HOW to "Keep 'em Flying" The following comes
from the Appendix of the formerly restricted "Flight Manual for the B-24
Liberator", the guidebook given to Liberator fly-boys during their
training. This particular manual concerns itself with the B-24D and it notes
that "This Manual is Correct as of September 15, 1942".
How to Start -- Taxi-- Warm Up-- Take-Off and Land the
B-24D Airplane
THE B-24D AIRPLANE
The B-24 is a large airplane but it is neither difficult
nor tricky to fly. The operation of any airplane, single or multi-engine,
requires certain operations performed in a definite sequence. This sequence, as
it applies to the B-24, is covered by a complete and explicit Pilot's Check-off
List. This Check List must be followed exactly and intelligently. Even the most
experienced Pilots can not remember a long detailed list. The Pilot's Check
List, as included in the airplane and in this "Pilot's Flight
Manual", is for the experienced B-24 Pilots as a reminder and a sequence
check-off. Certain other ordinary routine operations, which the experienced
Pilot does instinctively, must be performed in connection with this list and it
is the purpose of this text to fill in these gaps so that the inexperienced
Pilot who has never seen a B-24 can learn the entire operation in detail and
follow the Check-off List intelligently. We will follow through each step from
the time the crew first approaches the airplane until the airplane returns to
the field from its flight.
OPENING THE BOMB BAY DOORS
As the crew approaches the airplane the Flight Engineer
opens up by unlocking and opening a small access door on the right side of the
fuselage. Reaching in through this door he opens the bomb doors by pulling
outward on the handle of the auxiliary bomb door valve.
CHECKING REMOVAL OF THE PITOT COVERS
While this is being accomplished the seasoned and wise
Pilot steps forward to make doubly certain that the covers on the pitot heads
have been removed. He knows that these covers can not be removed in the air and
that with them "ON" the Airspeed Indicator is inoperative. An
airplane of this size can not be operated safely by guessing airspeeds. With
the ship open, the Pilot and Co-Pilot enter first and go forward to the
cockpit.
TURN THE FUEL VALVES "ON"
The Flight Engineer then enters. His first act is to turn
on the four fuel selector valves, one for each engine. These are leveled to
connect an engine to a corresponding numbered system or to the cross-connection
to which all tank units and engines may be connected. These valves are located
overhead, forward to the main center section spar, two on the right on the
centerline controlling the flow to Engines 3 and 4, and two on the left side
controlling the flow to Engines 1 and 2. They are so numbered 1, 2, 3, and 4.
CHECK THE QUANTITY OF FUEL IN THE TANKS
The Engineer next checks the fuel load. This is shown by
the two visual gauges located on the left forward face of the bomb bay bulkhead
at the rear of the flight deck. Each gauge is connected by a two-way valve with
two of the four main fuel systems so that by operation of these valves the
quantity of fuel in each of the four systems may be determined; 1 and 2 on the
outboard gauge, 3 and 4 on the inboard gauge. In taking a reading the
Inclinometer, located outboard of the gauges must read zero for accurate
reading. A reading off zero can cause a high percentage of inaccuracy in the
quantity of fuel aboard. The figures on the gauges read in the U.S. Gallons.
Each system should have a minimum of 300 gallons, giving a total for the four
systems of 1200 U.S. Gallons.
THE PILOT AND CO-PILOT SEAT ADJUSTMENT
The Pilot and Co-Pilot in their seats adjust them for
maximum comfort by adjusting levers located outboard of each seat. The three
levers permit adjustment fore and aft, up and down, and tilt. With the seats
adjusted properly for comfort the rudder pedal adjustment for proper length is
the next step. Each pedal adjustment ratchet is located between the pedals.
Adjustment is accomplished by pushing the ratchet lever away from the pedal
with the toe and moving the pedal fore or aft to the proper position. Be sure
the latch is engaged properly.
REMOVE THE CONTROLS LATCH AND CHECK THE CORRECT SURFACE
MOVEMENT AND CONTROLS VISUALLY
The controls lock which holds the locking lever
"UP" in the locked position is removed and the strap is stowed
securely in the overhead. It is wise to check the locking lever in the
"FULL DOWN" position to make sure it has dropped all the way and that
the lock is released. With the controls lock released, check the movement and
direction of the controls in the normal manner by turning the wheel for the
ailerons; by exercising the wheel fore and aft for the elevators; and by
pushing each rudder pedal for the rudders. As the Pilot turns the wheel the
Flight Engineer or Co-Pilot should check the movement of the controls visually
and call out to the Pilot the direction or movement. This check might seem
superfluous but controls have been found crossed after re-rigging.
ENGINES MUST BE PULLED THROUGH BY HAND BEFORE STARTING
Before beginning the actual starting sequence, each
engine must be pulled through by hand to check the free turning of the engine,
and to clear any oil or fuel which may have accumulated in the combustion
chambers, which if present, would most certainly result in a damaged engine.
BE SURE THE IGNITION SWITCHES ARE "OFF" BEFORE
ENGINEER APPROACHES ENGINES
Before the Engineer approaches the engines, ignition
switches must be definitely checked "OFF" and the master ignition
switch must be checked "OFF". A kick-back would result in serious
injury to the Engineer. The Engineer must pull each propeller through six
blades which completes two full revolutions or one complete cycle. Even with
the ignition switches checked in the "OFF" position, the Engineer
should be constantly aware of the possibility of a broken ground wire which
would cause a kick-back. Keep clear of the propeller plane of rotation while
the propeller is being pulled through. Do not become careless. The ignition
switch "OFF" can be just like the famous unloaded gun.
SOURCE OF ELECTRICAL POWER FOR TURNING THE ENGINES
Power for starting the engines can be drawn (1) from the
ship itself, making use of the batteries plus the Auxiliary Power Unit; or (2)
from outside the ship, making use of a battery cart or other outside power
unit. When the ship's batteries are used, the Auxiliary Power Unit must be
running unless it is inoperative. Without it, the direct strain of starting is
a severe load on the ship's batteries and shortens their life. It may even do
immediate damage to the plates of the batteries. If the Auxiliary Power Unit is
inoperative, never attempt to use low batteries---they will not start the
engines and will cause fusing of the starting solenoids as soon as they are
closed. The Auxiliary Power Unit is never used alone. It does not have enough
capacity to take care of the starter surge and the power requirements of the
starters. The main difference between starting with the ship's power and starting
with outside power as far as operation is concerned is in the position of the
battery switches located over the master switch on the right side of the
cockpit. In case of a start with the ship's power, these are turned
"ON" connecting the ship's batteries and the Auxiliary Power Unit
with the main power circuit. In case of a start with outside power, these
battery switches are turned "OFF" since the outside battery plug
connects directly to the main power circuit. Connection for the outside source
of power is a receptacle reached through the same small door on the right hand
side of the fuselage forward of the bomb doors through which the auxiliary bomb
door handle is reached in first opening the airplane.
STARTING PROCEDURE
For starting either with ship's power or with outside
power.
1. BATTERY
SWITCHES IN PROPER POSITION -- These switches located immediately over the
master switch consist of three units in the earlier and two units in the later
installations. All switches are turned "ON" when ship's power is used
for starting and "OFF" when outside power is used.
2. GENERATOR
SWITCHES "OFF" -- The generator switches located on the generator
panel on the forward face of the bomb bay bulkhead on the left side are turned
"OFF" to prevent vibration damage to the voltage regulator.
3. AUXILIARY
POWER UNIT -- When the start is made on ship's power, the Auxiliary Power Unit
is started. This unit is located on the left side under the flight deck. If
ship's batteries are fully charged the unit may be started by priming and then
pressing the started button on the unit. The generator then acts as a starting
motor to turn the gasoline engine of the unit. If the ship's batteries are low,
the Auxiliary Power Unit must be started by hand and in this case the starting
is accomplished before the ship's battery switches are turned "ON".
Starting procedure for hand starting is to prime the unit, wind the starter
rope around the drum and pull to turn the engine over.
TURN "ON" ALL FOUR IGNITION SWITCHES AND THE
MASTER SWITCH
The IGNITION SWITCHES 4, 3, 2, and 1 and the Master
Switch, located on the right side of the cockpit at the Co-Pilot's right hand
are turned "ON".
AUXILIARY HYDRAULIC SWITCH "ON"
As the Engineer leaves the airplane to stand by the starting
engines he reaches overhead on the right side ahead of the spar and turns
"ON" the Electric Switch. The auxiliary pump furnishes hydraulic
power until No. 3 Engine is started.
WHEEL CHOCKS
Wheel chocks are always used if available and are placed
in front of each wheel.
PARKING BRAKES "ON"
The Pilot sets the parking brakes, even though the wheel
chocks are installed, as a further precaution to keep the airplane from rolling
when the engines are being started.
A.C. POWER FOR INSTRUMENTS IS TURNED "ON"
The Alternating Current or inverter power switch located
on the left rear of the pedestal is turned "ON" to either No. 1 or
No. 2 Inverters. These inverters furnish the Alternating Current power for
electrically operated engine instruments.
AUTOMATIC FLIGHT CONTROL
Automatic Flight Control must be turned "OFF"
for take-off. If take-off is attempted with this unit connected, free operation
of the controls is impossible. A slide bar on the top of the Automatic Flight
Control Unit on the left side of the pedestal is pulled aft to turn
"OFF" all the Automatic Flight Control Switches.
SET ALTIMETER FOR THE FIELD BAROMETRIC PRESSURE
The Altimeter is set for the proper barometric reading,
as obtained from the flight operations control tower, by turning the adjustment
below the face of the dial.
DE-ICER CONTROLS "OFF"
The De-Icer and the Anti-Icer Controls to the right of
the pedestal on the Instrument Panel are turned "OFF". De-Icer
operating during take-off would change the entire wing lift characteristic and
would be a hazard.
INTERCOOLERS MUST BE "OPEN" FOR STARTING
The intercooler shutter switches located forward on the
pedestal in the center are placed in the "OPEN" position. Closed
intercoolers would cause overheating and detonation.
COWL FLAPS "OPEN"
Cowl flaps are "OPEN" for starting to prevent
excessive temperatures. Cowl flap switches are located on the right side of the
pedestal. To operate place them in the "OPEN" position and hold until
the cowl flaps are fully "OPEN"
.
PROPELLERS ARE SET TO HIGH RPM TO REDUCE CYLINDER
PRESSURES AND SHORTEN WARM-UP
High RPM's are desirable to hasten warm-up and to reduce
cylinder pressures. The propellers are set for High RPM by moving the switch
bar of the switch gang located on the forward left side of the pedestal to the
"INC" position and holding it so until the four indicator lights on
the center of the Instrument Panel flash "ON".
SUPERCHARGERS MUST BE "OFF"
All four supercharger controls are set in the
"OFF" position. This opens the engine exhaust tail gate. If the
engines are started with turbos "ON" and the tail gate is closed the
exhaust system would in all probability be blown off by the usual
"pop" or exhaust explosion when the engines are starting.
MIXTURE CONTROLS MUST BE IN THE "IDLE CUT-OFF"
BEFORE STARTING THE BOOSTER PUMPS
Mixture controls
are placed in the "IDLE CUT-OFF" position. If they are in any other
position when the booster pumps are started the engines will become flooded.
This will create a fire hazard and make starting difficult.
AIRPLANE FIRE EXTINGUISHERS ARE IMMEDIATELY AVAILABLE IF
NEEDED
The airplane fire extinguisher valves, located to the
right of the Co-Pilot, should be checked for position so that they can be
operated quickly if needed
.
STAND BY THE STARTING ENGINE WITH A PORTABLE FIRE
EXTINGUISHER
The Flight Engineer or ground mechanic always stands by
the starting engine with a portable fire extinguisher. A flooded engine could
result in a fire which could be extinguished immediately but which might
otherwise be very serious.
NOW THE ENGINES CAN BE STARTED
Engines are started in the order: 3, 4, 2, and 1. They
are started in this order, which is from inboard to outboard, so that the
Engineer does not have to walk through or toward a moving propeller when
standing by with the portable fire extinguisher. The No. 3 Engine is started
first because it has the only hydraulic pump attached to it. The Co-Pilot, who
usually starts the engines, checks visually to see that all personnel and
obstructions are clear of the propellers, calls "ALL CLEAR" and is
check answered "ALL CLEAR" by the Engineer.
TURN "ON" THE FUEL BOOSTER PUMPS FOR PRIMING
PRESSURE
The four electric fuel booster pump switches, located
under the Instrument Panel to the left of Co-Pilot's Control Panel, are turned
"ON". The booster pump pressure is required for priming the engines,
in order to force fuel through the carburetor when the electric priming
solenoids are "OPEN" for the priming switches, as the engine driven
pumps are not operating until the engine starts. The booster pumps are further
required on take-off, on landing, and at altitudes after the fuel pressure has
dropped two pounds. Booster pumps insure a positive flow of fuel to the engine
pump because they are located directly on the tank outlets.
ENERGIZE THE STARTER
While the No. 3 Engine is being primed with one hand, the
Co-Pilot holds the No. 3 Starter Energizer to "ACCEL" with his other
hand; this Starter Energizing Switch is located below the priming switch.
PRIME THE ENGINE CAREFULLY FOR STARTING
Open the No. 3 Throttle approximately 1/3; prime the No.
3 Engine. The primer switches are located below the Instrument Panel to the
left of the Co-Pilot's Control Column and are numbered corresponding to the
engines. To prime, press the switch intermittently. By doing this the fuel is
driven into the engine intake in spurts and priming is much more effectively
accomplished than by holding the switch "ON" for a fixed interval.
From one to ten such "shots" are required depending upon the
temperature of the engine and the outside air.
CRANK
With the engine properly primed and the starter energized
the Co-Pilot now throws the meshing switch to "CRANK". There are two
types of starters on the B-24: The earlier type where the Energizing Switch is
held to "ACCEL" for thirty seconds then released before pressing the
meshing switch, and the new type which is held to "ACCEL" for twelve
seconds and then continued in the "ACCEL" position while the meshing
switch is thrown to "CRANK". The latter type starter is a constant
energizer and keeps the engine turning as long as the Energizing Switch is held
to "ACCEL"
.
PLACE THE MIXTURE CONTROLS IN "AUTO-LEAN" WHEN
ENGINE FIRES
After the engine definitely fires on the priming charge,
throw the mixture controls from the "IDLE CUT-OFF" to the
"AUTO-LEAN" position. "AUTO-LEAN" is used for starting, warm-up, and taxiing, as
"AUTO-RICH" or "FULL-RICH" will cause the plugs to become
fouled and the engine to load up because of the too rich mixture. When the
mixture control is in "IDLE CUT-OFF" there is no flow of fuel to the
carburetor jets. As soon as the mixture control lever is moved from "IDLE
CUT-OFF" a valve is opened and fuel under the booster pump pressure flows
to the carburetor jets. Therefore, if the engine does not start immediately,
the mixture control must be returned to "IDLE CUT-OFF" to prevent
flooding of the carburetor and the entire induction system. Do not exceed 1400
RPM in "AUTO-LEAN" on the ground as higher speed, increased
temperature and manifold pressure will cause detonation.
THE WARM-UP
On arriving at the head of the runway or the designated
warm-up area, stop the airplane and set the parking brakes.
EXERCISE THE PROPELLERS TO CHECK THEIR FULL RANGE OF
OPERATION
With the throttles set for 1000 RPM on all engines
exercise the propellers throughout their entire range. The Propeller Indicator
Lights will come "ON" when the propellers reach the limit of travel.
Exercise all the way to Low RPM high pitch and return to High RPM low pitch.
Leave them in this position for the run-up and take-off.
ADJUST THE CONTROL TABS FOR TAKE-OFF
The control tabs are adjusted during the run-up for the
best take-off positions; the elevator tabs are set for 1o tail heavy; aileron
tab is set in neutral; rudder tabs are set for 1o to 2o right udder. These are
the settings for normal conditions and loading. At this time it is wise to
check the Automatic Flight Control and De-Icer again as well as controls for
freedom of movement. These checks become automatic with experience as they
affect the control and performance of the airplane.
"AUTO-RICH" MIXTURE POSITION IS ALWAYS USED FOR
TAKE-OFF AND FOR FULL POWER REQUIREMENTS
Preparatory to the run-up the mixture controls are moved
from "AUTO-LEAN" and set in the "AUTO-RICH" position. In
"AUTO-LEAN" the engines will detonate under full power. Completely
detonating engines will stop completely and suddenly.
CHECK THE FUEL PRESSURE AND THEN TURN "ON" THE
BOOSTER PUMPS
Check the fuel pressure with the booster pumps
"OFF" -- The normal reading should be from 14 to 16 pounds and then
turn then booster pumps "ON" for run-up and take-off. The booster
pump switches are the top row of switches under the Instrument Panel to the
left of the Co-Pilot's Control Column. The engines are run-up with at least
105o C. head temperature but not over 205o C. Engines are run-up one at a time.
CHECK BOTH MAGNETOS AT 2000 RPM
During the run-up when the engine reaches 2000 RPM both
switches are checked. A maximum of 75 RPM drop on either magneto is allowable.
After this check, open the throttles wide against the stop. The engine
supercharger will give approximately 36 to 37 inches manifold pressure at sea
level.
SET THE SUPERCHARGER FOR THE TAKE-OFF REQUIREMENTS
With the throttle wide open move the supercharger control
forward slowly to "ON". The manifold pressure increased from the
engine supercharger boost to the final sea level take-off setting of 49 inches.
The turbo-supercharger increases the boost 12 inches by creating a pressure, or
ram, on the inlet air to the carburetor. The turbo control stops are set at the
factory for a 49 inch sea level reading. This same run-up procedure is carried
out for all four engines.
EXTEND THE FLAPS FOR TAKE-OFF ON NO. 3 RUN-UP
On the run-up of No. 3 Engine we take advantage of the
hydraulic power supply, and extend the wing flaps to the take-off setting:
either 10o or 20o depending on take-off conditions. The Fowler flaps are set to
10o for the best average take-off. This setting gives maximum performance in
case of engine failure. Flaps extended 20o is the setting for maximum take-off
lift. For normal operation, however, the 10o setting is recommended. To stop
the flaps in any position before "FULL DOWN" return the operating
lever to neutral manually. In the extreme positions the lever returns
automatically to neutral. After run-up it is better to maintain 800 to 1000 RPM
idling speed so that the engines will not foul up. Low idling speeds cause
sooty and malfunctioning spark plugs.
TURN GENERATORS "ON" AFTER RUN-UP
The four generators are cut in at the panel, located
outboard of the fuel gauges on the left forward face of the bomb bay bulkhead.
As each switch is turned to "ON" increase the revolutions of the same
numbered engine slightly to check the charge. The generators are left
"OFF" during warm-up. If the generator switches are turned
"ON" the voltage regulator points become badly mutilated due to the
excess vibration during warm-up.
CLOSE DOWN THE COWL FLAPS FOR TAKE-OFF
The cowl flaps are closed to "1/3 OPEN" for
take-off. Normally this gives ample cooling with a minimum of resistance for
take-off. For normal temperature conditions, less than "1/3 OPEN"
will not provide sufficient cooling. It is a point to remember that on average
the cowl flaps reduce the airplane speed eight-tenths of a mile per hour at
cruising speed for each degree of cowl flap opening. With the cowl flaps open
more than 1/3, tail buffeting results. A wider opening, therefore, is not
recommended for take-off nor in flight unless absolutely necessary due to
extreme heat conditions.
LANDING LEVER PLACED IN "DOWN" FOR CHECK
After the run-up, move the landing gear lever to the
"DOWN" position again and check the kick-out pressure. It should read
from 825 to 875 p.s.i. on the Main Hydraulic Gauge. This is located above the
Pilot's Control Column. Glance at the instrument for a last look. Check the
crew aboard and be sure that the Nose Wheel Compartment is clear. Now all is in
readiness for the take-off run.
THE TAKE-OFF
Release the brakes, swing into the wind and open the
throttle slowly and evenly against the stops. Have the Co-Pilot hold them in
this position so there will be no chance of creeping closed. The throttle
frictions are usually set lightly for take-off and landing to permit free
movement if necessary. During the take-off run the Co-Pilot must check the
supercharger pressure carefully and make any adjustment to hold the supercharger
pressures equalized at 49 inches. As the plane accelerates the Pilot should
apply a gentle back pressure on the controls to assist in lifting the plane on
the gear. The plane, with a moderate load, leaves the ground easily at 110 MPH.
This take-off speed increases up to 130 MPH for a plane with a full load. After
leaving the ground the nose of the plane should be held down and the take-off
course maintained until the indicated airspeed reaches 135 MPH. At this speed
full control is available in the event of an outboard engine failure, under
average conditions.
RAISE LANDING GEAR
As soon as the airplane is well clear of the ground and
definitely air borne the landing gear is raised. If the landing gear fails to
retract immediately the cause is probably air in the system, which can be
eliminated by working the operating lever through sufficient "UP" and
"DOWN" cycles to bleed it off.
REDUCE THE POWER TO SAVE ENGINES
After take-off reduce the manifold pressure to 45.5
inches (the maximum allowable continuous power rating for one hour) by
retarding the turbo control lever.
REDUCE PROPELLER REVOLUTIONS TO 2550 AND SYNCHRONIZE
PROPELLERS
Reduce the revolutions to 2550 with the propeller control
switches.
RAISE THE FLAPS
After the landing gear lever has returned to neutral the
flaps may be raised. Do not attempt to operate the landing gear and the flaps
simultaneously; with the open center system the valve nearest the engine pump
cuts off all other units. Airspeed of 155 MPH must not be exceeded with flaps
extended.
FUEL BOOSTER PUMPS "OFF"
The fuel booster pumps are turned "OFF" as
their auxiliary pressure is not again needed until the fuel pressure drops 2
pounds due to altitude or until landing.
ADJUST COWL FLAPS
Cowl flaps are adjusted as necessary to control engine
head temperatures not to exceed 260o C. in climb (or under maximum power) with
Mixture Controls in "AUTO-RICH". The maximum head temperature
allowable for cruising in "AUTO-LEAN" is 232o C. Check the engine
instruments:Oil pressure 75 to 80 pounds; Fuel pressure 14 to 16 pounds;
Maximum oil temperature for "AUTO-LEAN" cruising 75o C. For full rate
of power in "AUTO-RICH" a maximum oil temperature of 85o is
permitted. For military power for five minutes 100o C. is the maximum
allowable.
To reduce the drag the cowl flaps should be kept as
nearly fully closed as possible. High airspeed cools better than open cowl
flaps. The use of cowl flaps reduces lift as well as increases drag; therefore,
use minimum opening which will maintain proper cooling. Do not allow head
temperature to exceed 260o for full power or high speed in
"AUTO-RICH" or 232o C. for continuous operation in
"AUTO-LEAN"
TURN THE AUXILIARY HYDRAULIC MOTOR "OFF" ON
EXTENDED FLIGHTS
The auxiliary hydraulic motor is turned "OFF"
when other than a purely local flight is being made. Thy hydraulic pump on No.
3 Engine is capable of furnishing all the necessary power for flight
operations. The auxiliary pressure switch has maximum and minimum setting such
that the unloading valve will not function and the electric pump when
"ON" will supply all of the accumulator charge.
LANDING
As the plane approaches the field and enters the pattern
the Pilot retards the throttles and reduces the speed to 155 MPH.
NOTIFY THE CREW SO THEY CAN PERFORM THEIR DUTIES
As speed is being reduced the Pilot notifies the crew
that the airplane is coming in for a landing and receives a report that the
Nose Wheel Compartment of clear of the crew and that all is in readiness for a
landing.
TURN "ON" HYDRAULIC ELECTRIC SWITCH FOR
AUXILIARY POWER
The auxiliary hydraulic switch is turned "ON"
as the full supply of main hydraulic power will not be available when No. 3
engine is throttled.
CHECK ACCUMULATOR PRESSURE TO BE SURE OF BRAKING POWER
Check the accumulators for proper pressure. The gauge is
located on the left of the Pilot's Control Column and should read between 850
and 1125 p.s.i.
TURN "OFF" A.F.C. OR "AUTOMATIC
PILOT"
Make sure that the "Automatic Flight Control" or
"Pilot" is turned "OFF". Landing would be hazardous
attempting to overpower the automatic controls.
CLOSE THE COWL FLAPS TO REDUCE DRAG AND RETARD ENGINE
COOLING
Cowl flaps are closed on the approach to prevent rapid
engine cooling in the glide and to cut down head resistance in the event
landing is refused. Open cowl flaps also lower the lift of the wing surface
directly behind them which is a considerable area.
PLACE THE MIXTURE CONTROLS IN "AUTOMATIC RICH"
The mixture controls are placed in the
"AUTO-RICH" position in the event full power might be needed. (Full
power is available only with the mixture controls in "AUTO-RICH.")
INTERCOOLER SHUTTERS MUST BE "OPEN"
Intercooler shutters are checked for "OPEN"
unless they are needed because of carburetor icing; in which case the head
temperatures must be watched carefully and the Co-Pilot on the alert to open
them immediately.
TURN "ON" THE BOOSTER PUMPS
Booster pumps are turned "ON" to insure
positive flow of fuel to the engine pumps.
THE DE-ICERS MUST BE "OFF"
The De-Icers must be turned "OFF" -- Be sure to
check this. When the De-Icers are operating the inflated shoes act as spoilers
as the wing approaches the stall and change the landing behavior of the
airplane.
CHECK FOR LANDING KICK-OUT PRESSURE WITH LANDING GEAR
LEVER IN "UP" POSITION
Move the landing gear lever to the "UP"
position to check kick-out pressure; which should be from 1050 to 1100 p.s.i.
LOWER LANDING GEAR WHEN SPEED IS REDUCED TO 155 MPH
Move the landing gear lever, located on the left side of
the pedestal, to the rear and downward to the "DOWN" position. Lever
will return to neutral when the gear is down. As the gear is lowering check
this sequence of operation: The hydraulic pressure on the main gauge to the
left of the Pilot's Control Column builds up suddenly and then drops; the
warning light in front of the Pilot on the Instrument Panel turns
"ON"; landing gear control handle returns to neutral. The warning
horn sounds when the throttle is closed unless the gear is latched properly in
the "DOWN" position. The return of the handle to neutral does not
mean that the latches are engaged. A surge as the gear bottoms could cause a
premature kickout.
INSPECT ALL LANDING GEAR LATCHES VISUALLY
A crew member must check the gear latches to be
absolutely certain they are engaged. The nose gear latches may be inspected
from the Nose Wheel Compartment. Each of the main landing gear latches can be
seen from the rear window on each side. They are painted a bright yellow for
immediate identification. The main landing gear latches can not be seen with
the flaps extended.
LOWER THE WING-FLAPS HALF-DOWN FIRST
After the landing gear lever has kicked back to neutral
and the gear has been checked; with the speed still reduced to 155 MPH, enter
the landing lane and extend the wing flaps 20o by moving the flap lever on the
right of the pedestal to the rear. When the flap indicator reads 20o return the
flap control lever to neutral manually. This stops the flaps in the 20o"
"DOWN" position. The flap lever only returns automatically from the
extreme positions "UP" and "DOWN". Half-down flap is
recommended for the beginning of the approach. With the flaps in this position
the lift and drag are both increased and the attitude of the airplane affords a
greater angle of vision during landing. With the flaps partially or completely
extended the airplane is fully maneuverable but not so responsive.
TURBO CONTROLS ARE TURNED "OFF"
Turbo controls are turned "OFF" normally. When
landing at altitude they are left in a position to furnish the required
manifold pressure. Handle the throttles carefully. With the turbo controls
"ON" a backfire may blow off the exhaust manifold as the tail gate is
closed and the turbo outlet restricts free exhaust.
PROPELLERS HIGH RPM
Place the propeller control switches at "INC"
RPM. This throws the propellers in low pitch High RPM so that maximum power
will be available in case landing is refused.
FLAPS "FULL DOWN"
When approaching the boundary of the landing field the
flap lever is placed in the "DOWN" position and flaps fully extended.
The lever will return automatically to neutral and the indicator will show 40o
extended flap. When the flaps are extended fully always allow sufficient
interval of time before the final level-off, or flare, for the airplane to
settle into its new attitude to avoid confusing the Pilot at the last minute
before the flare for landing.
CHECK THE LANDING GEAR "DOWN" AGAIN
Move the landing gear lever again to the "DOWN"
position for final check.
CLOSE THE THROTTLES AND LAND
When the airplane reaches the proper position over the
runway, with the throttles closed, begin the flare with ample altitude for
control response. Remember, the B-24D Airplane has great momentum due its
weight and resists sudden change of direction. Adjust the elevator tabs to
assist in the landing and hold the airplane off the ground as long as possible.
The best landing position is the conventional one for airplanes not equipped
with tricycle gear. Never land in a position which will allow the nose wheel to
make contact first. A three-wheel landing should be made only when brake
application is necessary immediately upon touching the ground.