C. MAJOR CONTROLS
Occasional adjustments are required in the tension
of the control lines of the major controls to compensate
for slight changes in the shape of the envelope with vari
ations of the pressure and of the loading. Tension varies
particularly with the fullness of the aft ballonet, a large
amount of air in this ballonet causing the cables to slacken.
An automatic tensioning device located in the aft
portion of the car between frames 1 and 2 takes care of
part of these variations. In addition, the tension can
be adjusted from the pilot's compartment. The crank on
the port side is for the elevator lines, and the one on
the starboard side is for the rudder lines. The tension
of the controls should be checked from time to time in
flight. A check should always be made immedi a tely after
a heavy take-off, because of the added sagging of the en
velope caused by the dynamic lift.
CAUTION: It is particularly important that the pilot
check the controls and adjust the tension
of the lines as required before take-off and
before landing otherwise he may find himself
without enough control in an emergency.
Occasional adjustments may also have to be made in
flight.
-J,q_
V\
LATCH KNOB
SAFETY LATCH
LATCH
MOORING LOCK
OPERATING SHANK
ff 5T#C/(
"""' -~_ , .,
Fig. XVI - Top of Landing Gear Stru~
\
D. RETRACTABLE LANDING GEAR
(1) To Drop Landing Gear
(a) Open trap door giving access to landing gear
mechanism (car floor at frame 7).
(be) See that mooring pin is up~
( ) Place crank on top of operatin g shaft and crank
until top of strut is against the stop.
(d) Make sure that the latch drops fully into place,
and lock it in place by means of the safety device.
(e) Back off crank slightly to relieve pressure on
worm gear. Gear should now be ready for landing.
(2) To
(a)
(b)
(c)
(f)
Retract Landing Gear After Takeoff
Open access trap door and place crank on top of
strut shank.
Turn the shank until the guide fork on top of the
strut and the landing wheel are in a direct aft
position.
Drop the mooring pin and turn the crank sli ghtly
to and fro until the pin drops into the slot in
the guide fork.
Unlock the safety device and raise the latch.
Place the crank on the operating shaft and turn
until the strut is fully retracted.
Raise the mooring pin.
(3) To Lock Landing Gear at 90° To Axis Of Ship For
Operation On Mooring Mast
(a) Turn strut in position by means of crank inserted
in positioning shank.
(b) Push mooring lock in place.
E. HANDLING LINES
Attake-off, the yaw lines are stowed in two compart
ments in the bow of the car from where they can be released
by means of a control located at the l ,eft of the elevator
pilot. A drag rope can be relea .sed from a compartment in
the stern of the car by means of a control located on the
port side of frame 2.
-52-
PAfll .0I
Pow£12 PLANT
=======III- POWER ·PLANT
References:
1. Engine Manufacturer's Manual
2. BuAer Manual 14-101 to 14-506
A. ENGINES
(1) General Characteristics
(a) K-3 thru K-8 :
Take-off rating:
Normal rating:
Gear Ratio:
Fuel:
Oil:
(b) From K-9 on:
Normal Rating:
Gear Ratio:
Fuel:
(2) Starting
R-975-28 Wright Aero.
450 H.P. at 2250 r.p.m. at
sea level.
420 H.P. at 2200 r.p.m. at
sea level.
Direct Drive
Aviation grade, 91 octane,
AN Spec. AN-F-26
W.A.C. Spec. No. 5815
R 1340 - AN Pratt & Whitney Wasp
425 H.P. at 1775 r.p.m. at
sea level
3:2
AN Spec. No. AN-VV-0-446a
The starters are of the hand electric inertia type.
In starting, proceed as follows:
(a) In cold weather plug in oil tank electric heater until
tank feels warm to the hand.
(b) Turn the engines over four or five revolutions by pull
ing the propeller through by hand.
(c) Set carburetor heat control in "cold" position.
-53-
Fig. XVIII Mechanic's Panel
-54-
CARBON
MONOXIDE
INDICATOR
REMOVED
BuAer
Bulletin
No. 89
(d) Set carburetor mixture to "rich."
(e) Turn on fuel supply.
(f) Open throttle to the position corresponding to 600 RPM.
(g) Turn primer pump handle in the direction of the engine
which it is desired to start, (to the right for the
starboard engine, to the left for the port engine),
give from 2 to 5 strokes of the pump after the priming
line has been filled, and reset handle to neutral posi-
tion.
(h) Turn ignition switch to "Both On."
(i) Make certain that main battery switch is closed.
(j) Turn generator switch on.
(k) Maintain about 3 lbs./sq.in. fuel pressure with the
wobble pump.
(1) Select motor to be started by means of selector switch.
(m) Push starter switch to "on" position, wait about 30
seconds until the whine of the starter indicates that
it is running full speed and pull switch to "mesh."
(n) Repeat, if necessary, until engine starts.
CAUTION: If oil pressure does not come up
to normal in 30 seconds, stop engines
and .investigate.
-55-
(3) Warming Up
(4)
drop
(a) Set carburetor heat control to full hot.
(b) Set the throttle for a. speed of about 600 RPM.
(c) After about one minut .e raise the speed to about
1000 RPM.
CAUTION: Do not attempt to operate engines over
1000 RPM until the oil~in tern erature
has exceeded lOOOF. soc and do not
exceed 1400 RPM for continued opera .tion
on the ground under any condition.
Ground
Check
in RPM
Do not idle engines at speeds causing
bad vibrations. Critical vibrations
occur between 750 to 900 RPM.
Test
RPM when operating on one or two magnetos.
when shifting from both magnetos to either
The
of
them should not exceed 100 RPM, and 40 RPM when shifting
from one magne~p to the other. Check oil pres ,sure, oil
temperature, fuel pressure and battery charging rate.
(5) Take Off
(a) Use both service tanks.
(b) Ope~ valve in cross connecting
the two engine fuel pumps.
(c) Check oil temperature.
fuel line between
(d) Cylinder head temperature should preferably not
exceed 260° c. at the time of take off.
(e) Set mixture control to ttrich."
(f) Ret~rn preneat valve to full cold as throttles
are opened.
-56-
(g) Open throttle gradually (3 to 5 seconds desirable)
being careful not to exceed limiting manifold
pressure.
(6) Cruising (Reference Buaer Manual 14-206)
(a) Do not exceed operating limits.
(b) Wait until motors have cooled down before lean
ing carburetor.
(c) Do not lean carburetor beyond 10 RPM drop of
speed.
CAUTION: It must be kept in mind that while a lean
mixture increases fuel economy, it also
increases heating of . the engine. Leaning
is only permissible at reduced power output.
See Engine Operator's Handbook for full
discussion of the matter of carburetor setting.
(7) Single Engine Operation
Whenever it is found necessary to operate on only one
engine, stop other engine as directed below and leave mix-
ture control on "Idle Cut-Off" position with closed throttle.
This setting insures that the wind-milling of the engine
will draw minimum of fuel into the cylinder.
(8) Stopping
(a) Vove mixture control to "Idle Cut-Off" position.
(b) ~~en the engines have stopped, turn all ignition
switches to "Offn position.
(c) In emergency, the motors can be stopped from the
pilot instrument panel by means of two ignition
grounding switches.
-57-
CAUTION:
(9) Operating Limits and Charts
(a) Operating Limits for Wright Engine
(K-3 thru K-8 A1rships)."See page 59.
(b) Operating Limits for Pratt-~hitney Engines
(K-9 and Subsequent Airships). See page 60
(c) Power Output of Wright Engine at Sea Leveland
1500 Ft. Altitude. See pages 61 and 62
(d) Power Output of Pratt-V>lhitney Engines at Sea
Level and 1500 ft. Altitude. See pages 63 & 64
(e) Fuel Consumption of Wright Engine.
See page 65
(f) Fuel Consumption of Pratt-Whitney Engines.
See page 66
(g) Most Economical Air Speed. See page 67.
(h) Mechanic's Check Chart for Pr att-Whitney
Engines. See page 68.
-58-
OPERATING LIMITS FOR WRIGHT VlliiRLWIND R-975-28
K~3 to K-8 Airships
Minimum Oil Inlet Temperature
for Take-Off .•.•.••••••••••••
Desired Oil Temperature ••••••••
Maximum Inlet Temperature ••••••
Maximum Cylinder Temperature
for Take-Off •••••••••••••••••
Maximum Cylinder Temperature
(Cruising) •••••••••••••••••••
Desired Cylinder Temperature •••
Minimum. Oil Pressure
(Idling) .................... .
Minimum Oil Pressure
(Cruising) •••••••••••••••••••
Desired Oil Pressure •••••••.• ~.
F'uel Press11re ....... .......... .
-5 9-
104°F. or 40°C.
140°F. or 6o0 c.
190°F. or 88°C.
500°F. or 260°C.
450°F. or 230°C.
325°F. or 163°C.
10 lbs./sq.in.
50 lbs./sq.in.
60-~0 lbs./sq.in.
2.5-3.5 lbs./sq.in.
OPERATING LIMITS FOR PRATT & WHITNEY R-1340 WASP ENGINE
For K-9 and Future
Minimum Oil Inlet Temperature
·' for Take-off ............................... 40° c.
:.l'l
Desired Oil Inlet Temperature 60° c. 75° c . . ;'. ............. -
. ~ .. ~ Maximum Oil Inlet Temperature ............. 850 c .
r..,~ Maximum Cylinder Temperature
-1 to 1-1/2 Min.Climb ••••••••••••••••••••• Head 260° C.
Base 1680 c.
Maximum Cylinder Temperature
·-· -Continuous Cruising • • . • • • • • • • • • • • • • • • • • • • Head 2320 C.
Minimum Oil Pressure
(At idling speeds) . . . . . . . . . . . . . . . . . . . . . . . .
Base 93° C. 121° C.
..., ~ Minimum at 1000 R.P.M. . .................. .
10 lbs./sq.in •
40 lbs./sq.in •
50 lbs./sq.in.
I •
-'i Minimum at 1400 -R.P .M. . .................. .
Desired Oil Pressure at and above
i 1400 R.P.M. ·····~··••••••••••••••••••••••• 70-90 lbs./sq.in.
. For Setting:
~~ 1400 R.P.M., 65°C. Oil-in, using 1100 Oil •• 80 lbs./sq.in.
Minimum Fuel Pressure (400 RPM or less) •••• 2 lbs./sq.in.
Minimum Fuel Pressure
··· (1000 RPM or above) •••••••••••••••••••••••• 4 lbs./sq.in.
Desired Fuel Pressure
/"::'. (1000 RPM ' or above) •••••••••••••••••••••••• 5 lbs.sq.in.
I ~7 -
Maximum Fuel Pressure
(1000 RPM or above) •••••••••••••••••••••••• 6 lbs./sq.in.
Desired Carburetor Air Intake Temperature.
J Note: Take-off - Return controls to
"Full Cold" as throttles are opened.
Idling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50° c.
__ , Cruising: 1400 RPM or less • • • • • • • • • • • • • 500 c.
Above 1400 RPM with stabilized
operating conditions •••••••• 380 C.
-60-
18 20 22 24 26 28
R.P.M.
FULL THROTTLE
HORSE POWER
i500 ft. ALTITUDE PERFORMANCE
HORSE. POWER VS. MANIFOLD PRESSURE
WRIGHT AERO ENGINE
MODEL R-975-28
Fig. XX
30 32 31 36 38
ABSOLUTE MANIFOLD PHESS1J'flE IN . HG
-62-
..
•··-J --~-----;-·--..,.---~ -------~-------·----;-·~-------- ----- -- --------P··-------------
' ' I .. __ ~---.-----......,.._~-----. -----:-----...--------. -------·----- -----· '1'·--
-------------+----- ------' .
• I
------· -·-· --- POVIER--CURVES+pOW-PHATT-:-AND--V/HITHEY- -· -
-- .... - ~ -
ENGINE MODEL H.R. -1340-AU-2 _ _______ , __ - ___ _; __ -+·--------L-----~---__.__---~ _______ ,_ ______ .. _____ : __ _.:. . ' ' ;
AT SEA -LEVEL
. .
--------~------~-~-~-----~ Frcr: xxi
__ ..., ______________ ---~ __ .. _____ _
. . . .
:------------------+---... ---------------.... ---------
.. ______ _:__~--------.. __. .. --~--~----__; _____________ ,.:. _______ - ---' ' ! ; I
r - -
I t
---------------- ·-+----·'
!
- ·--·
! - i l . ' . l ' ·-----·---------- --- - --r-··--t-~-t----
. I
--- ---- ---------------~j~~-:.J -~
R.P.M. ,
~200
- • 8100
l~O Q_~
180 D
1700 "
1600/':
. .
600 ~
. . ------+··----------+-- -~---~--· . , !
__ _......... ____ __...._,
. .
pOO
---. --.. --~----i_ .. _______ - --------
FULL 1 THROTTLE
-, -·:-~· HORSE-PO.\'IER---·-t·
I 40C
1'
' ' ' I ..... ____________ _. ____ .,.._~-~~---- ---------- ..
-300 ' -
---·----1- ____ ... __ _
------------------------~--~4~-:~6~-.:30.~- ~40 20 22 ~A 26 28 30 62 3 0 ~
ABSOLUTE MANI FOLD PRESSURE, IN. HG •
-6 3-
POWER CURVES FOR PRATT AND WHITN"E.'Y
ENGINE MODEL IIR-1340-AN-2 .
AT 1500 FT . ALTITUDE
Fig. XXII
R. P.M.
, 1900
FULL THROTTLE 500
HORSE-POWER
1'100
1600 400
tJj
:;:j
300 ;t>
@
~
::u
(/.)
t::l
'1:J 200
~ ::u
20 22 24 26 28 30 32 34 36 38 40
ABSOLU'l'E MANIFOLD PRESSURE, IN. HG.
-64-