···;··~~;;f~{i~jrj~\~~Z'[;~~ci~~f~~.~(; .!.,.,r ' . • " PILOT 'RAINING 'MANUAL FOR IHE , .. -f, , , COMMANDO .. paEPARED FOR "HEADQUARTERS AAF OFFICE OF ASSISTANT, CHIEF OF AIR STAFF TRAINING ,", " BY .HEADQUARTERS AAF, OFFICE OF FLYING SAFETY .EST. • ICT~D ,. 1 CONFEDERATE AIR FORGE C·46 F N 53594 INSTRUMENT & CONDITION MARKING READING Tachometer-RPM ~) Maximum Limit Red Radial Line 2700 Takeoff or Precautionary-Range Yellow Arc 2550.:..2700 Normal Range Green Arc 1600-2550 ) Manifold Pressure-in Hg. , Maximum L imi t Red Radial Line 52.0 Takeoff or Precautionary-Range Yellow Arc 44.0-52.0 Normal Range Green Arc 20.0-44.0 ) Cylinder Head Temperature-·C Maximum Limit Red Radial Line 260 Precautionary Range Yellow Arc 232-260 Normal Range Green Arc 120-232 Minimum Limit Red Radial Line 120 ) Oil Inlet Temperature-OC Maximum Limit Red Radial Line 93 Precautionary Range Yellow Arc 90-93 Normal Range Green Arc 80-90 Miniinum Limit Red Radial Line 40 , I Oil Pressure-PSI I Maximum L imi t Red Radial Line 100 Precautionary Range Yellow Arc 90-100 I Normal Range Green Arc 80-90 Minimum Limit Red Radial Line 25 ) Fuel Pressure-PSI Maximum Limit Red Radial Line 19 Normal Range Green Arc 16-18 Minimum Limit Red Radial Line 14 ) Carburetor Air Temp-·C Maximum L imi t Red Radial Line 50°C Precautionary Range Yellow Arc 0-10°C ) Hydraulic Pressure-PSI Maximum L imi t Red Radial Line 1500 Normal Range Green Arc 1100-1350 ) Suction Inches I Ma.v.imum Limit Red Radial Line 4.8 Normal Ranqe Green Arc 4.3-4.8 ) De-icer Pressure Maximum Limit Red Radial Line 10 Normal Range Green Arc 6;"10 ) Airspeed Red Radial Line 234 Yellow Arc 191-234 Green Arc 80-191 Wh·ite Arc 67-117 :: , RESTRICTED IITRODUCTION This book has one purpose: to help you fly the work in a faraway theater before all the bup m C-46-fly it safely, efficiently. and a manner were out of it, with service facilities sketchy that results in a minimum of maintenance on and spare parts almost nil. the airplane. But this school of hard knocks did a lot for You learn to fly any airplane only by flying the Commando. Its modifications and improve it, of course. However,when you use this book ments came not from the drawing board, but in connection with your actual flying of the from actual experience in the theater of oper airplane you'll find that it greatly simplifies ations. As a result, today's C-46 is built specific your job of getting acquainted with the ship ally for the job it has to do if ever an airplane and its peculiarities. Further, it gives you the was. information you need for getting the optimum This new C-46 has proven itself in the battle performance out of the airplane under all con of military supply lines around the world. Day ditions. . in, day out, good weather and bad, Commandos are delivering the goods over the Hump-the Your Airplone roughest, toughest 600 miles of airway in the The Commando is a big airplane. It is the world. In other major theaters they are giving m largest 2-engine transport airplane the world. the same sturdy, dependable service. But it is not a difficult ship to fly once you· get Its huge cargo capacity, its safe operation, its _the hang of it. . speed, and its dependability all add up to make The C-46 had a pretty rough time m the early the C-46 one of the best transport airplanes in ,days of the war. Military necessity put it to the sky, .aESTRICTED 5 • RESTRICTED Wben you fly a C-46. you are Dore than just responsibilities of first pilot and fly you, your a pilot-you are the commander of your air crew, and your ship safely home. How well he plane. performs those duties then will depend on how Under some circumstances your crew may. much training you have given him. consis1 of copilot, navigator, radio operator, and aerial engineer. Or Iru1ybe just you and a co pilot will have to handle t..~e whole show. Regardless of the size of your crew, you have certain duties and responsibilities as airplane commander. The n.rs1 of these is to understand your crew, both as individuals and as members of the team flying your airplane. Ordinarily you do not have a navigator in your crew except on long-rangt" flights. If you do have a navigator aboard, remember that he is a specialist. He has spent long months study ing his job, just as you have yours. Navigating is his full-time business. There are certain things you must do to help your navigator perform his work efficiently: Work out your flight plan with your naviga Your copilot is your right arm, in a literal tor-the altitudes and airspeeds at which you sense as well as a figurative one. Never forget wish to fly, location of alternate airports, the that he is a trained rated pilot; treat him as one. weather, etc. In normal flight, your copilot performs many During flight, stick to your proposed course necessary and important jobs for you, such as and airspeed as closely as possible. It is difficult handling the checklist, operating controls at for your navigator to make his computations your command, watching the instruments, and unless you do. Notify him immt>diately of any making radio contacts. changes you make. Call on him for position Under certain condItions you may have to reports frequently, and get together with him call upon him to take over all the duties and if there is any doubt about your location. 6 RESTRICTED ,. RESTRICTED is your responsibility. Without being dictatorial abou: it, make it clear that you are the boss ... your word is final. Train your crew in thE" priTJciplE" that no man is to move any control L~at affects the opera tion of the airplane except at your command. This is important. A mad scramble in the cock pit during an emergency is disastrous. Also insist that as soon as any crew member perforrm, any duty which affects the operation There i.E a lot of radio equipment in your air of the airplane, he tell you about it. For ex plane. The one man who is supposed to know ample, when the radio operator lets out the all about all of it is your radio operator. In trailing wire antenna, it is important that he adilltion to knowing how to operate radio report it to you. Don't keep -.ecrets from each eqillpme:1L he should be familiar with all codes other. tbat are used, and should be able to do in-flight maintena.."'Jce and servicing of the equipment. Crew training Like other members of your crew, your radio As airplane commander, it is your responsi operator has had extensive training in his spe bility to see that every man on your crew cialty. But the more practice he has in his vari knows his duties and how to perform them. ous duties, the more dependable he becomes. Brief them on your missions, their irnportance, See that he gets it. and how each man's job fits into getting the airplane there .md back. Deyelop tea.mwork. In addition, see that the crew is trained in the prop~r procedures for bailout, ditching, fire-fighting, and any other emergencies that may be encuuntered. Work out a bailout plan and practice it on the ~c.und until every man knows exactly what he is to do and is proficient in doing it. Conduct ditching drill in the same manner if you make over-water fl;ghts. Brief your crew on sun'ival procf'dures. Blessed is the pilot who has a good aerial See that every man understar.ds the use of engineer: Your engineer is the one man aboard the oxygen equipment on your airplane. who is supposed to know more about your air Other Responsibilities plane than you do. Take a real interest in his work. You can find Always make sure that your men have para out a lot about your ship, and equally impor chutes, proper clothing, and other equipment tant you build up his pride in his job. that they need before every flight. Sure, they're Talk over the condition of your airplane with grown men and should look out for themselves the engineer before takeoff; have him accom -but it's still your responsibility to check. pany you on your outside and inside inspec Take care of the enlisted men in your crew tions of the ship. He's the boy who knows the when you are away from your base. See that answers when the nuts and bolts start pulling they get a place to sleep and eat before you out. Work with him. start worrying about your own comfort. Always remember that once you leave the Air Discipline ground, you are commander-in-chief of your Regardless of how good a crew you have, little unit of the army. You have the authority, getting your airplane to its destination s;!fely and you have the responsibility and obligations. 7 RESTRICTED RESTRICTED GENERAL DESCRIPTION I t ~ i f • T I ,r } The C-46 Commando is a cargo and transport the floor of the main cargo compartment. This airplane. Its principal use is to transpo;rt mili design provides two additional compartments tary equipment and supplies. It may also be in the belly of the plane, suitable for the stow used as a troop carrier, ambulance, or glider age of small cargo. The total cargo capacity is towplane. Manufactured by Curtiss-Wright 2640 cubic feet-greater than that of a standard Corporation, it is a low-mid-wing, all-metal 36-£00t freight car. land monoplane. Power 'lfint FU5eloge The airplane has two I8-cylinder Pratt & I The fuselage is of conventional construction, Whitney Model R-2800-51 double-row, radial. except that the cross-section is in the shape of air-cooled engines developing 2000 Hp each for two intersecting circles which are divided by takeoff. A 2-speed supercharger is built inte- • 1 RESTRICTED l .. 1 If I RESTRICTED grally into each engine with speed ratios of 7.60:1 and 9.89:1. Propellers Present production models have Curtiss elec ........................ ..................•• _ tric controllable 4-bladed propellers. Earlier model~ have Hamilton hycirQrnatic controllable, 3-bladed propellers. Both types of propellers have constant-speed and full-feathering fea tures. Landing Gear The landing gear is of conventional tn)e, con sisting of two main wheels and a tailwheel. The gear retracts hydraulically. The main wheels retract into the nacelles, the tail wheel into the fuselage. Wben retracted, the gear is com pletely enclosed by fairing doors. Flaps ••••••••••••••••••••••••••••••••••••••••••••• Rearward -moving, hydraulically -operated, slotted-type flaps are installed in each wing. These may be extended to any angle up to 35° Surface Control System The control systems are of the direct-con nE>cted cable type, with trim tabs on all control Fuel System surfaces. A hydraulic booster system provides There is a separate fuel system for each en easy h .. ndling. Operating controls are conven a gine, with crossfeed between the two sy£ tional wheel, column, and rudder pedal type. tems. There are three fuel tanks in each wing, with a total capacity of 1400 gallons. Provision is made for extra fuel tanks to be mounted in the fuselage for long-range flights. Oil System Each engine has a separate and complete oil system, with a hopper type tank holding 39.8 gallons. Hydraulic Systems There are two hydraulic systems in the plane, the main system and the booster system. These are connected by a cross-over valve. The main system has a normal pressure of 1050 to 1350 pounds per square inch (psi), which is maintained by two engine-driven pumps. This system operates landing gear, brakes, cowl flaps, wing flaps and the automatic pilot. RESTRICTED 9 , t ~lr.. ... ___ ...... "_ _________ ._ _ RESTRICTED r I t r I f ,r· ! L r I i I The auxiliary system has a working pressure EIEtCtrical System of 750 to 1050 psi, furnished by an auxiliary The airplane has a 24-volt electricaJ system pump on the left engine. The auxiliary system with two storage batteries and two 200-ampere operates the surface control boosters only. generators, one on each engine. Heating System Three hot-air combu!;tion type units, which take fuel from the main fuel system, heat t.he airplane. NormalJy one small unit heats t.he cockpit and two larger units heat the main cargo compartment. Ice Elimination Systems The follov.ing equipment provides protection against icing. -Standard rubber de-iCing boots-for the leading edges of wing and tail surfaces. -Anti-icer fluid slinger rings for each pro peller. -Defroster vents, fluid spray, and mechan ical wipers for the windshleld. -Fluid spray system and standard carburetor heat control for each carburetor. -Fluid dispersing tubes on pitot masts to prevent ice accumulation. -Electric pitot heaters. RESTRICTED 10 r L _ .......... :1.. REST~ICTED Fir.e Extinguisher Equipment For troop carrier use, the airplane has collap sible bucket type seats along each side of the A carbon dioxide (C0 fire ex1:inguishing 2) fuselage, accommodating 40 troops. Ten addi system is installed in each nacelle and is oper tional seats can be placed h"1 the center. ated from the pilot's compartment. There is a \ - hand type fire extinguisher in the cockpit, two There are provisions for the h"1stallation of 33 hospital litters. in the main cargo compartment. Operational Equipment Other Equipment Standard radio equipment For loading and securing cargo, the airplane has the following equipment: Extra fuel and oil tanks A 2-piece loading ramp. Life raft installation Ti€--dovm rings. Nayigator's station Tracks for engine dollies. Oxygen equipment A task floor for heavy equipment. A utomatic pilot Fittings for a hydraulic winch to be used in Chemical toilet loading heavy cargo. Fittings for carrying propellers under the Signal flares fuselage of the airplane. Blind flying hood - C-46 DATA SHEET Weigh' (Lbs.) Dimensions Normal gross ...................... 48,000 Length .................... 76 feet, 4 inches Emergency overload ................ 50,000 Span ............................ J 08 f.et landing (maximum) .......... , ..... 46,000 Height (in 3-point position) .... 2' feet, 9 inches Batie (average) ..................... 32,400 Wing area ................ '360 square feet NOTE: These weights are operating limits speci fied 'by Air Transport Command. Landing gear tread ........ . 2S feet, 11 inches Normal winglooding (48,000 Ibs.) ............ 35.29 Ibs. per square foot CAPACITY Total cargo capacity .......... 2640 cubic feet Normal fuel capacity ........... 1400 gallons Maximum fuel capacity (with 16 Main cargo compartment ...... 2300 cubic feet long-range cabin tanks) ....... 3000 gallons Lower forward compartment. . .. 133 cubic feet Normal oil capacity. . . . . . . . . . . .. 80 gallons Lower aff compartment. . . . . . .. 207 cubic feet long-range oil capacity. . . . . . . . .. 120 gallons 11 RESTRICTED Ij :. .. h ~.-...:.---~ ..- -.~--