RESTRICTED FOTO - LITH , INC 1 • 11 - 4!5- 6000 RESTRICTED Pilot Training Manual for the PUBLISHED FOR HEADQUARTERS, AAF · ·o FF ICE OF_ AS s ·1 ST ANT CH IE F OF A IR STA F"F, TRAINING BY HEADQUARTERS, AAF, OFFICE OF FLYING SAFETY RESTRICTED RESTRICTED RESTRICTED This manual is the text for your training as a C-47 pilot and airplane commander. The Air Forces' most experienced training and supervisory personnel have collaborated to make it a complete exposition of what your pilot duties are, how each duty will be performed, and why it must be performed in the manner prescribed. The techniques and procedures described in this book are standard and mandatory. In this respect the manual serves the dual purpose of a training checklist and a working handbook. Use it to make sure that you learn everything described herein. Use it to study and review the essential facts concerning everything taught. Such additional self-study and review will not only advance your training, but will alleviate the burden of your already overburdened instructors. This training manual does not replace the Technical Orders for the airplane, which will always be your primary source of information concerning the C-47 so long as you fly it. This is essentially the textbook of the C-47. Used properly, it will enable you to utilize the pertinent Technical Orders to even greater advantage. GENERAL, U.S. ARMY • COMMANDING GENERAL ARMY AIR FORCES YOUR AIRPLANE-WHAT IT HAS ALREADY DONE Before the United States entered the war, the Douglas C-47 Skytrain, familiarly known as the commercial airline DC-3, already had flown more than 3_00,000,000 miles in domestic · airline service for a total flying time of more than 2,060,000 hours. In addition, the DC-3 was serving 57 countries on 21 foreign airlines. In 5 RESTRICTED this service it was flying daily a distance equal to 17 times around the globe. The accident rate in this airplane has always been low. As Douglas transports were used more universally, the number of fatal accidents decreased. In 1936, for example, domestic air lines flew 63,000,000 miles and had eight fatal accidents; by 1941, there were only four fatal accidents for 133,000,000 miles flown. When the United States found itself at war, overnight this country was faced with the problem of transporting trOOJ?S and supplies and evacuating casualties over long stretches of water and across lands at the far ends of the earth. The DC-3 was the only transport airplane manufactured in large quantities at the time. When it was called. into service mili tary men were skeptical that it could do the job. It proved itself without question when in 1942 the Air Transport Command was able to carry-5000% more aerial freight in the C-47 than all domestic airlines had carried during the previous year. Here are some of the achievements of the C-47 airplane in combat: it evacuated 20,000 wounded from New Guinea in five months, 17,000 from the Guadalcanal-Caledonia area, 6 1000 from Alaska, 18,000 from Tunisia, and 14,000 from Sicily. Shortly after the landing of our Marines on Guadalcanal, C-47's, making their final ap proach over the J aps who held the edge of Henderson Field, flew in anti-personnel am munition when not a round was left among our forces. During this operation not a single plane was lost. Later these transports rushed gasoline to our fighter planes when there was not enough fuel at Henderson Field to send the fighters against the enemy. At Salerno, C-47's dropped 2600 paratroop ers in 45 minutes to turn the enemy flank and save the beachhead. · When the Burma Road was lost and the only way to send supplies into China was by air transport, at an altitude of 19,000 feet over the Hump, Chiang Kai-shek was said to have re marked: "Give me 50 DC-3's and the Japs can have the Burma Road." From the fall of the Burma Road until mid spring of 1943, C-47's supplied all aviation fuel that the Flying Tigers used. Later they supplied our 10th Air Force, when pre-Pearl Harbor stocks had been exhausted. These airplanes carried ammunition, fuel, food and medical RESTRICTED . supplies to Guadalcanal when sea communica tion had been severed. Except for one 24-hour interruption, they maintained a daily service into this area from September 1, 1942, until February 1, 1943. In New Guinea, when the J aps poured over the Owen Stanley Mountains to advance within 40 miles of Port Moresby, C-47's rushed 3800 troops from Australia to beat back the enemy. Later these transports flew 7000 troops across the Owen Stanley Mountains. This was the force that cleared the Japanese from North Papua and finally from Salamaua and Lae. In the North African invasion a group of 44 C-47's made a non-stop flight from England to Oran to drop British paratroopers behind the enemy lines. C-47's supported the 8th Army's drive from El Alamein to Tripoli. At Kasserine Pass, C-47's, flying an aggregate of 1,000,000 miles, carried the munitions that beat back the enemy's most dangerous break-through. ' We all know the part C-47's played in Sicily, Italy, and in the invasion of the Normandy coast; they not only transported troops and supplies to the battle fronts -but saved thousands of lives by flying out wounded. The C-4 7 has performed extraordinary feats RESTRICTED RESTRICTED at times. C-47's flew 19 bulldozers, 32 jeeps, graders, scrapers, field camp equipment, arms, and a crew of engineers into the New Guinea jungles to build an airfield. They carried as many as 7 4 refugees a trip out of China and Burma. A C-47 carried a 6100-lb. pinion gear 5300 miles in 3 days so that a damaged Amer ican cruiser in a foreign port could be put back into service in a week. And the C-4 7 airplane can hold up under pun ishment. During the Sicilian invasion, a large caliber naval shell passed directly through a C-47, yet the airplane got back to its base. A C-4 7 got home after one engine had been com pletely torn out when it struck a group of high-tension wires. Another C-4 7 was so rid dled by shellfire the pilot decided to ditch, but the airplane bounced from the water and the pilot flew it home. Time and time again the C-4 7 has proved itself a reliable and safe airplane. It has done its job well in a civilian role and in combat. It is an easy plane to handle, has no bad flying characteristics and gives maximum perform ance under the most adverse conditions. How ever, it is an airplane that you can't stunt or dive. You will find it a pleasure to fly. 7 RESTRICTED FLYING THE C-47 You are about to fly the C-47 transport air plane. You will receive transition instruction in its nprmal operation and in emergency pro cedures. This book is not meant to be a course in how to fly the C-4 7. It is a supplement to your instruction and a reference manual for you to use now and lat·e~ when you know your airplane. Nor is this book meant to be a Techni cal Order, or a volume of instructions for ground crew or for your crew chief. It is a pilot's operating manual. As such, it tells you how to operate your airplane under normal 8 and emergency conditions. Also, since you probably will be assigned one or more of these duties, it outlines the essential points of cold weather operation, long-range operation, para troop carrying, and glider towing. In this book are descripti<1;>ns of the various systems in the airplane. These systems are described from the viewpoint of the pilot. You are told how they operate so that you can · understand what you are doing and why you are doing it when you fly the airplane. The descriptions of the systems are at the front of the manual so that you can read them con veniently before you get into technique of operation. There is also a checklist in this book. Be- RESTRICTED fore it was set down, all available checklists written on the airplane were studied and many experienced pilots were consulted. It is a work able checklist that you can use day in and day out. This book is not meant to be a manual on the use of oxygen, or on weight and balance. THE AIRPLANE COMMANDER AND HIS CREW You are the commanding officer of the air plane. It is your responsibility to know your airplane and its accesse>ries and to be familiar with normal and emergency procedures. This manual covers these matters in detail. As commanding officer of the airplane's crew you must see that each man knows his duties and performs them properly. The airplane and its crew are your responsibility. A C-47 crew normally consists of: 1. Airplane comma~der or first pilot 2. Copilot 3. Navigator 4. Radio operator 5. Aerial engineer Your crew must learn to work together as a unit. Under emergency or unpleasant condi tions there is no place for lack of understanding of the next man's job, or for clashes of tempera ment. It is up to you · to weld your crew into a working team. Each member of your crew should learn as much as possible about other crew members' RESTRICTED RESTRICTED It is not a manual on advanced 2-engine air planes. These subjects are covered in such pub lications as the Handbook of Weight and Bal ance Data, and the AAF Training Command's Advanced Twin-Engine Manual. Other related subjects are • treated in the Pilots' Information · File. I duties so that each can relieve any other under emergency conditions, or in case one is unable to perform his duties. · Besides their particular duties, your crew must know: 1. Position of emergency equipment and its use. 2. Bailout procedures. 3. Ditching stations and procedures. 4. Life raft launching. ,5. Lost plane procedure. 6. Health and sanitation precautions in flight. 7. Security precautions and instructions for destroying confidential equipment. Inspect your crew members before and after each flight. Make sure they have fitted para chutes and proper clothing for long flights and for cold weather operation. Make these inspec tions a habit, beginning with the first training flight with your crew. Schedule practice for emergency procedures, including ditching and life raft launching. Drill your crew until it functions as a team. 9 RESTRICTED I I ;~ 26 FEET 8 INCHES ~ TRIM TAB ~----+-----I TAIL LlGHTS RUDDER ELEVATOR VERTICAL STABILIZER TRIM TAB r-----+---+--. CENTER SECTION OF WING LANDING LIGHT ........ I \ \ J ....... ESCAPE HATCH I I I I I I I . I FRONT CARGO DOOi '~~ ASTRODOME l t------1 --- RADIO Q t:; LOOP H •r•'PI,..,.___. 95 FEET 641/.1 FEET ESCAPE HATCH • IEAR CARGO DOOi '----. REMOVABLE PANEL I I I I I I t RUDDER ! TRIM TA ; ANTENNA/ PITOT TUBES CARB FILTJiER~:e~---L-.._!~~L. ... .::~~i 10 t LANDING WHEELS RADIO ALTIMETER HORIZONTAL STABILIZER RESTRICTED THE AIRPLANE The C-4 7, and its modified versions, C-4 7 A and C-47B, is a 2-engine, all-metal, low-wing monoplane, used for transport of supplies, paratroop operation, glider towing, and the evacuation of wounded. The airplane has two 1200-Hp Pratt & Whit ney, 14-cylinder, R-1830-92, Twin Wasp en gines, with Hamilton Standard hydromatic full feathering 3-bladed propellers. The C-47B is designed for high-altitude flying. It has R-1830- 90C engines, each with a 2-speed internal blower. The hydraulic landing gear is of the conven tional type. Main wheels retract vertically into the engine nacelles and extend approximately 11 inches out of the nacelles when fully re tracted. In this position they are free to rotate and are subject to normal brake action. The tailwheel is non-retractable. RESTRICTED There is a large cargo door at the left of the main cabin and a smaller cargo door on the left side of the airplane behind the pilots' com partment. The plane has four emergency exits: a window on each side of the main cabin, just aft of the wings, an escape hatch over the pilots' compartment, and a removable panel in the main cargo loading door. The airplane has two main sections. In the forward section is the pilots' com partment, radio operator's and navigator's com partment, and a space for cargo behind the co pilot's seat. Radio equipment is in the forward section. The rear section consists of main cabin, lava tory, and spare parts compartment. The main cabin is mark~d off in stations for cargo load ing; it has two rows of seats for troop carrying and a static line for operation with paratroops. For long-range operation it carries from two to eight auxiliary fuel tanks in the forward part of the main cabin. There are litter attachments in the main cabin for use when the airplane is employed in the evacuation of wounded. RADIO OPERATOR FOLDING SEATS t .}, C~AJIL TUil ,------~~ NAVIGATOR FOLDING SEA TS Dimensions: . Span ............................ 95 feet Length ................ 64 feet 6½ inches Height (at rest) .................. 17 feet Weight: Empty: C-4 7 .......................... 17,087 lbs. C-47A ........................ 17,257 lbs. Basic: C-4 7 .......................... 17 ,400 lbs. C-47A ........................ 17,700 lbs. Recommended takeoff, maximum gross ... .............................. 29,300 lbs. RESTRICTED Restricted takeoff, maximum gross ...... . ...... : ....................... 31,000 lbs. Recommended landing, maximum gross ... ............. -.' ................ 26,000 lb-s. Other Figures of Interest: Cruising speed at 10,000 feet ............ . . ............ approximately 185 mph TAS Stalling speed ............... 67 mph TAS Service ceiling ................ 24,100 feet Wingloading ...... 25.3 lbs. per square foot Power loading .... , ....... 12.0 lbs. per Hp Seating capacity ............ 28 passengers 11 RESTRICTED 12 CONTROL SYSTEMS AND THEIR NORMAL OPERATION Note: There are . variations in instruments and equipment in C-47 models. For example: 1 . Electric fuel booster pumps take the place of the wobble pump in some models. 2. Some models have carburetor air filters; others do not. 3. There are two master battery .switches in the C-47, one in the C-47 A. 4. There are hot air heating systems on some models, steam heating systems on others. RESTRICTED RESTRICTED - -- . ·· - - ------ - -.......... ·····- .. , ...... C, " CONTROL PEDESTAL 1 Throttles 2 Propeller controls 3 Left engine fuel tank selector valve control 4 Rudder trim tab control 5 Automatic pilot servo units ON-OFF control 6 Carburetor mixture controls 7 ·carburetor air temperature controls RESTRICTED 8 Carburetor air temperature control lock 9 Right engine fuel tank selector valve control 10 Throttle friction brake 11 T ailwheel lock 12 Parking brake 13. Aileron trim tab control 14 Crossfeed control 13 RESTRIC.TEQ 14 • e G ..I Ill z Cl: a. 1-z 0 all: II. RESTRICTED ,a m "' .... ,a n .... m 0 -"' Windshield wiper control valve 2 Front windshield anti-icer alcohol valve 3 Marker beacon indicator 4 Airspeed indicator 5 Altimeter 6 Artificial horizon 7 Clock 8 Automatic pilot 9 Compass 10 Airspeed indicator 11 Free air temperature 12 Cylinder-head temperature 13 Altimeter 14 Carburetor air temperature 15 Heating system warning lights 16 Landing gear warning lights 17 Radio compass 1 8 Wing flap position indicator 19 Bank-and-turn indicator 20 Magnesyn compass 21 Radio altimeter 22 Rate of climb indicator 23 Altitude limit indicator 24 Manifold pressure gage 25 Manifold pressure selector valve control 26 Tachometer 27 Oil pressure gage 28 Fuel pressure gage 29 Fuel quantity gage 30 Oil temperature gage 31 De-icer pressure gage 32 Static pressure selector valve control 33 Automatic pilot oil pressure gage ,a m "' 34 Door open warning light .... ,a n .... m 0 - ,a c,. m "' .-i ,a n .... m C ELECTRICAL PANELS 1 Parachute packs ~alvo switch 11 IFF ON-OFF power switch 22 Pitot heater switches 2 Bailout warning bell switch 12 Carburetor de-icer switch 23 ·Altitude limit switch 3 Compass light switch 13 Formation lights s~itch 24 Engine ignition switches 4 Left propeller feathering control 14 Voltmeter light 25 Engine starter switches 5 Instrument panel lights switch 15 Parachute troop signal light switch 26 Cockpit lights switch ,a 6 Propeller de-icer switch 16 Battery master switch 27 Booster pump switches m "' 7 Oil dilution switches 17 Passing light switch 28 Inverter switch .... 8 Radio compass remote control unit 18 Landing lights switches 29 Recognition lights switches - ,a n 9 VHF command set switch 19 Running lights switch 30 Right propeller feathering control .... 10 Flux gate compass ON-OFF switch 20 Tail light switch 31 Voltmeters m 21 Windshield de-icer pump switch C RESTRICTED LEFT SIDE PANEL Pilot's radio receiver crystal filter 2 Pilot's interphone jackbox 3 Left side windshield anti-icer valve control 4 Pilot's hand microphone 5 Pilot's oxygen outlet 6 left-hand pilots' compartment light 7 Fluorescent light 8 left-hand instrument panel light RIGHT SIDE PANEL Landing gear hydraulic pressure gage 2 Hydraulic system pressure gage 3 Side windshield anti-icer hand pump 4 Fluorescent light 5 Engine cowl flap valve control 6 Copilot's oxygen outlet RESTRICTED 7 Right hand pilots' compartment light 8 Copilot's hand microphone 9 Windshield anti-icer valve control 10 Copilot's interphone jackbox 11 Copilot's radio receiver crystal filter 17 RESTRICTED SURFACE CONTROL SYSTEM This system consists of elevators, ailerons, and rudder, which are made of metal frames covered with fabric. There are all-metal trim tabs on the elevators, the right aileron, and on the rudder. Operate trim tabs for the eleva tors by means of a wheel on the left side of the pedestal. Operate trim tabs for ailerons and rudder by means of hand cranks on the lower part of the pedestal. 18 RESTRICTED HYDRAULIC SYSTEM Pressure accumulator type, operated nor mally at a pressure range between 850 and 900 psi. The hydraulic system operates: landing gear, wing flaps, cowl flaps, wheel brakes, automatic pilot, carburetor air filters, and windshield wipers. The control panel for the hydraulic system is in the center aisle, behind the copilot's seat; gages .are at the right of the copilot's seat. Two engine-driven hydraulic pumps supply pressure for the hydraulic system. One pump supplies pressure for the main hydraulic sys- RESTRICTED RESTRICTED . tern; the other, for the automatic pilot. You can select either engine pump by means of a se lector valve on the hydraulic control panel. - There is a hydraulic hand pump between· the pilot's and copilot's seats. A valve on the hydraulic panel controls flow of pressure from the pump. When you open the valve, pressure is built up in the accumulator. When you close it, the accumulator is separated from the hy draulic system and pressure is applied to the hydraulic lines. Never operate system at less than 500 psi. 19 ~ 0 ,a m "' -t ,a n -t m C PRESSURE ACCUMULATOR.---- -e LANDING GEAR OPERATING STRUT ENGINE PUMP SELECTOR VALVE AUTOPILOT SHUT-Off VALVE ----- TO AUTOPILOT SYSTEM PRESSURE REGULATOR HAND PUMP BYPASS VALYE-- ENGINE-DRIVEN HYDRAULIC PUMP WING FLAP SELECTOR VALVE LANDING GEAR SELECTOR VALVE------~ LANDING GEAR PRESSURE GAGE ----~ HAND PUMP WING FLAP OPERATING STRUT - ~ NYDRAULK IISIIVOII ()i': i i - . \l ~- . (; EXn:.:a ~ - PRESSURE IIEGULATOII VALVE ,,. :~~:/~:~VE _,, ORIFICE CHECK VALVE .,,, WINDSHIELD WIPER POWER UNIT / AUTOPILOT RETURN 0- , ~ / CHECK LEGEND TO COWL FLAP OPERATING STRUTS - FLUID SUPPLY - PRESSURE SUPPLY =-=-: RETURN LINE ~ DOWN LINE =zz:: UPLINE I:I:J:I:J: IRAKE LINE VALVE ~ 0 -,.. Q ;:la ,.. 3 0 ... :c -< 0 ;:la ,.. C .--n VI -< VI ... ffl 3 ,a m "' -t ,a n -t m C RESTRICTED UNITS THE HYDRAULIC SYSTEM OPERATES LANDING GEAR 1. Landing gear: Your landing gear control is a valve, the handle of which is on the left side of the copilot's seat. Move the handle to the full UP position to raise the gear, to the DOWN position to lower the gear. After lower ing or retracting the gear, return handle to · neutral to trap fluid in hydraulic lines. A safety latch, operated by a lever on the floor, locks the gear in place when the gear is extended. This lever is at the right of the pilot's seat. When pressure indicates that your gear is in full DOWN position, lock gear by pushing Landing Gear -Hydraulic System ----- Landing Gear Down ----• Landing Gear Up RESTRICTED . 21 RESTRICTED i - PRESSURE OIL RETURN OIL LANDING GEAR CONTROL VALVE PRESSURE GAGE GEAR UP LINE STRUT ROD--~~, HI,. __ STRUT ROD EXTENDED EXTENDED NEUTRAL POSITION UP POSITION How Fluid Is Trapped in Lines the lever forward parallel to the floor and se curing it in the handle catch. When the latch is secure, return valve handle to neutral. Dis engage safety latch by moving latch lever to vertical position. The latch lever has a spring-latch position 22 at an angle of 50° to the floor. The latch auto matically assumes this position when the gear is raised and the valve handle is in neutral. ' The latch lever remains in the 50° position until you have lowered the gear and , are ready to lock it by moving the latch to DOWN. RESTRICTED Pressure Drop When Gear Is Down If landing gear pressure falls below 500 psi, place gear handle in the DOWN position until pressure is equal to the hydraulic system pressure. Pressure Rises When gear is retracted and the handle is in neutral, landing gear pressure should be 2:ero. If pressure creeps up, place latch in vertical position and move handle to full UP position, then return to neutral. Warning horn: . Horn sounds when throttles are closed if: (a) One or both landing wheels are re tracted. (b) One or both landing wheels are un latched. ( c) Valve handle is not in neutral: Warning lights: There are green and red warning lights at the right-hand corner of the instrument panel. The green light burns only when . the gear is down and latched and the valve handle is in neutral. Under any other condition the red light burns. 2. Wing flaps: Your airplane has all-metal RESTRICTED RESTRICTED wing flaps. A valve lever just above the landing gear lever operates these flaps. To raise or lower the flaps, first clear the slot that holds it in neutral by swinging the lever toward the aisle. Move the lever down to lower the flaps, up to raise them, and return to neutral when flaps are in position. There is a flap position indicator below the instrument panel directly in front of you. 3. Cowl flaps: The C-47 has cowl flaps around each engine directly behind the engine cowling. They control engine temperature by regulating airflow through the cow ling. Cowl flap controls are on the right side of the copilot's seat. They are marked: CLOSED, OFF, TRAIL, OFF, OPEN. Operate by moving them clockwise and counter-clockwise. After opening or closing, return controls to OFF position. ,4. Brakes: Each wheel has independent brake action. When you press on the brake pedals you obtain braking action at the wheels. This action stops the moment you relieve the pres sure. To ·have satisfactory brake action, the hydraulic pressure gage should show a pres sure of at least 500 psi. 23 .. RESTRICTED 24 ■ •• ■ •• : • ■ •• •• • ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ Apply brakes smoothly and even ly in order to avoid swerving Parking brake: Set parking brake by pushing the brake pedals all the way down and pulling out the parking brake knob on the lower part of the pedestal. While holding knob out, release the brake pedals. To release parking brake, push the brake pedals down again. If the park ing brake doesn't relea~e when you push brake RESTRICTED Carburetor Air Filter pedals down, push the knob manually. 5. Carburetor air filter: Some C-47A models have a carburetor air filter on the top of each engine nacelle. Control the filters by means of a lever behind the pilot's seat, facing the copilot. The lever has three positions: FILTER, UNFILTER, . and LOCK. To open the filter, turn to FILTER, then back to LOCK. To shut off the filter, turn to UNFILTER, then back to LOCK. Use filters only when dust is thick or sand is blowing. 6. Automatic pilot: The automatic pilot con- RESTRICTED Carburetor Air Filter Control sists of a directional gyro, ball bank indicator, a bank-and-climb gyro, and horizontal bar and suction gage. It is on a panel in the center of the instrument board. The automatic pilot keeps your airplane in straight and level flight by mechanical control of the rudder, ailerons, and elevators. Its operation is described in the sec tion entitled "Cruise." 7. Internal blowers: The R-1830-90C engine has a 2-speed internal blower for use in high altitude flying. Use LOW blower below 11,000 feet, HIGH blower above 11,000 feet. Controls for internal blowers are at the pilot's left. Panel of Automatic Pilot RESTRICTED 25 RESTRICTED DIAGRAM OF FUEL SYSTEM 26 2112 +ll•m I I I RESTRICTED . FUEL SYSTEM Use Grade 91 fuel under normal con ditions, Grade 100/130 fuel under critical and combat conditions. 1. Fuel tanks: The C-4 7 airplane has four center section tanks, two on each side of the fuselage. Main tanks are forward; each has a capacity of 202 U. S. gallons. Auxiliary tanks are aft of the main tanks; each has a capacity of 200 U. S. gallons. Each tank is independent of the others. Fuel Selector Valve (One for Each Engine) 2. Fuel selector valves: On each side of the pedestal is a fuel selector valve. The right valve controls flow of fuel to the right engine, the left valve to the left engine. Valves read: LEFT MAIN, RIGHT MAIN, LEFT AUX., RIGHT AUX., and OFF. Select fuel tank for either engine by turning selector valves to the desired position. 3. Crossfeed system: Some C-4 7 models have a fuel crossfeed system that permits either fuel pump to supply both engines. In those models, if one pump fails, you can maintain fuel pres sure on both engines by turning the crossfeed system control ON. RESTRICTED RESTRICTED Crossfeed control is at the lower right-hand corner of the pedestal. Turn the control ON only when needed; otherwise, keep it in the OFF position. Late C-4 7 models have no crossfeed. They Crossfeed Control have an electric fuel booster pump for each engine. With it, you can continue to supply fuel to an engine if the fuel pump on that engine fails. Booster pump switches are on the right hand electrical panel. 4. Wobble pump: C-47 mode1s have a hand or wobble pump to supply fuel pressure man- Wobble Pump ually. It is behind the pilot's seat. Some C-47A models have a wobble pump~ others have re placed the wobble pump by electric fuel booster pumps. 5. Carburetor mixtures: Carburetor mixtures are .controlled automatically for most efficient 27 RESTRICTED engine operation at different altitudes. There are four mixture control positions: EMER GENCY, AUTO RICH, AUTO LEAN, and IDLE CUT-OFF. Mixture controls are at the right top of the pedestal. Move controls from EMERGENCY toward IDLE CUT-OFF to lean mixture. Move them Carburetor Mixture Controls back to enrich mixture. Here are the effects which the controls produce at different posi tions: EMERGENCY-full rich mixture. This posi tion eliminates the automatic feature of the carburetor. AUTO RICH-rich mixture }Automatic AUTO LEAN-lean mixture control IDLE CUT-OFF-stops flow of fuel. Note: AUTO RICH and AUTO LEAN are sometimes called, respectively, "Takeoff and Climb" and "Cruise." 28 Carburetor Heat Controls 6. Carburetor heat controls: Located below instrument panel on right side of pedestal. Po sitions: From COLD to HOT. When you require carburetor heat to offset icing conditions, apply heat as needed. Otherwise leave this control in COLD position. OIL SYSTEM There are two oil tanks, each with a capacity of 29 gallons; one is in each nacelle. Oil pressure and temperature gages and oil pressure warning lights are on the instrument panel in front of the copilot. Keep_ oil pressures between 75 and 90 psi in normal flight operation. Don't let them go below 60 or above 100 psi, if you are flying under RESTRICTED Oil Pressure Gage Oil Temperature Gage emergency conditions. If pressure falls below 50 psi, the red warning light above the pres sure gage lights. Oil cooler shutter controls are at the left side of the pedestal. Adjust shutters to keep tem peratures within operating limits of between 50°C and 70°C, or, under emergency c·onditions, between a minimum of 40 °C and maximum of 95°C. ELECTRICAL SYSTEM Two engine-driven generators supply electric current to your airplane and charge two 88- ampere-hour batteries. The C-4 7 has a 12-volt, ground-return electrical system; the C-4 7 A has a 24-volt ground-return system. There is a generator on each engine. Either both or one alone supply current to the bat teries. Select generators by means of two switches in the main electrical junction box near the floor of the forward cargo loading RESTRICTED RESTRICTED MAIN MAIN LINE LINE ON 0 ON 0 I I @) OFF @) OFF GEN GEN LEFT RIGHT Generator Switches companionway. On some models the switches are on the right-hand electrical panel. Open or close battery circuit by means of two switches in the C-47, one switch in the C-4 7 A. These switches are on the left-hand electrical panel. Battery Cart Plug Always start engines by use of a battery cart, if a cart is available. Battery cart plug-in is under the fuselage, forward of the leading edge of the wing. When a battery cart is con nected, keep the master switch or switches in the OFF. position. Turn switches ON only when engines · are started and battery cart is discon nected, or when battery cart is not used. Spare Fuses There are spare fuses for the electrical sys tem in the main electrical junction box. 29 RESTRICTED AUXILIARY EQUIPMENT 1. Heaters: Your airplane has either a hot air or a steam type heating system. Hot air heating system: In this type of heater, scooped air is war:med by heat exchangers attached to the engine exhaust tail pipes and mixed with cold air to obtain desirable tem peratures. Heat from the right engine exhaust goes to the pilots' compartment. Heat from the left engine exhaust goes to the forward cargo, radio operator's, navigator's, and the main cargo compartments, and to the defrosting system. Valves regulate the amount and flow of air, either to the defrosting system or to the main cargo compartment or both. The valves are in the navigator's compartment. 30 A valve to regulate mixture of heated and cold air, heat controls for the pilots', naviga tor's and radio operator's compartments;' valves to spill excessively heated air, and a red warn ing light that indicates excessive air tempera tures in the system, are all in the radio opera tor's compartment. A red warning light that indicates excessive temperatures also is on the pilots' right-hand instrument panel. In some models there is a bypass control valve in the radio operator's compartment to direct the flow of hot air from either exhaust to the entire heating system. Dampers that control the amount of hot air flow are in each outlet. Restrict system to cold air (ventilation) by valve mixture control in the radio operator's RESTRICTED compartment. Steam heating system: In this type of heater, steam, supplied by a boiler in the right nacelle, heats air introduced by airscoop to a radiator in the top left side of the forward section. A valve in the radio operator's compartment con trols the flow of steam from boiler to radiator. Flow of air from the radiator to the pilots' and radio operator's compartments is controlled by a valve near the ceiling, between the radio · operator's and navigator's compartments. An- Main Cargo Compalment Air Dud other valve, to· the left of the air duct in the main cargo compartment, controls the flow of air to this compartment. A slide valve, near the floor of the radio operator's compartment, con trols the flow of air into that compartment. Use system for ventilation by bypassing air around radiator. A mixture control, directly RESTRICTED • RESTRICTED forward of the radiator, allows air to flow through the radiator, through the bypass duct, or both; Drain system by opening drain cock in bot tom of steam boiler. 2. De-icers: To remove ice from the leadin'g edge of the wings and of the horizontal and neutral stabilizers: Turn de-icer control, behind the pilot's seat. This control has ON and OFF positions. When you turn de-icers ON, a vacuum pump on each engine pumps air through a de-icer rotary distributing system, which in turn pul sates the air to bladders within removable de icing boots that form the leading edge of the· wings and tail surfaces. Alternating inflation and deflation of the bladders causes ice to break off these edges. 31 RESTRICTED 3. Anti-icers: Anti-icers remove as well as prevent ice from forming on a surface of the airplane. A fluid, usually alcohol or alcohol glycerine, pumped to the surface, spreads and causes ice to loosen and break off. Note: Anti icer fluid works well with rime ice, is not very effective against freezing rain or snow. Propeller anti-icer system: A pump behind the pilot's seat supplies anti-icer fluid from a 4-gallon (U. S.) tank, next to the pump, to a slinger ring aft of the propeller hub. Start flow of anti-icer fluid by turning on petcock at tank and turning on pump switch on left-hand elec trical panel. Regulate volume of flow by means of the rheostat next · to supply tank. Carburetor anti-icer system: A pump in the forward cargo · compartment supplies anti-icer fluid to the carburetor from a 10-gallon (U. S.) tank, also in this compartment. Pump switch is on the right-hand electrical panel. Turn ON for continuous operation, to MOM for momen tary operation; OFF to stop pump. Windshield anti-icer system: There are two windshield anti-icer systems. Each is· supplied by a 6-gallon (U. S.) tank of anti-icer fluid in the forward baggage compartment. To open and close panels frozen tight by ice: Pump fluid to perforated tubing around panels by means of hand pump below the lower right hand corner of the instrument panel. While using pump, two ON-OFF control valves, below window level on either side of pilots' compart ment, allow you to free either one panel or the 32 other or both panels at once. Note: Some models have a plunger under each panel. Use plungers as you would a hand primer. To remove ice from surface of windshield: Open line valve on small panel on the left side of the instrument panel. When the line is open, turn on electric alcohol pump switch found in some C-4 7 models on the same panel; in others, on the left-hand electrical panel. Pitot heater: Two switches on the left-hand electrical panel operate integral heaters, in stalled in pitot static tube heads. These heaters prevent ice from forming on these heads. PITOT HEATERS ON f2 ON t) • • OFF LFF FORWD AFT 4. Vacuum system: Two engine-driven pumps operate the vacuum system. They provide air suction for the operation of the artificial hori zon, directional gyros and the turn indicator. Check suction gage on automatic pilot in strument panel for vacuum indication of 2" to 5" Hg. The normal reading is 4" Hg. If reading is not within these limits, have system checked. RESTRICTED 5. LIGHTS Light Switch Location: On the pilots' overhead electrical panels RESTRICTED RESTRICTED A. Landing lights-on leading edge of the wings. B. Red passing light-incorporated in left I.anding light. C. Navigation lights-red ':on left wingtip, green on right. D. Tail light-extreme end of tail, below rudder. E. Recognition lights-top and bottom. of fuselage. F. Formation lights-Clater model airplanes) top of wings and tail assembly. 33 RESTRICTED On pilots' overhead electrical panels On pilots' upper right-hand electrical panel. Later models-on right of instrument panel On side of light Near lights • Singl·e switch on side of air duct near for ward bulkhead Pilots' left-hand electrical panel Near light . Automatic On pedestal, below propeller pitch controls 34 Instrument panel light-at bottom of instrument panel on pedestal. Pilots' compartment lights-on both sides of pilots' compartment at lower front of window panel. Compass and automatic pilot lights-incorporated in instruments. Command receiver remote tuning unit light-to right of dial. Voltmeter light-above and between voltmeters. Fluorescent lights-one on each side of pilots' compartment, and one at front of pedestal. Companionway light-over companionway. Radio operator's, navigator's compartment lights-in respective compartments. Main cabin lights-along air duct. .Parachute troop signal light-right of main cargo door. Lavatory light-in lavatory. Door light-on right-hand side of instrument panel. When on, indicates main cargo door is open. Red signal light-astrodome. RESTRICTED 6. Oxygen system: All late models of the C-47 have a low-pressure demand oxygen system. It is supplied either by ten small or five large oxygen bottles located under the main cabin floor. New models have five oxygen outlets: two for the pilots' compartment; one to the right of the companionway, behind the copilot; one in the radio operator's compartment, and one in the navigator's compartment. Each outlet is an individual unit, complete with warning light, pressure gage and flow indicator. Most new models have three or more A-4 walk-around bottles. Two are in the forward cargo compartment and one in the navigator's compartment. Some older models have no oxygen outlet in the companionway. As a rule, the oxygen sys tem in these models is of the high-pressure type and is supplied by one large bottle in the for ward cargo compartment. On this bottle are a high-pressure oxygen gage, an oxygen regula tor, and a shut-off valve. An altitude pressure gage for this system is on the instrument panel. 7. Communications system: The following ~ c:=::l c::::::s ~ ~ ~ ~ ~ c=:::>. ~ 0 ____ ;::;::;;;~::----- Liaison Receiver RESTRICTED RESTRICTED communications equipment is in your airplane: In the radio operator's compartment: Command Set SCR-274N-For plane-to-plane and plane-to-station short-range voice or MCW communication. Operate from either the pilots' or radio operator's compartment. Liaison Set SCR-187 A or SCR-287 A-For plane to-plane or plane-to.-station long-range com munication. Operate from radio operator's compartment, and from pilots' compartment once necessary adjustments are made from radio operator's compartment. Interphone Set RC-36-For communications among crew. Installations at pilot's, copilot's, navigator's, radio operator's and jump master's positions. Intercommunication fur nished at all positions with selector at INTER positi~n. SCR-522 VHF Command Set (voice only)-For plane-to-plane, plane-to-station. Receiver transmitter unit and dynamotor forward of the radio operator's position. Adjust by means of the radio control box BC-602-A, aft of the copilot's seat, and the VHF-MED FREQ switch at the right of the compass control Liaison Transmitter 35 RESTRICTED box. To operate, switch must be in the VHF position. In companionway: Radio Compass SCR-269G-For homing, loop work and for other navigational purposes. Operate at radio compass cqntrol panel, on ceiling of pilots' compartment. Marker Beacon Receptor RC-39 or RC-43-2. Operate by turning on radio compass which supplies the necessary power for the receiver. Indicator lamp, on pilots' left-hand instru ment panel, lights when passing marker beacon transmitters. Frequency Meter SCR-211-For checking fre quencies on radio receivers and transmitters. To use, attach an antenna to antenna terminal on top of frequency • meter cabinet. Plug in headset and turn on set's switch to CHECK position. Once warmed up, rotate tuning con trol until desired reading is observed. At rear of main cargo compartment: Identification Set SCR-595A or 695A-IFF (Identification, Friend or Foe). Operate by 36 turning ON-OFF power switch in the pilots' compartment and radio operator's compart ment. When set is ON, turn selector switch to desired numbered position. For emergency operation, use emergency switch either in pilots' compartment or radio operator's com partment. If necessary, destroy set by simul taneous pressure on two push-switches in _pilots' compartment. Emergency Radio Set SCR-578 A or B ( emer gency dinghy transmitter)-For emergency · use after ditching. Instructions for operation on radio. AN-APNl-Radio Altimeter. When properly set, it indicates changes in ground altitudes. Set at required altitude by means of altitude limit switch above center of windshield. Red, green, and white lights and an altitude indicator are on the instrument panel in front of the pilot. High and low deviations, above and below set altitude, are indicated by green and red lights. AN-APN2-Rebecca. Homing device. Make checks of airplane, item by item, with a great deal of care. A systematic checklist, faithfully used, forms correct operating habits with surprising rapidity and is your insurance against oversights. In making cockpit checks, have your copilot . read items aloud while you make the actual check. Some items can be checked by the co pilot or aerial engineer. In all cases the individ ual making the check should answer "Check" or "Okay," or some appropriate term such as "On" or "Open," as each item is read. Visual Outside Inspection- NOTE: Before you make this inspection, turn on the battery switch and booster pump to raise pressure in the fuel system. With pressure up you can visually check fuel system leaks. Also check the hydraulic gages to be sure that hy draulic pressure is up. RESTRICTED RESTRICTED Wheel Chocks ................. . ..... In place Control Locks ........................ Removed Pitot Head Cover ..................... Removed Landing Gear Pins . ................... Removed (only when hydraulic pressure is up) Control Surfaces ....... _ .............. Freedom of movement, fabric for gen~ral condi tion, hinges for condition, trim tabs for condition De-icer Boots ........................ For condition and security Nacelles (outside) .................... Excessive oil, wheel wells for leaks in fuel and hydraulic lines Tires .............................. Proper inflation, slippage, general condition Brake Hydraulic Lines ................. Leaks, condition Fuel Sumps ......................... Safetied Landing and Running Lights ............ Lenses for condition Fuel and Oil Caps . ................... Secure Propellers ........................... Blades for nicks and general condition Glider Pick-up Equipment (if installed) .... Security Glider Tow Hitch ..................... Metering pin, freedom of action RESTRICTED 37 RESTRiCTED VISUAL INSIDE INSPECTION Cargo and Ballast . .... Position check against Form F or F-1, security Cabin Tanks ......... Tanks and lines for leaks, valves closed Safety Belts .......... In place for each passenger Parachutes ......•... Available for each passenger Emergency Equipment. , As necessary, proper position and security BEFORE STARTING ENGINES Forms 1 and IA ....•.. Status of aircraft (con sult aerial engineer) Hydraulic Fluid Level .. Normal Hydraulic Pump Selector .......... Left engine operating hydraulic system Gear Latch .......... Down and locked Flap Handle ......... Flaps up, then to neutral Gear Handle ......... Neutral Battery Switch ....... Off (if battery cart not available, On) Generators .......... On Fuel Gages .......... Amount of fuel Cowl Flaps .......... Open De-icers ............ Off Anti-icer Pumps and Valves ........ Off 38 Automatic Pilot ...... Off. lights .............. On (night only) Flight Controls ....... Free Carburetor Air Filter ... Unfilter, then locked Crossfeed ........... Off Trim Tabs ........... Neutral Parking Brake ........ On Tailwheel ........... Locked Throttle Friction Brake .. Snug Oil Shutters .......... Adjust as required Carburetor Air ....... Cold Fuel Selector Valves ... Left to left main; right to right main Propellers ........... Full forward, high rpm Throttles ............ Cracked Mixtures ............ Idle cut-off Pitot Heater ......... Off Inverter ............. On STARTING NOTE: Have member of ground crew pull propellers through at least three revolutions, and post flre guard before starting. Batery Switch ........ Off (if battery cart is not available, On) Fuel Booster Pumps .... On Master and Ignition Swikhes .... : .. ... On Call "Clear" to ground crew, energize 10 to 15 seconds, and engage starter RESTRICTED AFTER ENGINES ARE RUNNING Fuel Booster Pumps .... Off Battery Switch ....... On Fuel Pumps .......... Checked BEFORE TAXIING Crew and Passengers Aboard and Door Secured Hydraulic Pressure .... 850-900 psi Radio .............. On and checked Altimeters ........... Set Clock .............. Set Gyros .............. Set and uncaged Flight Controls .....•. Free WHEN GIVEN TAXI CLEARANCE FROM CONTROL TOWER Parking Brake ........ Off Tailwheel .......... Unlocked ENGINE RUN-UP Parking Brake ........ On Tailwheel ........... Locked Fuel Booster Pumps .. : . Off Oil Cooler Shutters .. • . As desired RESTRICTED RESTRICTED Mixtures ............ Auto Rich Cowl Flaps .......... Open Fuel Selectors ........ Main tanks Propellers Through Full Pitch Range Feathering Switch Carburetor Heat Generators Ignition Hydraulic Pumps All Instruments and Gages BEFORE TAKEOFF Mixtures ............ Auto Rich Cowl Flaps .......... Trail · Oil Shutters ......... As required Propellers ........... Full forward, high rpm Gyros .............. Set and uncaged Fuel Booster Pumps .... On Friction Brake .. . ..... Tightened Tailwheel ........... Locked (when lined up with runway) AFTER TAK EOFF Landing Gear ........ Up Wheels ............. Stop rotation with brakes Power Reductions Fuel Booster Pumps . ... Off 39 RESTRICTED CRUISE Cowl Flaps .......... As required Mixtures ............ Auto lean Fuel Selectors ........ To desired cruise tanks Oil Shutters ......... As required Adiust Power as Desired BEFORE LANDING Automatic Pilot ...... Off Altimeters ........... Set Fuel Selectors ........ left to left main, right to right main, or both to full tank Mixtures ............ Auto Rich Carburetor Air ....... Cold Fuel Booster Pumps .... On Ignition ............. Check Propelle~s .......... Set landing Gear ........ Down and latched, gear handle neutral, pressure up, green light: check wheels visually 40 Tailwheel ........... locked De-icers . . . . . . . . .... Off Parking Brake ....... Off {brake pressure on pedals) Flaps ............... As desired AFTER LANDING Flaps ............... Up Cowl Flaps .......... Open Fuel Booster Pumps .... Off Elevator Trim ........ Neutral Propellers ........... Full forward, high rpm Tail~heel ........... Unlocked PARKING Parking Brake ....... On {after chocks are placed, Off) Mixtures ............ Idle cut-off Fuel Selectors ........ Off Ignition ............ Off Radios ............. Off Battery Switches ...... Off Generators .......... Off landing Gear ........ Pins in Landing Gear Handle .. Down Flap Handle ._ ........ Up Flight Control locks .... On RESTRICTED STARTING Note: Location and operation of the controls of this airplane are explained in the second section of the manual, "The Airplane." A thor ough acquaintance with that section helps you understand this and the following sections that describe the airplane's operation. Technique of operation follows the C-4 7 checklist. Battery Switch ..... Off (if battery cart is not available, On) Fuel Booster Pumps . ... On Copilot builds up fuel pressure by turning on booster pump to right engine or by using wobble pump. Keep pressure built up to be tween 3 and 5 psi. Master and Ignition Switches . ... On Turn ON the master switch and the ignition switch to the right engine. While the copilot builds up fuel pressure, energize and mesh starters. At the same time you energize, prime engine as much as you feel is necessary. If the engines already are warm, or it is a hot day, you may find it unnecessary to prime. Be sure not to overprime your engines. You have left the mixture controls in IDLE CUT-OFF before starting, to keep the engines from flooding. When the engine fires, move mixture control for that engine from IDLE RESTRICTED RESTRICTED CUT-OFF to AUTO RICH. Start the left engine in the same manner. If you are using a wobble .pump, continue pumping, if necessary, to maintain pressure. AFTER ENGINES ARE RUNNING Fuel Booster Pumps . ... Off Battery Switch .... On Turn battery switch ON as soon as battery cart plug has been removed. Fuel Pumps . ... Checked Turn fuel selector to one engine OFF. As soon as fuel pressure drops on that engine, turn crossfeed ON. If the engine continues to func tion, you know at once that the one remaining pump can supply both engines with fuel. By repeating this operation with the other engine, you know whether or not the other pump can supply both engines. While starting engine watch out for: 1. Engine fire. See that a fire guard is posted beside engine you're starting. 2. Starters burning out. Do not energize anct mesh the same starter excessively. If your first or second attempt at energizing and meshing engine does not succeed, start other engine. 3. Overloading. Excessive priming sends too much fuel into the cylinders and causes back firing. Backfiring, in turn, may result in serious damage to the engine. . 41 RESTRICTED 42 BEFORE TAXIING Crew and Passengers Aboard and Door Secured Warm engines. While warming up, keep engines below 1000 rpm until engine instruments indicate within safe operating limits. While warming en gines make the following checks: Radio· ... On and Checked Call the tower to see that your radio is working properly. Gyros ••. Set and Uncaged Altimeters .•• Set Flight Controls ••• Free LANDING GEAR HYDRAULIC SYSTEM PRESSURE GAUGE PRESSURE GAUGE Hydraulic Pressure ... 850-900 PSI Clock ••• Set Taxi Clearance from Control Tower RESTRICTED As soon as all instruments and gages indicate within safe operating limits, obtain taxi clear ance . from tower and clearance from lineman. Taxi to run-up area. TAXIING Remember, the C-47 is a large, 0 heavy air plane. Although you taxi it like any other 2- engine airplane with conventional landing gear, its size and weight tend to exaggerate its move ment in the air and on the ground. You will soon learn its characteristics, but until you know the airplane, handle it with extreme care. In straight taxiing, keep the tailwheel locked . and use throttles as evenly as possible. In crosswind taxiing, a locked tailwheel and correct use of throttles help you maintain direc tion with minimum use of brakes. When you are taxiing crosswind, use additional power in the upwind engine. Anticipate your turns. Momentum gathered in straight taxiing is much greater than in a lighter airplane· and carries into your turns. Before you turn, slow your airplane down and unlock your tailwheel. In starting- or complet ing turns, use throttles in coordination with RESTRIC 'TED RESTRICTED your brakes. If you use throttles properly, you take a great load off your brakes. and thereby increase their life. Keep rudders neutral when braking so that you can apply full action to the brake you are using. You can keep rudders neutral by apply ing pressure on the opposing rudder pedal; at the same time, you must take care not to apply pressure to the opposing brake. 43 RESTRICTED TAXI I NG DON'TS 1. A void pivot turns. If you keep your wheels rotating, you save rubber and reduce the chance of tire failure. In a pivot turn it is pos sible to pull off a tire completely. 2. You have a 95-foot wing span. Don't under-estimate it; give yourself plenty of room. 3. Avoid overloading of one or both engines by excessive idling. While you are taxiing for takeoff, check the function of your tum-and-bank indicator and your gyro instruments. ENGINE RUN•UP Normally you make your engine run-up in an area just clear of the runway. If traffic per mits and you are cleared to takeoff positjon, you can make your run-up on the runway. The less you idle your engines between run up and takeoff the better. If there is a slight delay between run-up and takeoff, keep your engines running at a minimum of 1000 rpm to prevent fouling. At the same time watch head temperatures to prevent overheating. When you park for run-up, face into the wind as nearly as possible, but park at such an angle that you are able to maintain a clear view of incoming traffic. Keep as much of your air plane as possible on a hard, clean surface dur ing run-up so that pebbles and rocks won't be thrown into propellers and against airplane surfaces. Once in position, make your checks: Parking Brake . ... On Tailwheel . ... Locked Fuel Booster Pumps . ... Off Oil Cooler Shutters . ... As desired Set oil cooler shutters, as necessary, to keep oil temperatures within safe operating limits. Mixtures . ... Auto rich Cowl Flaps . .. : Open Open cowl flaps to permit maximum cooling while running up engines on the ground. If the outside air temperature is cold and the engine 44 itself is running cold, adjust cowl flaps as desired. Fuel Selectors . ... Main tanks Use of main tanks for takeoff is established procedure. Use your own discretion in this matter. Propellers Through Full Pitch Range. Advance throttles until each propeller indi cate& 1500 rpm, then tighten friction brake with throttles in this position. Run propellers through full pitch range to check proper gov ernor operation. When propellers have returned to 1500 rpm, check: Feathering Switch Push switch on each engine and note tachom eter for decrease in rpm. Pull switch out manu ally when there is a decrease of 200 rpm. Carburetor Heat Apply heat and note gages for temperature rise. Return to COLD. Generators See that generators are charging by checking ammeter. Ignition Increase one throttle at a time until manifold pressure gages indicate 30" Hg. Check mag netos by turning switch from BOTH to LEFT, back to BOTH, then to RIGHT and back to BOTH. Check magnetos on both engines in this manner. Hydraulic Pumps Lower flaps, change selector, raise flaps. Note pressure rise on the hydraulic gages. Return selector to normal position. All Instruments and Gages Check engine instruments on the same en gine you· are checking magnetos before you retard throttle. Now you are ready to request clearance to taxi out to the takeoff position. RESTRICTED Mixtures ••. Auto Rich Cowl Flaps ... Trail RESTRICTED Oil Shutters ••• As Required Propellers ••. Full Forward, High RPM Fuel Booster Pumps •.. On RESTRICTED Gyros ••. Set and Uncaged Friction Brake ... Tightened , 45 RESTRICTED Either before takeoff or before you taxi for takeoff posltion, tighten friction brake to pre vent throttles from slipping during takeoff. Tailwheel . ... Locked Lock your tailwheel when you are lined up with the runway. TAKEOFF Now you are ready to advance your throttles for takeoff. Advance them evenly and steadily until you reach takeoff power. This forward movement of the throttles should take a full 5 seconds. Maintain takeoff direction by using your C-47, R 1830-92 HP TAKEOFF 1175 MAX. RPM 2700 rudder and, if necessary, your throttles. Rudder control is available directly after you reach takeoff power. Use throttles in crosswinds or to offset swerves of the airplane. As in taxiing, maintain direction in a crosswind by applying additional power to the upwind engine. You can advance one throttle ahead of the other, or pull one throttle back, by a slight twist of the hand. In a normally loaded airplane the tail usually comes up by itself. You can assist this tail lift by a slight forward pressure on the control col umn. When the airplane has attained flying speed (85 to 90 mph under normal load condi tions), you can break ground. MAX. MANIFOLD PRESSURE HG 46" ALTITUDE MIXTURE SEA LEVEL FULL RICH MAX. CYL. HEAD TEMP. 260°C ---- Heavy-load Takeoff: When you are taking off with a heavily loaded airplane, definitely bring the tail up to straight and level flight position as soon as possible and hold your airplane on the ground until you attain a safe airspeed as determined by your load. Heavy-load Takeoff 46 Short-field Takeoff: In taking off from a short field, hold airplane with the brakes until you have advanced throttles to from 25" to 30" Hg. manifold pressure. Release brakes, raise the tail to straight and level flight position as soon as possible, and ease your airplane off the ground as soon as you attain minimum flying speed. Do not allow the airplane to fly itself off the ground. You can use flaps to shorten the length of your takeoff run. RESTRICTED RESTRICTED RESTRICTED 47 RESTRICTED Crosswind takeoff: When you make a cross wind takeoff, gain sufficient speed to insure positive rudder control before lifting the tail. As long as you have rudder control, you can coordinate rudder and throttles to maintain a straight takeoff path. Attain enough speed to remain airborne once you have broken ground. Since your airplane begins to drift when it becomes airborne, you must crab into the wind to maintain straight flight. Once you have be ·gun to crab, do not allow the landing gear to touch the ground. Damage to the gear or to the airplane may result. AFTER TAKEOFF (CLIMB) landing Gear . ... Up To retract landing gear 1. Release latch from floor and pull to ver tical position. 2. Raise gear handle to UP position. 3. When gear has retracted, return gear han dle to neutral position. Note: When you have returned gear handle to neutral the latch automatically assumes the spring-latch (50° to the floor) position. To extend landing gear 1. Place gear handle in DOWN position. 2. When gear has extended and pressure rises on gage, lock latch to floor. 3. Return gear handle to neutral. 48 Caution Proper sequence in operation of the latch and gear handle is important. Any operation of the latch out of sequence results in inability to latch gear in dpwn position. Remedy If inadyertently you operate the latch out of sequence, return to normal by the following steps: 1. Pull latch to vertical position. 2. Raise gear handle to UP position. 3. Return gear handle to NEUTRAL. Alternate If you desire to bring latch and gear handle into sequence without retracting wheels, or if you experience difficulty with the foregoing procedure: Trip the dog, on the hub of the gear handle, by pulling UP. Wheels . ... Stop rotation with brakes RESTRICTED Cruising Altitude 3rd Power Reduction As soon as your airplane is clear of the ground, retract your gear. Hold to a minimum climb until you attain single engine speed of _ 120 mph. MAX. C-47, R 1830-92 HP RPM FIRST 500 FEET OF 1050 2550 CLIMB AND SINGLE ENGINE POWER RESTRICTED RESTRICTED Power reductions Once you have attained a speed of 120 mph it is safe to make your first power reductions. These reductions are: MAX. MANIFOLD MAX. CYL PRESSURE ALTITUDE MIXTURE HEAD HG TEMP. 41" 3500 FEET AUTO RICH 260°C QR BELOW 49 RESTRICTED C-47, R 1830-92 CLIMB C-47, R 1830-92 DESIRED CRUISING MAXIMUM CRUISING CONDITION MINIMUM CRUISING 50 HP 700 HP 55% OF NORMAL RATED POWER 790 550 MAX. RPM 2300 MAX. RPM 2000 TO 2150 2250 1700 Continue on these power settings for the first 500 feet of climb. At this altitude make the second power reduction and maintain until you have reached cruising altitude. Second power reductions are: MAX. MANIFOLD PRESSURE HG 29.5" ALTITUDE MIXTURE 3500 FEET AUTO RICH OR BELOW Fuel Booster Pumps . ... Off CRUISE MAX. CYL. HEAD T.EMP. 260°C Upon reaching crmsmg altitude, reduce power to cruise settings. These settings are: MAX. MANIFOLD PRESSURE HG 26" TO 29" 34.5" 32.5" ALTITUDE 3500 FEET OR ABOVE 3500 FEET OR BELOW 3500 FEET OR ABOVE MIXTURE AUTO LEAN AUTO RICH AUTO LEAN MAX. CYL. HEAD TEMP. 232°C 232°C 232°C RESTRICTED Cowl Flaps . ... As required Normally close cowl flaps. Open cowl flaps • have a buffeting effect on the tail. Mixtures . ... Auto lean Fuel Selectors . ... To desired cruise tanks Since your fuel system has a return line to the main tanks, use 60 gallons of fuel from each main tank, then shift to auxiliary tanks. By MAX. C-47, R 1830~92 HP RPM TAKEOFF 1175 2700 FIRST 500 FEET OF 1050 2550 CLIMB AND SINGLE ENGINE POWER CLIMB 700 2300 DESIRED CRUISING 55% OF 2000 NORMAL TO RATED 2150 POWER MAXIMUM CRUISING 790 2250 CONDITION MINIMUM CRUISING 550 1700 RESTRICTED RESTRICTED using fuel from your main tanks first, you pro vide space for fuel coming back to these tanks on the r~turn flow. If this space is not available, excess fuel is lost through the overflow. Oil Shutters . ... As required Adiust power as desired You are now ready to trim your airplane for cruising flight. MAX. MANIFOLD PRESSURE HG 46" 41" 29.5" 261' TO 29" 34.5" 32.5" ALTITUDE SEA LEVEL 3500 FEET OR BELOW 3500 FEET OR BELOW 3500 FEET OR ABOVE 3500 FEET OR BELOW 3500 FEET OR ABOVE MIXTURE FULL RICH AUTO RICH AUTO RICH AUTO LEAN AUTO Rl°CH AUTO LEAN MAX. CYL. HEAD TEMP. 260°C. 260°C 260°C 232°c 232°c 232°c 51 RESTRICTED AUTOMATIC PILOT When you are flying long distances you can keep your airplane in straight and level flight by means of the automatic pilot. It detects flight deviations the instant they occur and corrects them immediately and with precision. Use this pilot only in ordinary weather conditions, never in extremely turbulent air. To set the automatic pilot in operation, trim your airplane, then: 1. Align index cards in directional gyro. 2. Align bank-and-climb follow-up indicators in bank-and-climb gyro. 3. Check suction gage; it should read be tween 2" and 5" Hg. 4. Turn shut-off valve control on hydraulic panel to ON position. 5. Turn automatic pilot servo unit's ON-OFF valve control, on the pedestal, to the ON posi tion. Note: When pilot is in operation, trim ship with automatic control until airplane is in straight and level flight on desired heading. Item Servo controls for rudder, aileron, and ele vator are on the automatic pilot. They control the speed of reaction of the control surfaces. Adjust these knobs as needed. To release automatic pilot, turn pilot servo unit ON-OFF valve control to the OFF posi tion. Turn shut-off valve to the OFF position. FLIGHT CHARACTERISTICS AND LIMITATIONS OF YOUR AIRPLANE Your airplane has the normal flight charac teristics of a 2-engine, low-wing monoplane. It has no unusual tendencies. Maneuvers: The following maneuvers are· prohibited: Loops, Immelmanns, spins, dives, rolls, vertical banks, inverted flight, and all acrobatics. Limit speed and load factors: The C-4 7 is designed to operate within designated limits under various load conditions. If you exceed these limits you place undue strain upon the airplane, and structural damage or failure re sults. These limits are: 26,000 lbs. 29,000 lbs. 31,000 lbs. Gross Weight Gross Weight Gross Weight Max. Level Flight (indicated) ....................... . 204 mph 187 mph 170 mph Max. Glide (indicated) ............................ . 25S mph 207 mph 191 mph Max. for Extending Landing Gear (indicated) . ........ . 160 mph 160 mph 160 mph Max. for Extending Wing Flaps (indicated) ........... . 112 mph 112 mph 112 mph 52 RESTRICTED Tums: Normal flight characteristics. Remem ber the size and weight of your airplane. Stalls and recovery: All stalls give warning of their approach by light buffeting of the tail. Power-off stalls: Power-off stalls give warn- • ing sooner than power-on stalls. If gear and flaps are down, this warning is more apparent and the airplane tends to stay in level flight during the stall. If gear and flaps ate up, stalls occur with less warning and the airplane has a tendency to fall off on one wing. Power-on stalls: Power-on stalls occur more suddenly and with less warning than power-off stalls. If your airplane is not in straight and · level flight, stalling speed is increased. In steep banks, for example, your down wing stalls and your airplane rolls. Under these conditions the •• •• •• •• •• ··~ •• RESTRICTED stalling speed of your airplane c.:an reach values of over 100 mph. Stalls in turns: Stalls jn turns are more sud den than stalls in straight and level flight. The down wing stalls first and drops quickly. Recovery from stalls: You need between 500 and 1500 feet to recover from a power-off or power-on stall. Method of reco ery is normal. ... "········-----~ •• •• •• • -•.•.... ~ RESTRICTED 53 RESTRICTED However, avoid excessive airspeed when you are recovering from a stall, to keep loss of alti tude to a minimum. Stalling Speeds Effect of de-icer equipment on stalls: De-icer equipment in operation disrupts the flow of air over the leading edges of the wings and hori zontal and vertical stabilizers. Consequently, it increases the stalling speed of the airplane. Turn off de-icer equipment, therefore, when you are taking off or landing. 54 =------- RESTRICTED Effect of ~owl flaps on stalls: When cowl flaps are open during flight they cause tail buffeting. This in turn increases the stalling speed of the airplane. BEFORE LANDING Automatic Pilot . ... Off Altimeters . ... Set Fuel Selectors . ... left to left main, right to right main, or both to full tank Mixtures . ... Auto rich Before you enter the traffic pattern, set mix tures at AUTO RICH and change fuel selectors to the main tanks. If one main tank contains less fuel than landing minimum ( approximate ly 90 gallons) , set both engines on the fullest main tank. It is permissible to land on auxiliary tanks if they are full or are fuller than the main tanks. Carburetor Air . ... Cold Fuel Booster Pumps . ... On Ignition . ... Check Propellers . ... Set Landing Gear . ... Down and latched, gear han- dle neutral, pressure up, green light: check wheels visually When you have turned on the downwind leg and. have arrived opposite the runway, extend and lock your landing gear. Check the landing gear green light indicator, and be sure to check your gear visually. Increase propellers · to 2250 rpm. Tailwheel. ... locked De-icers .... Off Parking Brake . ... Off When you have extended your landing gear and have increased your propeller rpm, make RESTRICTED RESTRICTED a power reduction sufficient to lose altitude at between 300 and 400 feet a minute. Once you hcJ.ve turned on your base leg, make another power redl,lction. Maintain 120 mph until you are on your approach leg. When you are straightened out on the approach leg, · make a third power reduction. Do not make this reduction at too low an altitude, as it might necessitate a quick increase i~ power just prior to landing. Note: As every pattern -differs in altitude and distance from the field, and as wind conditions vary, use your own judgment in making power reductions. flaps . ... As desired Approach runway at airspeeds of between 85 and 95 mph. LANDING There are three types of landing: (1) A 3-point landing. (2) Tail-low landing (tail ~pproximately 1 ½ feet above the ground when wheels touch). This is actually a whE:el landing. (3) Wheel landing (airplane is in a level atti~ tude when wheels touch). 1. You can make a 3-point landing in a C-47 airplane, but this type of landing is not ad visable. Reason: Weight of the airplane causes undue strain if you happen to drop in. 2. Normally, make a tail-low landing. You can reduce manifold pressure . to a minimum during roundout in this . type of landing, and cut engines after making contact with the ground-or you can cut power before roundout and land without power. As speed is dissipated, tail lowers and contacts the ground by itself. You caIJ. aid this lowering of the tail by slight back pressure on the control column. 3. Although a tail-low landing is desirable under normal conditions, you can make a wheel landing with the C-47. In this type of landing, hold roundout to a minimum and allow air plane to se~tle on the wheels from a level-flight position. Contact ground approximately 10 to 15 mph faster than in a tail-low landing and hold the wheels on the ground by a slight for ward pressure on the control column. As speed 55 RESTRICTED --------· ---- ---- RESTRICTED dissipates the tail lowers and contacts ground by itself. Aid this lowering of the tail as you would in a tail-low landing. CROSSWIND LANDINGS There are three possible ways to land cross wind: (1) Hold the airplane straight and level toward the landing strip and drop one wing into the wind just enough to counteract drift. (2) Head the airplane into the wind enough to keep a straight path (crabbing). (3) Combine the first two methods. The best method is the third: head into the wind and lower the upwind wing. This method keeps the bank and the crab to a minimum and makes it easier to straighten the airplane when close to the ground. Crab just enough to avoid slipping. Any uncoordinated movement may raise the stalling speed of the airplane. In crosswind landings correct for drift as soon as possible on the approach. If the airplane is RESTRICTED RESTRICTED making a straight path to the landing strip, the only correction needed on actual landing should be the angle of crab. Use flaps at your own discretion. Less flaps should be used in stronger and more direct crosswinds. In a strong 90 ° . wind, or in gusty crosswinds, it is best to use no flaps at all. As the airplane begins the roundout for land ing, bring low wing up and straighten airplane so there is no side load on the gear as it touches the ground. In a crosswind, wheel landings are desirable as direction is easier to maintain. You can hold your airplane on the wheels by slight forward pressure on the controls. Once on the ground, maintain directional control by use of rudder, power on the upwind engine, and by use of brakes. Remember, you have not finished flying your airplane until you have come to a full stop especially in a crosswind. 57 REST RIC .TED NORMAL FULL-FLAP GLIDE SHORT-FIELD LANDINGS You may be confronted with two different short-field conditions: (1) where the field is small or has been bombed so heavily there is little space left intact for landing. (2) Where there is an obstruction close to or at the bound ary of the field. There are two distinct types of approach to short-field landings. Field Without Obstructions: 1. Place base leg farther from the field than normally. 2. Establish a ·normal full-flap glide, with slight power in order to undershoot the field slightly. 3. Hold normal speed through the roundout, then gradually pull up the nose and increase power. Since the airplane is close to the power- FULL-FLAP POWER-ON 58 CUT POWER I off stalling speed, pull up the nose and increase the power close enough to the ground to land directly when power is cut. 4. As you approach the desired point of land ing, cut the power. 5. Use maximum permissible brakes. Approach Over an Obstruction: When you approach a field over an obstruction, establish the base leg so that you cah make a full-flap, power-on minimum glide approach clear of the obstacle. Make this approach in such a manner that you can touch the wheels as soon as pos sible after the clearance. 1. Plan your glide so that you can clear the obstacle by power rather than by depending upon judgment. 2. Upon clearing the obstacle, reduce power, round out as close to the ground as possible and land in a 3-point attitude. 3-POINT LANDING RESTRICTED NO-FLAP LANDING Make your approach to a no-flap landing lower and with speed slightly higher than in the ordinary approach. As you normally ap proach in a tail-low attitude it is better to make a tail-low than a wheel landing. FLAT TIRE LANDING Make normal approach and a normal tail-low landing. Keep the weight of your airplane off bad tire as long as you can, by use of the ailerons. Be sure the tail is on the ground before you allow weight to settle on bad tire. The air plane turns into the bad tire. Control its direc- RESTRICTED tion by using the opposite brake. OVERSHOOTING A FIELD . ... BOTH ENGINES When you overshoot a field it is important to gain airspeed quickly, and altitude. Apply full takeoff power and at the same time call to the copilot: "Gear up!" Your co pilot must raise the gear immediately. · After you have gained sufficient speed (between 100 · and 110 mph), take up your win'g flaps slowly and as you raise the flaps increase the angle of attack approximately 7°. Put your cowl flaps at TRAIL. When you raise youi: flaps and increase the angle of attack, you prevent settling. AFTER LANDING @ @ c®~ @ ¾ ½ i @ Flaps ... Up Elevator Trim Tab •.. Neutral RESTRICTED Cowl Flaps ... Open Propellers ... Full Forward, High rpm Fuel Booster Pumps ... Off Tailwheel ... Unlock Near End of Your Roll 59 RESTRICTED During the roll, pull your flaps up, open cowl flaps, turn off booster pumps, place elevator trim tab in neutral, and put your propellers in high rpm. Rudder control is available for the major part of the roll. Use your rudder rather than your brakes to maintain direction. At the end of the roll, apply your brakes evenly. PARKING Parking Brake . ... On (after chocks are placed ... . Off) Mixtures . ... Idle cut-off When you park your airplane, lock parking brake and pull mixtures to IDLE CUT-OFF to stop your engines. Once your engines have stopped firing, push the throttles forward to the stops. Fuel Selectors .... Off Ignition . ... Off Turn off the ignition switches when the propellers have stopped rotating. Radios .... Off Battery Switches .... Off Generators .... Off Landing Gear . ... Pins in Landing Gear Handle . ... Down Place gear handle in full DOWN position. Flap Handle . ... Up . Flight Control Locks . ... On Release your parking brake only when the wheels have been chocked and you have in spected them. 60 MOORING If it is necessary to moor your airplane, see that it is tied down by ropes attached to each landing gear chassis and to the tailskid. Keep airplane level by attaching ropes to the tie down rings in the slots in each wing. Be sure all ropes are tied at an angle from the ground, never straight up, and that sufficient slack is left in them in case they tighten. Main stress of wind should be taken by the landing gear lash ings, rather than by the wings. Tie-down cable for the tailskid is kept in a canvas bag next to the rear wall of the forward cargo compartment. NIGHT FLYING CHECKS ON LIGHTING EQUIPMENT If you intend to fly at night, · make visual checks of all external lights before you start to taxi. Check formation lights, if they are to be used. Check all cockpit lights necessary to safe night operation. TAXIING HINTS AND PRECAUTIONS Remember these points when you taxi at night: (1) Have on running lights and passing light. (2) Allow more clearance from other air planes and obstructions. (3) Never shine landing lights into traffic approaching the field for landing. ( 4) Run up airplane with landing lights off. NIGHT TAKEOFFS When you sit in the cockpit of a C-47 airplane you are approximately 12 feet off the ground. RESTRICTED Consequently, it is considerably different from a smaller airplane in reference to ground lights. Bear this in mind, especially during · takeoff. HEIGHT OF PILOT IN SMALL PLANE I I I I • HEIGHT OF PILOT IN C-47 I I I I I I I Make takeoff and climb at night with smooth increases and reductions in power and smooth changes of the airplane's attitude. Use of landing lights during tqkeoff depends upon your knowledge of the field and of ob structions in the takeoff path. If you are forced to make an emergency landing after takeoff, landing lights are of value. IW:ake continued reference to instruments. Depth perception at night is poor and ground lights can create illusiA AAfl '"'., @ Crew ~ Correction, (If roquno) , .. A __ lb. Cargo TAKE - OFF ISTlUCTUlAL TOTAL WEIGHT & INOEX 28,880 41.8 CAPACITY) @ Crew j LIMITS __ fb. Cargo Mox. Altomato Grou Woight 29,000 u . (STlUCTUlAL CAPACITY) TOTAL Mox. Allowobl. Landing Weight 26 000 LB. ® Crew I COMPUTEO BY __ lb. Cargo (nlUCTUIAL TOTAL • APPROVED BY CAPACfTY) TOT AU TO IE CAHIID fOIW.UD I 22.421 66.8 PILOT 300ft Equipment moved fro1J1 Comp't 'H' to 'B' Index change of 13,4 Forward ,a m "' -4 ,a n -4 m 0 RESTRICTED form. You also enter identifying information and the recommended maximum takeoff and recommended maximum landing gross weights and the permissible CG limits. You can obtain these figures from Chart E in the Handbook of Weight and Balance Data. If your loaded airplane is within CG limits, it is in balance. If not, items of cargo must be shifted back or forth from one station to another to bring the CG within proper limits. Calculating With the Load Adiuster Now you are ready to figure load according to cargo station. Place each item to be loaded in each station and its weight under that sta tion on Form F. As you place items and their weights in the stations, use th~ load adjuster to determine airplane index. An example of the method of determining these and the final in dex of the airplane loaded is given herewith. On the case of your load adjuster are the basic weight and index of your airplane. To cal culate the index of your airplane loaded, follow the steps of the accompanying problem. (Note: This example is taken from the book let of C-4 7 -load adjuster instruction that comes with your airplane. Index and weights given, of course, are different in your airplane.) 90 ITEM Sub-Total ('lbs.) Basic Airplane ............................... . Pilots' Compartment (A) 2 Pilots at 200 lbs. each . ..................... . . Forward Cargo Compartment (B) Cargo ... ~ ................................ . Radio Compartment ~C) 1 Radio Operator. . . . . . . . . . . . . . . . . . . . . . . . . . . . 200 1 Navigator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 200 Cargo Section (D) Total (lbs.) 17,830 400 200 400 1 Parapack-External Stowage. . . . . . . . . . . . . . . . . 300 Cargo Section (E) 1 pair litters. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66 2 pc;atients at 200 lbs. each... . . . . . . . . . . . . . . . . . . 400 466 Cargo Section (F) 8 passengers of 200 lbs. each ................. . 1600 ' Cargo Section · (G) Cargo ...... · .............................. . 925 Ballast Compa·rtment (H) Cargo .................................... . . 300 Oil Full-58 U. S. gallons ........................ . 435 'Fuel Mai" Tanks-404 U. S. gallons . ................. 2424 Auxiliary Tanks-400 U. S. gallons . .............. 2400 Cabin Tanks Nos. 1 & 2, 200 U. S. gallons. . . . . . . . . 1200 6024 Gross Weight ................. •. . . . . . . . . . . .. 28,880 . Note: When moving slide, be sure that the indicator does not move. Conversely, when moving the indicator, be sure the slide does not move. RESTRICTED RESTRICTED ·lmlmmllmllilillm .. •' •. _L '-' ..• · ...... ~ ,1& .·· ... ~ ... ·''·'•• m - Loading Scales of Slide Given: Index (CG)= 26.1 1. Move indicator until hairline is over 26.1 on the index scale. Move slide until vertical starting line of compartment loads scale is under hairline. Move indicator until the hairline is over 400 on the pilots' compartment (A) scale. This loads 400 lbs. in pilots' compartment (A). Index reading should be 1 8.3. 2. Repeat operation 1 for each compartment loading, always · starting a new loading with vertical starting line of the compartment loads scales under the hairline. (a) Load 200 lbs. in forward baggage compt. (B) . .... Read Index 15.4 · (b) Load 400 lbs. in radio compt. (C) . ........... · .. .. Read Index 11.0 (c) Load 300 lbs. in cargo section (D) . .............. Read Index 9.9 (d) Load 466 lbs. in cargo section (E) ............... Read Index 12.8 (e) Load 1600 lbs. in cargo section (F) ............. Read Index 36.6 (f) Load 925 lb.s. in cargo section {G) .............. Read Index 57.9 (g) Load 300 lbs. in ballast compt. (H) . ........... Read Index 66.8 =n=mm=--■ 1111~-,, ■ - ....... . 3. Move slide until vertical starting line of oil scale is under hairline. Move indicator until hairline is over 58 on oil scale. Th.is adds 58 U. S. gallons of oil. Read Index 63.3 Note: Arrangement of fuel scales on the rule permits you to make the fuel setting in one motion of the indicator when the tanks are filled in the order: ( 1) auxiliary tanks (wing, rear); (2) main tanks (wing, front); (3) cabin tanks. RESTRICTED Q .... " " -~- 0 ...... . 0 ., ...... . 91 RESTRICTED 4. Move the slide until the hairline is over the vertical starting line of the Auxiliary (wing, rear) Fuel Scale. Move the indicator to the 200 mark on the cabin fuel tanks # 1 and #2 scale. Read the final Index 55.2. When you complete the balance check, note that the hairline is over the yellow section (cau tion range) for two cabin tanks of fuel. There fore, you must readjust the load to bring the hairline within the loading range. Readjust by shifting 800 lbs. of cargo from cargo section E forward to cargo section C. Proceed as follows: 1. With hairline over final Index of 55.2, 2. Move slide until hairline is over 800 mark on Section G scale. 3. Move indicator until hairline is over 800 mark on Section E scale. 4. Hairline is now in the full white portion of the loading range (Index 41. 7) and the above loading is, therefore, satisfactory. CG Change as Load Decreases If you wish to know whether the loading is 92 still satisfactory after 200 gallons of fuel have been used from the cabin tanks No. 1 and No. 2, use the following procedure: 1. Set the indicator hairline over the final Index 41.7. 2. Move the slide until the 200-gallon mark on the cabin tanks No. 1 and No. 2 fuel scale is under the hair line. 3. Move the indicator until the hairline is over the 0-gallon mark on the scale for the cabin tanks No. 1 and No. 2. 4. Read the Index 4 7 .5 on bottom of rule. The hairline remains in the white section (loading range) and the loading continues satis factory. In the same manner, determine the balance effect of the expenditure of fuel from the for ward tanks or of the dropping of parapacks and paratroops. RESTRICTED RESTRICTED LONG-RANGE OPERATION Planning When making a long-range flight~ particu larly with a cargo load, have a definite plan in mind as to range, ceiling, climb, speeds and maneuverability of your airplane. Know your safety limitations in regard to maximum land ing weights, permissible airspeeds, proper CG and minimum takeoff and landing distances. A long-range flight presents enough problems to occupy the pilot without adding problems by ignorance and lack of planning. Cruising Charts Your best insurance of a safe flight, properly planned, is to make use of long-range cruising charts. These charts are designed from the viewpoint of safe operation in takeoff and climb, cruise and landing. They give proper power RESTRICTED settings for takeoff and climb and for maximum range. When you are flying long di~tances it is im portant for you to get maximum performance from your fuel as you use it. By using proper power settings, with a given amount of fuel you can reach your objective easily. On the other hand, with the same given amount of fuel, you can fall short of your objective if you dis regard power settings, even though you main tain the same airspeed. Note: On certain long runs, pilots who have not planned their flights, and have disregarded power settings established after long experi ence, have failed to obtain efficiency· in fuel coilsumption, and as a consequence have been unable to reach their destinations. 93 RESTRICTED LONG-RANGE LEVEL CRUISING CHART (ZERO WIND) Use settings indicated in the chart for the gross weight of your airplane and the altitude at whic;h you intend to fly. Fly at these settings for the time arid distance shown with the settings. At the end of this time and distance, change to settings in the next column, at the proper altitude, and continue with these new settings for the time indicated. Allow approximately 60 gallons of fuel for 31,000 29,000 27,000 Extreme Alternate Gross to to to Weight 29,000 27,000 25,000 14,000 IAS 137 136 135 to rpm 2350 2200 2100 16,000 feet Hg. 26.5 25.0 25.0 Fuel { lbs. per hr. 657 529 488 ~als. per hr. 109 88 81 ange, hours 3:03 3:47 4:06 Range, miles 550 676' 733 12,000 IAS 139 138 137 to rpm 2200 2100 2000 14,000 Hg. 26.5 26.0 25.5 Fuel { lb$. per hr. 566 511 473 ~a1s. per hr. 94 85 79 ange, hours 3:32 3:55 4:14 Range, mi1es 622 689 736 10,000 IAS 141 140 138 to rpm 2000 2000 1900 12,000 Hg. 28.5 27.0 27.0 Fuel { lbs. per hr. 530 497 459 ~als. per hr. 88 83 76 ange, hours 3:47 4:01 4:22 Range, miles 654 690 742 8,000 IAS 143 141 139 to rpm 1950 1850 1800 10,000 Hg. 29.5 29.0 28.0 Fuel { lbs. per hr. 519 482 447 ~als. per hr. 87 81 74 ange, hours 3:51 4:09 4:32 Range, miles 651 692 742 6,000 IAS 145 143 140 to rpm 1900 1800 1750 8,000 Hg. 30.0 29.5 28.5 Fuei { 1bs. per hr. 508 467 436 ~als. per hr. 85 78 73 ange, hours 3:56 4:18 4:36 Range, miles 648 700 740 4,000 IAS 146 144 141 to rpm 1900 1800 1750 6,000 Hg. 30.0 29.5 29.0 Fuel { lbs. per hr. 495 460 430 ~als. per hr. 83 77 72 ange, hours 4:03 4:21 4:40 Range, miles 656 696 737 2,000 IAS 147 145 142 to rpm 1900 1800 1700 4,000 Hg. 30.5 30.0 29.5 Fuel { lbs. per hr. 489 456 423 ~als. per hr. 82 76 71 ange, hours 4:06 4:24 4:44 Range, miles 652 690 728 S-L IAS 149 147 144 to rpm 1900 1800 1700 2,000 Hg. 30.5 30.5 30.0 Fuel { lbs. per hr. 476 456 416 ~als. per hr. 79 76 69 ange, hours 4:12 4:23 4:49 Range, miles 651 670 722 Maximum Endurance IAS 137 136 132 94 warm-up, run-up, takeoff, and climb to 10,000 feet. Extreme range is computed on the following basis (1200 gallons maximum, at 6 lbs. per gal lon; four fuselage tanks; no reserve) : 31,000-27,000 lbs. gross weight with 7200 lbs. of fuel. ' *25,000 lbs. gross weight with 5200 lbs. of fuel. *23,000 lbs. gross weight with 4000 lbs. of fuel. 25,000 23,000 Extreme Range Figures to to 23,000 19,000 T-0 Wght Range/Mi Hrs-Mins 133 128 31,000 2411 13:37 2000 1900 29,000 2668 15:13 24.0 23.0 27,000 2823 16:23 447 410 "'25,000 2420 14:14 75 68 "'23,000 1640 9:45 4:29 4:53 780 820 135 129 31,000 2515 14:26 1900 1800 29,000 2705 15:45 25.0 24.0 27,500 2848 16:50 435 401 "'25,000 2448 14:36 73 67 "'23,000 1660 10:00 4:36 5:00 782 830 136 130 31,000 2551 14:58 1800 1700 29,000 2701 16:07 26.0 25.5 ' 27,000 2835 17:13 427 392 "'25,000 2418 14:53 71 66 "'23,000 1640 10:12 4:41 5:07 778 823 136 131 31,000 2552 15:27 1700 1700 29,000 2700 16:42 27.5 25.0 27,000 2825 17:49 412 381 "'25,000 2408 15:22 69 64 "'23,000 1630 10:30 4:52 5:15 778 813 137 132 31,000 2557 15:49 1700 1700 29,000 2707 17:05 27.5 25.5 27,000 2822 18:09 402 374 "'25,000 2406 15:41 67 63 "'23,000 1625 10:42 4:59 5:21 781 813 138 133 31,000 2556 16:06 1700 1700 29,000 2697 17:20 27.5 25.5 27,000 2812 18:25 396 369 *25,000 2395 15:55 66 62 *23,000 1615 10:51 5:04 5:26 780 810 139 134 31,000 2528 16:17 1700 1700 29,000 2659 17:31 28.5 27.0 27,000 2761 18:35 392 366 "'25,000 2347 15:02 65 61 "'23,000 1582 10:56 5:06 5:28 765 792 140 135 31,000 2501 16:31 1700 1700 29,000 2828 17:44 28.0 26.0 27,000 2747 18:55 385 360 *25,000 2313 16:19 64 60 "'23,000 1550 11:07 5:12 5:34 763 790 126 120 (Min.) RESTRICTED The accompanying cruise chart was worked out by Headquarters, Air Transport Command, Washington, D. C., for the C-47 and C-53 air planes. It is presented here as an example of a chart used in long-range operation. If you are flying long range you will be given this or a similar chart by your organization. Preflight lnspedion Before leaving on a long-range flight, check: 1. All emergency and auxiliary equipment. See that it is properly installed and is operating satisfactorily. This equipment consists of: (a) Main cabin tanks and main cabin fuel system. (b) Life rafts (two) secured in rear of . cargo compartment, near main cargo door. ( c) Emergency radio lashed down near life rafts. ( d) Emergency rations in or near life rafts. ( e) Extra supply of hydraulic fluid. (f) Pyrotechnic pistol .stowed in compan ionway. (g) Emergency exits. (h) Water containers. Fill personal can teen for use in case of water landing. (i) Life lin~s of strong rope, knotted every 24 inches, placed near exits. 2. Radio. Check with crew members and, if flying forrµation, check radio frequency with RESTRICTED RESTRICTED other pilots. See that your radio operator has a distress signal prepared in advance for quick transmission. 3. Navigation. See that navigator has all nec essary charts and maps and that his equipment is in working order. If astrocompass is not aboard, swing compass. 4. Weight and balance. Check weight and balance of ca:rgo in airplane against Form F for proper distribution of cargo weights. (See previous section on weight and balance.) Points to Remember in Flight 1. Proper attitude of your airplane is im portant. Keep the wings level and trim your air plane to fly hands-off. Any irregularities in at titude may shorten the range seriously. 2. Use proper power setting as set forth in cruise charts. 3. Check flaps and whe~ls frequently to see that they are fully retracted. 4. Seij that tailwheel is locked on takeoff and remains;'tocked· throughout your flight. 5. Consult with your navigator frequently and follow his instruction~ to the letter. An error· of even 1 ° will place you several miles off your course in a long flight. 6. Use-- navigator's ETA over destination to begin your descent far enough from your desti nation to take full advantage of your altitude. If you descend at 200 feet per minute you can ~ . 1 95 RESTRICTED conserve fuel that may be necessary for con tinued flight. There are from two to eight extra 102-gallon (U.S.) fuel tanks in the main cabin for long range flying. Switch to these tanks only after using 60 gallons from each main tank, followed by 20 gallons from each auxiliary tank. Reason for using fuel from forward tanks first: To provide enough room in these tanks for the return flow of fuel which otherwise would be lost through the overflow. Five valves control the flow -of fuel from the cabin tanks to the main fuel system. Use these valves to route fuel from all tanks to one or both engines, or from a combination of tanks to one or both engines. To place the cabin tank fuel system in oper ation, follow this procedure: 96 I 1. See that the crossfeed valve is closed. 2. Open the main line selector valves. (there are two for each bank of tanks) . 3. Immediately after you open selector valves, turn off the engine selector valves in the cockpit. Never use wing tanks in conjunction with cabin tanks. 4. Use wobble pump or booster pumps to aid in starting flow of fuel. For Single Engine Operation 1. Close selector valve on line to dead engine. 2. Open crossfeed valve if you desire to feed live engine from all cabin tanks. Drain cabin tanks by opening two drain valves at rear of cabin tanks. When tanks con tain fuel, be sure that these valves are closed and safetied. RESTRICTED Operation With Paratroops The C-4 7 is equipped to carry 28 paratroops, including the jumpmaster. However, the num ber of paratroops can vary, depending upon type and length of mission, equipment carried, gliders in tow ( one or two) and the number of paratroops carried in gliders. Normally paratroopers jump at an altitude of 800 feet. Again, this altitude can vary, depend ing upon terrain, weather and combat condi tions. Except for procedures detailed in this section, operation with paratroops is the same as normal operational technique. RESTRICTED RESTRICTED 97 RESTRICTED Airplane Check in Paratroop Operation Besides the normal checks, outlined in this book, the pilot makes additional checks when operating with paratroops. These additional checks are made together by pilot and jump master. But bear in mind that, as commander of your airplane, you as well as the jumpmaster are responsible for seeing that paratroop equip ment is in order. Outside Check 1. Aircraft fittings and external projections in the vicinity of the exit (cargo) door are com pletely masked. Inside Check 1. The red ( caution) and green (jump) lights are in working order. 2. Emergency bell is in working order. 3. The static line is not frayed or defective in any way. 4. Matting around the exit (cargo) door is unwrinkled · and fastened securely to the floor. 5. All loose equipment is stowed so that it does not interfere with paratroops during the jump. 6. Each seat and safety belt is in correct working order. (Pilot's responsibility alone:) 7. Sufficient buckets are in the aircraft. Procedure Before Paratroop Drop Before paratroop drop, you must: 1. Alert the jumpmaster 10 minutes before arrival at drop zone by ringing a predetermined signal on the alert (emergency) bell. 2. Flash red caution light ("Stand to the door" signal) approximately 2 minutes before reaching drop zone. 3. Flash green jump light ("Go" signal) when the airplane is at the proper speed and proper altitude, on the prescribed course, and over the assigned drop zone. Procedure During Prop During paratroop drop, you must: 1. Maintain an indicated airspeed of 110 mph, with wheels and flaps up. 2. Maintain airplane in jumping attitude (level to slightly tail-low position) and take 98 particular care to maintain a constant altitude and gyro heading. 3. Throttle back left engine to approximately 12" to 13" Hg. Reason: To avoid severe shock to jumpers from propeller blast. 4. Advance right engine throttle to maintain jump attitude.· Note: During combined operations with para troops and glider tow, drop tow line before paratroops jump. Operation With Pararacks From two to six pararacks may be installed at designated positions under the fuselage of the C-4 7. These racks are used to transport equip ment and supplies that may be dropped from the airplane. Installed pararacks increase · drag and ma terially affect the performance of your airplane. It has been found that six installed pararacks are equivalent to the approximate drag of one glider in tow. In loading pararacks, compute weight and balance by including load of: First two racks .......... in loading station D Second two racks ........ in loading station E Third two racks ......... in loading station F Note: When you install two pararacks only, it has been found that because of airflow condi tions you obtain better flight performance by placing racks in Positions 3 and 4. Operation With Gliders in Tow Either one or two gliders are used in glider tow operations. The C-4 7 is commonly used to tow the CG-4A glider, although it can tow the large CG-13 and the British Horsa glider. For your information, here are some facts about the CG-4A ~lider: RESTRICTED Crew ....................... pilot and copilot Number of troops carried .................. 15 Weight empty (with fixed landing gear) ..................... 3655 lbs. Useful load (approximate) ........... 3750 lbs. Wingspread .......................... 83' 8" Normal towed speed ........... 120 to 140 mph Maximum towed speed .............. 150 mph Additional Equipment for Glider Tow Your airplane has the following equipment for glider tow and glider pick-up: 1. Glider tow release unit. This unit is on the lower aft end of the fuselage. Operate by pulling a handle on the pilots' compartment aft bulkhead above copilot's seat. 2. Astrodome, installed over the companion way. 3. Red signal light in astrodome, now being installed on all glider towplanes. Switch for this light is on the pedestal just below the pro peller pitch controls. It has ON and OFF posi tions. 4. Glider pick-up u•nit, which consists of an energy absorbing unit, a contact unit, and cable guide system. (a) Energy absorbing unit: Located on the forward left-hand side of the main cargo com partment. This unit is made up of (1) a drum around which is wound the pick-up cable. This drum incorporates a brake, a time adjustment mechanism, and a brake adjustment mechanism to determine the interval of brake delay and the final brake pressure; (2) a built-in reversible, RESTRICTED RESTRICTED 2-speed, 24-volt DC, compound-wound electric motor. This motor is . rated at 2.6 Hp at 460 pinion rpm at high speed. Although provision is made for winding th~ cable on and off the drum by hand, normally perform operation by this motor. Facilitate even distribution of cable as it is wound on drurri by level-wind mech anism on drum. (b) Contact unit: Consists of a hooked cable held by a welded steel torque tube that pro- . trudes through a hole in the aft part of the wing fairing. This tube supports a steel and wood arm that carries a track along its length to guide the hook into the hook retainer. The arm retainer is capable of rotating to extend the arm downward in the pick-up position or to retract it against the side of the airplane. A bolt action latch in the arm retainer holds the arm in the retracted position. The arm latches after it is retracted by closing door on selector valve. A cable fastened to the retainer bolt releases the latch so the arm falls free. The extending and retracting assembly is operated by a hydraulic cylinder. The arm retainer release and the hydraulic arm valve are both controlled by interlocking handles on the same bracket. Interlocking han dles make it impossible to apply force to extend the arm while it is still being held by the retainer. (c) Cable guide system: A guide system leads the cable from the energy absorbing unit to a point outside the airplane in such a way that it is clear of the airplane structure. This system consists of twin .pulleys aft of the unit which lead the cable from the level-wind mechanism through the floor ·into the hawse pipe. Hawse pipe in turn feeds the cable through the skin to an aft pulley assembly, just outside and below the forward end of the main cargo do.or. The aft pulley is placed in such a way that it_ prevents the cable from fouling the tail group or the tailwheel when the airplane and the glider are in normal flight attitude. The pulley also provides easy access ibility to the hook, so that it can be gaffed from the pulley and placed on the · track while the airplane is in flight. Note: An explosive cable cutter is installed 99 RESTRICTED PICK-UP UNIT • BURDEN RELEASE EXPLOSIVE CABLE CUTTER . AFT PULLEY ARM near the end of the torque tube to enable the pilot to disconnect the glider quickly in an emergency. Operate cutter by a 2-button switch located on ceiling of pilots' compartment above pilot's head. A toggle switch, above the arm 100 GLIDER PICK-UP UNIT ARM CONTROL !HOOK retracting hydraulic selector valve, must be in the ON (arme1) position before the button detonator operates. (d) Ground station unit: This unit is made up of two steel and wood pole assemblies, to the RESTRICTED r 15/16" NYLON LOOP (CIRCUMFERENCE 80'} 1\ I\ I\ I\ \\ \\ I\ \\ 11 RESTRICTED. r POLE TOP SECTION GROUND STATION UNIT I\ II \I 12'0'' ,, ,, ,, ,, 11 /LEEVE \\ II. II \I I I ~POLE ✓ MID-SECTION S/Pl' COLD SHUT SWING LINK #8 . 20' top of which are fastened spring clips. The spring clips support the loop of the towline assembly. The other end of the towline assem bly is fastened to the glider through a release assembly, which the glider pilot operates. Normally pole assemblies are erected in col lapsible type sockets, built for this purpose. RESTRICTED Check for Glider Tow Operation Besides your normal check, make these addi tional checks for glider tow operation: 1. Release mechanism - for operation and clearances. 2. For night operation: Red light in astro dome-for operation. 101 RESTRICTED SIGNAL MAN :AY) t -· ➔ ......... --· ~ - • I I I ~ TAKEOFF PATTERN BLE TOW FOR DOU . 102 ....... • 1 ROPE MAN Mil RADIO CONTROL TRUCK • 4 ROPE MEN •• • ·r::i::*I 10 GROUND CREW • • 10 6lOUND CREW ·:: :. t t ~ ···•t,..,J V Ir••····· /'•-■ • RESTRICTED Readying for Glider Tow Be sure exit (cargo) door is not removed during glider tow. Absence of door reduces airspeed 3 to 5 mph. Here are the steps prior to takeoff in glider tow: 1. See that a crew member, usually the aerial engineer, is stationed in the astrodome to ob serve and inform you of any trouble glider might encounter during takeoff. 2. When airplane ahead has taken off with glider or gliders in tow, taxi from feed-in area to position on runway or feed-in strip. Position is designated by a flag in the daytime and flare pots at night. 3. Signal man stands by runway approxi mately 100 feet ahead of the towplane. 4. Glider towlines are laid on field to one side of the runway, between the towplane and the gliders. 5. Gliders are parked between 350 and 425 feet behind towplane and are moved into posi tion by jeeps or other vehicles. In single-tow operation, gliders are stationed in one or more lines behind tow plane. They are attached to the towplanes by 350-foot lines. If there is double-tow operation, gliders are parked in a double row behind the towplane. Glider on the left is attached by 350-foot line; glider on the right is attached by a 425-foot line. 6. Towline ends are attached to the tow re lease mechanism in the towplane and a tow release mechanism in the nose of the glider. Slack is left in the towline. Takeoff for Single and Double Tow Take off on main fuel tanks, land on main fuel tanks or fullest fuel tanks. Minimum fuel in main tanks for takeoff and landing should be approximately 90 gallons. RESTRICTED RESTRICTED 1. Upon first motion from signalman, release brakes and apply 12" to 15" manifold pressure until slack is taken from towline. Move forward slowly. 2. Upon receiving clear for takeoff, or high ball, signal from the signalman, immediately apply throttles smoothly and rapidly until you · reach 47" Hg. and 2700 rpm. Have full power on at the end of 5 seconds. Your engines are so constructed they can take power rapidly if you apply it smoothly. Reasons for rapid accelera tion of power: (a) Glider pilots get more and quicker control of their gliders, thereby becoming airborne sooner. (b) You shorten takeoff run and con sequently quickly gain airspeed sufficient for engine cooling. ·(c) You vacate takeoff position quicker, so that succeeding airplane can move into position sooner. Five to ten seconds of time gained is valuable, particularly in forma tion takeoffs. 3. Position of controls before and during takeoff: Grade 100 Grade 91 Mixture ............. AUTO RICH AUTO RICH Cowl Flaps .......... TRAIL Carburetor Heat ...... COLD Prop Control . ......... Full low Crossfeed ............ OFF Trim Tab ............ 0 landing Gear ........ Positive lock Tailwheel ............ locked Full Open COLD Full low OFF 0 Positive lock locked Takeoff .............. 47" Hg., 2700 rpm 46" Hg., 2700 rpm Note: Us~ Grade 100/130 fuel in all 2-glider towing, except in an emergency. 4. One-fourth flaps may be used at the discre tion oI the towpilot However, use of ·flaps is advised for double tow on short runways in order to break ground quickly. 5. Hold tailwheel on ground until you reach 40 to 50 mph. Holding tailwheel on ground keeps prop wash from hitting gliders and also 103 RESTRICTED helps you maintain directional control of the towplane. 6. Take off at 85 mph airspeed, minimum 80 mph. Do not take off at less than 80 mph except under extreme emergency conditions. 7. Retract landing gear immediately upon becoming airborne, never before you leave the ground. Warning: When you begin takeoff on an up hill, graded runway, the sensation is similar to that of leaving the ground. Do not retract land ing gear before definitely becoming airborne. Climb 1. Hold airplane to a minimum climb until you reach an airspeed of 100 mph. 2. When you reach an airspeed of 100 mph, make your first power reductions. Power re ductions at this speed are: Single tow 39" Hg. Double tow *39" Hg. * After you attain 100 mph IAS. 2550 rpm 2550 rpm 3. Continue at these reductions until you have gained an altitude of approximately 250 feet above the ground. At this point make your second power reductions, or apply enough power to maintain a minimum IAS between 100 and 110 mph. Second power reductions are: Single tow *30" to 32" Hg. 2300-2350 rpm Double tow 34" to 37" Hg. 2350 rpm *Or enough to maintain. a minimum IAS of 100 mph. 4. Climb at the rate of approximately 300 feet per minute until you reach tactical altitude of approximately 400 feet above the ground. Maximum bank except in emergency 104 Cruise 1. Maintain between 115 to 120 mph IAS during tow, never more than 150 mph. 2. Do not exceed a 30° bank in any turn, except in an emergency. Make each turn with a smooth entry and smooth carry-through. Smooth, shallow banks with smooth carry through enable the glider pilot to control his glider with ease and in turn make it easier for you. 3. Keep cylinder-head temperatures within the following limits: Minimum Maximum Desired 10°c 2so 0 c 180-200°C To cool cylinder heads, use cowl flaps as nee- essary. 4. Keep oil temperatures within the follow ing limits: Minimum Maximum Desired 5. Formation flying: 40°c 95°c 50°-70°C (a) Use ¼ wing flaps at your discretion. Use of flaps gives your airplane stability while flying in-trail formation in rough air and reduces the stalling speed of the tow plane approximately 8 mph. (b) Unless you are in the leading airplane, set your propellers at 2300 rpm. This set ting maintains power necessary to keep formation during single or double tow without having to change propeller setting constantly to conform with changes in manifold pressure. RESTRICTED RESTRICTED TABLE OF POWER SETTINGS(1> SINGLE TOW DOUBLE TOW TAKEOFF FIRST REDUCTION CLIMB CRUISE M/P 47" HG. 39" HG. 30" TO 34" HG. (3> 27" TO 31" HG.(4> <1>This table assumes that Grade 100/ 130 gasoline is used. <2> After you attain 100 mph IAS. <3>Or enough to maintain a minimum IAS of 100 mph. <4>Or sufficient power to maintain an IAS of 115 mph. <5>Or power sufficient to maintain IAS of 105-110 mph. To drop rope in center of area: If no wind ... release rope approximate ly 150 feet from center of area If there is a wind ... adjust point of release so that direction and velocity of wind carries rope . to center of area. Emergency Precautions 1. Copilot must have one hand on or near the glider release handle during takeoff and the initial part of the climb in case it is necessary to release glider or gliders in tow. If you have a partial or total engine failure on takeoff, you RESTRICTED RPM 2700 2550 2200 2150 M/P 47" HG. 39" HG.(2> 34" TO 37" HG. 31" TO 34" HG.(5> RPM 2700 2550 2350 2200 must give an emergency signal immediately and release gliders within 3 seconds. If you have an engine failure on takeoff and do not release gliders immediately, there is ex treme danger of both towplane and gliders crashing. 2. If you have an engine failure below safe minimum altitude of 800 feet with two gliders in tow, or 400 feet with one glider in tow, signal individually and· release gliders. 3. If it is possible to establish single engine procedure and maintain a minimum airspeed of 100 mph, you may attempt to tow glider or gliders to a safe landing field, so long as you maintain safe minimum altitudes. 4. In case of partial engine failure (substan tial loss of power) do not assume that the en gine will not go out entirely or will have suffi cient power to tow gliders to a landing field. 5. If a glider releases from your towplane at an altitude below 400 feet above the ground, climb immediately and sharply to between 400 and 500 feet to prevent fouling of towline on trees, buildings, wires, or other obstructions. Fouling of a towline can result in injury or 105 RESTRICTED death to people in the air and on the ground and damage to your airplane and equipment. 6. Emergency signals for glider release are: Day-rocking of wings. Night-red light in astrodome. Do not allow more than a 3-second interval Apply power shortly before contacting station I ---- ---- between the emergency signal and the glider release. Glider pilots are cautioned to keep alert for emergency signals. Immediately upon observing an emergency signal they cut loose. Note: Glider towlines stretch approximately 15% of their length during tow. If released from the towplane before the glider makes release, a towline may snap back and severely damage the nose of the glider or foul -glider controls. Procedures fo~ Glider Pick-up 1. Pilot signals the pick-up unit operator to' prepare for a pick-up. Maintain an airspeed not in excess of 110 mph in order to facilitate pick-up unit operators' work. The unit operator then notifies pilot that unit is prepared for a pick-up. 2. Upon visual signal or radio message from the ground station that all is ready and the pilot of the glider is in his seat, approach the ground station on the right of the glider at the follow ing indicated airspeeds: Lowest point in trajectory Glide path is sufficiently steep to clear obstacles. There is no period of level flight ------ -- ---:- -- I ---------------- 106 Station location equidistant between obstacles when operating in limited areas RESTRICTED Excessively sharp pull-ups may result in damage to the tail surfaces or may stall the airplane. Glider weight Contact Speed in lbs. Conditions . in mph 4900 On wheels in firm ground. . . . . . . . . . . . . 130 4900 Skids or wheels in soft ground . ....... . 6000 Skids or wheels in firm ground . ....... . 6000 Wheels in soft ground . .............. . 6000 Skids in soft ground . ............... . 7500 Wheels in firm ground . .............. . 7500 Wheels in soft ground . .............. . CG-4A of Unknown ......................... . unknown weight 135 130 135 140 135 140 140 3. Use a power glide to keep the engines clean and warm. 4. Start increasing power approximately 100 · feet before contacting the station. 5. Use takeoff power for the pull-up and con tinue until you clear all obstacles. Reduce power to 40" and 2550 rpm and continue the climb until there is no danger of dragging the towline because of a safety link failure or be cause of emergency cut-off by the glider pilot. Do not exceed 15° in pull-up. Maintain a minimum airspeed of 105 mph except in cases of emergency. 6. If you intend to fly cross country, hold reduced airspeed in order to allow the unit operators to reel in the glider to a distance of approximately 350 feet. Normal towing pro cedure follows. Hints for Pick-up 1. Warn all aircraft in the vicinity by radio of your activities and the presence of a 1000- foot trailing cable during part of maneuvers. RESTRICTED RESTRICTED 2. Circle left and use a close 90° approach to keep the ground station well in sight. -- --------~ I I I I 3. If in doubt about the glider and groun4 station being ready, stay in the vicinity until receiving a definite radio or visual signal. 4. Do not turn during the pull-up after con tacting the ground station. 5. If you think you missed the station or made a knockdown, climb to 500 feet to elim inate the danger of dragging the loop and leader. The glider pilot may have released his end of the rope and you are trailing from 250 feet to 350 feet of rope and cable. 6. Communicate with the unit operators by conversation method rather than by bells or lights, with the exception of dropping the line loop and leader. (Flash the jump light to signal this operation.) 7. After some experience you will be able to maintain a constant glide or rate of descent dur ing let down towards the ground station. There should be no period of straight flight. Go from a glide to a climb and apply the right amount of power in one smooth continuous motion. 8. Before landing, signal unit operator to pre pare for landing and allow him time to retract the pick-up arm. 107 RESTRICTED Page After Engines Are Running Check ........ 39 After-landing Check . . . . . . . . . . . . . . . . . . . . 40 After-landing Technique ............... 59-60 . After-takeoff Check . . . . . . . . . . . . . . . . . . . . . 39 After-takeoff Power Reductions ....... .49-107 After-takeoff (Climb) Technique ....... .48-50 Airplane Commander and Crew. . . . . . . . . . 9 Airborne Operations . . . . . . . . . . . . . . . . . . . . 97 Airspeed Indicator, Extremely Cold Weather . . . . . . . . . . . . . . 80 AN-APNl-Radio Altimeter .............. 36 AN-APN2-Rebecca ..................... 36 Anti-icers and Controls . . . . . . . . . . . . . . . . . . 32 Approach Over an Obstruction ............ 58 Approach With Low Visibility. . . . . . . . . . . . 63 Approaches With Precipitation. . . . . . . . . . . . 63 Automatic Pilot and Controls ............. 25 Automatic Pilot Operation. . . . . . . . . . . . . . . . 52 Automatic Pilot, Panel. . . . . . . . . . . . . . . . . . . 25 Auxiliary Equipment ............ ~ ..... 30-32 Bailout ................................. 71 Bank-and-turn Indicator, Extremely Cold ·weather .......... . • . . . . 80 Battery Cart Plug ....................... 29 Before-landing Check ................... 40 Before-landing Technique ............... 55 Before Parachute Drop Procedure. . . . . . . . 98 Before Starting Engine Check. . . . . . . . . . . . 38 Before-takeoff Check ................. .45, 46 Before-taxiing Check .................... 39 Before-taxiing Technique .............. 42-43 Brake, Parking . . . . . . . . . . . . . . . . . . . . . . . . . 24 Brakes ............................... 23-24 Brakes, Extremely Cold Weather. . . . . . . . . . 80 Braking When Hydraulic System Pressure Drops : ............. -......... 67 Broken Feed Line ......... ·~············ 70 Ca bin Fires ........................... 68-69 Cable Cutter, Glider Tow .............. 99-100 Cable Guide System, Glider Tow ....... 99-100 108 Page Cabin Tanks and Valves, Diagram ........ 96 Calculating With the Load Adjuster ..... 90-92 Carburetor Air Filter and Controls ........ 25 Carburetor Anti-icer System . . . . . . . . . . . . . 32 Carburetor Heat Controls. . . . . . . . . . . . . . . . 28 Carburetor Icing ........................ 62 Carburetor Mixtures and Controls ....... 27-28 Cargo Loading, Weight and Balance. . . . . . . 85 Checklists ............................ 36-40 Climb ................................ 48-50 Climb, Power Reductions. . . . . . . . . . . . . . . . . 50 Climb and Cruise, Cold Weather .......... 80 Cold Weather Checks, Inside. . . . . . . . . . . . . 79 Cold Weather Checks, Outside ............ 79 Cold Weather Emergency Equipment. . . . . . 82 Cold Weather Operation ................ 78-83 Command Set SCR-27 4N. . . . . . . . . . . . . . . . . 35 Communications Equipment, Extremely Cold Weather. . . . . . . . . . . . . . . 82 Communications System ............... 35-36 Control Pedestal . . . . . . . . . . . . . . . . . . . . . . . . 13 Control Systems ....................... 12-36 Control Unit, Glider Tow ................. 99 Controls, Extremely Cold Weather. . . . . . . . 81 Cowl Flaps and Controls.·. . . . . . . . . . . . . . . . 23 · Cowl Flaps, Effect on Stalls ............... 55 Crew ........................ ·........... 9 Crossfeed System and Controls. . . . . . . . . . . 27 Crosswind Landings ..................... 57 Crosswind Takeoff ........ , . . . . . . . . . . . . . 48 Crosswind Taxiing ...................... 43 Cruise ................................ 50-55 Cruise Check . . . . . . . . . . . . . . . . . . . . . . . . . . . 40 Cruise, Power Settings . . . . . . . . . . . . . . . . . . . 50 Cruising Charts, Long-range ............ 93-95 Cruising Speed ... ; ..................... 11 De-icer Equipment, Effect on Stalls ........ 54 Descriptioh of Airplane ................. ,' 11 Dimensions of Airplane ................. 10-11 Ditching .............................. 72-77 Ditching, Abandoning Airplane .......... 76-77 RESTRICTED Page Ditching, Aerial Engineer's Duties ....... 72-73 Ditching, Landing . . . . . . . . . . . . . . . . . . . . . . . 75 Ditching, Navigator's Duties .............. 72 Ditching, Passengers . . . . . . . . . . . . . . . . . . . . 73 Ditching, Pilot and Copilot's Duties ....... 72 Ditching, Radio Operator's Duties. . . . . . . . . 72 Ditching Stations and Duties ............ 72-73 Ditching the Airplane .................. 74-75 Ditching (When Airplane Is Landed) ...... 76 Electrical Panels . . . . . . . . . . . . . . . . . . . . . . . . 16 Electrical System and Switches. . . . . . . . . . . 29 Emergency and Auxiliary Equipment, Long Range . . . . . . . . . . . . . . . . . . . . . . . . . . 95 Emergency Exits . . . . . . . . . . . . . . . . . . . . . . . . 68 Emergency Landing Procedures ......... 77-78 Emergency Landings, Land ............. 77-78 Emergency Operation of Wing Flaps. . . . . . . 67 Emergency Procedures ............. · ... 64-78 Emergency Radio' Set SCR-578 (A or B) ... 36 Emergency Signals . . . . .. . . . . . . . . . . . . . . . . . 70 Emergency Warning Bell. . . . . . . . . . . . . . . . . 70 Energy Absorbing Unit. Glider Tow ....... 99 Engine Fires . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69 Engine Fire Extinguisher Control. . . . . . . . . 68 Engine Fuel Pump or Valve Failure. . . . . . . 70 Engine Run-up . . . . . . . . . . . . . . . . . . . . . . . . . 44 Engine Run-up Check . . . . . . . . . . . . . . . . . . . 39 Extreme Cold Weather Operation ....... 80-83 Failure of Hydraulic System. . . . . . . . . . . . . . 66 Feathering ............................ 64-65 Field Without Obstructions. . . . . . . . . . . . . . . 58 Fire on Board Airplane ................ 68-69 Flat-tire Landing ........................ 59 Flight Characteristics and Chart of Limitations. . . . . . . . . . . . . . . . . . . 52 Flying the C-4 7 Airplane ................. 8-9 Flying With Ice. . . . . . . . . . . . . . . . . . . . . . . . . 62 Form F .............................. 88-89 Freezing of Oil Radiator in Flight. . . . . . . . . 81 Frequency Meter SCR-211. . . . . . . . . . . . . . . 36 Front Panel ........................... 14-15 Fuel Dumping .......... ·. . . . . . . . . . . . . . . . 70 Fuel Selector Valves. . . . . . . . . . . . . . . . . . . . . 27 Fuel System .......................... 26-28 Fuel System, Diagram . . . . . . . . . . . . . . . . . . . 26 Fuel System Failures . . . . . . . . . . . . . . . . . . . . 70 RESTRICTED RESTRICTED Page Fuel Tanks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27 GG-4A Glider ......................... 98-99 Glider in Tow, Operations With ........ 98-107 Glider Pick-up ...................... 106-107 Glider Pick-up, Airspeeds ................ 107 Glider Pick-up Unit ..................... 100 Glider Pick-up Ground Station Unit ...... 101 Glider Tow, Cable Guide System ......... 99 Glider Tow, Climb Check ............ : ... 104 Glider Tow, Contact Unit ................ 99 Glider Tow, Cruise ...................... 104 Glider Tow, Emergency Precautions ... 105-106 Glider Tow, Emergency Signals ........... 106 Glider Tow, Energy Absorbing Unit ....... 99 Glider Tow, Engine Failure ............ , .105 Glider Tow, Engine Failure on Takeoff .... 105 Glider Tow Equipment ............... 99-101 Glider Tow, Formation Flying ............ 104 Glider Tow, Ground Station Unit ...... 100-101 Glider Tow, Head Temperatures ... ➔ •••••• 104 Glider Tow, Oil Temperatures ............ 104 Glider Tow Operation Check ............. 101 Glider Tow, Readying for ................ 103 Glider Tow, Prior to Takeoff ............. 103 Glider Tow, Table of Power Settings ...... 105 Glider Tow, Takeoff ................. 103-104 Glider Tow, Takeoff Pattern .............. 102 Ground Station Unit, Glider .......... 100-101 Gyro Instruments, Extremely Cold Weather 80 Hand Fire Extinguishers . . . . . . . . . . . . . . . . . 68 Handbook of Weight and Balance and Forms ........................... 86 Heaters ............................... 30-31 Heaters, Extremely Cold Weather. . . . . . . . . 82 History of Airplane. . . . . . . . . . . . . . . . . . . . . . 5-7 Hot Air Heating System, Diagram. . . . . . . . . 30 Hot Air Heating System and Controls. . . . . . 30 Hydraulic Hand Pump . . . . . . . . . . . . . . . . . . . 20 Hydraulic Pressure Gages, Extremely Cold Weather . . . . . . . . . . . . . . 81 Hydraulic Pumps . . . . . . . . . . . . . . . . . . . . . . . 20 Hydraulic System ..................... 19-25 Hydraulic System, Controls . . . . . . . . . . . . . . 20 Hydraulic System, Diagram . . . . . . . . . . . . . . 19 Hydraulic System, Extremely Cold Weather 82 Hydraulic System, Failure . . . . . . . . . . . . . . . 66 109 RESTRICTED Page Ice ..................................... 62 Identification Set SCR-595A or 695A-IFF. 36 Inside Inspection . . . . . . . . . . . . . . . . . . . . . . . . 38 Instrument Approaches . . . . . . . . . . . . . . . . . . 63 Instruments Control Panel. ............. 15-17 Instruments and Gages, Extremely Cold Weather ............. 80-83 Internal Blowers and Controls. . . . . . . . . . . . 25 Interphone Set RC-36 ................... 35 Landing ........... : .................. 55-60 Landing and Taxiing, Extremely Cold Weather. . . . . . . . . . . . . . . 82 Landing, Cold Weather . . . . . . . . . . . . . . . . . . 80 Landing Gear and Controls. . . . . . . . . . . . . . . 21 Landing Gear, How Fluid is Trapped in Lines. . . . . . . . . . 22 Landing Gear, Hydraulic System .......... 21 Landing Gear, Inability to Latch in Down Position. . . . . . 48 Landing Gear, Pressure Drops. . . . . . . . . . . . 23 Landing Gear, Pressure Rises. . . . . . . . . . . . . 23 Landing Gear, to Extend .......... : ...... 48 Landing Gear, to Retract. . . . . . . . . . . . . . . . . 48 Landing, Wheel ....................... 55-57 Landing With Failure of Hydraulic Fluid Pressure and Safety Latch .............. 67 Landing Without Hydraulic Fluid. . . . . . . . . 66 Landing Without Safety Latch Engaged .. 66-67 Liaison Set SCR-187A or SCR-287A ....... 35 Lights, Exterior . . . . . . . . . . . . . . . . . . . . . . . . . 33 Lights, Interior .......... · ............... 34 Limit Speed and Load. Chart. . . . . . . . . . . . . . 52 Limit Speed and Load Factors. . . . . . . . . . . . 52 Limitations of C-47, Chart ................ 52 Load Adjuster, C-47 ..................... 88 Loading Stations ........................ 86 Long Range, During Flight ............. 95-96 Long-range, During Flight ............. 95-96 Long-range Operation ................. 93-96 Long-range Fuel Tanks, Use of ............ 96 Loss of Engine on Takeoff. . . . . . . . . . . . . . . . 65 Magnesyn Compass, Extremely Cold Weather . . . . . . . . . . . . . . 81 Magnetic Compass, Extremely Cold Weather . . . . . . . . . . . . . . 80 Maneuvers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52 110 Page Manifold Pressure Gages, Extremely Cold Weather ............... 80 Marker Beacon Receptor RC-39 or RC-43-2 36 Mooring ................................ 60 Night Flying .......................... 60-62 Night Patterns and Landings ............ ·61-62 Night Takeoffs ........................ 60-61 Night Taxiing ........................... 60 Night Vision, C-4 7 . . . . . . . . . . . . . . . . . . . . . . . 61 No-flap Landing ........................ 59 Notes on Ditching and Emergency Landings 78 Oil Cooler Shutters and Controls. . . . . . . . . . 29 Oil Dilution Chart, Cold Weather. . . . . . . . . 80 Oil Pressure and Temperature Gages. . . . . . 29 Oil Pressure Gages, Extremely Cold Weather ............. 80-81 Oil Radiators, Extremely Cold Weather. . . . 81 Oil Radiators, Freezing in Flight. . . . . . . . . . 81 Oil System ............................. 28-29 Outside Inspection ..................... 36-37 Overshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . 59 Oxygen System . . . . . . . . . . . . . . . . . . . . . . . . . 35 Panel, Left Side . . . . . . . . . . . . . . . . . . . . . . . . 17 Panel, Right Side ............... ·. . . . . . . . . 17 Pararacks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 98 Paratroop Drop Procedure. . . . . . . . . . . . . . . 98 Paratroops, Number Carried ............. · 97 Paratroop Operations, Checks . • . . . . . . . . . . 98 Paratroop Operations .................. 97-98 Parking ................................ 60 Parking Brake .......................... 24 Parking Brake Knob .................... 24 Parking Check . . . . . . . . . . . . . . . . . . . . . . . . . . 40 Parking, Cold Weather . . . . . . . . . . . . . . . . . . 80 Parking, Extremely Cold Weather. . . . . . . . . 82 Pick-up Hints ........................... 107 Pi tot Heaters and Switches. . . . . . . . . . .. . . . . 32 Planning, Long Range . . . . . . . . . . . . .. . . . . . . 93 Power Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51 Power Reductions . . . . . . . . . . . . . . . . . . . . . . . 49 Power Loading . . . . . . . . . . . . . . . . . . . . . . . . . 11 Power-off Stalls . . . . . . . . . . . . . . . . . . . . . . . . . 53 Power-on Stalls . . . . . . . . . . . . . . . . . . . . . . . . . 53 Precipitation, Approaches With . . . . . . . . . . . 63 Preflight Inspection, Long-range .......... 95 RESTRICTED Page Procedure When Fire Is Discovered on Board Airplane. ·. . . . . . . . . . . . . . . . . . . . 68 Propeller Anti-icer System ............... 32 Proper Load Effects . . . . . . . . . . . . . . . . . . . . . 85 Radio Altimeter AN-APNl . . . . . . . . . . . . . . 36 Radio Compass SCR-269G . . . . . . . . . . . . . . . 36 Rebecca AN-APN2 ....... , ..... ~ ........ 36 Recovery From Stalls . . . . . . . . . . . . . . . . . . . 53 Redistribution of Cargo as Fuel Is Consumed ................... 85-86 Relief Valve Failure . . . . . . . . . . . . . . . . . . . . . 70 Run-up, Cold Weather . . . . . . . . . . . . . . . . . . 79 Safety Latch ........................... 21 SCR-522 VHF Command Set. . . . . . . . . . . . . 35 Seating Capacity .................... ..... 11 Securing Cargo, Weight and Balance. . . . . . 85 Service Ceiling .................... _. . . . . 11 Short-field Landings . . . . . . . . . . . . . . . . . . . . . 58 Short-field Takeoff . . . . . . . . . . . . . . . . . . . . . . 46 Single Engine Approach and Landing .... 65-66 Single Engine Procedure ............... 64-66 Single Engine Procedure, Steps. . . . . . . . . . . 65 Single Engine Operation, Using Cabin Tanks . . . . . . . . . . . . . . . . . . . . . 96 Spare Fuses . . . . . . . . . . . . . . . . . . . . . . . . . . . 29 Spring-latch Position . . . . . . . . . . . . . . . . . . . . 22 Stalling Speed . . . . . . . . . . . . . . . . . . . . . . . . . . 11 Stalling Speeds at Different Altitudes. . . . . . 54 Stalls and Recovery. . . . . . . . . . . . . . . . . . . . . . 53 Stalls in Turns ....................... · ... 53 Starting Check . . . . . . . . . . . . . . . . . . . . . . . . . 38 Starting, Cold W eF1ther . . . . . . . . . . . . . . . . . . 79 Starting Technique . . . . . . . . . . . . . . . . . . . . . . 41 Steam Heating System, Diagram. . . . . . . . . . 31 RESTRICTED RESTRICTED Page Steam Heating System and Controls. . . . . . . 31 Surface Control System and Controls. . . . . . 18 Tail-low Landing . . . . . . . . . . . . . . . . . . . . . . . . 55 Takeoff ............................... 46-48 Takeoff Power Settings . . . . . . . . . . . . . . . . . . 46 Taxi Clearance ......................... 39 Taxiing ................................ 43 Taxiing, Cold Weather . . . . . . . . . . . . . . . . . . . 79 Taxiing Don'ts ....... :. . . . . . . . . . . . . . . . . . . 44 Taxiing Hints and Precautions, Night. . . . . . 60 Temperature Gage, Extremely Cold Weather . . . . . . . . . . . . . . 81 Temperature Inversion, Effect on Hydraulic Gear. . . . . . . . . . . . . . . 82 Three-point Landing ...................... 55 Total Load, Weight and Balance ............ 85 Turbulent Air . . . . . . . . . . . . . . . . . . . . . . . . . . 62 Tt1rns .................................. 53 Use of Steam Heater, Cold Weather ....... 82 Vacuum System . . . . . . . . . . . . . . . . . . . . . . . . 32 Ventilation ........................... 30-31 Visual Inside Inspection. . . . . . . . . . . . . . . . . . 38 Visual Outside Inspection .............. 36-37 Warning _Horn . . . . . . . . . . . . . . . . . . . . . . . . . . 23 Warning Lights (Landing Gear) . . . . . . . . . . 23 Weather Flying ... · .................... 62-63 Weight and Balance ................... 84-92 Weigh ts of Airplane . . . . . . . . . . . . . . . . . . . . . 11 Windshield Anti-icer System ............. 32 Wing Flaps and Controls. . . . . . . . . . . . . . . . . 23 Wing Flaps, Emergency Operation. . . . . . . . 67 Wingloading ............................ 11 Wobble Pump . . . . . . . . . . . . . . . . . . . . . . . . . . 27 111 ---- ~-~ - LMAN_test_037_001 LMAN_test_037_002 LMAN_test_037_003 LMAN_test_037_004 LMAN_test_037_005 LMAN_test_037_006 LMAN_test_037_007 LMAN_test_037_008 LMAN_test_037_009 LMAN_test_037_010 LMAN_test_037_011 LMAN_test_037_012 LMAN_test_037_013 LMAN_test_037_014 LMAN_test_037_015 LMAN_test_037_016 LMAN_test_037_017 LMAN_test_037_018 LMAN_test_037_019 LMAN_test_037_020 LMAN_test_037_021 LMAN_test_037_022 LMAN_test_037_023 LMAN_test_037_024 LMAN_test_037_025 LMAN_test_037_026 LMAN_test_037_027 LMAN_test_037_028 LMAN_test_037_029 LMAN_test_037_030 LMAN_test_037_031 LMAN_test_037_032 LMAN_test_037_033 LMAN_test_037_034 LMAN_test_037_035 LMAN_test_037_036 LMAN_test_037_037 LMAN_test_037_038 LMAN_test_037_039 LMAN_test_037_040 LMAN_test_037_041 LMAN_test_037_042 LMAN_test_037_043 LMAN_test_037_044 LMAN_test_037_045 LMAN_test_037_046 LMAN_test_037_047 LMAN_test_037_048 LMAN_test_037_049 LMAN_test_037_050 LMAN_test_037_051 LMAN_test_037_052 LMAN_test_037_053 LMAN_test_037_054 LMAN_test_037_055 LMAN_test_037_056 LMAN_test_037_057 LMAN_test_037_058 LMAN_test_037_059 LMAN_test_037_060 LMAN_test_037_061 LMAN_test_037_062 LMAN_test_037_063 LMAN_test_037_064 LMAN_test_037_065 LMAN_test_037_066 LMAN_test_037_067 LMAN_test_037_068 LMAN_test_037_069 LMAN_test_037_070 LMAN_test_037_071 LMAN_test_037_072 LMAN_test_037_073 LMAN_test_037_074 LMAN_test_037_075 LMAN_test_037_076 LMAN_test_037_077 LMAN_test_037_078 LMAN_test_037_079 LMAN_test_037_080 LMAN_test_037_081 LMAN_test_037_082 LMAN_test_037_083 LMAN_test_037_084 LMAN_test_037_085 LMAN_test_037_086 LMAN_test_037_087 LMAN_test_037_088 LMAN_test_037_089 LMAN_test_037_090 LMAN_test_037_091 LMAN_test_037_092 LMAN_test_037_093 LMAN_test_037_094 LMAN_test_037_095 LMAN_test_037_096 LMAN_test_037_097 LMAN_test_037_098 LMAN_test_037_099 LMAN_test_037_100 LMAN_test_037_101 LMAN_test_037_102 LMAN_test_037_103 LMAN_test_037_104 LMAN_test_037_105 LMAN_test_037_106 LMAN_test_037_107 LMAN_test_037_108 LMAN_test_037_109 LMAN_test_037_110 LMAN_test_037_111 LMAN_test_037_112

C-47: Pilot Training Manual

Publication

Aviation Museum of New Hampshire

Name/Title

Secondary Title

Description