. Rudder booster emergency control switch, Aileron crim tab control. Electric elevator tab control engaging lever. Emergency booster conteol indicator lights Radio switch, Figure 4— Pilot's Control Stand Revised 15 July 1945RESTRICTED AN 01-75CJ-1 Blower section fire indicators. Inclinomecee Clock inder head temperature gages. Tachometers Carburetor air temperature gages. Fuel flow meters Engine synchroscope. Engine rear oil pump pressure gages. Synchrascope engine selector switch, BMEP gages. Oil pressure warning lights Manifold pressure gages. Throtles Cylinder head temperature Selector switch 16, Fuel pressure gages 17. Fuel pressure warning lights Is) Carburetor air heat and filter controls. 19. Throttle lock 20. Supercharger control Levers, 21. Mixture control levers. Figure 5 — Flight Engineer's Station RESTRICTED Fuel tank shutoff valves Upper cow! flap control switches. Lower cowl flap control switches. Oil cooler fap control switches. Propeller governor control switches. Carburetor vapor return shutoft switches ‘Auxiliary fuel pamp switches, Flight engineers chair Flight engineer's desk Air conditioning panel light.Section I RESTRICTED AN 01-75CJ-1 Instrument lights. M4. Airplane master switch padlock bracket. 1s. Airplane master switch. 16. Hydraulic pump shutoff valve switches. 0 Hydraulic pump shucoff solenoid circuit 18. breaker reset bucton. 9. Instrument light switches. 20, “Manual generator voltage switch rheostats 21 Engine front oi pump pressure gages 22, Propeller feathering switch bucons. 3, Anti-icer fluid quantity gage. 24 Hydraulic oil quantity gage. 2. Engine oil IN temperature gages. 6 Oil quantity indicators. Figure 6 — Flight Engineer's RESTRICTED Oil cooler flap position indicators. Cowl flap position indicators. Flight engineer's call ight, Engine oil OUT temperature gages. Fuel quantity indicators. Free air temperature gage. Nacelle fire warning lights Vacuum pump warning lights, Flight engineer's call button. Propeller Governor Limit Lights. Hydraulic pump pressure warning lights Fire extinguisher indicator light test switch. Oil dilution cizeuit protector. Oil dilution switches. Upper PanelRESTRICTED AN 01-75CJ-1 ‘On subsequent airplanes a NEUTRAL position is pro- vided which should be used in flight after the gear is retracted to reduce the vulnerability of the hydraulic system. The tail bumper (if installed) located under the fuselage near the tail extends and retracts with the main gear. A lock is provided so the control cannot be moved to the UP position while the weight of the airplane rests on the landing gear. In case the lock fails to release when the airplane leaves the ground, press in the manual release located inside the small hole just forward of the landing gear lever. Landing gear position is given by the indicator (figure 36-27) fon the co-pilot’s instrument panel. When the gear is locked in the landing position, three green lights (figure 4-15) located on the aft end of pilot's control stand, juminate and the red flags on the landing gear position indicator (figure 36-27) disappear. When the gear is NOT locked in landing position and one engine on each side of the airplane is throttled, a warning horn will sound. b. WING FLAPS. (See figure 16.)—The wing flaps are hydraulically operated by the control (fig- ure 45) on the piloc’s control stand. The flap control quadrant is graduated in percentage extension and the flaps may be extended co any desired position by setting the flap control lever opposite the percentage extension desired. The flaps will remain at the position selected (use the flap position indicator (figure 36-27) as a check) until the flap control lever is moved, The flaps will then extend or retract to correspond with the new position selected. 4. ENGINE CONTROLS. 4, THROTTLES.—Conventional. One set of throttles (figure 4-2), located on pilot's control stand, is inter- connected with the other set of throttles (figure 5-14), located on the engineer's control stand. Throttle friction locks are provided on both the pilot's control stand (figure 4-3) and on the engineer's control stand (figure 5-19). Operation of either lock affects both sets of throttles, and the other lock. 4. MIXTURE CONTROL—Located only on engi- rneer’s control stand (figure 5-21). Each of the four con- trols has three main positions: AUTOMATIC RICH, CRUISING LEAN, and OFF. ¢. SUPERCHARGER CONTROLS. — Located only on engineer's control stand (figure 5-20). For ground operation, see Section II, paragraph 7, ¢, (engineer). For flight operation, see Section Il, parageaph 13, e. Section | Paragraph 4 d, PROPELLER CONTROLS. (1) GOVERNORS.—The propeller governors are controlled by four momentary contact increase-decrease rpm governor switches (figure 5-26) located on the engineer's control stand. A master propeller governor switch (figure 4-4) is mounted on the pilot’s control stand, which increases or decreases all four governors simultaneously, regardless of how the engineer's gover- hor switches are operated. The master governor switch is spring loaded to the OFF position. The governor switches operate to change the engine rpm at approxi- mately 100 rpm per second. (2) GOVERNOR INDICATOR LIGHTS. — Four amber indicator lights (figure 6-23) are provided on the ‘engineer's instrument panel. These lights glow when- ever any of the governor switches (figure 5-26) or the master propeller governor switch (figure 4-4) is oper: ated and the propeller governor is in either the full increase rpm or full decrease rpm position. (3) SYNCHROSCOPE.—By use of the synchro. scope (figure 5-8) and the synchroscope selector switch (figure 5-10) and by manipulation of the propeller governor switches, it is possible co synchronize engines numbers one, two and three with engine number four (right outboard engine). (4) FEATHERING, — The feathering controls (figure 6-9) are located on the flight engineer's instru: ment panel and the feathering operations should be performed by che flight engineer. Refer to Section IV, Paragraph 9, "Engine Failure During Flight.” ¢, COWL FLAPS.—Four electrically operated cowl flaps are provided for each engine. Two sets of switches (figure 5-23 and 5-24) on the flight engineer's control stand operate the upper flaps and the lower flaps re- spectively. Cowl flaps position indicators (figure 6-15) are located on the flight engineer's instrument panel. f. CYLINDER HEAD TEMPERATURE INDICA- TORS (figure 5-4) and a cylinder head temperature selector switch (figure 5-15) are provided on the flight engineer's instrument panel. The cylinder temperature selector switch has four positions numbered from one to four connected to cylinder heads numbered 1, 5, 14, and 17 respectively, & CARBURETOR HEATERS AND AIR FILTERS are operated by one set of levers (figure 5-18) located on flight engineer's control stand, The controls are set RESTRICTED 7Section | RESTRICTED AN O1-75Cs-1 Maio fuel ines Fel costtcanafer lines Carburetor vapor rtues lines Fuel tank vent lines Fuel premure instrament ines uel _preaure balance lines 1, Fuel pressure transmitter. 2. Rear shear beam. 3. Outboard fuel tank. 4. Cross transfer valve. 5. Inboard fuel tank. 13. Auxiliary fuel pump. 6. Inboard fuel tank connection tunnel. 14. Fuel line strainer. 7. Right-hand fuel dump valve chute. 15. Fuel tank shut-off valve. 8 Carburetor. 16, Fuel drain cee, 9. Fuel flow transmitter 17. Right-hand inboard fuel tank outlet 10. Engine fuel pump flexible drive. 18. Surge box. 11. Engine driven fuel pump. 19. Outboard fuel tank dump valve. 12, Engine primer solenoid. 20. Fuel quantity transmitter. Figure 7 —Fuel System a RESTRICTED Revised 15 July 1945RESTRICTED AN 01-75C1-1 to HOT when pulled towards the flight engineer. They are set to COLD when pushed away from the flight engineer. When pushed approximately 10° beyond the COLD position, the levers close a switch which brings the air filters into operation, b, CARBURETOR ANTL-ICER. — Carbuetor anti- icers operated by switches (figure 65-8) on the shelf to the right of the co-pilot are provided to clear the carburetors in case the carburetor heaters prove ineffec- tive or in case high powers are heing used. i, BMEP GAGES (figure 5-11) installed on the flight engineer's instrament panel are connected to torque- meters located in each engine nose section. The BMEP gages and the tachometers together with the Torque: meter Power Chart (figure 38) prov determining the power output of any engine. j. FUEL SYSTEM. (See figure 7.)—Four complete fuel system are provided, connected only by cross trans- je a means for fer lines. Two integral fuel tanks are built into each wing, the inboard tanks each hold 820 U. S. gallons (682 Imp. gallons) and the outboard tanks each hold 1590 UL. S. gallons (1325 Imp. gallons) (1207 U. S, gallons [1006 Imp. gallons} each on airplanes 43-10309 and 43-10310). Fuel quantity indicators (figure 6-18) are installed on the flight engineer's instrument panel, (1) FUEL TANK SHUT-OFF VALVES. (Figure 5-22.) —Four valves operated from engineer’s control stand are installed to shut off the fuel flow ac each tank. (2) ENGINE FUEL EMERGENCY SHUT-OFF VALVES.—Four levers (figure 24-2) are located on the pilot’s overhead panel to shut off the fuel supply to the engines. The same levers operate the engine and hy- draulic oil emergency shutoff valves. Note These valves might not be installed on early airplanes. (3) FUEL TRANSFER VALVE, (Figure 32-4.)— These four valve to left of engineer's seat. They provide means for sup- plying fuel to any engine from any fuel tank. (4) AUXILIARY FUEL PUMPS, (Figure 5-28.) — Four switches are located on the flight engineer's panel are operated by levers located on floor to control the four electric auxiliary fuel pumps. These Revised 15 July 1945 Section | graph 4 pumps are provided for use during take-off, landings and aac other times when engine-driven fuel pumps will not maintain 16 tb/sq in. fuel pressure. (5) FUEL FLOW METER INDICATORS (figure 5-7), which are installed on the engineer's instrument panel, are calibrated in pounds of fuel per hour. The meters are located in the primary fuel line just before the carburetors, (6) ENGINE PRIMERS (figure 22-12) are the electric solenoid type which require 16-19 Ib/sq in, fuel pressure to operate properly. (7) FUEL DUMP VALVES. — One retractable dump chute is provided on the lower surface of cach inner wing panel connected t both the inboard and outboard tanks. Operation of the «wo fuet dump control levers (figure 24-1 and 24-3) located on the pilot's over- head panel, both extends the dump chutes and open the dump valves, The rate of flow is approximately 190 U. S. gallons (158 Imp, gallons) per minute from each dump chute [105 U, S. gallons (87 Imp. gallons) from each outboard tank and 85 U.S. gallons (71 Imp. gallons) from cach inboard tank}. Following any emergency dumping of fucl, there are 70 U. S. gallons (58 Imp. gallons) left in the inboard tanks and 30 U. S. gallons (25 Imp. gallons) left in the outboard tanks. (8) FUEL PRESSURE.—Two dual fuel pressure gages (figure 5-16) are installed on the engineer's in: strument panel, Maximum fuel pressure is 19 th/sq in., minimum 15 Ib/sq in., desired 17 Ib/sq in, Fuel pressure warning lights (figure 5-17) located below the pressure gages and on the pilot’s instrument panel (figure 35-2) glow when the fuel pressure falls below 14 Ib/sq in. (9) CARBURETOR VAPOR RETURN SHUT: OFF VALVES. —Solenoid operated shut-off valves, which are controlled by switches (figure 5-27) on the engineer's lower control panel, are installed in the car- buretor vapor return lines. These valves should be OPEN at all times except when fuel flow readings are being taken &. OIL SYSTEM. (See figure 8.)—One integral oil tank of approximately 50 U. S. gallons (41.5 Imp gal- Jons) usable capacity is installed outboard of each nacelle. Oil quantity indicators (figure 6-13) are in- stalled on the flight engineer's instrument panel. (1) OTL PRESSURE.—The engines are equipped with two oil pumps, one on the front and one on the rear. Four dual oil pressure gages are installed on the engincer's instrument panel. The gages (figure 6-8) on the upper panel indicate front pump pressure which RESTRICTED 9Section | Paragraph 4-5 RESTRICTED AN 01-75CJ-1 Propeller governor Propeller feathering pump and movor. Pressure tranamicters. Engine oil dilution solenoid valve Fuel pump. Emergency shut-off valve hopper. filler cap and bayonet gage. Oil tank vent line to engine, il quantity transmitter. LL, Aucomatic oil cooler flap consol 12, Flexible drive—flap contol to flap mowor 13. Oil cooler flap mocor. 14, Oil cooler. 15. Sump tank 16, Oil system drain valve 17, Check valve 18, Gil dilution Loe. 19. Oil tank hopper deain cock. Figure 8 — Oil Sysiem Diagram should be 40 Ib sq in. maximum, 30 tb sq in. minimum, desired 35 1b/sq in. The gages (figure 5-9) on the lower panel indicate rear pump pressure which should be 80 Ib/sq in. maximum, 60 Ib/sq in, minimum, 25 Ib/sq in. permissible at idling speed (550 cpm), desired 70 Ib/sq in. Oil pressure warning lights (figure 5-12) located helow the rear pump oil pressure gages glow when the rear oil pressuze falls below 50 Ib/sq in. (2) OIL TEMPERATURE, — Two dual oilin temperature gages (figure 6-1 temperature gages (figure 6-17) are installed on the flight engineer's instrument panel. (3) OIL COOLER FLAPS, — Switches (igure 5-25) having four positions: AUTOMATIC, OFF, OPEN, and CLOSE are installed on the engineer's con- trol stand, Normally these switches will be left in AUTOMATIC, however, the OPEN and CLOSE posi- tions allow manual setting of the flaps to any desired position, in case of failure of the automatic mechanism, An oil flap position indicator (figure 6-14) is installed ‘on the flight engineer's instrument panel, The automatic ) and owo dual oil-our 10 RESTRICTED control is set to regulate between 71°C (160°F) (flaps closed) and 90°C (196°F) (flaps open). The emer- gency temperature limit is 105°C (20°F). (4) OIL DILUTION—Switches (figure 6-27) are located on the engineer's upper panel. When it is anticipaced that the temperature at the next start will be below $°C (40°F) the oil system should be diluted before stopping the engines. Refer to Section IX, para- graph 6, for proper oil dilution procedure. (5) OIL SHUT-OFF EMERGENCY VALVES. — Four levers (figure 24-2) located on the pilot's overhead panel shut off the engine oil supply. The same levers ‘operate the fuel and hydraulic oil emergency shut-off valves. 5. HYDRAULIC SYSTEM. (See figure 9 through 18.) 4, GENERAL —The hydraulic system is divided into ‘ovo parts, the primary system, which operates the fight control boosters, and the secondary system, which sup- plies all other hydraulic units, Normally the systems Revised 15 March 1945RESTRICTED AN 01-75CJ-1 Primate SYSTEM PRESSURE — prawn : seconoany system (10) me = e ® © ©® \ iQ ! o OAKES 8 (8) , Betene = ven ogee + @te ruapen | Aon on (8) e Sati = 2 1 a connections 4 ) 2 O an’ teeetsay \ | — ® 1, Solenoid shut-off valve. 10. a | 2. Suction shutoff valves- (5) 11. 4 | 3. Secondary pumps. RD -f = 4. Check valves (10) 13. as) 5. Pressure warning switchs- (4) 14. 6 i 6. Relief valves.- (2) 15. £ 7. Grosrover check valve. 6. 2 = 8. Aspiesor fer v. fs) 9. Aspirator. 18, @ 16) Figure 9— Hydraulic Power RESTRICTED —— Priwany system —— seconpary system PRIMARY SYSTEM RETURN @ ‘mano PUMP SUCTION ‘Emergency filler pump. ‘Sump tank, Return change-over valve. Main filter. [Reservoir relief valve. Main reservoir. Primary pumps.- (3) Restriction coateol valve, System pressure transmitter. System DiagramRESTRICTED AN 01-75CJ-1 Section 1 To LANDING GEAR EMERGENCY SYSTEM To BRAKE SELECTOR VALVE sm SRAKE EMERGENCY PREssURE LANDING GEAR EMERGENCY PRESsuAE Four-way hand pump selector valve. Hand pump. Hand pump selector valve. Main reservoir. Emergency extension tank. Check valves (2) ‘Three-way check valve. Brake accumulator. Pavey Figure 10 — Hydraulic Emergency Hand Pump System Diagram 12 RESTRICTEDRESTRICTED Section 1 AN 01-75CJ-1 —— PRESSURE sane RETURN — ay-pass vent EMERGENCY RETURN EMERGENCY PRESSURE sistem RETURN Booster control valves~ (4) Aileron booster cylinders~ (2) Rudder booster cylinder. Elevator booster eylinder, Cylinder relief valves~ (4) By-pass valves~ (4) Check valves (5) Filters- (4) Shutoff valves (3) Emergency system flusd storage cank. 1 2. 3, 4 5. 6 7. 8 9. 0, Figure 1] — Hydraulic Surface Control Booster System Diagram RESTRICTED 13Section | SYSTEM PRESSURE SYSTEM RETURN a PRESSURE ware RETURN RESTRICTED AN 01-75CJ-1 AAFP eT \ oe mee by-pass varara DRAIK Filters, 2) Shutoff valves. (2) Figure 12 — Hydraulic Elevator and Rudder Booster Control Emergency System Diagram RESTRICTED Revised 15 July 1945RESTRICTED AN 01-75CJ-1 === UP PRESSURE DOWN RETURN — DOWN PRESSURE. UP RETURN -—— EMERGENGY DOWN PRESSURE FROM. EMERGENCY WAND PUMP ‘ ’ a wrk eeeeey = Fat Suewuqedewet Ss etuGeweswcl onan (6 5) 10) SYSTEM PRESSURE 10) ® (6) omain 1 Matn actuating cylinders. (2) 9 Kestriwwn—one way «2 2. Nowe actuating cylinder. 10, Test shutoff valve. (3) 3, Nose downlock release eylind 1. Selector valve 1. Main dowalock release cylinders. (2) 12. Rear bumper eylinder 5. Uptock actuating cylinders. (3) 13. Shutoff valve. 6 Thermal relief valves. (4) 14. Compensator. 7. Nose cylinder shuttle valves. (2) 15. Check salve. Main cylinder shuttle valve Figure 13 — Hydraulic Landing Gear System Diogram Revised 15 July 1945 RESTRICTED 15Section | RESTRICTED AN 01-75C3-1 —— Nomar system —— EMERGENCY system SYSTEM PRESSURE @ = TO SUMP TANK @ Brake selector valve. Double brake valves- (2) Brake accumulators- (3) Brakes- (4) Shuedle valves (5) Hydraulic accumulacor Check valves; (2) Pressure gage. Figure 14— Hydraulic Braking System Diagram 16 RESTRICTED‘sysTEM RESTRICTED Section | AN 01-75CJ-1 ees system RETURN 4 3 é It Sie ead he SYSTEM PRESSURE Steer caster valve, SYSTEM RETURN Directional control cylinder. me reSURE FIGHT TURN-RETURN LEFT TURN ‘One-way restrictor valve. PRESSURE LEFT TURN-RETURN RIGHT TURN ‘Check valve. Figure 15 — Hydraulic Steering System Diagram RESTRICTED 7Section 1 RESTRICTED AN 01-75CJ-1 SYSTEM PRESSURE caecsenrerrnsensesnsoroewony p2Ee ee ’ , ‘ ‘ ' ‘ we mme ste pe tenet nett ete ett eee ey Ibiosieinndngaimenstcoesl ‘ ’ ' ' ‘ ’ ‘ i sme SYSTEM PRESSURE waras SYSTEM RETURN j= FLAP EXTENSION PRESSURE. warms FLAP RETRACTION PRESSURE i Lia teen ates 2. Follow-up mechanism. 3, Hydraulic motors. 4, By-pass valve. Figure 16— Hydraulic Wing Flap Actuating System Diagram 18 RESTRICTEDRESTRICTED Section | AN 01-75CJ-1 mislead cana aeacamoel has Fores noosccwanedtes be @ | Seren ner en = Seeeee RETURN meee AILERON RIGHT - ELEVATOR DOWN - RUDDER RIGHT (wwwar AILERON LEFT - ELEVATOR UP -RUDDER LEFT 1, Gyro mounting unit. 2. Restrictor. 3. Pressure reducing valve. 4. Filter. 5. Relief valve. 6 Speed control valve. 7. Shucof valves. 8. Elevator Servo unit. 9. Aileron Servo unit. 10. Rudder Servo unit. 11, Pressure gage. 12, Elevator trim indicator. Figure 17 — Automatic Pilot System Hydraulic Diagram RESTRICTED 9Section 1 RESTRICTED AN 01-75CJ-1 syste PRESSURE a 2 @ — sakineennss case PreSsuRE ie ‘SYSTEM RETURN 1, Shucoff valve. 2 Resteictor. 3. Check valve, 4, Hydraulic motor. Figure 18 — Hydraulic Cabin Air Blower System Diagram 20 RESTRICTEDRESTRICTED AN 01-75CJ-1 work independently, but a cross over line is installed so that in case the primary system pressure fails, the secondary system will supply the flight control boosters. A check valve is installed in this line so that fluid can- not flow in reverse direction, and a restriction control valve is installed in the secondary system downstream from the cross over check valve so that when the boosters require a large flow the restriction control valve will nearly close, thus assuring pressure to the flight controls booster at the expense of all other hydraulic units, Hydraulic pumps on engines number 1 and num- ber 2 supply the primary system and pumps on engines number 3 and number 4 supply the secondary system. Warning lights on the engineer's instrument panel (figure 6-24) and on the co-pilot’s instrument panel (figure 36-4) illuminate when the pressure at any pump falls below approximately 1325 Ib/sq in. Com- bined fuel (figure 7-15) hydraulic (figure 9-2) and engine (figure 8-6) oil emergency shucoff valves are operated by levers (figure 24-2) on the pilot's over- head panel. Solenoid operated hydraulic pump shut- off valves (figure 9-1) are controlled by switches (fig- ure 6-4) located on the flight engineer's instrument panel, The hydraulic pressure gage (figure 36-24) on the co-pilot’s instrument panel shows primary system pressure which should be between 1500 and 1700 Ib/sq, in, Thete is no secondary hydraulic system pressure gage. b, EMERGENCY FILLER PUMP (figure 39) is lo- cated immediately aft of the radio rack. This pump is used for refilling the hydraulic tank in flight. ¢. HAND HYDRAULIC PUMP (figure 19-2) is lo- cated to the right of the co-pilot’s seat. This pump is used only for emergency extension of the landing gear or for emergency operation of the brakes. Set the hand pump selector valve (figure 19-3) FORWARD to oper- ate the brakes and AFT to operate the landing gear. CAUTION The hand pump selector valve should be left in the FORWARD position at all times unless the emergency extension system is being used. Failure to do tension system lines and may cause these lines to burst due to thermal expansion of the trapped oil. will close the emergency ex- 4. BRAKES, (Figure 14.)—The brakes are operated from either the pilot's or co-pilor’s station by rotating the top of the rudder pedals forward. The eight brakes are power operated hydraulically and are installed on Section | Paragraph 5 1, Emergency brake hydraulic pressure. 2. Emergency hydraulic hand pump. 3. Emergency hand pump selector valve. Figure 19 — Emergency Hydraulic Hand Pump both sides of each of the four main wheels, Two complete braking sys- tems, except for the brakes them- selves, are installed. The brake se- lector valve is controlled by levers (figure 4-16) located on both sides of the pilot’s control stand, The NORMAL and EMERGENCY brakes operate from the secondary hydraulic system or the hand hy- draulic pump. In addition, owo ace cumulators are installed in the ‘emergency brake system which, when fully charged, provide for approxi- mately six complete applications of the brakes after all hydraulic pres- sure has failed. The accumulator pressure (figure 19-1) should be checked and charged to a minimum of 1600 Ib/sq in. before take-off, pe- riodically during flight and before landing by momentarily moving the brake selector valve (figure 4-16) co EMERGENCY or by operating the hand pump if there is no secondary hydraulic system pressure. CAUTION Be sure to release toe brakes when shifting -from one brake system to the other whenever the airplane is moving, to prevent possibility of sudden application of full brakes. (1) PARKING BRAKES are controlled by the lever (figure 63-29) on the pilot’s side panel. To set the parking brakes, move the brake selector lever (figure 4-16) to EMERGENCY so that accumulators will hold the brakes, press the toe brakes and move the parking brake lever (figure 63-29) to ON. To release the parking brake, press the toe brakes. e, STEERING MECHANISM, (1) The nose wheel is normally free swivel- ing to an angle of approximately 45 degrees, but it may be steered on airplanes 43-10309 and 43-10310. To steer the nose wheel raise the RESTRICTED 21Section | Paragraph 6 steering lever and steer with the rudder pedals. It is necessary to hold the control in the STEER position as it is spring loaded to the CASTER position to prevent landing with the nose wheel steerable. With the steering lever in the CASTER position, the hydraulic steering cylinders act as shimmy dampers. CAUTION Use extreme care in power steering the air- plane, particularly at speeds above 30 mph. 6, ELECTRICAL SYSTEM. (See figure 23.) 4, GENERAL.—This airplane is equipped with two complete, 24 vole electrical systems each containing a 200 ampere generator, a voltage regulator, a reverse current relay, a 34 ampere-hour battery, and a power bus, In all normal operation, the systems are operated independently. In general, the number one system sup- Hand fire extinguisher. Radio master switch, Bateeries. Hydrometer Battery compartment door. Figure 20 — Airplane Battery Compartment plies the accessories powered with electric motors and the number two system supplies the instruments and lights. Both batteries (figure 20-3) are located under the navigator's table and are accessible in flight from the radio operator's station. A hydrometer (figure 20-4) is carried in the battery compartment for measuring the specific gravity of the battery electrolyte in flight. Number one generator is located in the left inboard nacelle and number owo generator is located in the right inboard nacelle, 22 RESTRICTED RESTRICTED AN 01-75CJ-1 b. AIRPLANE MASTER SWITCH is located directly over the batteries and is controlled by a lever (figure 6-3) on the flight engineer's instrument panel. This switch isolates the batteries except for the IFF radio de- steuctor circuit, the hydraulic pump shut-off solenoid valves and the emergency elevator booster pump, and prevents normal operation of the generators, Turn ON before every flight. ¢, LOAD TRANSFER SWITCH. (Figure 22-10.)— ‘This switch is operated by push buttons located on the flight engineer's electrical panel co the left of the flight cer. Operation is as follows: (1) Position 5 is NORMAL—Battery number 1 and generator number 1 supply bus number 1, and battery number 2 and generator number 2 supply bus number 2, Each system functions independently. (2) Position 4 is the same as NORMAL except battery number 2 supplies bus number 1 and battery umber I supplies bus number 2, This position should be used to shift batteries if their charge becomes unequal. (3) Position 3 disconnects battery number 2 and connects battery number 1 and both generators to both busses. This position should be used in case battery number 2 fails or becomes overcharged or if one of the generators or inboard engines fails. NOTE Do not use position number 2 or 3 unless the manual voltage switch theostats (figure 6-7) are set to NORMAL. (4) Position 2 is the same as position 3 except battery oumber 1 is disconnected and battery number 2 supplies both busses. This position should be used in case battery number 1 fails or becomes overcharged or if one of the generators or inboard engines fails. (5) Position 1 connects both busses to the cart plug and disconnects both batteries from the busses, however the primers and ignition boosters are connected to the airplane batteries through the master switch. Use posi- tion 1 for starting when a battery cart is available. (6) OFF position disconnects everything except the primers, ignition booster, emergency elevator booster pump, IEF radio destructor circuit and hydraulic pump shut-off solenoid valves, d. GE! YERATOR CONTROLS. (1) GENERATOR SWITCHES (figure 22-7 and 22:20) are located on the flight engineer's electrical panel, Turn both switches ON for normal operation, Revised 15 July 1945RESTRICTED AN 01-75CJ-1 If one generator fails or if, on # long range flight, the batteries are overcharging, i¢ may be desirable 1 set the load transfer switch t0 position number 2 or 3 and turn OFF one generator allowing the other generator 10 supply both busses. (2) GENERATOR SWITCH BY-PASS (figure 22- 26).—These switches are located on the flight engineer's electrical panel, These two switches will turn ON the generators in case the master switch, the load transfer switch or the generator switch fails, Normally these switches are safetied OFF. G) MANUAL GENERATOR VOLTAGE SWITCH RHEOSTATS (figure 6-7) are installed on the engineer's instrument panel. If batteries are over charging, it is possible to adjust the generator voltage as desired. It is necessary to watch the ammeter and all times when using the manual voltage controls as any change in engine rpm or tor load will affect the output voltage. These controls must be set to the NORMAL position (turned full left) in order to obtain automatic voltage regulation, e, VOLTME (figure 22-6)—'The voltage of either battery or either generator may be read by set the voltmeter selector switch (figure 22-19) lo the flight engineer's electrical panel switch must be in position OFF, 1 oF 2 to read the volt age of number 1 battery or in position OFF, 1 oF 3, to read the voltage in the number 2 battery. f. AMMETERS (figure 22.8 and 22-21) located on ight engineer's electrical panel indicate the current out put by the generators g: BATTERY CART PLUG (figure 21) is located on center of right side of nose wheel well. The load trans- fer switch (figure 22-10) must be in position 1 to con- rect the battery cart plug to the electrical system, b, AUTOSYN DYNAMOTORS.—The owo dynamo: tors provide alternating current for operation of the autoyyn inscruments and the navigator’s cable light. A switch (figure 22-3) for selecting either dynamotor is located on the flight engineer's eleccrical panel. i LIGHTS. (1) LANDING LIGHTS are located one on each outer wing panel, and are controlled by switches (figure 24-12) on the pilot’s overhead panel. With the switches ON the lights extend and turn on. With the switches OFF the lights turn off, but remain extended. Never fly above 140 mph unless the landing light switches are in the RETRACT position. (2) NAVIGATION LIGHTS are controlled by switches (figures 24-16 and 24-21) on the pilots over- head panel. BRIGHT, OFF and DIM positions are provided. voltmeter clos ated on The load transfer Section | Paragraph 6 Figure 21 — External Battery Connection (3) COURTESY LIGHT located on the fuselage nose is controlled by the ON-OFF switch (figure 24-15) ‘on the pilot's overhead panel. (4) RECOGNITION LIGHTS.—One (white) up- rd and three (red, green and amber) downward recognition lights are controlled by switches on the pilot's control stand. To operate turn the selector switches (figure 4-12) to STEADY or to KEY and press the keying button (figure 4-8). (5) INSTRUMENT LIGHTS.—Three fluorescent lights, controlled by switch rheostats (figure 24-7, 24-8 and 24-11) on the pilot’s overhead panel, are installed to light the pilot’s instrument panels. Four fluorescent lights, controlled by two switch theostats (figure 22-5 and 22-17) on the flight engineer's electrical panel and two switch rheostats (figure 6-6) on flight engineer's instrument panel, are installed to light the engineer's instrument panels. One fluorescent light, controlled by 1a switch rheostat (figure 22-18) on the flight engineer's electrical panel, is installed co light the air conditioning panel. (6) CHART LIGHTS (figure 24-6) are installed on both sides of the pilot’s overhead panel. A switch (figure 63-24 and 65-9) and a rheostat (figure 63-25 and 65-14) are located on the shelf outboard of each pilot to control each light (7) PILOT'S OVERHEAD PANEL LIGHT is controlled by a switch (figure 24-22) on the pilot's overhead panel. (8) FLIGHT ENGINEER'S DESK LIGHTS are controlled by a switch rheostat (figure 22-16) on the flight engineer's electrical panel. RESTRICTED 23Section | Paragraph 6 24 RESTRICTED AN 01-75CJ-1 (9) LOAD TRANSFER SWITCH LIGHT (22-9) is controlled by a switch (figure 22-22) on the flight engineer's electrical panel, (10) PILOT'S COMPARTMENT DOME LIGHT is controlled by a switch (figure 22-4) on the flight en gincer’s electrical panel. (11) CABIN LIGHTS AND ACCESSORIES. Lights in the crew compartment, cabin cargo compart- ment, main cabin, galley, lounge, and Javatories are con- trolled by switches near the lights. The cabin lights switch (figure 22-14) on the flight engincer’s electrical panel must be ON before any of these lights, the razor receptacle or the coffee heater will operate. A light on abin cargo compartment and the ated whenever there is voltage in the step between the bus number 2. (122) DOOR WARNING LIGHT.—Switches are stalled on all external doors except emergency exits th operate the door warning light (figure 36-17) on the co-pilot’s instrament panel. Compartment or step lights turn ON when the crew or cargo doors are opened. (13) WARNING LIGHTS on the pilot's and co- pilot’s instrument panels are tested or dimmed by a switch (figure 24-10) on the pilot's overhead panel. Warning lights at the engineer's station are tested or dimmed by a switch (figure 22-15) on the flight gincer’s electrical panel, 1, Fuse box (Spare fuses inside) 2. Generator protector switches 3. Autosyn dynamotors switch. 4S) Dome light site 5. Lower instrument panel light switch & Voltmeter 7 Lefchand generator switch & Lefchand generator ammeter 9. Load transfer switch light 10. bead wane switch 8 IK. Tocersiccrate signal lighe plug in. 12. Engine primer switch butions. 13. Engine starter switches. 1A Cabin lights swith 15, Wacaing light tes switch, 1G. Flight engineer's desk light switch, 17. Center insteument panel light switch. 18. Cabin air conditioning panel light switch, 19. Voltmeter selector swite 20, Righthand generator switch. 21. Right-hand generator ammet 22, Load cransfer switch light switch, 23. Flight engineer's phone hook. 24, Flight engineer's microphone jack. 25. Flight engineer's phone jack 26. Generator switches by-pass. Figure 22—Flight Engineer's Electrical Pane! RESTRICTEDRESTRICTED AN 01-75CJ-1 RESTRICTED Figure 23 — Electrical SystemSection | RESTRICTED Paragraph 7 AN 01-75CJ-1 7. ICE ELIMINATING SYSTEM. 4. ICE DETECTOR—A short struc (figure 63-2) is provided on the left side of the fuselage within easy view of the pilot for the purpose of ice detection. If ice forms on this easily visible strut, ice will also form on the wings, tail and propellers. 4, WING AND TAIL DE-CER—De-icer boots are provided for the wing and tail (figure 25). They are turned ON by a switch (figure 24-14) located on the pilot's overhead panel. When not operating, the boots are held flush with the surface by suction from the vacuum pumps which are operating the instruments. If a leak develops in the boots, shut off the valve (figure 43- 22) on the floor under the navigator's table co turn off the vacuum supply to the boots. The deicer gage (figure 36-22) on the co-pilot's instrament panel is connected to the de-icer distributor valve and indicates proper functioning of the de-icer boots. ¢ PROPELLER ANTLICER.—One electric pump. (figure 26-23) located in each outboard nacelle delivers anti-icing fluid to the propellers on that side. Two sheostats (figure 65-3) are provided on the co-pilor’s shelf for controlling the anti-icer pumps. Turn on full at first to wet the blades, then retard for economy. 4, CARBURETOR ANTIICER AND HEAT.—Lo- cated in each outboard nacelle are two electric pumps (figure 26-24 and 26-25) each supplying anti-icing uid to one carburetor on that side. The pumps are operated at a fixed speed by four momentary contact switches (figure 65-8) on the co-pilot’s shelf. Carburetor ice is indicated by either or all of the following: Carburetor air temperature gage (figure 5-6) within icing ranges free air temperature gage (figure 6-19) within 9. Engine fire extinguisher pull controls, 10. Pilot's warning light test switch IL Right hand instrument light switch. 12, Landing light switches. 13. Pitot heater burn out warning lights. 14, Wing devicer switch Figure 24 — Pilot's Overhead Panel 15, Courtesy Ii 16. Tail light sw 1 Left hand fuel dump valve lever. 17, Pitot heater switches. 2. Fuel, hydraulic and engine oil shutoff valve levers. 18. Windshield wiper switch 3. Right hand fuel dump valve lever. 19, Windshield fan switch, 4. Landing flare release controls 20. Windshield anci-cer switch. 5. Nacelle fire extinguisher selector valve, 21, Wing tip light switch 6 Chare lights 22, Pilot's overhead panel light switch 7. Lefc hand instrament lighe switch, 23. Ignition switches. 8. Center instrument light switch. 24, Master ignition switch, 26 RESTRICTEDRESTRICTED AN 01-75CJ-1 Lice oetectoR Section | Paragraph 7 Figure 25—De-icer System icing range; manifold pressure (figure 5-13) falls off; and BM E P gage (figure 5-11) falls off. Turn anti icer pumps off when above instruments show correction. Four carburetor heat control levers are located on the flight engineer's “control stand (figure 5-18). These control hot air muff valves which are designed to give a temperature rise of at least 32°C (90° F) with a 5° C (40° F) outside air temperature at 65% or greater engine power. Set to HOT if danger of carburetor ice exists except when operating at normal rated power or over. AC high power danger of detonation exists and only the carburetor anti-icer should be used. WINDSHIELD ANTLICER, WIPER AND AIR BLAST. — A separate electric pump (figure 26-16) located in the forward baggage compartment supplies anti-icer fluid to the windshield. Three needle control valves (figure 63-23 and 65-16) on both the pilot's and co-pilot’s shelf control the quantity. Two centrifu- gal blowers controlled by switches (figure 24-19) on the pilot’s overhead panel force dried cabin air between the windshield glass panels to eliminate frost or fog. The windshield air is dried by dessicators accessible through doors on the pilot’s and co-pilot’s side panels. ‘The charge in the dessicators should be replaced at frequent RESTRICTED a7Section | RESTRICTED AN 01-75CJ-1 SUING a WINDSHIELD FAN INSTALLATION —— Pump supply tines —— Carburetor supply lines —— Propeller supply lines —— Windshield, pitor mast and ancenna mast supply lines 14 Check ave 1 Koghchawd 2 15. Check valve 3. Right hand windshield 16, Windshield anc-wcer usd p 4. Windshield wiper actuating. mecbat 17. Check xatve 5. Windshield wiper flexible drive, 18. To propeller slinger rin. 6. Windshield wiper motor. 19 Carburetor 7. Left-hand windshield wiper 20 8 Frombantenna mast. 21, Anti-icer tank outlet, 9. Hook antenna mast 22 Left hand anti-icer fluid supply anh WW. Rear antenna mast 23. _Lelt hand propellers anti-icer pump. Lie Left hand pitot tube: 24, Carburetor ant-icer pump (Engine No. 4) 12. Pilot's windshield anicicer conceals 25. Carburetor antiicer pump (Engine No. 2). 14. Antiicer uid fine w eo-pilor’s vindshueta Figure 26 — Anti-icer Systems 28 RESTRICTEDOi separavor drain line: De-icer boot gage. . Corpilor’s instrument panel Coppilor’s bank and turn indicator Automatic pilot instrument panel. Vacuum manifold. Pilor's instrument panel. Gyz0 horizon, Dir fonal gyro. 1. De-icer hoot vacuum distribuor valve . De-icer boot distributor valve discharge Vacuum regulators, 3. Pilor’s crn and bank vacuum selector valve 1. Pilor’s vacuum system suction gage. RESTRICTED AN 01-75CJ-1 Pressure — ssnmme Discharge RESTRICTED Section | De-icer boot gage line Vacuum line to cabin pressurizing conti. De-icer boot emergency shut-off valve s. De-icer boot distributor valve vacuum line Vacuum pump and instrument group seleuwur valves Idle vacuum pump incake in nose wheel well. Cabin supercharger throat vacuum lines (emergency source), Check valve. Engi Oil separator. n vacuum pump. Vacuum warning units. Check valves. Suction relief valve Figure 27 — Vacuum System 29Paragraph 8 RESTRICTED AN 01-75CJ-1 J. Engine fre exunguisher conteols, Accessory compartment 2. Discharge indicators, discharge nozzle 3. Cabin heater fire extinguisher. 9. Exhaust shroud 4 External CO. supply valve. discharge nozzles 5. Engine selector valve. 10, Carburetor discharge 6 CO, bowles. nozzle, 7. Engine discharge nozzles. 11, Cabin heater discharge nozzle. Figure 28 — Fire Extinguisher System intervals. Two electric windshield wipers are provided and controlled by one switch (figure 24-18) on the pilot's ovethead panel, Do not operate wipers on dry glass. f. ANTENNA MAST ANTLICER, PITOT ANTI- ICER AND PITOT HEAT.—The antenna masts and the two pitot static heads are supplied with anti-icing fluid by the same pump which supplies the windshield anti-icer, Both pitot heads incorporate a heater element which is operated by a switch (figure 24-17) on the pilot's overhead panel, Burn out warning lights (figure 24-13) are provided over each switch, CAUTION Heater elements will burn out if turned ON while on the ground for more chan 30 seconds. & ANTIICER FLUID SUPPLY.—AII anti-icer fluid is stored in two 20 gallon tanks located one in each outboard nacelle (figure 26-22), 8. VACUUM SYSTEM. (Figure 27.) 4, GENERAL.—Four vacuum pumps are provided, one driven by each engine, The pumps operate in pairs with one pair acting as a standby at all times. The vacuum pump selector valve (figure 63-30) located on the pilot's side panel selects either the two lefe pumps or the two right pumps. Failure of a pump is indicated by the vacuum pump warning lights (figure 6-21), located on the flight engineer’s instrument panel, which glow when the vacuum falls below 4 in. Hg. Check valves protect each pump against failure of another pump. Suction gages (figure 35-16 and 36-18) are in- stalled on the pilot's and co-pilot’s instrument panels. Each gage indicates the suction supplied to the vacuum instuments on its panel. 4, INSTRUMENT GROUP VACUUM SELECTOR. (Figure 63-31).—This valve located on the pilot's side panel operates as follows: 30 RESTRICTEDRESTRICTED Sec AN 01-75CJ-1 (1) LEFT—Operates pilot's vacuum instruments and automatic pilot. Co-pilot's vacuum instruments inoperative (2) BOTH—Operates pilot's and co-pilor’s vacuum instruments and automatic pilot, (3) RIGHT—Operates. co-pi ments. Pilot's vacuum instruments and automatic pilot inoperative. ©. TURN AND BANK VACUUM SWITCHES (figure 35-23 and 36-23) are located on both the pilot's and co-pilot’s instrament panels. The switches are nor- mally set to ENGINE PUMP. If the engine pumps have failed or if the instrument group vacuum selector (fig- ure 63-31) is not set to supply vacuum, set the switch to ENGINE BLOWER. joe's vacuum instru 9. FIRE EXTINGUISHER SYSTEM. a, Fire detectors are located at various points in each nacelle and blower section. In case of a nacelle fire, both the pilot’s master fire warning light (figure 36-2) and the flight engineer's warning light (figuce 6-20) correspond- ing to that oacelle will glow. In case of a blower section fire, the needle on the indicator (figure 5-1) correspond- ing to that blower section will become visible. Two nt Paragraph 9 carbon dioxide bottles of 15 pounds capacity each are located on the forward wall of the upper cargo com- partment (figure 28-6). A selector valve (figure 24-5) and two control handles (figure 24-9) will deliver carbon dioxide to a manifold in each nacelle. Refer to Section TV, paragraph 10 for operation of the fire extinguisher system. A connection is provided on the right side of the nose wheel well (figure 28-4) for an external supply of CO, which can be routed to.any nacelle by properly setting the selector valve in the fight station. A rupture disc is installed in each bottle to discharge the CO, over- board should thermal expansion cause a dangerously high pressure in the bottle. The outlets are located under the fuselage aft of the nose wheel well. Red celluloid discs normally cover these openings. 4. Three small hand fire extinguishers are provided in the airplane. One containing carbon tetrachloride is located just aft of che main cabin door (figure 56-16), ‘one containing carbon dioxide is located at the forward end of the main cabin (figure 60-1) and one containing carbon dioxide is provided in the fight station aft of the radio operator (figure 20-1). © Cabin heater fire extinguishers are provided and operated by two handles (figure 66-29) located below the air-conditioning panel. Revised 15 July 1945 RESTRICTED 31RESTRICTED se AN 01-75CJ-1 ion I Paragraphs 1-2 SECTION II Pilot Operating Tustructions 1, BEFORE ENTERING FLIGHT STATION. 4, Plan flight thoroughly using data in Appendix I. 4. Check the airplane weight and balance. Refer to AN 01-18-40 Weight and Balance Data supplied with the airplane. ¢, Check that landing gear pins and pitot covers have been removed. d. Check that all tires are inflated, Visual inspection of dual wheel tires is not dependable. ¢. Check chat the red celluloid fire extinguisher rup- ture discs located underneath the fuselage aft of the nose wheel well are in place. 2. ON ENTERING FLIGHT STATION. a. CHECK FOR ALL FLIGHTS. Co-Pilot f. ACCESS TO AIRPLANE.—The airplane is entered through the main entrance door located on the left side of the fuselage aft of the wing fillet or through the crew door located on the right side of the fuselage near the nose. To open these doors, operate the latch release located in the center of the door, push in three inches and then slide main entrance door forward and the crew door upwards. When closing, seat these doors firmly before attempting to latch them. These doors and all other locked doors in the airplane can be locked with the same key. Since the entrances are approximately ten feet above the ground, it will be necessary to use stands or ladders, An emergency entrance ladder (figure 51-5) is carried under the passenger benches on the left side of the airplane for use when station equipment is not Engineer (1) Adjust seat (see figure 31) and rudder pedal length (figure 4:17). (2) Master ignition switches (figure 24-24) OFF and individual ignition switches (fig. 24-23) OFF. (1) Adjust seat (see figure 31) and rudder length (figure 4-17). (2) If the wheels are not chocked, set hand pump selector valve (figure 19-3) FORWARD and pump brake pressure (figure 19-1) to 1500 to 1700. Ib/sq. i using the emergency hand pump. RESTRICTED (1) Adjust seac (see figure 59) (2) Airplane (figure 6-3) ON. master switch 33Section Il Paragraph 2 Figure Cabin door upper track. Gabin door lock, Tife raft stowage straps Cabin door handle Hand fire extinguisher, Pilot (3) Set parking brakes (figure 63-29) and have ground crew re- move wheel chocks (4) Warning light switch (fig- ure 24-10) TEST, Check that all hoods are off lights and check for burned out lights on fuel pressure (figure 35-2), hydraulic pressure (figure 36-4), door (figure 36-17), 34 29 —Cobin Door RESTRICTED AN 01-75CJ-1 Crew door track Grew door lock. Simplified fuel system diagram. ‘Air cond Crew door hat Gabin air condi Step light. ng control pane! light, t ning control panel, Co-Pilot (3) Brake selector lever (figure 4-16) EMERGENCY, and request pilot to set parking brake, (4) Landing gear lever (figure 4-19) DOWN. I! RESTRICTED Figure 30 —Crew Door Engineer (3) Load transfer switch (fig- ure 22-10). Push button number 1 if external power source is plugged in, otherwise push button number 2 or number 3. (4) Warning light switch (fig- ure 22-15) TEST. Check that all hoods are off lights and check for burned out lights on nacelle fire (fig- ures 6-20 and 36-2), vacuum pumps (figure 6-21), propeller pitch (figure Revised 15 July 1945Pilot landing gear (figure 4-15) and pitot heaters (figure 24-13) warning lights. Set switch to BRT or DIM. (5) Controls booster levers (figure 4-1) ON. (6) Mechanical elevator con- trol (figure 1). PUSH to engage elevator booster. (7) Elevator tab control lever (figure 4.22) MANUAL, (8) Elevator and rudder booster emergency control switches (figure 4-14 and 20) OFF. (9) Automatic pilot engaging levers (figure 4-6) OFF. (10) Automatic pilot hydraulic pump motor switch (on airplanes 42-94549 and subsequent) OFF. (11) Secaltimeter (figure 35-5). (12) Wind and set clock (fig- ure 35-11) with navigator’s. chro- nometer, (13) Static pressure selector valve (figure 35-14) PITOT TUB (14) Turn and bank vacuum selector switch (figure 35-23) EN- GINE PUMP. (15) Vacuum pump selector (figure 63-30) LEFT or RIGHT. (16) Instrument group vacuum selector (figure 63-31) BOTH. Revised 15 July 1945 RESTRICTED AN 01-75CJ-1 Co-Pilot (5) Set altimeter (figure 36-6). (6) Wind and set clock (figure 36-13) with navigator's chronometer. (7) Static pressure selector valve (figure 36-16) PITOT TUBE. (8) Turn and bank vacuum se- lector switch (figure 36-23) EN- GINE PUMP. (9) Fuel dump valves (figure 24-1 and 24-3) CLOSED. (10) Emergency fuel, engine and hydraulic oil shucoff valve (fig- ure 24-2) OPEN (usually safetied in OPEN position). RESTRICTED Section Il Paragraph 2 Engineer 6-23), hydraulic pumps (figure 6-24), oil pressure (figure 5-12), fuel pressure (figure 5-17), cabin pressure (figure 66:5), cabin heater fire (figure 66-19), cabin heater ignitor (figure 66-20 and 66-21) and cabin heater fuel (figure 66-18 and 66-24), warning lights. Set switch to BRT or DIM (5) Generator switch bypass (figure 22-26) OFF (usually safe in OFF position). (6) Generator switches (figure 22:7 and 22-20) OFF until engines are started. (7) Autosyn dynamotors switch (figure 22-3) 1 or 2. (8) Upper and lower cowl flaps switches (figure 5-23 and 5-24) OPEN. (9) Oil cooler switches (figure 5-25) AUTOMATIC. (10) Propeller governor switches (figure 5-26) hold in IN- RI until propeller governor limic lights (figure 6-23) illuminate, (11) Carburetor air levers (fig- ure $-18) COLD or set co FILTER in dusty air. (12) Superchargers (figure 5-20) LOW. (13) Mixture Fr. (figure 5-21) (14) Manual generator voltage switch rheostat (figure 6-7) NOR- MAL (usually safetied in NORMAL position). (15) Hydraulic pump shucoft switches (figure 6-4) OPEN, (16) Fuel cross transfer valves (figure 32-4) OFF, (17) Carburetor vapor return switches (figure 5-27) OPEN, 35Section Il RESTRICTED Paragraph 2 AN 01-75CJ-1 Pilot Co-Pilot Engineer (18) Check quantities of fuel (figure 6-18), ail (figure 6-13), hy draulic fluid (figure 6-11), and anti icer fluid (figure 6-10). (19) Wind and set clock (fig- ure 5-3) with navigator’s chronom- ecer. (20) Set cylinder head cemper- ature selector switch (figure 5-15) to “1.” (21) Set voltmeter selector switch (figure 22-19) to BAT 1, press load transfer switch No, 2 (fig- ure 22-10), and note reading of volt- meter (figure 22-6), Set voltme selector switch to BAT 2, press load transfer switch No. 3, and note read- A annonce. © emt araaigice ing. Both readings should be 24 vat e = epee 9. Flash light clip. (22) Turn cabin lights switch (Omitted after second airplane) I (Ggure 22-14) ON, , . (23) Sct cabin pressurization Figure 31 — Pilot's Seat controls as required, Refer (0 Sec- sion VII, paragraph 1, 6 6. SPECIAL CHECK FOR NIGHT FLYING. (1) Turn pilot's overhead (1) Turn dome light (figure panel light (figure 24-22) ON. 922-4) ON. (2) Test operate pilot's chart (2) Test operate copilot’s chart (2) Turn desk light rheostat light (figure 63-24). light (figure 65-9). (figure 22-16) ON. (3) Test operate the landing (3) Test operate instrument lights (figure 24-12). (Not over $ lights (figures 22-5, 22-17, 22-18, and seconds on test.) 66). (4) Test operate the instrument (4) Test operate load transfer lights (figure 24-7, 24-8, and 24-11). switch light (figure 22-22), (5) ‘Test operate courtesy light (figure 24-15). (6) Test operate navigation lights (figure 24-16 and 24-21), (7) Test operate recognition lights (figure 4-12), (Not over 5 seconds on test.) 36 RESTRICTED Revised 15 July 1945RESTRICTED AN 01-75CJ-1 3. FUEL SYSTEM MANAGEMENT. 4, FUEL SYSTEM MANAGEMENT.—Take-off and land with each system operating independently, i.c., all tank shutoff valves (figure 5-22) ON and all fuel cross transfer valves (figure 32-4) OFF. When carrying less than 3200 U.S. gallons (2670 Imp. gallons) put equal quantities of fuel in each tank and operate each system independently. When more than 3200 U.S. gallons (2670 Imp. gallons) of fuel is carried, operate the two right- hand engines from the right-hand outboard tank until fuel quantities in both right-hand tanks are equalized. Repeat the fuel equalizing procedure for left-hand en- gine operation, Do not equalize fuel on both sides at once. When the fuel quantities in all canks have been equalized, ic will be possible co operate each fuel system independently for the rest of the flight. b, CROSS FEED SYSTEM OPERATION. (See fig- ure 33.) (1) OPEN fuel shut-off valve (figure 5-22) and turn ON auxiliary fuel pump (figure 5-28) of system supplying fuel Section II Paragraphs 3-4 (2) OPEN cross transfer valve (figure 32-4) of system to supply fuel and of system or systems to re- ceive fuel. (3) CLOSE fuel shut-off valve and turn OFF aux- iliary fuel pump of system or systems receiving fuel. (4) Turn OFF auxiliary fuel pump of systems sup- plying fuel if the engine driven pumps will maintain 15 Ih/sq in, fuel pressure. NOTE In level light it is possible to operate all four engines from any one fuel tank ac maximum ing power up to approximately 8,000 feet without the fuel boost pump operating and approximately 15,000 feet with the fuel boost pump operating. ¢. AUXILIARY FUEL PUMP OPERATION.—The auxiliary fuel pump switches (figure 5-28) should be turned ON during take-off, landing and at other times when the engine driven fuel pumps will not maintain 15 Ib/sq in. Pilot 4, STARTING THE ENGINES. a, Check ignition OFF before pro- pellers are pulled through. 1. Rag bag. 2, Inflow and outflow manual valve conteols. 3. Cabin fan control lever. 4 Fuel cross transfer valve controls. Figure 32 — Flight Engineer's Floor Controls Revised 15 July 1945 Co-Pilot a, Have a member of the ground crew plug in external supply of CO. plug ppl J (figure 28-4), Engineer wgested normal starting or- der 3, 4, 2, 1, to start engines away from cabin door first 6. If engines have not been oper- ated for more than one-half hour, have propellers pulled through by hhand at least three blades. c. Fuel shutoff valves (figure 5-22) ON. a, Throtles (figure 5-14) 14, OPEN. Mixture (figure 5:21) OFF. e. Auxiliary fuel pumps (figure 5-28) ON. Check for 15-19 Ib/sq in, RESTRICTED 37Section Il Paragraph 4 Pilot ground crew and inform ight en- gineer. & Master ignition switch (figure 24-24) ON. b, Individual ignition switches (figure 24.23) w BOTH after engine has turned at least three blades. NOTE: The ignition boosters are noc retarded, hence the engines may kick back if the ignition is turned ON before the engines start curning over. m. Close fuel, hydraulic and engine oil emergency shut-off valve (figure 24-2) of engine on fire. If fire is still burning, direct ground crew member to turn on external CO, supply, if connected or pull fire extinguisher (figure 24-9), both if necessary. NOTE: Be sure to replace CO, boctles before resuming operations. May not be installed in early acpi Figure 33 — Simplified Fuel System Diagram 38 RESTRICTED RESTRICTED AN 01-75CJ-1 Go-Pitot j. Receive all clear signal trom jf. Turn fire extinguisher selector (figure 24-5) to engine to be started. Engineer J. Starter switch (figure 22-13) wo INERTIA after receiving all clear signal from pilot. CAUTION: Flywheel accelerating time should not exceed 20 seconds. Energize the flywheel for all starts If the engine fails to start within one minute, allow the starter to cool for that length of time, & Press primer button (figure 22-12) 2 to 5 seconds. Don't prime a warm engine. +b. Starter switch to DIRECT. i, When the engine is running smoothly, place the mixture control (figure 5-21) to AUTO RICH and con- tinue to prime only as required. j- Quickly return mixture control to OFF if the en- gine does not continue to run or flooding will result, &. Stop the engine if both front and rear oil pressure does not register within 10 seconds. 4. In case of nacelle fire, run up engine in an attempt to blow out fire. If this fails, stop engine by moving mixture control (figure 5-21) to OFF. m. CLOSE cowl. flaps of engine on fire. ‘. Start other engines ay outlined in paragraphs 6 w above. p. Generator switches (figure 22-7, 22-20) ON after all engines are started. q Push button number 5 (Nor- mal Position) on load cransfer switch (figure 22-10) before discon- necting external power source. NOTE: If external power source is not available, set transfer switch to position 2 or 3, depending on which battery has the best charge. Start and WARM UP engine number 2 or 3 first, using the airplane's battery. Turn ON corresponding generator switch (figure 22-7 or 22.20). Open the throttle t0 1700 rpm to cut in the generator and start the other engines in the normal manner. Turn ON other generator switch and set load transfer switch to Position 5, Revised 15 July 1945Pilot 5. WARM-UP. RESTRICTED AN 01-75CJ-1 @o- Pitot Section It Paragraphs 5-7 Engineer a, Run che engines at 1000 rpm until the oil temperature reaches 75°C (167°F) or shows a definite increase (10°C or 18°F) and the oil pressure is steady. b, Leave engine cowl flaps open during warm-up. Closing the cow! flaps will not shorten the warm-up period and it may damage the en- gine. ©. Auxiliary fuel pumps (figure 5-28) OFF (check for 16-19 Ib/sq in, with engine driven pumps only). 6. EMERGENCY TAKE-OFF. 4. When necessary, take-off may be made without the normal engine and accessories ground test provided the rear oil pressure is steady above 60 Ib/sq in. and oil flow has been indicated by a noticeable rise in oil temperature, 4, Start engines in normal man- ner, If the oil pressure falls back due to cold oil when the engine spm is increased use oil dilution (figure 6-27) to correct the condition. Watch the oil pressure gages (figure 5-9 and 6-8) carefully, as over dilu- tion and a low oil pressure is likely to result under these conditions. 7. ENGINE AND ACCESSORIES GROUND TEST. 4b, Suction gage (figure 35-16) 4 inches Hg. 4, All warning lights except land- ing gear (figure 4-15) should be OFF. 4, Suction gage (figure 36-18) 4 inches Hg. ©. Check hydraulic system as fol- lows: (1) Hydraulic system pressure (figure 36-24) 1700 1b/sq in. (2), Automatic pilot oil pressure (figure 36-25) 180 to 220 Ib/sq in. (3) Emergency brake pressure (figure 36-26) 1700 tb/sq in. RESTRICTED a. All warning lights except cabin pressure (figure 66-5) should be OFF, ©. Check each engine as follows: (1) Supercharger (figure 5-20) to HIGH below 1200 rpm if two speed blower is installed. (2) Slowly advance throttle to 1800 rpm, (3) Supercharger to LOW firmly and without hesitation dur- ing shift. Note reduction in mani- 39Section I Paragraph 7 Pilot (6) Check magnetos on request of flight engineer. Maximum normal drop is 100 rpm on going from both to one magneto. d, Check the automatic pilot as follows (1) Uneage the bank and climb gyro by turning the caging knob (figure 34-21). (2) Uncage the directional gyro by pulling out the caging knob (fig- ure 34-18). (3) Turn the speed control knobs (figure 34-11, -12, and -13) to "3". (A) Align the indices by turn- ing the aileron, elevator, and rudder control knobs. (See figure 34.) (5) On airplanes Nos. 42-94549 and subsequent which have a sep- arate automatic pilot hydraulic sys- 40 RESTRICTED AN 01-75CJ-1 Co-Pilot (4) Extend and retract flaps (figure 4-5) d. Check wing and tail de-icers. (1) Turn de-icer switch (figure 24-14) ON. (2) Visually check operation. (3) Check de-icer gage (figure 36-22). The following cycle is nor- mal: 30 seconds suction at 4 to 5 in, Hg. 5 seconds pressure at 8 Ib/sq in. and 5 seconds dormant at 0 Ib/sq in. RESTRICTED Engineer fold pressure indicating shift has been accomplished. (4) Hold propeller governor switches (figure 5-26) in DE. CREASE position until propeller governor limit warning light (figure 6-23) illuminates. (Engine nose oil pressure will fluctuate while pro: peller pitch is changing.) (5) Note 1100 rpm then hold propeller governor switch in IN. CREASE position until propeller pitch limit warning light illumi- nates again, NOTE: This check is necessary co in- sure warm oil in the propeller dome and thus reduce the amount of surg- ing with change in power. (6) Increase to 2200 rpm but do not exceed 30 inches Hg. and re- quest pilot to check magnetos, En- gines must operate smoothly on either magneto. (7) When not familiar with en- gine condition check take-off power —2800 rpm and 46 inches Hg. CAUTION: Do not operate at this power for more than 2 or 3 seconds while standing still. (8) Reduce throttle, d. Notify pilot when all engines have been checked. Revised 15 July 1945Pilot tem, increase the speed of the right- hand inboard engine to 1000 rpm, check to see that the generator is ON, and move the automatic pilot hydraulic pump motor switch to ON. Ic is important that the generacor be operating whenever the automatic pilot pump motor is ON to prevent excessive drain on the battery. (6) Check the readings of the vacuum and pressure gages (figures 34-10 and 36-25). They should be 4 to 5 in, Hg and 180 to 220 tb/sq in, respectively. (7) Engage the automatic pilot by slowly pulling che engaging levers (figure 4-6) aft NOTE: It is possible co engage the rudder, aileron, or elevator servo units individually by operating indi- vidual engaging levers (figure 4-6) (8) Attempt co move each con- trol surface manually. They should act as if locked. If any springiness is noticed, air is present in the system and it should be bled. The system may be bled by disengaging the auto- matic pilot and holding each control in each extreme position for about 30 seconds. While holding the con- trol in the extreme position return the follow-up index to within ap- proximately 14 inch of its neutral position, It may be necessary to re- peat this procedure to remove the air if large quantities are present in the servos. After bleeding the system reengage the automatic pilot. (9) Turn the rudder, aileron, and elevator control knobs (figure 343, -4, and -8), and note the re- sponse of the control surfaces. (10) Check the overpower valves by operating each surface manually against the automatic pilot. (11) Disengage the automatic pilot; and if the airplane is equipped with a separate automatic pilot hy- draulic system, move the pump mo- tor switch to OFF €. Call control tower for clearance. J. Signal ground crew to remove wheel chocks if still there, Revised 15 July 1945 RESTRICTED AN 01-75CJ-1 @o-Pilot Section It Paragraph 7 Engineer €. Door warning light (figure 36- 17) OFF. Directional gyro card. Rudder follow-up card, Rudder knob, Aileron knob. Aileron follow-up index. Bank index. Banking scale. Elevator knob, Elevator follow-up index. 10, Vacuum gage. 11. Rudder speed control knob, 12. Aileron speed control knob. 13. Elevator speed conerol knob. 14, Elevator alignment index. 15, Instruction placard. 16. Horizon bar. 17, Ball bank indicator. 18. Directional gyro caging knob. 19. Miniature airplane. 20, Miniature airplane adjustment knob 21. Bank and climb gyro caging knob. Figure 34 — Automatic Pilot Controls ¢. If icing conditions prevail, sec carburetor heat to HOT, until just before take-off. RESTRICTED a1Section Il Paragraphs 8-9 Pilot 8. TAXING. a. In order to cut in the genera- tors it is recommended that the air- plane be taxied and steered with the inboard engines. Use the brakes only when necessary. If desired, or in an emergency, if the brakes should fail, the nose wheel steering mecha- nism should be used to steer the air- plane. Avoid high speed taxiing and excessive movement of the nose heel. The rolling inertia of the airplane resists turning and ma Saibe. sideway. sRipping of the nose wheel at high speed. 4h. Avoid overheating the brakes. In making small radius curns, avoid locking the pivot wheels with re- sultant tearing of rubber, Allow the pivot wheels to roll. Use of brakes should be coordinated with applica- tions of power to obtain the de. sired results. ©, The airplane has no tendency ty ground loop and ean be wirned to cither side while taxiing at a fast rate. However, the radius of tra must be lengthened as the speed increases, At 30 mph, the minimum allowable radius of turn is 120 feet and ac 50 mph the minimum allow- able radius of turn is 300 feet. RESTRICTED AN 01-78CJ-1 Co-Pilot a, Watch hydraulic pressure and notify pilot if ic drops below 1500 Ib/sq in. Engineer 4. Notify pilot if engine opera. ion is not normal. WATCH WHERE YOU RE GOING WHEN TAXIING / a HENRY 7 DID THAT ‘STILL’ BLOW UP AGAIN ?, 9. TAKE-OFF. a, Refer to. the ‘TAKE - OFF CLIMB AND LANDING CHART in Appendix I for take-off distance to be expected. WARNING: Propellers of this air- plane are limited to 500 take-offs per propeller. Maintain log books to in- dicate number of cake-offs per pro- peller. 42 a. Recheck and set: (1) Surface controls booster (igure 4-1) ON. (2) If the airplane is equipped with «separate automatic pilot hy draulic system, check the system and bleed it, if necessary, as outlined in paragraphs 7 d (5), (7), and (8). flight is completed or the automatic pilor is no longer needed. Whenever the pump is turned OFF air may ac- cumulate i the system. (2a) Automatic pilot enga; levers (figure 4-6) OFF RESTRICTED 4. Recheck and set (1) Load transfer switch (fig- ture 22-10) set €0 position number 5. (2). Generator switches (figures 22-7 and 22-20) ON, Revised 15 July 1945RESTRICTED AN 01-75CJ-1 @o-Pitot (3) Door warning light (figure 36-17) OFF, (4) Elevator tab control lever (figure 4-22) ELECT. (5) Elevator tabs set 5° nose up. (6) Wing Flaps (figure 4-5)— UP. NOTE: Up to 60% flaps may be used to assist take-off if the airplane is heavily loaded of if the runway is short, (7) Hydraulic pressure (figure 36-24) 1500 to 1700 Ib/sq in. DON’T RAISE YOUR WHEELS BEFORE LEAVING THE GROUND / RESTRICTED Section It Paragraph 9 Engineer (3) Carburetor heat (figure 5-18)—COLD, or FILTER in dusty air. NOTE: If icing conditions exist, clear carburetor by a run-up with the carburetor heat on HOT, return con- trol (0 COLD and request co-pilot to turn ON carburetor anti-icer during take-off if signs of carburetor icing appear. (4) Superchargers (figure 5-20) Low. (5) Mixture (figure AUTOMATIC RICH. 5-21) — (6) Fuel shut-off valves (figure 5-22)—ON. (7) Fuel cross transfer valves (figure 32-4)—OFF. (8) Carburetor vapor return switches (figure 5-27) OPEN. (9) Cowl flaps (figure 5-23 and 5-24)—both upper and lower 1/4 open. In hot weather open all flaps fully. No buffeting will be experi- enced with fully open cowl flaps. (10) Oil coolers (igure 5-25) AUTOMATIC. (11) Propeller governor switches (figure 5-26) INCREASE until propeller governor limit lights go ON. (12) Auxiliary fuel pumps (fig- ure 5-28)—ON. 43Section It Paragraph 10 Pilot 5. Close side window (figure 35-1). ¢. Release parking brake and taxi into take-off position. Roll a few feet straight down the runway to straighten the nose wheel. Use all the available runway for take-off. d, Hold airplane with brakes and advance throttles to 30 or 40 in. Hg. ¢. Release brakes and advance throttles (0 46” Hg. Engine speed 2800 rpm maximum. f Keep airplane straight. Raise nose gear off ground at approxi- mately 80 mph. g When airplane is clear of ground, direct co-pilot to retract landing gear. b, When landing gear is up and locked, direct co-pilot to raise wing flaps if extended, Flaps retract slow- ly enough so that loss of lift is not dangerous. RESTRICTED AN 01-75CJ-1 Co-Pilot b, Close side window (figure 65-1). ©. Elevator and rudder booster emergency control switches (figure 414 and 20) ON. e. Watch manifold pressure gages and if the pressure falls off on any engine, inform the pilot and flight engineer. g. Retract landing gear (figure 419) at command from pilot and place the lever in the NEUTRAL position. b, Raise wing flaps (figure 4-5) at command from pilot. Engineer (13) Recommended cylinder head temperature (figure 5-4) be- tween 180°C and 232°C (356°F and 450°F) at start of take-off run. e. Watch cylinder head tempera- tures and open cowl flaps if 260°C (00°F) is exceeded. f. Watch BMEP gages (figure 5-11) and be prepared to feather cor- responding engine if conditions re- quire such action. 10. ENGINE FAILURE DURING TAKE-OFF. a Failure of an engine during take-off may not be noticed immedi- ately except for a resultant swing. If a swing develops, and there is room to close the throttles and stop the airplane, this should be done. 44 4, Watch manifold pressures dur- ing take-off. RESTRICTED , Be prepared to feather an en- gine at command of pilot.Pilot b. If it is necessary to continue with take-off even though one en- gine has failed, hold the airplane straight by immediate application of rudder and necessary throttling of opposite engine if the airspeed is be- low the minimum for rudder con- tcol. (Approx. 110 mph for out- board engine failure.) Gain speed as rapidly as possible, See that the land- ing gear is up, or coming up, and direct flight engineer to feather the dead propeller. Retrim as necessary. RESTRICTED AN 01-75CJ-1 Co-Pilot 4b. Check to see that gear is on the way up. Section It Paragraph 11 Engineer 4. Feather propeller at command of pilot. For detailed instructions for feathering and unfeachering the pro- pellers, refer to Section IV, para- graph 9. 11. CLIMB. a, Direct flight engineer co take over engines. 4. Trim for best climbing air- speed. Refer to Take-off, Climb and Landing Chart in Appendix [. 4, Move the elevator and rudder booster emergency control switches to OFF. WHEN CLIMBING, ADJUST COWL FLAPS TO KEEP ENGINE COOL / RESTRICTED 4. At command from pilot, reduce to power for climb, (Rated power or less, see Specific Engine Flight Chare in Section IIL.) 4b. Always use AUTO RICH mix- ture for climb. ¢. Watch cylinder head tempera- tures (figure 5-4) and if over 248°C (475°F) open cowl flaps more or if fully open request pilot to in- crease airspeed. 4, Shut the four auxiliary fuel pumps (figure 5.28) OFF if the engine pumps alone will maintain at least 16 Ib/sq in. fuel pressure, e. When climbing to high alti- tudes, shift supercharger co high blower at altitude given on Take- off, Climb and Landing Chart in Appendix 1. f. If desired turn on cabin pres- surization equipment, Refer to Sec- tion VII, paragraph 1, c. 45Section Il RESTRICTED Paragraph 12 AN 01-75CJ-1 Pilot Co-Pilot Engineer of pilot, reduce 12. FLIGHT OPERATION. a. At comm fold pressure and rpm to the ising power. 4, When climb has been complet- ed, level off and direct the flight engineer to reduce power to the 6, Allow head temperatures to re- cruising power required by the flight duce to (or slightly below) 218°C plan. (425°F) before closing cowl flaps, | Adjust cowl flaps to maintain de- b. Engage automatic pilot if de- sired temperatures, sired. (1) Trim airplane to fly “hands off”. (2) See that speed control valves (figure 34-11, 34-12, and 34- 13) are open. Set at 3 if best set- ting is not known, NOTE: The speed valves control the rate at which the automatic pilot reacts to bring the airplane back on course, In general, the speed valves should be left wide open unless there is oscillation present in which case the valves should be closed sufficiently to stop the. oscillation, CAUTION: Turning any of the three speed valves to its OFF position locks the corresponding control sur- face in whatever position it happens to be and should be avoided. (3) Set rudder follow-up card (figure 34-2) to match directional gyro card (figure 34-1) by turning rudder knob (figure 34-3) or the remote control for the rudder knob (figure 4-9) located on the pilor’s L. Sliding window (Open). 13, Gyro horizon, (Gar), en (4) Seaton ftlowsp inde ier cad nde, ren (Ggure 345) to match bank index rr oe ctor 15. Astonst lee spond ome obs (figure 34-6) by turning aileron 8. Rate of climb indicator. 20. Airspeed limitation placard. knob (igure 344, De A ee (5) $e etemtorfallowop iE BotSn ne Be Tee arr ee dex (figure 34-9) to match elevator aligament index (figure 34-14) by Fisores 86 -—ifes uocuassen’poast turning elevator knob (figure 34-8) igure 35— Pilot's Instrument Pane 46 RESTRICTED