., . 

UNITED STATES NAVY 

·K-TYPE AIRSHIPS 

PILOT'S MANUAL 

RESTRICTED 

CONTRACTS NOs-78121 and NOa(s)-257 

GOODYEAR AIRCRAFT CORPORATION 

AKRON, OHIO 

First Issue: Sept., 1942 

Revised Issue: Sept., 1943 

iii 
iv 
v 
THE CONTENTS OF THIS MANUAL ARE 

RESTRICTED 

EXTRACT FR0M ESPIONAGE ACT 

"Section ' 31. Unlawfully obtaining or 

permi ttlng to b~ obtai'Hed information effecting National Defense.***; or (d) whoever,lawfully or unlawfu+ly having possess:ion of,: 

access to, contr.Ql over, or being intrusted .with any document, -writing, code book,: signal 

book, sketch, photograph, photographic negative, plan, blueprint, map, model, ins~rumen~ 

a~pliance, or note relating to the National 

Defense, willfully communicates or transmits 

or attempts to communicate or transmit the 

same to any person not entitled to receive 

it, or willfully re~ains the same · and f~ils 

to deliver it. on demand to the officer or 

employee of the United States entitled to receive it, or (e) whoever, being intrusted 

with or having lawful possession or control 

of any document, writing, code book, signal book, sketch, photograph,_ photographic negative, blueprint, plan, _map, model, note, or 

information relating to the National Defense, 

through gross negligence permits the same to 

be removed from its proper place of custody 

or delivered to anyone in violation of his 

trust, or to be lost, stolen, abstracted or 

destroyed, shall be punished by a fine of not 

more than . $10,000 or by imprisonment for not 

more than two years or both." 

vi 
P/2£FAf!E 

The information herein is designed to embody only 

such material as may be of value to the pilot and the 

crew of the K-airship during flight operations. Further 

descriptive matter vital to the ship and its care is set 

forth in the Specification and Maintenance Manuals. 

While this manual is not intended to serve as an 

infallible gtiide for all flight operations, some of the 

more advanced points of aerostatics are included for ready 

reference. 

Amendments will be made when significant changes 

in future airships occur. 

The Goodyear Aircraft Corporation welcomes suggestions for the improvement of the airship and its equipment, and invites constructive criticism of this manual. 

Such suggestions will be cordially entertained and accorded 

the most careful consideration. 

vii 
7A8l£ OF &ONTENTS 

PART I. GENERAL DESCRIPTION 

A. DIMENSIONS AND CHARACTERISTICS • • • • • • • • • • • • • • • • • • 

1. 

2. 

3. 

4· 

5. 

6. 

Overall Dimensions ............................ Envelope 

Ballonets 

• • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tail Surfaces . . . . . . . . . . . . . . . . . . . . . ~ . . . . . . . . . We:ights and Lift 

Power Plants . . . . . . . . . . . . . . . . . . . . . . . . . . . . .....•..•••..••..•...••..••...... 

B. AVERAGE PERFORMANCE . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . 

PART II. FLIGHT AND FLIGHT CONTROL 

A. FLIGHT CHARACTERISTICS • • • • • • • • • • • • • • • • • • • • • • • • • 

1. 

2. 

3. 

4· 

5. 

6. 

Static Lift . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Static Trim 

Dynamic Lift 

Factors of Safety Weight Empty 

. . . . •· . . . . . . . . . . . . . . . . . . . . . . . . . . . . .......•....•.......•.• ·-· ...... . • • • • • • • • • • • • • • • • • • • • • • • • • • • . . . . . . . . . . . . . . . . . . . . . . . . . . . . Useful Load . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

B. ENVELOPE PRESSURE CONTROL SYSTEM . . . . . . . . . . . . . . . 1. 

2. 

General Description . . . . . . . . . . . . . . . . . . . . . . . . . Air System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . a. 

b. 

c. 

d. 

e. 

f. 

g. 

h. 

i. 

j .. 

!C. 

Scoops . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Valve Settings . . . . . . . . . . . . . . . . . . . . . . . . . . . Pressure Regulation Air Valve Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Take-Off 

Climb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Level Flight Descending 

Landing 

Shifting Air 

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Blowing Air into the Gas . . . . . . . . . . . . . . 

viii 

1 

1 

1 

1 

2 

2 

2 

3 

4 

4 

10 

12 

12 

15 

18 

22 

22 

23 

23 

25 

27 

29 

35 

35 

36 

37 

37 

38 

38 
3. Gas Release System . . . . . . . . . . . . . . . . . . . . . . . . . . . . a. Gas Valves . . . . . .... b. Rip Panels ... . . . . . . . . . . . . . . 4· Controls and Auxiliaries . . . . . . . . . . . . . . . . . . . . . . . a. Valve Controls . . . . . . . .. . . . . . . . . . b. Damper Control . . . . . . . ..... . . . . . . . . . c. Manometers .... . ... . . . . ... . . d. Starting Auxiliary Blower ..... e-. Stopping Blower . . . . . . . . ..... f. La Del Electric Blower . . . . .... 5. Summary: Pressure Control System . . . . . . . . . . . . . . a. 

b. 

c. 

Settings 

Controls, 

Operation 

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Instruments & Auxiliaries Chart ... Chart . .......•.......•........... 

C. MAJOR CONTROLS . ......•............•..•...•......... 

D. RETRACTABLE LANDING GEAR . . . . . . . . . . . . . . . . . . . . . . . . . 

E. HANDLING LINES .....••..•••...•....••.........••.•• 

PART III. POWER PLANT 

A. ENGINES .................................. ·-....... . 1. General Characteristics . . . .. 2. Starting .. . . . 3. Warming Up . . . . . . . . 4· Ground Test . . . . •• . .. 5. Take-Off . . . . . . . .... 6. Cruising . . . . . .. . . 7. Single Engine Operation . . . . 8. Stopping . . . . . . . . . . . . . . ..... 9. Operating Limits and Charts ...... . .... 

ix 

39 

39 

41 

41 

41 

43 

43 

44 

45 

45 

45 

45 

45 

45 

49 

52 

52 

53 

53 

53 

56 

56 

56 

57 

57 

57 

58 
B. FUEL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . c. RECOMMENDED CARBURETOR ADJUSTMENT •·• ........ . 

D. OIL SYSTEM ................................... 

PART IV. ELECTRICAL SYSTEM 

B. 

c. 

D. 

E. 

GENERAL DESCRIPTION ., . . . . . . . . . . . . . . . . . . . . . . . . DISTRIBUTION • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • 

CONTROL BOXES AND CUT-OUTS .................... 1 •. Carbon Pile Regulator • • • • • • • • • • • • • • • • • • • • 

2. Service Troubles . . . . ~ . . . . . . . . . . . . . . . . . . . . LOCATION OF COMPONENT PARTS . . . . . . . . . . . . . . . . . 1. 

2. 

3. 

4· 

5. 

6. 

Switches ••..•.••.........•.....•...•..•.. - Automatic Controls . . . . . . . . . . . . . . . . . . . . . . . Instruments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cooking 

Lamps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fuses . . . . . . . . . . ·• . . . . . . . . . . . . . . . . . . . . . . . . . LAWRANCE AUXILIARY GASOLINE POWERED ELECTRIC 

GENERATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1. 

2. 

3. 

4· 

5. 

6. 

7. 

8. 

9. 

Specifications ••••••••••••••••••••••••••• 

Preparations for starting . . . . . . . . . . . . . . . . Starting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Manual Star.ting ............................ . Warm Up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Loading . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Overload· Caution . . . . . . . . . . . . . . . . . . . . . . . . . Overspeed C~t-Out 

Stopping the Engine ......................... . . . . . . . . . . . . . . . . . . . . . . PART V. MISCELLANEOUS 

A. 

B. 

c. 

D. 

HEATING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FIRE EXTINGUISHING SYSTE1! . . . . . . . . . . . . . . . . . . . BOMB HATCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SERVICE ENGINEERING . . . . . . . . . . . . . . . . . . . . . . . . . E. NOTES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

X 

69 

70 

82 

86 

88 

90 

90 

90 

93 

93 

94 

94 

94 

94 

94 

102 

102 

102 

105 

105 

106 

106 

106 

107 

107 

108 

110 

110 

111 

112 
Fig. I 

Fig. XX 

Fig. III 

Fig. IV 

Fig. V 

Fig. VI 

Fig. VII 

Fig. VIII 

Fig. IX 

Fig. X 

F:i,g. XI 

Fig. XII 

Superheat Chart 

Helium Purity 

..................... 

. . . . . . . . . . . . . . . . . . . . . . . Dynamic Lift Chart 

Take-Off Chart 

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

Air Pressure System 

Air Scoops . . . . . . . . . . . . . . . . . . . . . . . . . . Air Pressure in Excess of Gas Pressure - VS - % Fullness of Ballonets at Zero 

Pitch Angle at Standard Unit Lift 

Conditions ···············~·········· 

36" Air Valve, K-3 thru K-53, Excl. of 

K-49 ........•.......•..............• 

36" Air Valve, K-49, K-54 & Future ••• 

Helium Inflation Sleeve 

Flight & Instrument Panel 

Starting Auxiliary Blower 

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

6 

8 

13 

14 

24 

25 

26 

31 

34 

40 

42 

44 

Fig. XIII Controls, Instruments & Auxiliaries 

Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46 

Fig. XIV Operation Chart - Pressure Control 

Sys tern • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • 4 7 

Fig. XV Major Controls •••••.••••.•••.••.•••. 48 

Fig. :xvi 

Fig. XVII 

Top of Landing Gear Strut . . . . . . . . . . . Landing Gear Shaft . . . . . . . . . . . . . . . . . . 

xi 

50 

51 
Fig. XIX 

Fig. XX 

Fig. XXI 

Fig. XXII 

Fig. XXIII 

Fig. XXIV 

Fig. "XXV 

Fig. XXVI 

Horse Power VS. Manifold Pressure 

(Sea Level Performance) ••••••••.•••••• 

Horse Power VS. Manifold Pressure 

(1500 Ft. Altitude Performance) 

Power Curves for Pratt & Whitney 

Engine Model H.P.. -1340-AN-2 

....... 

(At Sea Level) •••••••.•••••.•••••••••• 

Power Curves for Pratt & ~~itney 

Engine Model HR - 1340-~~-2 

(At 1500 Ft. Altitude) ................. . 

Fuel Consumption & R.P.M. - VS. 

Air Speed (K-3 thru K-8) ....•..•...•. 

Fuel Consumption & R.P.M. - VS. 

Air Speed (K-57 & Future) ••••••••••••• 

Economical Air Speeds 

Mechanic's Check ·Chart . . . . . . . . . . . . . . . . 

61 

62 

63 

64 

65 

66 

67 

68 

Fig. XXVII Fuel System .•••••••••••••••••••••••••• 71 

Fig. XXVIII Fuel System, Schematic Diagrams 

(K-3 thru K-10) ••••••••••••••••••••.•• 

Fig. XXIX 

Fig. X"XX 

Fig. XXXI 

Fuel System, Schematic Diagrams (K-11 and Future) ••••••••••••••••••••• 

Oil System, K-3 thru K-74 . . . . . . . . . . . . . Oil System, K-75 and Future ........... Fig. XXXII Electrical Load Analysis . . . . . . . . . . . . . . Fig. X"XXIII Auxiliary Panel . . . . . . . . . . . . . . . . . . . . . . . 

Fig. XXXIV Generator Control Box and Battery 

72 - 76 

77 - 81 

83 

84 

87 

89 

Ins tall a tion . . . . . . . . . . . . . . . . . . . . . . . . . . 91 

xii 
Fig. XXXV Spare Lamp Data Chart . . . . . . . . . . . . . . . . . . 95 - 98 

Fig. XXXVI Electric Fuse Data Chart . ·-· ........... 99 - 101 

Fig. XXXVII Auxiliary Generator and Blower . . . . . . . . 104 

Fig .. XXXVIII Heating System . . . . . . . . . . . . . . . . . . . . . . . . 109 

xiii 
PART I 

(/Eh'l:R.Al 1J£SfJRIPTIOA' 

---,71" " :.,. 

_,r;_~::~~~-~ :_ ",,, ... :;~;~~~! :-:::. . 
j 

========!. GENERAL DESCRIPTION 

A. DIMENSIONS AND CHARACTERISTICS 

1. Overall Dimensions - Feet 

Height 

Width 

Length 

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2. Envelope 

Theoretical: 

VolllDle, 0u.Ft. •••••••••••••••••••• 

Surface Area, Sq. Yds ••••••••••••••• 

Length, Ft. . ....•...•...............• 

Diameter, Ft. . .••........•••.....••. 

Fineness or Slenderness Ratio ••••••• 

·Maximum Section from Bow, Ft. • •••••• 

Center of Buoyancy, Ft. • ••••••••••• 

Demonstrated Volume (with .stretch) 

Cu. Ft. . ..•................•....• 

3. Ballonets 

Volume - CU.Ft.: 

Forward •••••••••••••••••• 

Aft •••••••••••••..••••••• 

Total •••••••••••••••••••• 

Per Cent Envelope Volume 

Surface Area- Sq. Yds.: 

Forv1ard •••••••••••••••••• 

Aft ...................... . 

Total ••••••••••••••••••••• 

-1-

K-3 

to K-6 

55,700 

58,400 

114,100 

27.5 

~ 

1106 

K-3 K-14 

to K-13 & Future 

79.00 

62.50 

248.50 

416,000 

3,900 

246.00 

57.85 

4-~5 

98.40 

112.40 

424,600 

79.00 

62.50 

251.70 

' 425,000 

3,965 

249-20 

57.85 

4-31 

98.40 

113.95 

435,000 

K-7 K-14 

to K-13 & Future 

53,000 58,950 

58.400 61,600 

111,400 

26.8 

525 

562 

1087 

120,550 

27.7% 

544 

562 

1106 
; 4· Tail Surfaces - Sq. Ft. 

5. 

Fins: 

Horizontal (2) •••••••••••••••• 

Top (1) •••••••••••••••••••••• 

Bottom (1) ••••••••••••••••••• 

Total ••••••••••••••••••••••••• 

Rudders: 

Top (1·) .••......•..•.....•.••. Bottom (1) ••••••••••••••••••• 

Total ••••••••••••••••••••••••• 

Elevators (2) . . . . . . . . . . . . . . . . . . . . . GRAND TOTAL - Tail Surfaces .. 

Weight and Lift - Lbs. 

K-3 

to K-8 

Gross Lift (Based on 62 lbs. 

per 1000 Cu.Ft.with stretch) 26,325 

Approximate Total Weight, Empty 17,600 • • • • • • • • • • • • • • • • • • • • 

Approximate Useful Lift •• 8,725 

Ratio Useful Lift to Gross 

Lift .•......••.•.......•.. .331 

All Ships 

732 

366 

250 

1348 

130 

...2.2. * 

199 

260 

1807 

K-9 K...;l4 

to K-1.3 &: Future 

26,325 26,970 

18,350 18,430 

7,975 8,540 

.303 .310 

6. Power Plants 

K-3 to K-8: Engines (2) Wright, Model R-975-28, Direct 

Drive-Horsepower, each 420 H.P. at 2200 RPM 

Propellers (2) - Three Blades - 9•on Diameter. 

K-9 &: Future:Engines (2) Pratt &: Whitney Wasp, Model R-1340 

-AN2, Geared 3:2 

Horsepower, each - 425 H.P. at 1775 RPM 

Propellers (2) - Three Blades - 12'0" Diameter 

Propeller Pitch: Diameter Pitch Setting at 42" Station 

12'6" 

12'0" 

11'6" 

*Inboard aft corner cut to prevent puncturing the envelope during 

heavy landings. 

-2-
I 

\.oJ 

I 

B • . AVERAGE PERFORMANCE * ) 

K-3 thru K-8 K-9 thru K-13 

Speed Knots •••••••••••• 40 50.0 62.5 50 50 67 .• 5 

R.P.M. . . . . . . . . . . . . . . . . 1450 1780 2200 1120 1340 1775 

Fuel Consumption Lbs./Hour ••••••••••••• 120 160** 520 98 160** 375 

Endurance, Hourf> 

Based on 6000 Lbs.Fuel 50 37.5 11.5 

" " 5200 Lbs.Fuel - - - 53.2 32.5 14 

" II 5650 Lbs.Fuel - - - - - -

Range, Nautical Miles ••. 2000 1875 690 2130 1625 945 

* See Pages 65, 66 and 67 for more complete performance data. 

**Based on lean carburetor setting. 

RECOMMENDED TOP SPEED - 67.5 KNOTS PER HOUR. 

K-14 &: Future 

40 50 67.5 

],.050 1290 1740 

102 165** 400 

55.0 34.2 14.1 

2200 1710 950 
filtJHT AN!JliJtJHT CfJJYTROL 

s··;:,;;~~ . 

. ·. ..• . :_ ~ .. ~)~ 
-=======II. FLIGHT&. FLIGHT CONTROL======== 

A. FLIGHT CHARACTERISTICS 

The lift of an airship is made up of two components --

the static lift and the dynamic lift. These two components 

have different physical origins and require separate treatment. 

(1) Static Lift 

The static lift is that component of lift which is due 

to buoyancy and which iS independent of any motion of the 

ship with respect to the air. 

The gross static lift of an airship is the difference 

between the weight of the air displaced and the weight of 

the lifting gas. 

The net lift is the difference between the gross lift 

and the gross weight of the ship. 

The ship is said to be "light" when the gross lift exceeds the gross weight. The ship is said to be "heavyn when 

the gross weight exceeds the gross lift. 

In calculating the gross lift of an airship both the 

gas volume and the lift coefficient of the helium, or lift 

per 1000 cubic feet, must be knovm. 

The lift coefficient c.an be computed, as indicated below, when various conditions of the atmosphere and of the 

helium are known. 

The gas volume, however, can be determined accurately 

only when the ship is fully inflated. Calculations of gross 

lift are largely limi t ·ed, therefore to full inflation. 

-4-
Ordinarily an airship takes off less than fully inflated and the lift condition is determined by a wei gh-off 

rather than by calculation. After take-off, the pilot is 

interested in keeping track of the variations in gross and 

n~t lift as affected by the burning of fuel or dropping of 

ballast on the one hand, and by the variations in atmospheric conditions on the other. The changes of lift can be 

followed by means of simple rules of thumb discussed later on. 

(a) Calculating Full Inflation Lift 

References: (1) War Department Technical Manual 

TM-135 

(2) Goodyear Aircraft Report on 100% 

Weigh Off of K-4 Airship, Oct.l5, 

1941, Revised Nov. 6, 1943. 

The lift coefficient, or lift per 1000 cubic feet can 

be computed from the following formula: 

L = CP 

Where: L 

c 

p 

Ta 

1325 - 16.7 Ra Ea 

Ta 

185 - 21.5 Rg Eg Tg (1) 

=Lift Coefficient in lbs. per 1000 Cu.Ft. 

= Gas Purity, % 

= Atmospheric Pressure, in. of HG. 

= Absolute Air Temperature, oF.= 459.8 Plus Air Temp. 

Tg -

- Absolute Gas Temperature, oF.= 459.8 Plus Gas Temp .. 

Ra -- Relative Humidity of Air, % 

Rg -- Relative Humidity of Gas, % 

Ea = Vapor Pressure at Temperature, Ta 

Eg - Vapor Pressure at Temperature, Tg 

-5-
EFFECT °C. SUPERHEAT 

ON LIFT 

°C. LBS. 

1500 

15 ..,__ 

f--

1--

1-- 10 1--

1000 

~ 

5 1--

500 

-

0 0 

40 

35 

30 

25 

20 

15 

10 

5 

0 

5 

10 

15 

C.-F. --

-

- = :::::: - = - = - = - = -

= :::::: 

= - = -

- ::::::::: 1--~ 

- r-= 

r-= = 1--= ~ ::::::::: 

= 

I= = r-= 

r-= = f-= r-

- ;::::: = = 

- ,..__ = 

f-= 1--= 

f-= - = - = - = - ::::::::: 

100 

90 

80 

70 

60 

50 

40 

30 

20 

lO 

0 

20 - = - -

FARENHEIT 

CENTIGRADE 

SCALE 

For K-Airship 

Fig. I 

Superhea.t Chart 

-6-

EFFECT °F. SUPERHEAT 

ON LIFT 

LBS. oF. 

15'00 30 

1250 

1000 20 

750 

500 10 

250 

0 0 
If the effect of humidity is neglected, the formula 

oecomes: 

L = CP 1325 - 185 (2) 

Ta Tg 

If Tg = Ta and there is no superheat, then: 

L = 1140 CP (3) 

Ta 

Formula (3) may be accurate enough for rough computations. But even when more accurate results. are desired, it 

may be found convenient to use this formula and to apply 

quick corrections for humidity and superheat according to 

the following rules: 

l. For each 5° of positive superheat, increase 

lift by 1%. 

2. For each 5° of 

by 1%. 

negative superheat, reduce lift 

3. Correct for humidity in accordance with the 

following table: 

LOSS IN LIFT CAUSED BY HUMIDITY 

Air Temperature Loss in Lift at Saturation 

0°F 

20oF 

32°F 

50°F 

70°F 

90°F 

l00°F 

For less than 

satu:ration by 

l/20 of 1% 

l/10 of 1% 

l/5 o"f 1% 

l/2 of 1% 

1% less than dry air 

1.8% less than dry air 

2.5% less than dry air 

100% humidity, multiply loss 

%humidity. 

-7-

in lift at 
FIG. 21 ~--·-·--- --

' _, I • ~ + 

I I - l - ----l-1 

r]-.30:-2~ t • ·r f ' ! 

Fig. II - Helium Purity -8-
The curves in Fig. II make it possible to find directly 

the lift coefficient given by formula (3). This lift coefficient should be corrected for humidity and superheat as 

outlined above. 

(b) Lift Vari2tions 

The table below gives a number of rules which permit 

keeping track of lift variations after take-off. 

EFFECT oF VARIOUS ATMOSPHERIC 

CONDITIONS ON GROSS LIFT 

CONDITION EFFECT ON GROSS LIFT 

Increased Altitude, 

Decreased Barometric 

Pressure 

Decreased Altitude, 

Increased Barometric 

Pressure. 

Decreased Ambient 

Temperature, No 

Superheat 

Increased Ambient 

TempePature, No 

Superheat. 

Pqsitive Superheat 

Negative Superheat 

Below 

Pressure Height 

NONE 

NONE 

NONE 

NONE 

Increased by 1% for 

every 5° F. * 

Decreased by 1% for 

every 5° F. * 

Above 

Pressure Height 

Reduced by 1% for 

every 360 ft.or 

• 3 in. Hg. * 

NONE ** 

NONE ** 

Reduced by 1% for 

every 5o F. * 

Increased by a negligible amount. 

Decreased b~ 1% 

for every 5 F. ** 

* For the K-ship, 1% of gross lift amounts to about 250 lbs. 

Superheat can be seen, therefore, to affect lift by about 

50 lbs. for every 1°F., or 90 lbs. for every 1°C. 

** Gas contracts and ship is no longer at pressure height. 

-9-
NOTE: The student pilot is sometimes confused by the 

apparent contradiction between some of the above 

rules, which seem to imply that lift is unaffected 

by temperature, and the known fact that an airship 

has a greater lift in winter than in summer. 

The contradiction is easily cleared when it is 

considered that the rules in the above table apply 

only to the lift of an airship to which no helium 

is added. 

It is true, as indicated by the above rules, that 

the lift of an airship inflated during the summer 

remains the same when cold weather sets in, provided no gas is added and no gas is lost and neglecting the .effect of humidity. The gas and the displaced air contract in the same proportion so that a 

like weight of gas has th.e same lift in winter as in 

summer. 

At the same time, because of the gas contraction, it 

is possible to add a certain amount of gas in winter 

to a ship which had been fully inflated in the summer. A fully inflated ship has, therefore, a greater lift in winter than in summer. 

(2) Static Trim 

An airship trims at an angle such as to bring the 

center of gravity directly below the center of buoyancy. The 

K-airships trim at an angle of 3.5°,plus or Ia.inus 1/2°, nose 

down at static equilibrium, when .fully inflated, with conditions such as to produce a static lift of 62 lbs. per 1000 

cubic feet and with a load distribution as indicated on the 

following page. 

Under the above conditions, the location of the center 

of buoyancy and of some of the important centers of gravity 

along the longitudinal axis are given below: 

-10-
Center of Buoyancy: 

Center of Gravity of 

Ship as a whole: 

Center of Gravity of 

Loaded Car. 

Center of Gravity of 

Envelope: 

20.53 ft. Aft of Frame 9. 

1.75 ft. Forward of Center of 

Buoyancy. 

8.45 ft. Forward of Center of 

Buoyancy. 

10.00 ft. Aft of Center of 

Buoyancy. 

The useful load is ordinarily distributed approximately about the center of gravity of the car so that changes 

in the useful load do not alter greatly the location of the 

center of gravity of the car. 

The center of gravity of the ship as a whole, however, 

changes with the total car load since, as indicated above, 

the center of gravity of the car is considerably forward of 

the center of gravity of the envelope which makes up the 

balance of the gross load. An increase of car load has the 

effect of moving the center of gravity of the ship forward 

and of increasing the nose down angle. A decrease of car 

load has the effect of moving the center of gravity of the 

ship aft and of decreasing the nose down angle. 

A change of 10,000 ft. lbs. in the moment balance with 

respect to the center of buoyancy of the ship, whether caused 

by a change of total load or by a change of load distribution, 

alters the static trim angle by about 1°. 

-11-
I 

/ 

Since the trim angle is measured at full inflation 

and at equilibrium a change in the lift coefficient must be 

accompanied by a corresponding change in the car load to 

maintain equilibrium. Therefoxe, when the lift is greater, 

the load will also be greater, and the ship will trim at a 

greater nose dovm angle. A difference between the su~ner 

and winter trim angles may be observed because of this factor. 

At less than full inflation the trim of the ship is 

affected by the above factors, and also by the relative 

inflation of the ballonets. 

(3) Dynamic Lift 

The dynamic lift of an airship is the lift which depends upon the forward motion and the angle of attack of the 

ship with respect to the air. See Fig. III for dynamic lift 

at various forward speeds. 

The curves plotted in Fig. IV show the variation of the 

minimum length of the take-off run of model K-airships with 

heaviness and head wind. 

The assumptions on which the curves are based are 

n~ither exact nor invariable, but they are on the safe side, 

giving an over estimate rather than an under estimate of 

the required length of the take-off run. 

(4) Factors of Safety 

The suspension system and the car structure of the Kairship are designed for a total car load of 16,000 lbs. The 

minimum factors of safety at this load are 3.00 for the car 

structure and 4.00 for the car suspension. 

-12-
/ 

--- -· ··--·-··------. --- 90· ---~--

80 

70 I -.. 0 , v L. L.. --·----·- -o--__" 

0.7S Fi.JL.L.. POWER 

60 

20 

10 

0 ------------------------------------------ 0 1000 zooo 3000 4000 5000 

-9- ·------ --.--- ---------.-----,-----.-----------r----------:---------,.------r·· ~--~-----~---------... --~--~-.. --------~---,---------.-.--........_. ______ _ 

______ .._ ___ _,___ __ , _______ .... ~---- ----;-------- --- ·t·· ------ -· 

----------·- ____________________________ j__ --:-----l---·------·------i 

f 

- -- - -- --- ---- -------- ..•. 

--------_...---------------------~---------,.~----'"-·-----~------~--.-----_...-.------------.----;--- ... ---------..... ---~----~----· 

6000 

-----------·--·-------------------·-· . _______________ , _________ ..._ __________ _ ELt;._IJJ: ·- ·- ---------·- -----1 

7000 

--··---.. ·---~ __________________________ .... -------=~---=-~~--- /I'l&AMZC:-~~-~~-------______ L__~ 

l/FT .CHA-RT- ---.- -·--- i - ------------------ --- ---- ---- ~-... ·--------------- ----·- _......_ _____ ._-.) 

... ____ , ____ . --.. - -· -- -·- -- .---- - ' . . 

-· ------ -··-"""---·- ---~·----·- --~----·------ -·- .;.... .. _.,__, __ ,. _____________ _,_. ·-· .... ~~---- -- -~· ~-- ----... ·-·-·-----~ 

DYNAMIC LIFT VS. VELOCITY 

AT IIARIOUS ANGLES OF ATTACK 

AND VARIOUS HORSE POWER) 

I<- TYPE AIR SHIP 

VALuEs BAseD ON K-13 FLIGHT TEsr 

VALUEs. BAsED ON /VJ-1 Moe>EL TEsr 

8000 9000 10000 11000 12000 

----'"1 

~ D} !]M I C L IF T ( P 0 UN D S) 

.. -------- 13-
1000 r--\----+VARIATION OF MINIMUM LENGTH OF 

TAKG'-OFF !?UN WITH HeAVINESS 

AND HEAD WIND 

..... BOO 

~ FIGURE lY- ~ 

~ 700 TAKf-Off CHART 

from Bureau o{ Aeronautics 

(( SERVICE BULLETIN No. 60 

~ 600 

0 

I 

~ soo 

~ 

~ 400 

~ 

~ 300 

~ 

zoo 

100 

s /0 15 20 2S 30 3S 40 

H£AD WIND7 KNOTS 

·-14-
(5) WEIGHT EMPTY 

Note: All weights are for ships before K-75. 

·ENVELOPE GROUP 

Main Envelope Fabric ••••••••••••••••••••••••••••• 

Ballonets ...........................•. ~ ......... . Air Lines ...•.................................... 

Frames •••••••••••••• ~............ 85.7 Lbs. 

Fabric Patches & Lacing •••••••••• 109.6 

Rip Panels, Complete with cords •••••.•••••••••••• 

Car Suspension •••••••••••••••••••••••••••••••••• 

Inside Catenaries ••••••e••••••••• 524.0 

Inside Cables .•••••••••••••••••• 129.6 

Outside Catenaries ••••••••••••••• 102.2 

Outside Cables •••••••••••••••••• 22•7 

Gas Valves & Reinforcement ••••••••••••••••••••••• 

Air Pressure System •••••••••••••••••••••••••••••• 

Air Valve Reinforcement •••••••••• 6.0 

Bow Stiffening ................................. . Bow Cone ••••••••••••••••••••••••• 

Batten Patches, Laces, Etc. • •••• 

Battens ........................ . Batten Cables ••••••••••••••••••• 

Mooring Cone Spindle & Pendant ••• 

Miscellaneous •••••••••••••••••••• 

Handling Lines ••••••••••••••••••••••• 

Drag Rope •••••••••••••••••••••••• 

Yaw Lines •.•••••••••••.•••••••••• 

Handling Lines, All Others ••••••• 

106.8 

102.0 

378.0 

28.6 

45-4 

32.5 

. . . . . . . . . . . 18.5 

39.9 

78.8 

Fin Suspension, attached to envelope ••••••••••••• 

Lighting & Bonding System ••••••••••••••••••••••• 

Car Fairing, Tape Lacing Cord & Padding ••••••••• 

Miscellaneous equipment, patches, manholes and 

sleeves attached to the envelope •••••••••••• 

TOTAL ENVELOPE GROUP 

EMPENNAGE GROUP 

. . . . . . . . . . . . . . . . . . . . . . . . 

Upper Fin ••••••••••••••••••••••• 

Horizontal Fins (2) ••••••••••••• 

Lov1er Fin ................ · . · · · · · Upper Rudder •••••••••••.•••••••• 

Elevators (2) ••••••••••••••••••• 

Lower Rudder •••••••••••••••••••• 

Fin Brace System •••••••••••••••• 

241.0 Lbs. 

482.0 

217.0 

86.0 

172.0 

56.0 

100.0 

TOTAL EMPENNAGE GROUP . . . . . . . . . . . . . . . . . . . . . . 

5670.4 Lbs. 820.0 

195.3 

21.1 

778.5 

68.0 

6.0 

693.3 

137.2 

145.6 

20.5 

31.8 

301.6 

8895.3 Lbs. 

1354.0 Lbs. 

TOTAL ENVELOPE & E1IPENNAGE •••••••••••••••••• 10,249.3 Lh~. 

-15-
WEIGHT EMPTY 

CONTROL CAR GROUP 

Car ································L··········· 2250.0 Lbs. Framework •••••••••••••••••••••••• 1056.0 Lbs. 

Metal Skin & Skin Stiffeners •••• 436.6 

Fabric Covering •••••••••••• ••••• 5.6 

Windows ••••••••••••••••••••••••• 120.1 

Doors Complete •••••••••••••••••• 61.1 

Handling Boxes and Doors •••••••• 9.5 

Bomb Hatch Doors & Opening Mech. 44.6 

Rand Rails and Brackets ••••••••• 32.7 

Insulation & Compartment Partition 33.8 

Flooring & Supports •• • • • •• •• • • • • 322.6 

Access Ladders if carried in flight 16.8 

Miscellaneous ••••••••••••••••••••• 110.6 

Landing Gear 

Landing Wheel Ass embly ••••••••••••••••••••• 228.5 Lbs. ~beel & Tire •••••••••••••••••••• 77.5 Lbs. 

Fork and Axle ••••••••••••••••••• 45.9 

Shock Absorber •••••••••••••••••• 43.6 

Retracting Mechanism •••••••••••• 37.5 

Miscellaneous Installation •••••• 24.0 

Outriggers & Engine Nacelles ••••••••••••••••••• 741.1 Lbs. 

Structure •••••••••••••••••••••• 250.0 Lbs. e~l Skin & Skin Stiffeners •••• 151.5 

Engine Mounts •••••••••••••••••• 78.8 

Cowliz.!gS • • . . . . . • . . • . • . • . . • • • • • • 95.0 

Engine Nacelles & Stiffeners •••• 165.8 

Power Plant Group •••••••••••••••••••••••••••••• 2642.8 Lbs. 

Engines (as installed) ••••••••• 1858.0 Lbs. 

Engine Accessories ••••••••••••• 238.1 

Power Plant Controls ••••••••••• 39.9 

Propellers ••••••••••••••••••••• 422.8 

Stc>.rting System • • • • • • • • • • • • • • • • 84.0 

Lubrication System ••••••••••••••••••••••••••••• 154-3 Lbs. 

Tanks & Protection, Installation 44.1 Lbs. 

Oil Coolers •••••••••••••••••••• 60.5 

Pumps,not integral with engine 4-5 

Piping, etc. •••••••••••••••••• 45.2 

-16-
WEIGHT EMPTY 

.Fuel System ..•••••..•••••••.•• ~ ..•.•••.••..•.•.• 

Tanks & Protection, installation 

Pumps, including transfer pump &. 

hose •••••••••••••••••••••••••••• 314.4 Lbs. 

Piping for Fuel and Vent Systems 233.6 

Fixed Equipment ••••••.•••...••••••••••••••••••. 

Instruments •••••••••••••••••••• 127.2 Lbs. 

Major Controls, complete ••••••• 125.8 

Minor Controls, complete ••••••• 42.5 

Pressure Tube Assembly ••••••••• 32.6 

Electrical ••••••••••••••••••••• 624.8 

Communication (Radio & Radar, 

MAD, IFF) ••••••• 1098.0 

Furnishings •••••••••••••.••••.••••••••••••••••. 

Personnel ················~····· 287.4 Lbs. 

Einergency • • • • • • • • • • • •.• • • • • • • • • • 47.4 

Chair Base in Aft Section •••••• 3.2 

Navigator's Table •••••••••••••• 19.9 

Radio Table •••••••••••••••••••• 26.7 

Heating Equipment •••••••••••••• 33.0 

Car Ceiling •••••••••••••••••••• 27.3 

Rigger's Cabinet ••••••••••••••• 15~0 

Navigational Gear Rack ••••••••• 5.3 

Miscellaneous •••••••••••••••••• 1.7 

Air System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Auxiliary Power Plant • • • • • • • • • • • • • • • • • • • • • • • • • • 

TOTAL CAR GROUP . . . . . . . . . . . 

-17-

548.0 Lbs • 

2050.9 Lbs. 

466.9 Lbs. 

352.8 Lbs. 

200.3 Lbs. 

9635.6 Lbs. 
(6) USEFUL LOAD 

~ Crew (10 Men at 175 lbs. each) • • • • • • • • • • • • • • • • 1750.0 Lbs. 

Fuel -

Main Engines &: Aux. Engines • • • • • • • • • • • • • • • 3930.0 Lbs .• 

Overhead Tanks 475 Gal.@ 6#/Gal. 2850.0 Lbs. 

Slip Tanks, 180 Gal. •••••••••• 1080.0 

Oil -

Main Engines - 52 Gal. @ 7.5# Gal. 

Aux. Power Plant, 3 Gal. @ 7.5# 

• • • • • • • 

• • • • • • • • • 

Droppable Fuel Tanks (2) . . . . . . . . . . . . . . . . ~ . . .. Baggage 

Cargo 

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Armament . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1. 50 Cal. M.G. . . . . . . . . . . . . . 105.0 Lbs. 

2. M.G. Ammunition . . . . . . . . . . 132.0 

3. Bomb Racks 

m 

. . . . . . . . . . . 41.6 

4· Bomb Racks . . . . . . . . . . . 41.6 

5. Bombs M-17 • • • • • • • • • • • 650.0 

6. Bombs M-17 . . . . . . . . . . . 650.0 

Equipment . . . . ~ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Navigation Gear 

a. Charts, Publications •••••• 

b. Optical Drift Sight ••••••• 

c. Wiley Drift Sight ••••••••• 

d. Parallel Rulers, Binoculars, 

Stop Watch, Dividers ······• 

e. Miscellaneous Gear ••••••••• 

Total 

Photographic ••••••••••••••••• 

Pyrotechnics -

a. Signal Pistol ••••••••••••• 

b. 24 Rounds Signal Flares •••• 

c. 24 Float Lights ••••••••••• 

d. 24 Bronze Powder Markers . · · 

Total 

-18-

7.5 Lbs. 

13.5 

1.5 

14.0 

18~5 

55.0 Lbs. 

55.0 Lbs. 

2.1 Lbs. 

7.2 

52.8 

48.0 

110.1 Lbs. 

390.0 Lbs • 

22.5 

42.1 Lbs. 

00.0 Lbs. 

00.0 Lbs. 

1620.0 Lbs. 

570.3 Lbs. 
USEFUL LOAD 

Emergency Life Saving Equipment: 

a. Ten Life Jackets@ 3# •••••••••• 30.0 Lbs. 

b. Life Raft •.•••••••••••••••••••• 66.0 

Total ••••••••• 96.0 Lbs. 

Food and Water: 

a. Food, Canned . . . . . . . . . . . . . . . . . . . b. Food, Fresh . . . . . . . . . . . . . . . . . . . . c. Water, Fresh . . . . . . . . . . . . . . . . . . . d. Rescue, Rations . . . . . . . . . . . . . . . . e. Emergency, Food and Water . . . . . . Total 

Miscellaneous Equipment: 

a. Classified Container ••••••••••• 

b. Emergency Cable •••••••••••••••• 

c. Two Flashlights@ 3/4 Lbs. • •••• 

d. Signal Flags ••••••••••••••••••• 

e. Fuel Pick-up, Green Marker Buoys, 

Grapnel ....•.•...•.•.......••.... 

f. One (1) Chute, One (1) Harness •• 

g.. P. & W. Engine Kit ••••••••••••• 

h. Wire Cutter and Knife •••••••••• 

i. Rigger's Kit ••••••••••••••••••• 

30.0 Lbs. 

55.0 

35.0 

16.0 

27.0 

163.0 Lbs. 

2.2 Lbs. 

5.0 

1.5 

1.0 

28.0 

18.0 

15.0 

5.0 

lh2. 

Total 91.2 Lbs. 

TOTAL USEFUL LOAD 8325.1 Lbs. 

-19-
It is recommended that the total car load be not 

allowed to exceed 18,300 lbs., or 2300 lbs. over the design 

Under such condition of 2300 lbs. "Design Heaviness" 

the factors of safety are reduced to about 2.6 for the car 

structure and about 3.5 for the car suspension. 

NOTE: "Design heaviness" is the excess of car load over 

design load -a.nd should not be confuseq. with "flight 

heaviness" which is the excess of gross load over 

gross lift. 

"Flight heaviness" alone is no measure of the factors 

of safety of the car structure and suspension. 

Under condi tiofls of high lift there may be no 

"flight heaviness" but a high "design heaviness." 

Under conditions of low lift there may be no 

"design heaviness" but a high "flight heaviness." 

Preceeding pages show computations of a typical car 

load. It is suggested that similar forms be used for actual 

computations before take-off. 

-21-
B. ENVELOPE PRESSURE CONTROL SYSTEM 

(1) General Description 

The maintenance of a predetermined pressure differential between the gas in the envelope of a non-rigid airship and the surrounding atmosphere is the first basic 

requirement to the successful operation of this type of 

airship. 

The functioning of the envelope in assuming the various 

flight stresses, the proper suspension of the car, the efficient operation of the controls, all depend upon a closely 

held pressure differential. 

It is the function of the pressure control system to 

maintain this pressure differential within a certain range 

and to do this with a minimum loss of lifting gas. This 

result is accomplished by inflating the envelope partly with 

gas and partly with air, the air being contained in a forward 

and an aft ballonet, and by regulating the inflation of the 

air by means of an air system,without changes to the amount 

of gas in the envelope. Under extreme conditions, outside 

of the range of the air system, gas can be released automatically by meatls of two gas valves to prevent the internal 

pressure of the envelope from rising above a safe value. 

The pressure control system is also used to adjust the 

trim of the ship by regulating the relative inflation of 

the two ballonets. 

-22-
(2) Air System 

The air system comprises a forward and an aft 

ballonet, a system of scoops, ducts, valves and air chambers. 

Air is taken in at scoops located in the port and starboard 

motor outriggers and is led through a check valve of the 

butterfly type into an air chamber. From this chamber, two 

air ducts lead, one to the forward and the other to the aft 

ballonet, through ma~ually controlled dampers. An automatic 

valve is connected to each ballonet system and is set to 

release air automatically when the pressure reaches a predetermined value. In airships K-3 thru K-98, a blower with 

a gasoline power plant is provided in the cabin to supply 

pressure to the air system when the pressure from the regular 

system becomes inadequate. In airships K-99 and future, an 

electric blower is provided. The construction of the system 

is described in full detail in the "Descriptive Specifications 

Manual." The operation of the system is considered further 

below: 

(a) Scoops 

As mentioned above, air is collected by scoops located 

in the port and the starboard outrigger and is led to an air 

chamber through check valves. This air chamber can be connected to either or both ballonets by means of two manually 

controlled dampers. The air pressure in the ballonets can 

be adjusted within certain limits, as described further on, 

by regulating the opening of the scoops. 

-23-
...... 

AIR INTAKE AIR DISCHARG E 

Flg. -v 

AIR PRESSURE SYSTEM 

K-3 thru K-'98 
Fig. VI Air Scoops 

(b) Valve Settings (See Buaer Manual 12-304) 

The pressure in the forward and aft ballonets is limited by the forward and aft automatic air release valves. These 

two valves are set to operate at different pressures for 

reasons that will become apparent further on. 

The valve of the forward ballonet is set to start opening when the air pressure in the forward ballonet, as read 

at the car manometer, reaches 1.50 inches of wa ter. The 

valve of the aft ballonet is set to begin to open at an air 

pressure of 2.00 inches of water. 

When the ballonets are partly infla ted there is a 

difference of pressure bet•Neen the a ir in the ballonets and 

the gas in the envelope. This difference depends upon the 

-25-
·r--·-----r---r-- ----r--~--~--~------r-----~------~---,--~--~---.~-~--~--- t . I . • 1 : ; ' l : ; ! • i ' ! ' ; ' l , l 

.. _____ _L ____ . ____ _j __ ~_j_,t ------- i -; i=--:·-----1~--_l _ _;__L ___ -·-----~--·-:-t-~--t--:1 

. I . ' I I t l I ! I l I ! j I I ' i . t I i I i I j ! 1 I t J t . . . t I 1 • ' I J 

~---.:.-r--~- -~-t---r-~-- ~--i--t-----+-. -r --,:-- -~---+

1 --+ -r

1

: ____ t --r -----r--+--+:--~ -~. -: 

I l ' . I I i ! . I ! . I ' f . ! ! l ' l 

I I ~1 ' ' 'til'·· i I I -r--r- 11' j · 1 I i l I l i ' ' i i i i ! I l i ! : I I : j ! ! . t~-----~--1_ __ _ . __ ....:!------....!·--·--.J----L--'---j___l_--...!..-__l ___ t _j __ , ___! _ _..t_...i_ __ j _____ J __t_...l__• __ !__ ! _ _j 

i I !

1

. i I I I ' i I I t 't ' I . 1 1 l i ) ! l · ! ! 1 I 1 ~ j · l r--- I i ' 1 l I I -;---r--. ! ! ~ I I 

.·---,---· ----.- j __ i--+-~--4-~-+-~~_j __ l .. _~ ___ .. L_j ___ ~---l-l_j _ _ J __ [! ~_j I . l l ! j : • . ! I I : ! : I . I I l I : ! 

: . I .s i ' : ~ i • I ! i I I • !' i I I j__j I • I . l I i : i 't l i : t I l 1 i . I ! l l r 1 ' i .... 1 I 1 I ' t i ' r t I _ 1 , ' 

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~ __ ; ---~--- --~----l..----~-.. ! --+-L _j ___ j __ .. ~----~---L - -+· ~ ---:-·-----~-------+---' -~; ~ 1 ,1 : l ; i ' l ! :_j_ i l . I : - p:. ·---· -- -.----r-----t • I ' ~............., .:............. I l : ' t l I 1 • • . ' 

f"'r 4 ·- j - _ _t ___ ----~-- --1--~-~--..:.. ' t ; ; .. ---! -- • - i ! ' 

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----- ____ ! _____ -----T-~---r~-l-~:~~--- c-. --l~-i.~] ___ ;=1~- :~ j __ -=-- ~---~ +----- ~ _ -·---" 

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, ---1 0 - - 20 30 ·-~· 40--·-- 50 · 60 -- 70 --BG -~- 90 --·1 00- ,-----~-,--- , 

----______ :_ . _____ ;--~-_j_-~ __ j__ ________ L --~--- _; ___ · __ l ____ i_~ __ t _____ : _j ____ ~ __ . __ : --~-----; --~-~-~ j ! l ~ 

- --L--·---·--- ___ l - - FULLNESS , OF BALLO NETS ---~----'·---;~-- '· I I • t 

; l l . ; ' . 

+-·---· ------·----------------· _f____ ----~""---.. -~---'------------ ---- --·------~ 

Fig. VII ·-- ------~·----~-----"': ______ ... ___ __.. ..... -- . ---- ------ - 1 

AIR PRESSURE IN EXCESS OF GAS PRESSURE 

vs --% FULLNESS OF BALLONETS AT ZERO- PITCH ANGLE 

AT STANDARD UNIT LIFT CONDITIONS 

-26-
height of the upper part of the fabric of the ballonets 

or upon the degree of their inflations, upon the lift coefficient of the gas, and upon the f~bric weight which 

reacts on the air. 

Curve in Fig. VII shows the relation between this 

difference in pressure and the inflation of the ballonets 

at standard lift coefficient. It will be noted the.t the 

difference of pressure is about 0.50 inches at full inflation and nea~ly zero when the ballonets are fully deflated. 

Since the automatic air valves are operated by the 

air pressur~ in the ballonets and not by the gas pressure, 

it will be obvious that the system will tend to regulate 

for a higher gas pressure when the ballonets are empty than 

when they are inflated. 

(c) Pressure Regulation 

Under normal flight condition a gas pressure of about 

1.5 inches of water should be maintained with a maximum variation of 1.25 to 2.00 inches. 

CAUTION: Under no condition should the pressure be allowed 

to go lower than 0.5 inch or higher than 3.0 inches 

of water, the lower pressure being permissible only 

in landing operations or in the hangar when there 

is little or no forward speed. 

It is particularly essential to maintain an adequate 

internal pressure when the ship is operated at high speed 

or when moored at the mast during high winds. 

-27-
The K-airships are designed for a maximum speed of 

65 knots with an internal gas pressure of 1.5 inches of 

water. 

Since the automatic air valves, as .pointed out above, 

are operated by the air pressure of the ballonets, the 

corresponding gas pressure at which they open depends on the 

gas inflation of the ship. If, for instance, the ship is 

85% gas inflated and the ballonets are more than half infle.ted, 

it can be seen, by referring to the curve in Fig. VII that 

the gas pressure in the envelope is about 0.32 inches of 

water less than the air pressure in the ballonets. The air 

valve of the forward ballonet will open, therefore, at air 

pressure of 1.5 inches of water, while the corresponding gas 

pressure is .32 inches of water less than the setting of th~ 

gas valve or 1.18 inches. 

It will still be possible, however, to maintain the 

recommended operating gas pressure of 1.5 inches of water 

by opening the forward air damper and regulating the scoop 

opening so as to produce air circulation through the air 

damper and the partially opened air valve. 

CAUTION: The matter of the proper regulation of the air 

scoops is of the utmost importance. If the 

scoops are opened too wide, excessive pressure 

may be built up in the envelope causing loss of 

gas. If the scoops are not opened enough, the 

gas pressure may drop to a dangerously low value 

resulting in buckling of the envelope. 

-28-
With the differential valve setting outlined above, 

it is apparent that as long as the ship is operated below 

the pressure height of the forward ballonet, air is released only from this ballonet when the altitude of the 

ship is increased. Hence, if upon descending, the pilot 

operates only the forward damper, the air which has been 

valved out during the ascent will be replaced to the forward ballonet, thus restoring the trim of the ship to the 

same condition that existed at take-off. 

During short flights, the opera tion of the system is 

automatic, and no manual adjustment needs to be made except 

to open the forward damper. During long flights, occasional 

manual adjustments of the air balance may be necessary, but 

the system remains largely self-operating. 

(d) Air Valve Adjustment 

All valves are adjusted to their specified settings 

and t ested before being installed in the airship and retested after installation. 

The valve settings should not be changed unless difficulties arise. Adjustments should then be made only by a 

qualified person. During emergency, it may be necessary to 

adjust the valve in flight. Instructions below should 

clarify any difficulties that may be encountered. 

-29-
Two 36~inch diameter air valves, see Fig. VIII and 

IX, are provided in the air line in the top of the car 

structure for valving air from the ballonets. One of the 

valves is located between Fre~es 4 and 5, and valves air 

from the aft ballonet, the air going out through louvers 

on the port side of the car. The other valve, located 

between frames 6 and 7, valves air from the forward ballonet 

and exhausts air on the starboard side of the car. Control 

lines for opening and closing the valves extend to Pilot's 

Instrument panel, see Fig. XI, Page 42. 

The air valves are set to open as follows: 

Aft Valve -

Forward Valve - 1.5" H20 

To adjust valves on K-3 thru K-53, exclusive of K-49: 

(1) Inside knob adjustments (Three) 

(c) 

(d) 

(e) 

(f) 

(g) 

Break seal on each valve adjustment knob. 

Apply same number of turns to each knob. 

Never adjust one or two knobs, but adjust them all equally, to prevent warping and 

improper seating. One complete turn of each of the inside 

adjustments will effect a change in the 

opening point of .018 inch H20. 

Do all loosening and some tightening on 

the inside. 

Turn adjustments clockwise to tighten or 

increase opening pressure. 

Turn adjustments counter-clockwise to loosen 

or decreas-e opening pressure. Re-seal valve adjustments to prevent valve 

frbm losing its settin~. 

-30-
Fig. VIII - 36" Air Valve ·K-3 thru K-53, Excl. of K-49 

-31-
(2) Outside Gear Adjustments 

(d) 

(e) 

(f) 

(g) 

Remove gear cover. 

Remove cotter pin (through gear). 

Do most tightening on outside gear and no 

loosening. 

When tightened until 2-7/8" of screw protrudes from the gear, the forward or aft 

air valve opening point will increase 7/16" 

H20. This is a maximum condition. 

Turn counter-clockwise to tighten or increase 

opening point. 

Turn clockwise to loosen or decrease opening point. 

Replace cotter pin and gear cover. 

In the event the valves are completely out of adjustment, then proceed as follows: 

1. Set outside gear adjustment to neutral setting. 

NOTE: Neutral setting is defined as 1-1/2" 

of screw protrusion from gear. Total 

length of screw is 3 inches. 

2. Build up air pressure to 1.5" H20 at the manometer 

in the car and adjust inside knobs as previously described. 

3. The valve is considered in adjustment when the 

dome begins to float freely and emits a characteristic hum. 

4· Re-seal all adjustment knobs and replace outside 

adjusting gear cover, together with the cotter ~in. 

Insofar as the aft valve is concerned, build up 

air pressure to 2 inches and repeat the above procedure. 

To ad.iust valves on K-49. K-54 and later airships: 

Open the zippers for the access openings in the ceiling 

of the car and remove the lock seal attached to each knob. 

Unscrew the l/2tr O.D. sealing c aps and turn adjusting knobs. 

-32-
Give each of the knobs an egual number of turns and 

in the same direction. Turning the knobs clockwise, or to 

the right, inc~eases the pressure necessary to operate the 

valve. Turning the knobs counter-clockwise, or to the left, 

lowers the pressure necessary to operate the valve. Tests 

conducted on a number of modified valves in a valve test 

chamber determined that ten complete turns on each of the 

three knobs changes the pressure setting necessary to operate the valve by 1/5 of an inch of H20. 

After a satisfactory resetting is found, add. leather 

washers and screw the sealing caps in place again, then 

safety the knobs to the clips on the shield. Test setting 

against the air manometers. The use of the gas manometer 

is misleading, except at, or very near, pressure height. 

-33--
Fig. IX - 36" Air Valve 

K-49, K-54 & Future 

-34-
(e) Take-Off 

Yv'hen the ship is in the hangar it is norl!lally J..cept 

under proper pressure by means of a ground blower. As 

the ship is taken out of the hangar, v;ea ther condi tion3 

may be such as to cause a change of the temperature of the 

gas. 

If the temperature is increased, air will be released 

automatically by the air valves. If the temperature is decreased, air may have to be blo~~ into the system to keep 

up the pressure. This may be done by opening the scoops and 

the air dampers, and speeding up the engines or it may be 

done by means of the auxiliary blower. 

NOTE: The dampers can be kept continuously open while 

air is blown occasionally in the system by maneuvering the throttles, the check valves preventing loss of air when the engines are idle. 

Under normal conditions, however, it is best to 

keep the dampers closed when not pumping air. 

(f) Climb 

As soon as the ship begins to rise, the problem is no 

longer one of feeding air to the system, but one of releasing air to maintain a constant differential pressure between 

the gas in the envelope an.d the decreasing atmospheric pressure. 

This is done automa tically as outlined above, by the <>-ir 

valves. The air valves and ducts can prevent the pressure 

from rising above 2.5 inche s of water when the ship is rising 

a t a speed of 2400 ft. per minute. 

-35-
During the climb both dampers should be closed. The 

scoops, however, should remain open so that the pilot may 

be able to blow air into the ballonets by opening the 

dampers, should he decide to come do~m again . 

CAUTION: 2400 ft •. per.minute is the maximum permissible 

rate of climb. The actual rate of climb should 

be kept well below this vaiue. 

(g) Level Flight 

In level flight it is common pr2.ctice to keep the forward damper and the scoops open so as to produce an air 

pressure slightly higher than the setting of the valves, 

causing a circulation of air through the air damper and 

the air valve. 

CAUTION: The air release valves should not be opened 

manually when the ship is flying near or above 

pressure height. 

A warning to this effect is mounted on the pilot's 

instrument panel. As long as the valves are opere>.ted autorna tically, with the scoops and air damper opened, pre ::;sure 

in the system does not drop below the setting of the valves 

although the ballonets may become completely deflated. If 

the air valves were opened manually at this 'point, the small 

amount of air in the system would become quickly exhe.usted, 

the pressure dropping to atmospheric pre2sure. The 3ir line 

pa tches or the air line frame may be dama.ged by the full 

unbalanced gas pressure. 

-36-
(h) Descending 

When the ship is descending, air must be fed into the 

system to maintain the differential pressure between the 

inside of the envelope and the increasing atmospheric 

pressure. The scoops should be opened wide enough to permit adequate air flow. The air scoops, ducts, and damper 

valves can admit air into the ballonets at a sufficient rate 

to maintain a gas pressure of 1.25 inches of water when the 

ship is descending at a rate of 1200 feet per minute, at a 

forward speed of 50 knots. 

The air intake capacity naturally decreases as the 

forward speed is reduced so that the maximum permissible 

rate of descent is less than 1200 feet per minute when the 

forward speed is less than 5.0 lrnots. 

CAUTION: 1200 feet per minute is the maximum permissible 

rate of descent. The actual rate of descent 

should be kept well below this value. 

(i) Landing 

At the time of landing it _usually becomes necessary 

to throttle down the motors and the air scoop system can no 

longer supply the required pressure to the ballonets. An 

auxiliary blower is provided for such conditions. 

The blower is of sufficient capacity to maintain a 

gas pressure of 0.5 inches of water at the gas manometer 

-37-
when the ship is descending without power at the rate of 

250 ft. per minute. This pressure, while inadequate for 

normal flight, is sufficient to permit satisfactory handling of the ship during landing operations. 

Instructions for starting the blower for airships 

K-3 thru K-98 are given on p~ ge 44. 

(j) Shifting Air 

During flight, it may bec.ome necessary to adjust the 

relative inflation of the two ballonets ·in order to change 

the trim of the ship. This is done by operating the air 

valves and dampers manually. 

In trimming the ship in this manner, it may be well to 

consider air as ordinary ballast, the effect of transferring 

air being the same as that of transferring any ballast. 

(k) Blowing Air Into The Gas 

In emergency cases where a large amount of gas has been 

lost, such as when the ship is descending after having overshot its pressure height, and the ballonets, even when fully 

inflated, cannot keep up the. pressure of the envelope, it 

may become necessary to blow air into the gas. 

This may be done by untying the sleeve connecting the 

air chamber to the envelope. This sleeve is located above 

-38-
the cabin ceiling, starboard, and makes a nyn connection 

with the helium inflation sleeve. Only the amount of air 

necessary to bring the pressure to th~ required value 

should be used. 

(3) Gas Release System (See BuAer Manual 12-304 12-307). 

The gas release system includes two 20-inch gas 

valves, located on the port and starboard sides of the 

envelope at panel 34, and gores K and .L. It includes, also, 

two rip panels located on the top of the ship from panel 21 

to 28, and from panel 53 to 59. 

(a) Gas Valves 

The gas valves are set to operate automatically when 

the gas pressure reaches 2-1/2-inches of water as read 

on the gas manometer. They can also be operated manually 

from the pilot's instrument panel. The gas valves are 

equipped with micro switches which operate telltale lights 

on the pilot's panel when the gas valve begins to open at 

2-1/2-inches of water. In order to offset localized drop 

of pressure in the air stream and to prevent premature 

opening of the valves, a semi-circular windshield is attached 

to the envelope on the aft side of the . valve. 

CAUTION: Do not attempt to hold gas valves closed 

manually when . flying above -pr.essure height 

as _excessive pressure maY deYelop in the 

envelope. 

-39-
Fig. X 

Helium Inflation Sleeve 

-40-
(b) Rip Panels 

The rope which opens the forward rip panel can be 

reached from · the forward door; the rope which opens the 

aft panel can be reached from the aft door. They are 

dyed red to avoid confusion with the other ropes. 

(4) Controls and Auxiliaries 

(a) Valve Controls 

The air and gas release valves can be operated man~ 

ually from the pilot's instrument panel, Fig. XI. Every 

valve has an opening arid a closing control. Pulling the 

opening control lifts the valve off its seat and releases 

air or gas as the case may be. The valves should close by 

themselves when the opening control is released. 

A closing control is provided, however, to force the 

valves closed in case they should stick. The control is 

also used to make certain that the gas valves are closed, 

and that no gas is being lost when flying near pressure 

height. 

The following check procedure of the valves is 

recommended: 

1. Before take-of.f, crack all valves 6pen for a 

short instant to make ce~tain that the valves 

and telltale lights operate satisfactorily. 

2. When flying close to pressure height, pull 

closing control of gas valves from t ime to time. 

-41-
A - Safety Switch 

B- Mechanic's Signal 

C - Forwar~ Air Damper D - Forward Air Valve, Open E - Aft Air Valve, Open 

F - Aft Air Damper, Close 

G - "Forward Air Valve, Close 

R - Aft Air Valve, Close 

I, J, K, L- Fuel Dumping 

M - Port Helium Valve, Close 

N - .Port Helium Valve, Open 0 - Stlbd Helium Valve, Close 

P- St'bd.Helium Valve, Open Q, R - Slip Tanks 

~ (!)Q)®@ ®@ 

·Fig. XI - Flight and Instrument Panel 

-42-
(b) Damper Control 

The air dampers can be kept open by means of an 

olive on the control cables. The dampers are normally 

held closed by springs which prevent the dampers from 

opening under the pressure of air from the scoops. 

(c) Manometers 

The air pressure in the two ballonets and the gas 

pressure in the envelope are read on three manometers, 

located on the flight panel. Each manometer is equipped 

with a three-position valve·. 

When this valve is turned on the position marked 

"Check" the manometers should read zero. If necessary, 

the reading can be brought back to zero by means of an 

adjusting dial. This check should be made before every 

take-off. 

v7hile in flight the valve should be turned on the 

position marked "static." 

A mechanical manometer on the instrument panel reads 

the gas pressure and is used as a check .on tl).e liquid 

manometer. 

-43-
Fig. XII 

Starting Auxiliary Blower 

(K-.3 thru K-98) 

(d) Starting Auxiliary Blower (K-.3 thru K-98) 

1. Turn on switch on pilot's instrument panel. 

2. Open fuel line shut-off cock on gasoline filter bowl as-sembly. (Turn counter-clockwise) • 

.3. Close carburetor choke (choke is open when 

lever is against stop pin). Open throttle 

by pulling black button on throttle wire. 

4. Wind starting rope on pulley, brace one hand 

on fuel tank and pull rope hard, giving quick spin to engine. Repeat, if necessary, until 

engine starts. Then immediately open choke 

partially easing to full position as engine 

warms up. If engine is warm from previous 

running, it is not necessary to use choke for 

starting. 

5. Open air intake door. 

-44-
(e) Stonping Blower 

1. Turn off button on pilot's p~nel. 

NOTE: Engine can also be stopped by pressing 

red stop button, mounted on me.gneto 

stator plate until engine stops. 

2. Vfuen the airship is in flight with the Homelite 

Model HRU-28 auxiliary blower stopped, a 

partial vacuum is set up in the exhaust. This 

partial vacuum draws fuel into the crankcase. 

In many instances, this ha s resulted in bursting the crankcase or cylinders and pistons when 

the pl~nt was sta rted. To prevent this, the 

fuel line shut-off valve must be ti ghtly closed 

whenever the plant is stopped, whether in flight 

or at the airship base. 

(f) LaDel Electric Blower 

The production schedule calls for a LaDel electric 

blower to replace the gasoline powered blower, described 

above, on airships K-99 and future. The only source of 

power for this blower is the Lawrance auxilia ry generator. 

The auxilia ry generator must be running at rated speed 

before the electric blower may be used. 

(5) Summary: Pressure Control System 

(a) Settings 

1. Forward Air Valve: Begins to open at 1.50 inches 

of water of air pressure in the forward ballonet 

as read on car manometer. 

2. Aft Air Valve: Begins to open at 2.00 inches of 

water of air pressure in the aft ballonet a s 

read on car manometer. 

3. Gas Valve: Begins to open at 2-1/2-inches of 

water as r ead on gas manometer. 

(b) Control, Instruments & Auxiliaries Chart 

See Fig. XIII 

(c) Operation Chart 

See Fig. XIV 

-45-
INST,RUMENTS, 

CONTROLS 

AUXILIARIES 

Air Scoop Adjustment 

Air Damper Contols 

Air Valve 

Controls 

Manometers (3) 

Pressure Gage 

Auxiliary 

Blower 

Switch for 

Auxiliary 

Blower 

Gas Valve 

Controls 

Air Sleeve 

Rip Cords 

LOCATION 

Port & Starboard 

of Frame 6. 

Pilot's Instrument 

Panel Fig. XI 

Pilot's Instrument 

Panel Fig. XI 

Pilot's Flight Panel Fig. XI 

Pilot's Instrument 

Panel Fig. XI 

Cabin Deck, Frame 

5, Fig. XII 

Pilot's Instrument 

Board Fig. XI /l~so 

switch on engine 

Pilot's Instrument 

Panel Fig. XI 

Ceiling Frame 6. 

Outside of Forward 

and Aft Doors 

Fig. XIII 

PURPOSE 

To control air pressure in 

air chambers and ballonets. 

To direct air to the forward or aft ballonet 

To release air from the forward or aft ballonets and 

to close valve. 

To indicate pressure of the 

gas in envelope and of the 

air in the two ballonets 

To check liquid gas pressure 

manometer 

To supply air pressure to 

ballonets when regular system becomes inadequate 

To shut off motor. 

To release gas manually and 

to close valve. 

To blow air into gas in 

emergency 

To deflate ship rapidly in 

emergency 

Controls, Instruments and Auxiliaries Chart 

-46-
OPERATION 

Take:.:.orf 

Climbing 

Flying 

near 

pressure 

height 

Level 

Flight 

Normal 

Descending 

Landing 

Shifting 

Air. 

Blowing 

air into 

gas 

CONDITION NORMAL SETTING REWLARE:S 

Air in both Both dampers Keep up ship inflation 

ballonets closed if necessary by opening 

dampers and by occasional .blasts of propellers 

or by auxiliary blower 

Air being re- Both dampers Watch for excessive gas 

leased from closed pressure. Stay below 

Fwd.Ballonet climbing rate of 1200 ft. 

per minute. 

Ballonets are Open both Maintain full operating fully deflat- dampers and pressure tn air system. ed.Gas valves scoops. Do not operate air valves 

operate auto- manually. Check closing matically to control of gas valves to 

release gas if make sure no gas is being 

pressure height lost. Watch the tell-tale 

is exceeded. 

Ship in trim. 

Air in both 

ballonets. 

Air being normally replaced 

in forward 

ballonet 

Motors are 

throttled 

down. Pressure 

from regular 

system is 

inadequate 

Excessive 

loss of gas 

Open forward 

damper and regula te scoops 

to produce desired p.ressure 

Open forward 

damper 

Start blower 

motor,open 

intake door, 

open both 

dampers. 

use dampers & 

air valves 

as needed. 

lights. 

Consider air as regular ballast in determining 

effect of shift on trim. 

Watch for too low pressure. 

Stay below descending rate 

of 600 ft. per minute. 

See Page 44 for instructions 

to start blower motor~ 

Consider air as regular 

ballast in determining 

effect of shift on trim. 

Untie sleeve Blow only the minimum amount 

which connects air necessary to maintain 

air to gas. pressure. 

Fig. XIV 

Operation Chart - Pressure Control System 

-47 
I 

I 

I 

I 

I ' 

' ,' 

I 

I 

I 

.' 

' ' I 

I 

I 

' ' I 

I 

I 

I 

I 

' ' ' ' I 

I 

I 

I 

I 

' 

I I 

~ 

~ ~ ~ 

z . 0 

bO u 

•r-1 

r:r.. ~ 

0 

...., 

~ 

-48-
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 variations 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 immedia tely after 

a heavy take-off, because of the added sagging of the envelope 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_ 
I 

V\ 

0 

I 

LATCH KNOB 

SAFETY LATCH 

LATCH 

MOORING LOCK 

OPERATING SHANK 

ff 5T#C/( 

"""' -~_ ., 

Fig. XVI - Top of Landing Gear Stru~ 
\ 

I 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 operating 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 slightly 

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 compartments 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 pulling 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 position. 

(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 leaning 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 mixture 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 Pratt-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 ....... .......... . 

-59-

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-
450 

400 

350 

300 

250 

200 

150 

100 

18 20 22 24 26 28 

R.P.M. 

2300 

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 -------------+----------- ' . 

• 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 

! 

- i 

l . 

' . l ' ·-----·---------- --- --r-··--t-~-t----

. I 

--- ---- ---------------~j~~-:.J ~ 

R.P.M., 

~200 

- • 8100 

2000 

~O _~ 

180 D 

1700 " 

1600/': 

1500 

1400 

1 

. . 

600~ 

. . ------+··----------+-- . , -~---~--· ! 

__ _......... ____ __...._, 

. . pOO 

---. --.. --~----i_ .. _______ - --------

FULL 1 THROTTLE 

-, -·:-~· HORSE-PO.\'IER---·-t· 

I 40C 1' 

I 

' ..... ____________ ' _. ____ .,.._~-~~---- ' I ---------- .. 

-300 ' -

---·----1- ____ ... __ _ I 

200 

100 

------------------------~--~4~-:~6~-:30.~~40 20 22 ~A 26 28 30 62 3 0 ~ 

ABSOLUTE MANIFOLD PRESSURE, IN. HG • 

-63-
POWER CURVES FOR PRATT AND WHITN"E.'Y 

ENGINE MODEL IIR-1340-AN-2. 

AT 1500 FT . ALTITUDE 

Fig. XXII 

R. P.M. 

2200 

2100 

, 1900 

700 

600 

FULL THROTTLE 500 

HORSE-POWER 

1'100 

1600 400 

1400 

tJj 

:;:j 

;t> 300 

@ 

~ 

0 

::u 

(/.) 

t::l 

'1:J 200 

0 

~ ::u 

100 

20 22 24 26 28 30 32 34 36 38 40 

ABSOLU'l'E MANIFOLD PRESSURE, IN. HG. 

-64-
I 

"' "' I 

~ 

o::; 

;::::> 

§§ 

.......__,_ 

(fJ 

ro 

H 

:z; 

0 

H 

E-t 

P-o 

~ 

;::::> 

(!) 

z 

0 

0 

H 

f:il 

......._ 

o-' 

"'"' 

500 

400 

o::; 

:::;> 

~ 

' 

80 

70 

60 

FUEL CONSUMPT·ION· 

· AND R . P. M. VS . AIR SPEED 

FOR K-3 THRO K~S SHIPS 

EQUIPPED WITH WRIGHT R975-28 ENGINES 

Fig. XXIII 

~­

·:{~~,-vv ~~() . 

. 

3oo 1----:.. _so_ - _______________ _ 

(;() ~1- :z; }: p 

...:1 · H · 

~ 40 · 

200 

30 

20 

~"'0s .n'l>.\) 

~'' ~ ~e> 

~Q~ -a~" 

~"\ 

P~<o 

PART LEAN 

-, 

2~00 

2000 ' 

---·1800 

1600 

I . 

~~ . 

P-o . 

0:: 

I 

1400 

1200 

100 ' 1000 

30 •10 50 60 

AIR 0PEED - KNOTS 
r 

J4 

~ 

0 

Fuel 

Consumption 

500 

go 

4ool 

701 

J4 

~ 

6ol~ 

J4 

C) 

Po 

Ul 

" ::rl 300 

·50 c:: 

" J4 0 ~ ,.-i 

£'e 

.... 

as . 0 

Ul 

.0 4o ..3 

200 

I 

30 

100 

L 

4o 

Average Fuel Consumption and R.P.M. - VS - Air Speed (K-57 & Future) . 

Equipped with Pratt and ~hitney 

R- 1340 - AN - 2 Engines 

12-1/2 Ft.Prope11ers - set at 190 

NA - Y9E1 - 510 Stromberg Carbur.etors 

Fig~XXIV 

45 50 55 

TRUE AIR SPIED - KNOTS 

6o 

i 

I 

I 

I 

r 

f· 

l 

- ~ 

-- -~ -- r- -- . --- i ----r-- I .. -

I -I - '-Ml-

- ! . ·['·-· ... '---. p: .. ; __ I . - . • . •-- -

-· ]. .. ..... . .. . __ L .. i--·-: -· ! j' ! I I 

·-·' j2000 

i !___ . __ _j ___ 1, .... 1 ... 

I ' I 

I I --~! , 1900 ' I I I 

- -r -·-r -· -··· ·• .. 

1

-- :-··t-·- . · ! . ~ - t. 11goo I ' • I I l 1 I . 

.. I' : ....... 1 ..... --·~·--· ~-+-·-1 I f - ... -! -- --- . 1700 I I I l ; I ' I . I . I 1·· · 1 - · · · ! · ---r · ;··· 1 .. · · 

.J I-. ···t· 11600 I I . i ! I I I 1. I ! I 

. r ·--1 --· ··; · i ·· ., ... ·--

t:}fl- . -- i :1500 

i . ! . "f ··-! ---1--+·- !-----1-~-... • .1. :. ' 1400 I ' I I I I ' l I I 

.. + ·- i. l--- ~.. -· --1 . --·-+ .... . • i I ' I 

i : i I ! I 1300 . , . . I I ! I I I J ... L ..... : .... -. ---t ... I ____ L __ 1 I

I I I I 1~00 I I I I f 1 I I .. , .... 1 ..... , ........... ··-·· .... . I i I I I ! 

. ! I. l I 1100 

I I I I 

1----L.. ..J. '··-· I 

i 1 i I i 1 ldoo. I : i I I I 

I ~5 ·{· ·r· . --: -7f .... :

1 

....... 

I I_ • _, 

l I . i I I . 

l -- --+---+--·- -r·-~----T·· -, I l i i l I L __ L_.t ___ l _ l. J 
HEAD WIND VELOCITY, 

KNOTS 

MOST ECONOliTCAL AIR SPEED, KNOTS 

K-3 thru K-8 K-9 and Future 

10 46.0 42.0 

15 46.0 42.0 

20 46.0 42.0 

25 46.0 43.5 

30 49.0 50.0 

35 51.5 56.5 

40 56.0 62.·5 

45 58.0 64.0 

50 58.0 64.0 

Fig. XXV 

Economical Air Speeds 

-67-
B. FUEL SYSTEM 

The fuel system of the K-airsh1p is designed to make 

·possible the shifting of fuel for the purpose of trimming 

the ship without interference with the normal fe ed of the 

engine. This is accomplished by carrying the bulk of the 

fuel in two banks of storage tanks, a forward and an aft 

bank, and by feeding the engines from two service tanks 

which can be isolated from the rest of the system. The 

service tanks can be filled from either bank of storage 

tanks without interruption to the feed of the engines. 

The system can be filled through an outside connection 

or through an inside connection by means of the transfer 

pump. 

Provisions are made for dumping fuel from aft storage 

tanks and for the release of two slip tanks located under 

the floor of the cabin, for the transfer of fuel from the 

slip tanks to the rest of the system and for the proper 

filtering of the fuel. 

CAUTION: 1. !t take-off, always open valve in cross-connecting fuel line to insure against a fuel pump 

failure. 

2. Make certain that there is ample fuel in the 

service tanks at all times during flight. 

3. Do not dump fuel wh-en either of the auxiliary engines is running. 

-69-
I 

0' 

()) 

I 

. Oil 

Operating Engine Mixture Carburetor Oil Inlet Cyl. Head Pressure REMARKS 

Condition R.P.M. Control Air Temp. Temp. Temp. lbs./in2 

Start Set FULL fULL Must Show In cold weather heat oil in outThrottle RICH COLD in 30 Sec. rigger tanks by means of electfor 600 rical units. 

R.P.M. 

Warm Up 500-600 FULL FULL 

For 1 Min. RICH HOT 50 Do not exceed 1400 r.~.m. for 

1000 After Minimum continual operation. 

(2) 

Ground 1400 FULL 32°C. 37.8°C. 204°C. 70-90 Drop in R.P.M. when shifting 

Test RICH Minimum from one magneto to the other 

should not exceed 40. 

Take-orr 1800 FULL 32°C. 60-64°C. 233°C. 70-90 Max. rating 600 H.P. at 2250 

Max. RICH R.P.M. 

Cruising 1300 PART 32°C. 6o-64°c. 204°C. 70-90 Do not lean carburetor beyond 

Desired LEAN or Less 10 R.P.M. drop of speed. 

Desired 

" Stopping 400-500 FULL Idle engine until ~ylinder 

LEAN tem~erature has dropped below 

220 C. before atopping. 

. 0 1. With propeller setting of 23 at 42" radius do not fly •hip faster than 67 knots. 

2. Do not operate engines at speeds causing bad vibrations. Maximum vibrations occur between 650 to 900 r.p.m. 

Fig.XXVI Mechanic's Check Chart 

Pratt and Whitney Rl340 - AN2 Wasp Engine 
4· Clean the four fuel strainers after every 120 hours flying time, and oftener, if 

necessary. The strainers should be cleaned 

immediately when irregular operation of either 

engine develops. 

For the location of the strainers and 

instructions .for cleaning them in flight, 

see Fig. XXVII on the following page. 

5. Make certain that pressure in fuel system does 

not exceed 25 lbs. per sq.in. when filling from external pump. 

6. Do not feed engines from a tank containing less than 12 gallons of fuel as the outlet 

is nearly uncovered with this amount of fuel 

still in the tapk, and with the ship at a 

30° angle of pitch. 

The various operations which can be performed with 

the system, together with the proper settings of the valves, 

are described in Figures XXVIII-a thru XXVIII-j for K-3 

thru K-10 airships, and in Figures XXIX-a thru XXIX-j for 

K-11 and future. 

C. RECOMMENDED CARBURETOR ADJUSTMENT 

a Run engine at 400 RPM. 

b Cylinder head temperature should be normal. 

c Have good plugs in engine. d Have mixture control FULL RICH. 

e Note RPM. 

f Rapidly move mixture control from FULL RICH to 

IDLE CUT OFF positfon. Catch the engine before it stalls. 

(g) Note RPM. 

1. If large gain in RPM - Carburetor is set too 

rich. 

2. If loss in RPM - Carburetor is set too lean. 

3. Desired - gain of from 0 to 10 RPM. 

The desired setting is the RICH BEST POWER setting for the carburetor at the idle speed of the engine. 

-70-
3-4-5-6- 0NLY - TANK.5-I-2.-3 -8·9~1 ARF 

STORAGE TANK.5-IZS6AL . EACH-

··;;------------=x--- / ' 

I -- I ' ' \ 

AND fUTURE ONLY 

Fig. XXVII 

FUEL SYSTEM 

~--~ 

I 

I ~ 

IN TRANSFER PUMP 

CARBURETOR-POWER PLANT 

-- - FILLER HOSE 

-- -­

)\ 

\ 

'ER- TO INTAKE 11ANifOLD 

SLIP TANK- 100 6AL. , -::::oo.,_..........,.: 

SLIP TANK- 80 GAL-c-. ----------,------~-.......~ 

REMOVE AND CLEAN FUEL STRAINERS WITH 

GASOLINE AND A BRUSH IN THE FOLLOWING SEQUENCE 

(1) Open crossover valve. (2) Close valve _on fuel supply .line to one engine. 

(3) Drain fuel from inoperative emergency pump. (4) Remove and clean strainer 

from inoperative pump. (5) Replace strainer. (6) Reopen valve previously closed on ~ngine supply line. (7) Repeat for other engine. (8) Close .crossover 

valve. (9) Cl. ose valves to main transfer Fump. (10) Remove and clean strainer immediat~y above ma:i,n transfer pump. (llJ Replace strainer. (12) CJ.os~, va~ves 

on fuel line to Barrett coupling • .. (13) Remove and clean strainer above ceiling of car in filler line. (14) Replace strainer. (15) Adjust fuel valves for 

normal operation. 

' "" - -. ' \ 

' I 

I 

I 

I 

I I .1 

I I 

- / 

; -;tJ.. I / 

-- :-l. _,;,•· . (__- -- _-;_-/ 

I I 

I \ 

-,-~.,? ~I / 

I 

-.: ..... 

BARRETT COUPLING 

I 

I 

· LIN£ STI<A!NER 

EMERIJENCV PUMP STRAINER_. 

-71-
FILLING .SYSTEM FROM OUTSIDE 

CONNECTION 

Fill each tank in • 

succession according 

to desired fuel load 

and. fuel distrJ.bution. 

Truck pump should be 

equipped with relief 

valve. Set for a max. 

of 25 lbs. per sq. in. 

If no relief valve is 

available throttle down ~~=-~ 

the flow by means of 

main valve. 

K-.3 thru K-10 

Fig. XXVIII-a 

FILLING SYSTEM THROUGH INSIDE 

CONNECTION 

Use transfer pump and 

Filler Hose 

K-.3 thru K-10 

Fig. XXVIII-b 

-72-
TAKE-OFF 

Feed engines from both 

service tanks. Open 

cross feeding valve. 

K-3 thru K-10 

FUEL PUMP FAILURES 

Fig. XXVIII-c 

[l;RANSF'ER PU"P 

!'TH RE:W YALY£ ~ 

~~~~~15~/TION ""' 

In case of failure of 

one engine driven pump 

open cross connecting 

valve. In case of 

failure of both pumps 

set as indicated in ·diagrPm and us.e 

emergency pump. 

K-3 thru K-10 

" "'

· 

Fig.XXVIII-d 

-73-

lsr'e'o c~Re. 

FU[C SY$T[M K 1K04Do!ATo: e-.. 
FILLING AFT SERVICE TANK FROM AFT 

STORAGE TANKS WHILE FEEDING 

ENGINES FROM FORWARD SERVICE TANKS 

Ose transfer pump. Open 

outlet valve of storage tank .from which it is 

desired to draw fuel. 

K-3 thru K-10 

Fig. XXVIII-e 

'FILLING AFT SERVICE TANK FROM 

FO.RWARD STORAGE TANKS WHILE. FEEDING ENGINES FROM FORWARD SERVICE 

TANK. ~~~ [rRANSrER PUWP 

friiTH R£Lit YALY£ "" f'RE~E ST..Qf_ '-

lrOR~HrS fibSITION '-

Use tr~ nsfer pump* Open outlet valv~ of storage 

tank from which it- 1.s 

desired to draw fuel t o 

£ill service tank. 

K-3 thru K-10 

" '\ 

Fig.. XXVlti-f 

-74-

[I'" 

12: BARRETT rii..L IN Ci 

CONNECTION 

I (S!RAlNERS I 

ENCY ~ 

~------~A~sm~ 

rUEl SY~T£10 II ~To: o-... 

[I'" . 

. ·• 12:~ ro..LING 

CONNECTION 

[Si'RAlNERS I 
FILLING FORYiARD SERVICE TANK FROM 

AFT STORAGE TANKS ~EILE FEEDING 

ENGINES FROM AFT SERVICE TANK 

Use transfer pump. Open 

outlet valve of storage tank from which it is 

desired to draw fuel to 

fill service tank. 

K-3 thru K-10 

Fig. XXVIII-g 

FILLING FORWARD SERVICE TANK FROM 

FORWARD S'TORAGE TANKS WHILE FEEOING ENGINES FROM AFT SERVICE TANKS 

Use transfer pump. Open outlet valve of storage 

tank from which it is 

desired t~ d~aw fuel to 

fill service tank. 

K-3 thru K-10 

Fig.XXVIII-h 

-75-

iD4PGENCY Nil' 

~------~A~~m~ 

(S!RAl NERS I 
FILLING SYST~~ FROM 

OUTSIDE 

. CONNECTION I" STRAI~

Fill each tank WITH RELIEF VALVE. 

' ' ' 

EMERGENCY PUMP 

& STRAINER UNIT. 

STRAINER DRAIN . 

If BAitRETT FILLING CONNECTION. TRANSFER PUMP ~ in success ion a c- n ~---'1~-..---'1---i:r----< 

cording to de- . 

sired fuel load . 

and fuel distribution. Truck 

pump should be 

equipped with relief valve. Set 

for a max. of 25 

lbs. per sq. in. 

If no relief is 

available - throttle dovm the 

flOW by means of ENGINE DRIVEN PUMP •WITH BY-PASS main ValVe. f!_&~Ri!El~IE£...F _jV~A~lV!'!E_iS. ____ -;~3 

K-11 AND FUTURE 

FILLING SYSTEM 

THROUGH INSIDE 

CONNECTION 

Use transfer 

pump and filler 

hose. 

K-11 AND FUTURE 

POU CARB. - - ',, 

Fig. XXIX-a 

~reb .. 

I" J!f.!~JL ... _ 

f'llL(llt 

....... ~,"T'J'-- ........ ~~ ... l 

6 

ENGINE DRIVEN PUMP 

WITH BY-PASS 

& RELIEF VALVES. 

PORT CARB. 

Fig. XXIX-b 

-77-

DRAIN. 

EMERGENCY PUMP 

6 STRAINER UN!.L 

SCHEMATIC DIAGRAM-FUEL SYSTEM-"~"AIRSHIP 

EMERGENCY PUMP & STRAINER UNIT. 

STRAINER DRAIN. 

If BARRETT FILLING CONNECTION 

\ STRAINER DRAIN. 

EMERGENCY PUMP . & STRAINER UNIL 

SCHEMATIC DIAGRAM-FUEL SYSTEf'f~'AIRSHIP 
TRANSFERRING FUEL FROM F0RWARD TO 

AFT STORAGE- TANKS WHILE FEEDING 

ENGINES FROM SERVICE TANKS 

Open outlet valves of 

tank from which it is 

desired _to transfer 

fuel. Use transfer 

pump. 

K-3 thru K-10 

Fig. XXVIII-i 

TRANSFERRING FUEL FROM AFT TO 

FORWARD STORAGE TANKS WHILE 

FEEDING ENGINES FROM SERVICE TANKS 

[;RANSrER PUOIP 

_!ITH R£.LIT yALV£ ""' 

~~WOt~IS51~ITION "' 

Open outlet va~ves of 

tanks from which it is 

desired to transfer 

fuel. Use trans£er 

pump. 

K-3 thru K-10 

"" 

-"'· 

F:tg. XXVIII-j 

-76-

~-l!:>POR"'-'l· _C_ARo . 

r7 

"lj!BARRETT _ri!,LING 

CONNECTION 

fSTRA:NERS I 

rurc ~·:.nw • $04EMAT•:.: ~.AGAA..., 
TRANSFERRING FUEL FROM FORWARD TO 

AFT STORAGE TANKS WHILE FEEDING 

ENGINES FROM SERVICE TANKS 

TRANSrER PU .. P 

~!TH RE:L£T Y&-Yt ""' 

~~~~\2fUT~ ITIO N "-.. 

Open outlet valves of 

tank from which it is 

desired _to transfer 

fuel. Use transfer 

pump. 

K-3 thru K-10 

" "' 

Fig. XXVIII-i 

TRANSFERRING FUEL FROM AF'I' TO 

FORWARD STORAGE TANKS WHILE 

FEEDING ENGINES FROM SERVICE TANKS 

Open outlet va~ves of 

tanks from which it is 

desired to transfer 

fuel. Use trans£er 

pump. 

K-3 thru K-10 

F'rg. XXVIII-j 

-76-

I fSTR A:NERS I 
TAKE-OFF 

I' 

TRANSFER PUMP 

WITH RELIEF VALVE. 

Feed engines from 

both service tanks 

Open cross feeding valve. 

ENGINE DRIVEN PUMP 

WITH BY-PASS 

& RELIEF VALVES. 

POlT CARB. --, 

K-11 AND FUTURE 

Fig. XXIX-c 

FUEL PUMP FAILURES 

TRANSFER ·PUMP 

WITH RELIEF VALVE 

In case of failure 

of one engine 

driven pump open 

cross connecting 

valve. In case of fniTt_,..., 

failure of both \: 1 ! 'L-.+--.1 

7 

EMERGENCY PUMP 

& STRAINER UN IT 

ST"-AINER DRAIN. 

tf BARRETT 

FilLING CONNECTION. 

DRAIN. 

EMERGENCY PUMP . 6 STRAINER UNIT 

S(HEMAT!C DIAGRAM-Fl,!L SYSTEM ·~·AIRSHIP 

EMERGE'KY PUMP 

6 STRAINER UNIT 

STI\AINER DRAIN. 

tf BARRETT 

FILLING CONNECTION. 

pumps set as indi- ~ 

c a ted in diagram ~-----+--......... _"0

_ •• _._ ... _. ~H<J~~ ~D..--+---+----1 

and use either ~ 

emergency pump. ~ 

-- ~--.~ 

K-11 AND FUTURE 

,u:~ 'j --~o-· 8 6 

ENG INE DRIVEN PUMP 

WITH BY-PASS 

& RELIEF VALVES. 

PORT CMB. --- -' 

Fig. XXIX-d 

-78-

\ STRAINER DRAIN. 

EMERGENCY PUMP 6 SHAINER UNll_ 

SCHEMf-Tk: DIAGRAttF!JL SYSTEM ·~-AIRSHIP 
TANK FROM 

FORWARD STORAGE 

TANKS WHILE 

FEEDING .ENGINES 

FROM FORWARD 

SERVICE TANK 

K-11 .AND FUTURE 

TRANSFER PUMP 

WITH RELIEF VALVE. 

ENGINE DRIVEN PUMP 

WITH BY~PASS 

& RELIEF VALVES. 

POll CARB. --- ,,_ 

Fig. XXIX-€ 

FILLING AFT SERVICE 

TANK FROM AFT 

STORAGE TANKS 

Vv'HILE FEEDING 

ENGINES FROM 

FORWARD SERVICE 

TANKS 

TRANSFER PUMP 

. WITH RELIEF VALVE. 

Use transfer pump 

Open outlet valve 

of storage tank 

from which it is 

desired to draw 

fuel to fill service tank. 

6 

K-11 AND FUTURE 

ENGINE DRIVEN PUMP 

WITH BY-PASS 

& RELIEF VALVES. 

PORT CARB. ~ ', 

Fig. XXIX-f 

-79-

EMERGENCY PUMP 

6 STRAINER UNil_ 

STRAINER DRAIN. 

tf BARRETT 

FILLING CONNECTION. 

\ STRAINER DRAIN. 

EMERGENCY PUMP 

6 STRAINER UNLL 

SCHEMATIC DIAGRAM-FUEL SYSTEM:"'AIRSHIP 

EMERGENCY PUMP 

6 STRAINER UNIT. 

STRAINER DRAIN. 

tf BARRETT 

FILLING. CONNKTION. 

\ STRAINER DRAIN. 

EMERGENCY PUMP 

6 STRAINER UNIT 

SCHEMATIC DIAGRAM-FlJL SYSTEM YAIRSHIP 
FILLING FORWARD 

SERVICE TANK 

F.ROM AFT STORAGE TRANSFER PUMP 

TANKS WHILE WITH RELIEF VALVE. 

FEEDING ENGINES 

FROM AFT SERVICE 

TA.NK 

K-11 AND FUTURE 

ENGINE DRIVEN PUMP 

WITH BY- PASS 

& RELIEF VALVES. 

POlT CARB. 

Fig. XXIX-g 

FILLING FORWARD 

SERVICE TANK 

FROM FORWARD 

STORAGE TANKS 

WHILE FEEDING 

ENGINES FROM AFT 

SERVICE TANKS 

Use transfer pump. 

Open outlet valve 

of storage tank 

from which it is 

desired to draw 

fuel, to fill service tank. 6 

ENGINE DRIVEN PUMP 

WITH BY-PASS 

6 RELIEF VALVES. 

POlT CARB 

K-11 AND FUTURR 

Fig. XXIX-h 

-80-

EMERGENCY PUMP 

6 STRAINER UNIT 

STRAINER DRAIN. 

tf BARRETT 

FILLING CONNECTION. 

\ STRAINER DRAIN. 

EMERGENCY PUMP 

6 STRAINER UN!l_ 

SCHEMATIC DI .... GR .... ttFllL SYS!EM-~"AIRSHIP 

EMERGENCY PUMP 

6 STRAINER UNIT. 

STRAINER DRAIN. 

tf BARRETT 

FILLING CONNECTION 

\ STRAINER DRAIN. 

EMERGENCY PUMP 

6 STRAINER UNIT 

SCHEMATIC DI .... GRAttFlll SYSTEM_.~-AIRSHIP 
' / 

TRANSFERRING FUEL 

FROM FORWARD TO I' STRAINER. 

AFT STORAGE TANKS-'-"'-'-"''"'---____, 

WHILE FEEDING TRANSFER PUMP 

ENGINES FROM FOR- WITH RELIEF VALVE. 

WARD SERVICE TANK 

Open outlet valves 

of tanks from 

which it is de- sire~ to transfer 

fuel. Use transfer pump. 

6 

ENGINE DRIVEN PUMP 

WITH BY-PASS 

& RELIEF VALVES. 

POU CARS. .... ___ ... 

EMERGENCY PUMP 

6 STRAINER UNIT. 

STRAINER DRAIN. 

tf BARRETT 

FILLING CONNECTION. 

\ STRAINER DRAIN. 

EMERGENCY PUMP 

6 STRAINER UNIT 

K-11 AND FUTURE scHEMATk:::: DIAGRArtfl.IL SYSTEM-)<-AIRSHIP 

Fig. XXIX-i 

TRt\NSFERRING 

FROM AFT TO FORFUEL r STRAINER

~\ 

. i ) 

WARD STORAGE TANKS \ / 

WHILE FEEDING ~~~~s~~~~E~uv~~vE ',, ..... -_' ®J::)-1(.!!>+ 

ENGINE FROM AFT 

SERVICE TANK 

Open outlet valves r,--<t--, 

of. tanks from ::""t i 

which it is de- "---+--: 

sired to transfer <f'-

EMERGENCY PUMP 

6 STRAINER UNIT. 

STRAINER DRAIN. 

tf BAUETT 

FILLING CONNECTION. 

fuel • use trans- r-----t--""-----~;pH<C!)H{;!;}til@+<...__+---+--.... 

fer pump. <$--

K-11 AND FUTURE 

;-r--""\ 

,u,t. •J 

~-,o--· 6 

ENGINE DRIVEN PUMP 

WITH BY- PASS 

& RELIEF VALVES. 

PORT CARS. 

Fig. XXIX-j 

-81 

\ STRAINER DRAIN. 

EMERGENCY PUMP 

6 STRAINER UN[l_ 

SCHEMATIC DIAGRAM-FUEL SYSTEM-~ 
D. OIL SYSTEM 

The oil system for K-3 thru K-74 includes a 30-gallon 

oil storage tank below the deck of the car, and two 

14-gallon oil service tanks, one in each engine na~elle, 

and a transfer pump with necessary fittings. 

In K-75 and future, the oil storage tank, transfer 

pump and fittings are removed and the oil service tanks in 

the nacelles are enlarged to the 26-gallon 'size. 

The oil is cooled by a radiator which is located in 

the nacelle for the K-3 thru K-8 airships, and which is 

suspended from the lower outriggers for the K-9 and subsequent ships. 

The service tanks are equipped with electrical heating 

units to heat the oil in cold weather. 

The amount of oil in the service tanks is read on two 

oil gages located on the mechanic's panel. The amount of 

oil in the storage tanks is read directly on the tank 

through a trap door in the deck of the car. 

-82-
I 

00 

\>.) 

I 

\ 

\ / \ PRESSURE )--- TO PO _'AUG£ LINE 

/

, -J £NG!N£ 

,----<, _~ 

/ _._ ~\ 

( LTO EN~IN£ VENT !NUT 

I ~'-

I I f • c:::., .... 

/ 

// 

/ PRESSURE GAUGES 

fi ~-'-' 

\ .. ~ \ ""'- '--::---------- ' . . • ' ""- ""' -~>---- DETAIL~ ~_)---~:---.1__ _ ___) 

tRCX·1 iNGINE OIL PUMP -- ~ 

~ 

;4 ,' ' ~ OIL STRAINER " 10 MESH- .025 MONEL WIR.C 

TEMPERA; ·uR£ RE6ULATVR 

DETAIL :4" 

THREE WAY VALVE 

.~~ 

Fig. XXX 

OIL SYSTEM 

(K-3 thru K-74) 
I 

C» 

t 

' / \ _/ 

'\ )-PR~SSURE L LINE ' '---- - , / 'ENGINE 

/ , ~' _ r- OILTANK 

( ---............._ ~- 1 ro"~''"' 

/ 

PRESSURE GAUGE LIN£ 

STARBOARD ENGINE 

\ ' ;--

\"'--- ~-

'-<~ 

~ ~ 

~2_) OIL OUTLET FROiiEiiGT!it 

--OIL INLET TO ENGINE 

SCREEN ~~ 

(*10 11[SH-Oi!5 WIR£}~:::: wJ 

~r · 

i!}) ~ \ //Ill 

, I 

)"' 

' # SCREEN FLANGE 

DETAIL ~r 

- OIL COOLER 

--FROM TEMP. REGULATOR 

- - TEMPERATURE REGULATOR 

---------- ---------

Fig. XXXI 

OIL SYSTEM 

(K-75 and Future) 
SUMMARY OF OPERATION OF OIL SYSTEI>1 

OPERATIONS . 

Filling system with oil. 

(K-3 thru K-74) 

Filling service tank from 

storage tank. 

(K-3 thru K-74) 

Cleaning oil filter. 

(K-3 thru K-8) 

Regulating cooling. 

(K-3 thru K-8) 

Heating oil before 

starting engines. 

(All ships) 

Filling system with oil. 

(K-75 and Future) 

Cleaning oil filter. 

(K-9 and Future) 

-85-

RE!IfARKS 

Fill storage tank through 

connection inside car and fill 

service tanks by means of transfer 

pump. 

Use transfer pump. 

Turn knob on top of filter one 

full revolution every ten (10) 

hours operation. 

Adjust opening of scoops by means 

of control on mechanic's stand. 

Plug in electrical heating unit. 

Fill each 26-gallon service tank 

thru filler neck which extends 

thru inboard for'N?..rd nacelle at 

end of c a twall{. 

Remove and clean oil filters at 

each major overhaul, interim 

overhaul, or oftener if conditions 

are unfavorable. See Oil System diagram for location of filters. 
PA'RT JY 

fi£eT121fJAL .$YST£M 
r SIDE 

t;I)W TVItltET AS5Y. (6079- 532$) 

INTUI'HONE SYSTEM (6079 -6109) 

GUNNElS lADDER (4079-2819) 

PRESSIJR« TUBE SYSTt'M(60)'9- 5682.) 

CONTR.OL. .ASSY· (6079-.35.!8) 

PilOTS JNSTRtJMtiiT PANEL '079 3702} 

,_L IGH'T INSTR.U Mt'NT PAN~L (6079·29.,9) 

llUDD~R PIJ..Od PJ.NEJ.. ( 6079-S?"'7) 

ELE-CTRICA,L INSTALiATION ('<J79-5S"2"'#) 

INCLINOMETER INSTAL. (.,._079 -S09/) 

MAJO~ CONT~OJ. S AS.I"Y. (,0"19 -ISO!) 

CONTROLS ( 6079 -41-ZE"f.) 

I'YHl£~0;;:KE- R(~~~~~ st6§)@1iSM (6079-3'f.61) 

MAHO RECEIVER -A RI!!J 1 19 . ~R£CLI~ING CHAIR *t50 ( <f079 -39/~ S.!.AT TI(.T (~AIR -c:_/il. 7·S6 I} 

--HANDLING ROPE BO.i A:55Y. ·( 6 079-J871} MR.TJrtON AT Flf. 9(6079-7!1} 

'--HAVIGATOR S LIGHT (2.0 7 9 -2.70I) NA!fi.G).TIONAL. 6EAR RACK ( 30?9-405'2) 

O~'s TABLE ($079 -423+) 

UNIT RANGE "A:·.-r.-F .. FOR CP? 

ALLATI0/11 (6079· S52-"') · 

RACK INS TALLA~~oO,:?_,-;/?~~;m LIGHT ( NA.~ 1021) 

H.t.TCH {)()()R. 0~/flf{TING MECHANISM (6079·2736) 

SO¥ ~UPPORT·BEEH IVE (4079-3188) 

f91?AD IO I NSTALLATION (6079·6118) 

@RADIO TABLE AS5Y: (6079 · 413!J) .,.,,. 

" PE!ic·;,·:~i"'s,..~ ... ~.s,t/~S...~~$""t./6;;: ;tbs) · ANTt'NNA NUL I ( OADING COIL INSTL .(6079·Z707)__/ / 

HA.TCH DOOR OPUATJN6 LEVE!t("9079·8JS ) _/ij /. @ 5 £'AT TILT CHAI/l. (CR7%1 ) __/ • 

RCCFIVL~ lti5TAi.t.AT ON(~07!}-.S 4.$) 

.SEAT TILT CHA lit ( CR 756/)e 

"-----..J....MESS t. FO(JD GEAR CAAINET ( 5079- -IZ33) 

MUS SHEi.I' ' INSTALJ..ATIOt:ol ("f.079- 1139) 

I"/14~EL (60'7'9 -7A) 

Y /I{$TALl.ATION (6019- 10 <4.,) 

INSTRUNIINT PANEL (<#-079 ~99') 

'-AlJ)(il,IA~Y iii601E CO/YTROL$ (,079 -S'7'49) 

-Fill£ E~TINr31./ISHlli.. - .51ZE S . 

THROTTU CONr~OJ..S (6079- +2S-f)· 

I TILT CHAJA · (C R. 756/)e 

.t M . A . ./). !tACK GiN~RAL .. usy, ( "-079 -$.5'!}0} 

RIGGER's CA81#ET (S0 79-4t$2) 

HEATI NG SY.STI!-Irl (6079 -5803) 

A IR SYSrEM / NCAR {408.0 ~ 1253) 

AUX. UENEI?ATOR. COI,'T~OL F'ANEL (,079-f,So}--.- · 

OIL TANK ; TI/8/NG II,'S TAL -JA/1'/~AN(I 6lN.(607_9-"'f916) 

iAW"'ANCE ~ENE!lATOif. 

CLECTRICAL /NSTALLATIOIV(,07' -SS 21) 

E..{TfiUOK ~OM8 RA CK INSTAL. D07!J-Z9t<f) 

' B UN.(' INSTALLA TION (607.9 -22.48) 

UOMIWG ADAPT .EA. RitA 'I e "''~o~£J:~~~~~:i~:~.ro"e STARBOARD SIDE 

MBAAR; ~:,.C~I~~~~~TOoct's REC:~IY~ tt @ AT 'tt/~~z~M~;r-tE/B> . ARB :,j 2.- RA.D/0 O'EftATo.'l5 /l.£CFIVER.@ 

GP·1· TRANSM ITT E!i'f!!!j 

AIR f)JSCHAIIGF CONJ>IVT ~ETWE EM ~R . 6 I ? (4oS0-7.,2,) 

FV£-t. S"t".5rT'#""f ('10'79 -.:z-4 60) 

@ RECt.M<IING CHAIR ~SO ---------_/ 

T.ONI( SUSPEN5!0AI (6019 • 21.~)2 ) 

,,"£OO.R. L.AYOVT ( "079 .-.HI?) - ' / / ' 

~ ~ "--- cHEA.-1 /CAt. PK PA,ER NO.tDER l>07!}-~90 

'.. --- 5QJUO ro Y ao•ert'<o79- • - u J "---- W~L "ACK ( LO $'906 -2!i) 

MAJOR CMTROi.S A5SFM6LY 79 -5'901.-10) ( b079 -l.rof) 

~AND RAIL ASSEMBLY ('079 -4465) 

NOTES: 

I.-@ INDICATES NSTHl~TIONS . INSTALLED AT 

WINGfDOT lA Kf 

Z.- VIEVVS fROM CfNT!R OF SHIP-lOOKING OUTBOARD 

SPLIT VIEW OF CONTROL 

K -123 ant/ Fufure 

CAR 

. CEILING (~079 -/1~3) _./ · ·/ 

e RECL/NI NG CHAIR'"'i~o 

/'f/EL DISCHA,(,GF (<.07!<- .:Z IS) 

~/ 

/ 

. YVAT~R TANK (6079'-S!J06 -l) 

WAS'H STAN.O (,079 -5"~06 -12.) 

TOI-'\ItEJ. ~CX (G079 -.~906-"T) 

DR..A.t;, ·ll.OPE BOX ("f079 -1911)-_____/ 

~EAR · RI!SC.t..IE COORS ('6079 -.f300) -

/lEAR. lA,DPER. {<f.O!~ -f2Z. r) 

:• K-TYPt AIRSHIP ~ 

'-"' 

..._' 

v-a 
========= IV. ELECTRICAL SYSTEM========= 

References: 

1. Equipment Manufacturer's Manuals 

2. BuAer Manual 10-201 to 10-205. 

A. GENERAL DESCRIPTION .. ' 

The electrical system comprises an 800-cycle, 120-volt 

AC supply, and a 24-volt DC supply. The DC supply operates 

in connection vd th two 12-vol t storage batteries. The 

batteries are connected in series. 

The system as a whole includes three separate power 

producers, namely, the port generator, starboard generator, 

and Lawrance auxiliary power plant. 

CAPACITY IN P~PERES 

PRODUCERS 

Port Generator 

Starboard Genera to I · 

Auxiliary 

Generator 

110-Volt, 800-Cycles or 

7-9 

7-9 

120-Volt, 800-Cycles 

41.7 

24-Volt DC 

25 

25 

167 Amp. @ 

30 Volts. 

The DC output of any or all genera tors cEm be thrown 

on the line to charge the ba ttery and to supply the DC load. 

-86-
C - CONTINOUS 

M- MOMENTARY (5 MIN. OR LESS) 

X -OFF * -NAVY FURNISHED * * - DURATION OF fliGHT 

ELECTRICAL LOAD ANALYSIS 

OF K-51 GAC 

SK-5-7567 

TYPE OF 

EQUIPMENT 

MANUFACTURER & 

PART DESIGNATION 

NO AMPERES TOTAL AMPERE . LOADING DURING OPER DURATION OF TYPE OF 1---- -..-----..-----.------1 

OF 

POWER SOURCE & CONTROLS 

GENERATORS -OUTRIGGER •Eclipse 584-lA...NEA-ZE 2 

OPERATION OPERATI NORMAL NORMAL NIGHT BA.TTLE 

(M OR C) ANCHOR CRUISING CRUISING ACTION 

CONTROL- BOX Bolipse BF-lD 2 ~--==~~~~~---- ----~~~~~~------~~~---- ~ ~------------+ - ----- -------+--------+---- ---- ------- -------+------~ AUXILIARY - POWER UNIT Lawrance -Navy Type One 1 

ENGINE ,._;¥>del 30C·-l 1 I 

_ _yENE"'-- RATo -'--------1+- •·Model 2Cll41A4 1 LUot & zg J:gdnfnj as req11ired M or C 

----+- · 

CONTROL BOX ~~: _ 3GBD1 -All l I' -f4 

RELAY- REV. CURRENT •G.Eo - 3GTR_7_2_Al _________ _ -t--=l=---f------------+-, -------------

r-~~~~~==~~~~~~~~--~-- t STARTER- CONTACTOR •G.E. - 3GTR72Bl -- --+---- --+------ -+---------+-------~ 

BATTERIES •li.A.f •. 1062-34 2 34. Ampere Hrs •. ----+-----------------+-------~------ C7~-- ~ 

r-C~O~N_V~E~R E~R=S ______________ ~~~B~c~l~i~ant~-~8~0~0~-~l~-~B~-------+~~~62~.!~.~~~~~~~~~~~----~~C~----~S~e~e N~o~t~e#~~ •~6 ~.0~~~6~9---r-- 0 __ , 

A-PERSONNEL EQUIPMENT 

GRILL - STOVE - OVEN 

PERCOLATOR 

ROASTERETTE 

TOASTER 

-ARMAMENT 

BOMB-DOOR 

SOUNDEBUOY 

-ENGINE 

HEATER - OIL SERVICE TANK 

HEATER- AUXILIARY UNIT 

HEATER- ENGINE 

STARTER 

$TARTER - SOLENOIQ SWITCH 

MESHING - SOLE~OID_j)EVJCE 

BOOSTER COIL 

TRANSFER PUMPS -FUEL 

-LIGHTING 

LANDING LIGHT 

SPOTLIGHT 

RUNNING LIGHTS - CAF\ 

RUNNING LIGHTS - ENVELOPE 

11\lr'\ lrATf"\0 1 lf.J-4T' 

,( -ENGINE 

HEATER - OIL SERVICE TANK 

HEATER- AUXILIARY UNIT 

HEATER - ENGINE 

STARTER 

$TARTER -SOLENOID SWITCH 

MESHING- SOLE~OID_j)EVJCE 

BOOSTER COIL 

TRANSFER PUMPS - FUEL .. l t:..- LIGHTING 

LANDIN<;; LIGHT 

SPOTLIGHT 

RUNNING LIGHTS - CAF\ 

RUNNING LIGHTS - ENVELOPE 

INDICATOR LIGHTS 

SIGNAL LIGHT 

~R LIGHTING 

NAVIGATOR'S LIGHT 

RADIO TABLE LIGHT 

PANEL -INCANDESCENT 

PANEL - ULTRA VIOLET 

F-RADIO 

MAIN TRANSMITTER 

TRANSMIT 

STANDBY 

MAIN RECEIVER 

INTRA-SQUAD - ---- ·--··---- TRANSMITTER 

_ _ TRAJ::!§.MIT 

STANDBY 

INTRA-SQUAD RECEIVER 

MARKER BEACON RECEIVER 

INTER PHONE 

RADAR 

DIRECTION FINDER 

FREQUENCY INDICATOR 

HOMING EQUIPMENT 

l.f.F. SYSTEM 

M.A.D. SYSTEM 

MISC . RADIO EQUIPMENT 

. GE Grill 

Manning Bowman #494 

Ever hot 

1 6.7A G 120 V. 

1 3.0A @ 120 V. 

1 3.0A o 120 v. 

X 6.7 AC ~.!_7 c 

X 3.0 AC 3.0 AC 

3 to 4 hrs da C 

3 to 6 hr s/ day---t--c=-------t----==------+----=--=----i2 to 3 hre/d&J C X 3.0 AC 3.0 AC 

-·-

1 4~0 A 0 2• V. , While on patrol c X 4.0 4.0 

E. L. Weigand - Navy Type C 2 ooow - 120 v. (Shore Connecti-on) 

i!Jurnlah9d with Lawrance Uni 1 OA @ 24 Volta A.e required c X 10.0 10.0 

2 300 A C 24 V. (While starting Eng ne) M 

2 1 A (!l 26 V. " " " M 

2 " " )( 

2 1 8 A @ 18 V " " " M 

Grimes Mfg.Co. 8T 1220 A 1 lOA @ 24 V • Night Landing Only c X X 10.0 

Unity Mft .• co. DelllXe 6 len 1 . 6.6A A 28 V. Aa re c X X 6 6 

GAC per Dwg, 12079-1606 3 0.6A C 28 V. Night c X X 1.8 

GJi.C See Note #2 *** 7 0.6 A 0 28 V. " " " c X X 4·.2 

Grhea #A2328 6 0.17 A C 28 V. As req11ired c X 0,86 0.86 

-

E.L.Weigand - Navy Type C 2 ooow - 120 v. (Shore Connecti-on) 

'\'urnlsh9d with Lawrance Unlit_ 1 OA @ 24 Volta As required c X 10.0 10.0 ! 

•Eclipse. Series ll.Tyn~A6gV 2 300 A G 24 V. (While starting Eng ne) )( 

• Eollpee Type 616 Model 2A 2 1 A (!l 28 V. " " " M 

•Eclipse, Series 1l,iY~41soo 2 " .. " )( 

•Eclipse,Type 613 1 Model 7A 2 1.8 A @ 18 V. " " " M 

Grimes Mfg.Co. 8T 1220 A 1 lOA @ 24 V. .Night Landing Only c X X 10.0 

Unity Mft.co. De111xe 6i" len 1 . 6.6A A 28 V. As- req11ired c X X 6 6 

GAC per Dwg. 12079-1606 3 0 .6A C 28 V. Night operation on]J 0 X X 1.8 

GJi.C See .Note #2 *** 7 0.6 A 0 28 V. " " " c X X 4·.2 

Gri'lleB #A2328 6 0.17 A C 28 V. As req11ired c X 0.86 0.86 

Grimes K-3 NAF 1171-2 1 6.3A G 24 V, " " M 5.3 5 3 6 3 

G.a.C 2 0.6 0 24 v. " " c l 2 l 2 1.2 

Fairchild "Moong1ow" 1 0.2 A @ 24 V. " " c 0.2 0.2 0.2 

G.A.C 1 0.17 A 0 24 V. " " c 0.17 0.17 0.17 

Gii.C 2 0.17 A G 24 V, " " c X 0.34 0,34 

NAF 1192-l 3 0.2 A 0 24 V. " " c 0.6 0.6 0.6 

-

-westinghouse tU.'_-7 1 AC 5.8A 0 28V Ali req11ired c 6.8 AC 6 8 AC 6 8 AC 

Same 

Same •• ~eetern Eleotr1o BU-19 

-t ~, .Not Available ** 

~estern Electric GR-12 

! ) 

See .Note #3 ••• ! 7 .o A C 28 V. ** c 7.0 7.0 7.0 

4Weetern Electric RU -17 ! .li 

Kagnavox Co. RL24C 1 2.6 A. 24 v. ** c 2.6 2.6 2.6 

• 1 bH 9:U I ~~v ;; c X bH 9:~ tg *:~ 4BO.l - DZ-2A 1 1.6 A 0 86 V. **See Bote #4 ••• 0 X 1.6 1.6 

•Bendix Ba4io - LK7 1 1.26 A G 26 V. AB reqlllred ll 1.26 1.26 1.25 

4Western Eleotrio-ZBl or ZB3 1 1.26 A • 26 V. " " M X 1,26 1.25 

~BK 1 6.6 A 0 28 V, ** c X 6.6 5.5 

..aarlt IV 1 16 A 0 24 v. •• c X 16.0 16.0 

- - --

X 

X 

X 

"::--- ·----

4.0 

10.0 

X 

X 

1.8 

4.2 

0.85 

10.0 

X 

X 

1.8 

4.2 

0.86 

5 3 

1 2 

0.2 

0 17 

0.34 

0.6 

5 8 AC 

7.0 

2,6 l 

~8 ~:~ 1.6 

1.26 

1.26 

5.5 

16.0 
RUNNING LIGHTS - CAR li.Av per .11Wg, fZU '/11-.lOUO V ,OA IQI l::O V, 

RUNNING LIGHTS - ENVELOPE GAC See Note #2 • • • 7 0,6 A 0 28 V. c X X 4,2 4,2 

Grhea tA2328 6 0,17 A @ 28 V, As required c X 0,86 0,86 0,86 

~------------------------~-------·------------------~~--+------- ------~----------------+--------4--------~--------~-------+--------~ 

C-ENGINE 

HEAlER- OIL SERVICE TANK E.L.Weigand - Navy Type C 2 OOOW - 120 V. (Shore Col)neoti-on) 

~~H~E~A~T~E~R_-~A~U~X~I~L~IA~R~Y~U~N~I~T----~--~~r~n s~h~~~d~w~i~th~L=a=w~r~an~c~e_U~n=i~~_! ;~O~A~@~2~4_V~o~l~t~s~~A=s~r~e~qu=i=r~e~d~----~~C~----+-~X~---4-=1~0~,0~--~-=l~0~·~0---+~ ----; ! HEATER - ENGINE 

STARTER •Eclipse, Series ll,Tyn~~5g? 2 300 A c 24 v. (While starting Eng ne) M 

~TARTER-SOLENOI T~C -- E~o~l plse T~~y~p·e 6~1~8 M~o~de 1~2~A~+-~2--~l~A~@~2~8~V~-- ---"-------"------~"+---~M~--4---------~------~--------+-------~ 

MESHING - SOLEt:JOID DEVICE • Eo 11 ps e , Series 11 •-iYoS~.J.::..::.I-~::.__-t-------------+----"-------"'------"~--~)(=-----+--------4--------~--------t---------l 

BOOSTER COIL •Eolipse,Type 613 Model 7A 2 1 8 A @ 18 V " " " M 

TRANSFER PUMPS- FUE ~==~ ====~==================~====~============~============~-=~~====~b========F========+======== ======~ IE- LIGHTING 

LANDIN~ LIGHT Grimes Mfg,Co, 8T 1220 A 1 ' lOA@ 24 V, .Night Landing Only C X X 10,0 X 

SPOTLIGHT Unity Mft,Co, Deluxe 6-f'' len 1 . 6.6A A 28 V. As required C X X 6 6 x 

RUNNING LIGHTS- CAF\ GAC per Dwg, 12079-1606 3 0,6A l!ll 28 V. Bight operation onl.l C X X 1,8 1,8 

RUNNING LIGHTS- ENVELOPE GAC See Note #2 ••• 7 0,6 A@ 28 V, 11 " " C X X 4 ·,2 4,2 

INDICATOR LIGHTS Gri11ea t.A2328 6 0,17 A@ 28 V, As required C X 0,85 0,86 0,85 

SIGNAL LIGHT Grimes 1{-3 NA.i' 1171-2 1 6,3A C 24 V, 11 11 M 5 3 5 3 6 3 5 3 

~R LIGHTING G.a.C 2 0,6 <; 24 V, " 11 C 1.2 1 2 1.2 1.2 

NAVIGATOR'S LIGHT .l!'airchild "Moonglow" 1 0,2 A @ 24 V, " " C 0,2 0,2 0,2 0,2 

RADIO TABLE LIGHT GAC 1 0,17 A C 24 V, " " C 0,17 0,17 0,17 0 17 

PANEL-INCANDESCENT Ga.C 2 0,17 A C 24 V, " " C X 0,34 0,34 0,34 

~-PA--EL __ -_u_L_T_R_A __ IO --------~ AF--- -1 _________________ ±=3 __ 0-· 2 __ A__ 0_2_4 __ V_. __ ~"------"----------+----C----~-0 -----r--0-.6-----t-0 6 ____ -i_o_._6 ____ -4 

~--------------------~+--------- --------------+---4-----------~---------------+-------+------~------~r-------~----~ 

F -RADIO 

MAIN TRANSMITTER "WeetinQ:bouse GP-7 1 AC 5,8A @ 28V Aa required c 6,8 AC 6.8 AC 6 8 AC 5 8 AC 

TRANSMIT Same 

STANDBY. Same •• 

MAIN RECEIVER --weahrn Eleotrio BlJ -19 -+ 1 .Not Available •• ~~~~~---------- ------------i __ G_R_l_2_ •. -~ -+~~~~~~------------~-------+------~------4-------+------4 

~I.RA SQl,!f-D TRANSMITTER "Western Elec r o -

1---- TRANSMIT j ) 

--~ ~A~N~D~B~Y~--------------U-S t_e 3 __ • _• _• ____________ ~~! 7~· =_C 28 V, •• c 7.0 7,0 7,0 

INTRA-SQUAD RECEIVER <~Western Eleotrio RU -17 ! .1 i 

MARKER BEAC~O~N~RsE~CsE~IV~E~R~~-r -----------------------4----~------~---+----------------~--------~------ -------1--------+-~~---~ 

INTERPHONE Kagnavox Co, RL24C 1 2,5 A. 24 V, •• 0 2,6 2,6 2,6 2,6 

DiRECTION FINDER 4<ROA - DZ-2A 1 1,6 A 0 86 V, •• See .lfote /}4 ••• 0 X 1,6 1,6 1.6 

FREQUENCY INDICATOR •Bendix Ra4io _ IJ17 1 1,26 .l @ 26 V, AB required )( 1,26 1.26 1,26 1,26 

HOMING EQUIPMENT 'Western Eleotrio-ZBl or ZB3 1 1,26 A 0 26 V. " " ld X 1,26 1.26 1.26 

l.f.F. SYSTEM *.1-BIC 1 6,6 .l 0 28 V, •• C X f1,6 5.5 5,5 

M.A.D. SYSTEM 4Uarlt IV 1 16 A 0 24 V, •• C X 16,0 16,0 16,0 

~IS . RADI-"=0--'=-EQ:!.U:::.:I::..P.:.:M:=.E::..N:...:T ____ __..~----· ________ ------------+----+-------- ----+--------------------~---- ----+------~~-----~--------+-~-----1 

F-RADIO 

MAIN TRANSMITTER 1 AC 5,8A @ 28V Aa re uired c 6 8 AC 6 8 AC 0 8 

TRANSMJT Same 

STANDBY. Same •• 

tv1AIN RECEIVER "W .. hrn Eleotrio Bl.l-19 1 Not Available •• 

r-'-'IN~J"~_ ._ -~=.::~L!:.!.~.'C.' A=N=S=M=fT=TE= ===~ ="W~e~a~t~e~rn~ E~l~e~o~t:r~ic~=G~R~-~1~2=-_-+ __ -f-...:_,:tl:)~t~~~~=--~~-=-~~=--~1r-~~~~--~~~~~~~~~~~t~~~~~~~~t~~~~~~~~t~~~~~~-~t~~~~~~~~f..-~~~~~~~-l TRANSMIT ) 

r---~ ~A~N~D~~Y~--------------H-S~e~e N~o~t~e~# 3 __ •_•_• ___________ ~~-~7~~ ~28 ~·~-·-•---------------4--~C~--~~ ~---+~~·~0~---+~~·~0~---4 ~.0~--~ INTRA-SQUAD RECEIVER <~Wee tern Electric RU -17 

c 

RADAR • 1 0 X 

DiRECTION FINDER 4<RCA - DZ-2A 1 •• See .lfote 114 ••• 0 X 

FREQUENCY INDICATOR •Bendix Ra4io - IJI7 1 1.26 .l @ 26 v. Aa required )( 1,26 1.26 1,26 

HOMING EQUIPMENT 'Western Eleotrio-ZBl or ZB3 1 1,26 A 0 26 V. .. " X 1,26 

I.F.F. SYSTEM *.1-BK 1 6 .li .l 0 28 v. •• c X 5.5 

M.A.D. SYSTEM 4Uarlt IV 1 16 A 0 24 V. •• c X 16,0 16,0 

MISC . RADIO EQUIPMENT 

G-MISCELLANEOUS 

MAPPING CAMERA 

INSTRUMENTS ot A o 28 Volta •• 0 X .o 

REMARKS Power Souroe 0 nt 1n oue Komentary TOTAL CONTINUOUS LOAD 11 67 122 06 143 66 

Oabi r Generat.on ADDITIONAL MOMENTARY LOAD 7,80 7,80 

Lawrante Generator TOTAL LOAD 18,22 129,86 161.86 

U<~iiote #1 . Converter used to supply A,O,Load, A.C. loads not included in totals since Converter 

D.C.l oad is shown • 

00 

-...:J 

I 

.. <!~Note #2. 

••"''.!ote 13. 

••~~t~ ote #4. 

Per G.A.C.Drawings #3080-Bo, 61071-796 , Ba 61021-782. 

Standby and Receive 6,6A ® 28 Volts, and 7,0 A on Transmit . •• 

Momentar~ 3,6 A relay ouiTent. 

1,26 

1.26 

5.5 

16,0 

4.0 

127 62 

7,80 

136,32 
B. DISTRIBUTION 

The electrical system is distributed from two panels, 

the auxiliary panel on the starboard side of the car between 

frames 5 and 6, and the mechanic's main panel. All the AC 

system and the DG ol:ltput of the auxiliary generator come to 

the auxiliary panel. The DC output o.f the ·port and starboard generators come to the mechanic's panel. See Fig. 

XVIII and Fig. XXXIII. 

NOTE: K-3 thru K-29 - as stated below. 

K-30 & Future - see installation of Lawrance 

auxiliary generator. 

The auxiliary panel e arries a selector switch to connect 

the AC loads to the generators in various combinations in 

a,ccordance with the following table which is reproduced on 

the panel: 

SWITCH POSITION 

Starboard Generator 

1 

Radio 

Cook 

Off 

2 

Off 

Radio 

Cook 

3 

Cook 

Off 

Radio 

4 

Cook 

Radio 

Off 

The cooking loads consist of a roasterette, a hot ·plate 

and ~percolator. A cooking panel equipped with a selector 

switch makes it impossible to connect more than one load at 

a time. 

The battery can be disconnected from the system by 

means of a safety switch located in the main junction box 

under the mechanic's panel and controlled both from the 

pilot's instrument panel and from the mechanic's stand. 

-88-
-89-

H 

H 

§ 

• t!) 

H 

r:r.. 
The generator switches of K-11 ships and future are 

equipped· with the thermal overload devices which operate 

when the normal load is exceeded. 

To reset a generator switch after it has tripped open, 

wait until the overload device has cooled, and close the 

switch again. 

C. CONTROL BOXES AND CUTOUTS 

There is a control box and a cutout for each generator. 

The control boxes are ·the -carbon pile type. See Fig. XXXIV. 

(1) Carbon Pile Regul~tor 

No adjustment or repairs should be attempted in 

flight on the carbon pile regulator. 

(2) Service Troubles 

(a) If the DC -voltage output is erratic or low, 

check all connections to be sure they are clean and tight, 

and examine voltage regulator plug in connections for corrosion or poor contact. Spread plug in prongs, if necessary, 

to insure contact. If the regular contacts are dirty or 

pitted, th~y should be cleaned as instructed under "CONTROL 

BOX INSPECTION." 

(b) If at any time the voltmeter shows a reversal 

of polarity by r2ading off scale in the wrong direction, or 

if the voltage reading is not more than 4 or 5 volts, the 

-90-
FIG. XXXIV GENERATOR CONTROL 

BOX AND BATTERY INSTALLATION 

-91-
indications are that either the DC field has been inadvertently "flashed" in the wrong direction, or that the 

generator is operating on residual magnetism only. To 

"flash" the field, remove the (A+) lead from the generator 

and momentarily close the generator cutout contacts, making 

certain that the external connections to the battery are 

correctly connected with regard to polarity~ 

(c) If the ammeter indicates zero charging current 

when the generator voltage. is above 13.5 or 26.8 volts for 

12 or 24-volt systems respectively, check the operation of 

the generator cutout contacts. If the contacts are open, 

the unit is out of adjustment and should be reset in accordance with manufacturer's cutout instructions. If the contacts 

are closed, check th~ charge on the battery, since the charging current drops down to a low value when operating with a 

·fully charged battery resulting in li tt~e or no ammeter 

indication. 

(d) ·· If the AC voltage output is below the normal 120 

volts (=5%), check the DC voltage output and readjust to 

proper value as instructed under "CONTROL BOX INSPECTION.·" 

-92-
Switches (Cont.) 

Navigation lights, running 

lights, instruments light, 

galley light. 

(2) Automatic Controls 

Port and starboard generator's 

control box. 

Port and Starboard cutouts. 

Aux. generator control box. 

Aux. genera tor cutc·ut. 

Blinker 

(3) Instruments 

3 A.C. Ammeters and 3 A.C. 

voltmeters for port, starboard and aux. generators. 

1 D.C. ammeter and 1 D.C. 

voltmeter for aux. engine . 

2 D.C. ammeters and 2 D.C. 

voltmeters for port and sta rboard generators. 

(4) Cooking 

Percolator, roasterette, 

hot plate. 

(5) Lamps 

See pages 95 to 98 Incl. 

for LamJ: Data. 

(6) Fuses 

See pages 99, 100, and 101 

for fu se data . 

-94-

Location 

Mechanic's panel. 

Back of mechanic's main 

junction. 

Main junction box. 

Aft of auxiliary pane. 

(Location changed K-30 & Fut.) 

Aux. panel junction box. 

(Aux.panel K-30 & Future). 

Top of mechanic's stand. 

Auxiliary panel. 

Changed K-30 & future. 

(No A.C. Ammeter 

(One A.C. Voltmeter 

Auxiliary panel. 

Me chanic's panel. 

Galley port side, frame 6. 
I 

-.() 

\J'\ 

I 

NAF TRADE LAMP CP VOLTS BASE TYPE NO. NO. TYPE 

309 S-11 32 28 Cand-Bay 

306 S-8 15 28 Cand-Bay 

306 S-8 15 28 Cand-Bay 

306 S-8 15 28 Cand-BaY.. 

306 S-8 15 28 Cand-Bay 

306 S-8 15 28 Cand-Bay 

1477 T-3 .17A 28 Min-Screw 

1477 T-3 .17A 28 Min-Screw 

1477 T-3 .17A 28 Min-Screw 

1068-23 302 T-4i 3 28 Cand-Bay 

304 G-6 6 28 Cand-Bay 

304 G-6 6 28 Cand-Bay 

304 G-6 6 28 Cand-Bay 

304 G-6 6 28 Cand-Bay 

** 3 *'~ 3 

1068-20 313 T-3.!. .17A 28 Min-Bay 

1068-20 313 T-31 .17A 28 Min-Bay 

.9A 22 Pref-Flange 

* ST-1220 28 

1477 T-3 .17A 28 Min-Screw 

304 G-6 6 2$ Cand-Bay 

*** 4618 .!.w 125 

-*** 4618 !w 125 *'~** PAR-46 5.5A 28 Sealed 

NOTES:.f. Original Lamp by Equipment manufacturer. * For Grimes Landing Light. *-* Koll sman Compass Light . *-l!- Bryant #4618 for Bryant Base #9446. 

BASE 

CONT. 

S.C. 

D.C. 

D.C. 

D.C. 

D.C. 

D.C. 

D.C. 

D.C. 

D.C. 

D.C. 

D.C. 

s.c. 

S.C. 

s.c. 

S.C. 

S.C. 

D.C. 

*-lHf-* For Grimes Model K-3 portable signal light. 

LOCATION NO. 

REQ'D 

Nose Cone 1 _Envelope 2 

Fins and Tail 4 

Outrigger 2 

Car-Running 1 

Car-Ceiling 5 

Flasher Box 1 

Pull-Knobs 11 

Panel-Inclinator 1 .f. 

5-0-5-Incl. 1 

Pilot's Panel 2 

Flight Panel 2 

El Indicator 1 

Nav-Inst. 1 

Nav-Compass 1 .f. 

Pilot-Compass 1 .f. 

Nav-Table 1 .;. 

Radio Table 1 .f. 

Spotlight 1 .f. 

Landing Light . 1 .f. 

Oil-Pressure 2 · Mech-Panel 3 

Aux-Panel 1 

Hot Plate Jet Box 3 

Riggers Cabinet 1 .f. 

G. A. C. 

SK-1-5953 

'XJ 

1-'· 

OQ 

. 

s 

< I 

PJ 

t:f.l 

'0 

P> 

t-j 

(1) 

t-' 

P> 

s 

'0 

t:::1 

ll' 

c-t 

p.l 

.. 

:;>;~ 

I 

VJ 

c-t 

::r 

t-1 

c: 

~ 

I 

0' 
I 

~ 

"' I 

I 

' -

NAF TRADE LAMP CP VOLTS BASE TYPE No. NO. TYPE 

309 S-11 32 28 Cand-Bay 306 S-8 15 28 Cand-Bay 306 S-8 15 28 Cand-Bay 

305 S-8 15 28 C~nd-Bay 

306 S-8 15 28 Cand-Bay 

1477 T-3 .17A 28 Min-Screw 

1068-20 313 T-3! .17A 28 Min-Bay 

1477 T-3 .17A 28 Min-Screw 

1068-23 302 T-4i 3 28 Cand..,....Bay 

304 G-6 6 28 Cand-Bay 

304 G-6 6 28 Cand-Bay 

.304 G-6 6 28 Cand-Bay 

*-!} 3 

** 3 

1068-20 313 

~=it .17A 28 Min-Bay 

1068-23 302 3 28 Cand-Bay 

.9A 22 Pref-Flange 

* S').'-1220 28 

1477 T-3 .17A 28 Min-Screw 

304 G-6 6 28 Cand-Bay ?f.-~ * 4618 l..VJ 125 v" \, 4618 lw 125 -,,-n~-

* PAR-46 5.5A 28 Sealed --·--

·-----

NOTES:f. Original Lamp by Equipment manufacturer. * For Grimes Landing Light. ** Kollsman Compass Light. *-~* Bryant #4618 for Bryant Base #19446. 

BASE 

CONT. 

S.C. 

D.C. 

D.C. 

s.~. 

D.C. 

s.c. 

D.C. 

D.C. 

D.C. 

D.C. 

S.C. 

S.C. 

S.C. 

D.C. 

S.C. 

D.C. 

*-**"'~ For Grim·?S Model K-3 portable signal light. 

LOCATION NO. 

REQ'D 

Nose Cone 1 

Envelope 2 

Fins and Tail 4 

Car-Running 3 

Car-Ceiltng 2 

Flasher Box 1 

Pull-Knobs 11 

Panel-Inclinometer 1 ~ 

5-0-5-Incl. 1 

Pilot ' s Panel· ~ 

Flight Panel 2 

El Indicator 1 

Compass-Rudder 1 .;. 

Pilot-Compass 1 .;. 

Nav-'l'able 1 .;. 

Radio Table 1 

Spotlight 1 .;. 

Landing Light 1 .;. 

Oil-Pressure 2 

Mech-Panel 3 

Aux.-Panel 1 

Hot Plate Jet Box 3 

Riggers Cabinet 1 .;. 

G. A. C. 

SK-1-6420 

>r) 

1-'· 

Otl 

~ 

~ ~ 

I 

o' 

(/) 

'd 

PJ 

11 

<D 

t-l 

~ 'd 

tJ 

Pl 

cT 

Pl 

.. 

~ 

I 

--J 

f)) 

t:l 

p, 

~ 

I 

00 
I 

-.() 

--..1 

I 

NAF TRADE LAlilP CP VOLTS BASE TYPE NO. NO. TYPE 

1068-20 313 T-3! .17A 28 Min--Bay 

1068-20 313 T-3t • 17A 28 Min-Bay 

1068-20 313 ~=~I .17A 28 Min-J?ay 1068-20 313 .17A 28 Min-Bay 

1477 T-3 .17A 28 Min-Screw 

1068-17 301 T-41-- 3 28 Cand-Bay 

1068-23 302 T-4l 3 28 Cand-Bay 

1068-18 303 G-6 6 28 Cand-Bay 

1068-18 303 G-6 6 28 Cand-Bay 

1068-18 303 G-6 6 28 Cand-Bay 

305 S-8 15 28 Cand-Bay 

305 S-8 15 28 Cand-Bay 

305 S-8 15 28 Cand-Bay 

305 S-8 15 28 Cand-Bay 

309 S-11 32 28 Cand-Bay 

• 9A 22 Pref-Flange 

?E- ST-1220 28 *- 3 

-)Hf- 3 -X (- 4618 J...w 125 ~-~(._~ 4618 !w 125 ~**~~ PAR-46 5.5A 28 Sealed - -- ------

NOTES: r Original Lamp by Equipment manufacturer. * For Grimes #ST-1220 Landing Lite. ~h~ Kollsman Compass Light. -> *- *~!- Bryant #4618 for Bryant Base #19446. 

BASE 

CONT. 

S.C. 

S.C • 

S.C. 

S.C. 

S.C. 

D.C. 

S.C. 

S.C. 

s.c. 

S.C. 

S.C. 

S.C. 

S.C. 

S.C. 

S.C • 

?HHHf- For Grimes Model K-3-. portable signal light. 

LOCATION NO. 

REQ'D 

Flasher Box 1 

Pull-Knobs 11 

Navigator T~ble 1 1-

Mech-Oil Press. 2 

Pilot Panel-Incl. 1 1-

5-0-5 Incl. 1 

Radio Table 1 

Pilot's Panel 2 

Flight Panel 3 

Mechanic's Panel 3 

Car Ceiling 2 

Car Run:hing 3 

Fins & Tail 4 Envelope 2 

Nose Cone 1 

Spotlight 1 

Landing Light 1 ~ Compass-Pilot 1 1- Compass-Rudder 1 1- Auxiliary Panel 1 

Hot Plate Jet Box 3 

Riggers Cabinet 1 1-

G. A. C. 

SK-1-6404 

txj 

1-'· ' 

~ 

>< 

~ I 

0 

tn 

"0 

~ 

1-i 

co 

t-1 

Ill 

a 

"0 

t:::l 

~ 

c+ 

$ll 

.. 

~ 

I 

-.() 

c+ 

~ 

1-i 

c 

~ 

I 

\.1\ 

0 
I 

-.!) 

<» 

I 

' NAF TRADE LAMP CP VOLTS BASE TYPE BASE 

NO. NO. TYPE CONT. 

305 s~8 15 26 Cand-Bay S.C. 

.305 S-8 15 28 Cand-~ay S.C. 

305 S-8 15 28 Cand.:..Bay S.C. 

1068-26 S-11 32 28 Cand-Bay S.C. 

305 S-8 15 28 Cand-Bay s.c. 

1068-20 313 T-3i 28 Min-Bay S.C. 

1068-20 313 T-3! 28 Min-Bay s.c. 

1068-20 313 T-31 28 Min-Bay s.c. 

1068-20 313 T-3 28 Min-Bay S.C. 

1068-17 G-6 3 28 Cand-Bay s~c. 

Bryant 3618 125 

1192-9 (Neon-lite) 1/4 Watt 

24-28 Ultra-Violet~ 

fluorescent 

1192- 9 24-28 Ultra-Violet 

fluorescent 

RPrll 0.9 amps 22 Pref.Flange S.C. 

ST1220A 415 24 (100 hour) 

1171-2 Par-46 5.5 amp 28 Grimes Sealed Beam 

Kollsman #71-900 3 

*Bryant #4-6/8 lamp for Bryant Base #19446 

**Bulb for Kollsman #230B Light Ring 

LOCATION NO. 

REQ'D 

Run.Lights-Car 3 

" " Env. 3 

" " Fin. 3 

Nose Cone 1 

Pome Lights 2. 

aelium Valve Lgt 2 

Navigator Light 1 

Radio Table 1 

Mechanic Panel } 

Inclinometer 1 

Hot Plate 

Junction Box 3* 

Pilot's Panel 2 

Mechanics :Panel 1 

Spot Lite (Unity) 1 

Landing Lite 

(Grimes) 1 

Signal Lite Gun 1 

Rudder Compass 1** 

Light. 

GAC SK-1-7657 

toa:J 

1-'• 

(I'Q 

• 

~ p.. 

CIJ 

~ 

I» 

'i 

(1) 

t-t 

~ t:1 

I» 

cT 

I» 

~ 

I 

\J\ 

J-1 

go 

d 

cT 

• 
Fig. XXXVI-a 

ELECTRIC FUSE DATA: K-3 thru K-8 

Rating Type Amps. Purpose Location 

10 

10 

10 

10 

60 

60 

50 

50 

30 

30 

20 

20 

20 

20 

20 

20 

20 

20 

20 

20 

20 

20 

20 

20 

30 

20 

20 

30 

4AG AC Port Gen. Auxiliary Panel 

4AG AC Stbd Gen. AUxiliary Panel 

4AG AC Aux. Gen. Auxiliary Panel 

4AG AC Spares Auxiliary Panel 

HiAmp DC Aux. Gen. Aux. Cont. Panel 

HiAmp DC Aux. Spare Aux. Cont. Panel 

HiAmp Engine Gdn. Main-Jet. Box 

HiAmp Eng. Gen Spare Main-Jet. Box 

5AG Radio Main-Jet Box 

5AG Radio Spare Main Jet. Box 

4AG Spare Mechanic Panel 

4AG Starter Control Mechanic Panel 

4AG Oil-Press Mechanic Panel 

4AG Instruments Mechanic P~nel 

4AG Panel Lights Mechar~c Panel 

4AG Running Lights Mechan~c Panel 

4AG Nav. Lights Mechanic Panel 

4AG Dome Lights Mechanic Panel 

4AG Spare Mechanic Panel 

4AG Spare Fwd. Sw. Panel 

4AG Dome Light Fwd. Sw. Panel 

4AG Panels Fwd. Sw. Panel 

4AG Compass Fwd. Sw. Panel 

4AG Instruments Fwd. Sw. Panel 

4AG Landing Light Fwd. Sw. Panel 

4AG L.L. Motor Fwd. Sw. Panel 

4AG Misc. Fwd. Sw. Panel 

4AG Spare Fwd. Sw. Panel 

NOTE: All catalog numbers by Littelfuse. 

Fig. 39 

-99-

Cat. NAF No. 

No. Number Reqd. 

1095 1034-4-10 

1095 10.34-4-10 

109.5 1034-4-10 

1095 1034--4-10 

1235-60 1034-6-60 

1235-60 1034-6-60 

1235-50 1034-6-50 

1235-50 1034-6-50 

1169 

1169 

1097 1034-4-20 

1097 1034-4-20 

1097 1034-4-20 

1097 1034-4-20 

1097 1034-4-20 

1097 1034-4-20 

1097 1034:...4-20 

1097 1034-4-20 

1097 1034-4-20 

1097 1034-4-20 

1097 1034-4-20 

1097 1034-4-20 

1097 '1034-4-20 

1097 1034-4-20 

1099 1034-4-30 

1097 1034-4-20 

1097 1034-4-20 . 1099 1034-4-30 

G.A.C. 

SK-1-6410 

1 

1 

1 

2 

1 

1 

1 

1 

1 

1 

1 

1 

1 

1 

1 

1 

1 

1 

1 

1 

1 

1 

1 

1 

1 

1 

1 

1 
Fig. XXXVI-b 

ELECTRIC FUSE DATA: K-9 thru K-50 

Rating Type Purpose Location Cat. NAF No. 

Amps. No. Number Reqd. 

10 4AG AC Port Gen. Auxiliary Panel 1095 1034-4:-10 1 

10 4AG AC-Stbd Gen. Auxiliary Panel 1095 ' 1034-4-10 1 

10 4AG AC-Aux. Gen. Auxiliary Panel 1095 1034-4-10 1 

10 4AG AC Spares Auxiliary Panel 1095 1034-4-10 2 

30 5AG Radio Main-Jet. Box 1167 1 

30 5AG Radio Spare Main-Jet. Box 1167 . 1 

10 4AG Spare ·Mechanic Panel 1095 1034-4-10 1 

10 4Ag Starter Control Mechanic Panel 1095 1034-4-10 1 

10 4AG Oil-Press Mechanic Panel 1095 1034~4-10 1 

10 4AG Instruments Mechanic Panel 1095 1034-4-10 l 

10 4AG Panel Lights Mechanic p-anel 1095 1034-4-10 1 

10 4AG Running Lights Mechanic Panel 1095 1034-4-10 1 

10 4AG Nav. Lights Mechanic Panel 1095 1034-4-10 1 

10 4AG Galley Light Mechanic Panel 1095 1034-4-10 1 

10 4AG Spare Mechanic Panel 1095 1034-4-10 1 

5 4AG Spare FWd. Panel 1094 · 1034-4;...5 1 

5 4AG Dome Light Fwd. Panel 1094 10.34-4-5 . 1 

15 4AG Panels Fwd. Panel 1096 1034-4-15 1 

5 4AG Compass Fwd. Panel 1094 1034-4-5 .1 

5 4AG Instruments Fwd. Panel 1094 1034-4-5 1 

15 4AG Landing Light Fwd. Panel 1096 1034-4-15 1 

5 4AG L.L. Motor Fwd. Panel 109i 1034-4-5 1 

15 4AG Misc. Fwd. Panel 109 1034-4-15 1 

15 4AG Spare Fwd. Panel 1096 1034-4-15 1 

NOTE: All catalog numbers by Littelfuse. 

G. A. C. 

SK-1-6409 

) 

-100-
Fig. XXXVI-c 

ELECTRIC FUSE DATA: K-51 & Fut. 

Rating Type . Purpose Location Cat. NAF · No. 

Amps No. No. Req. 

10 4AG Port Generator AC Aux.out1et Box 1095 1034-4-10 1 

10 4AG Stbd Generator " " TT n 1095 1034-4-10 1 

10 4AG Converter No.1 n " " TT 1095 1034-4-10 1 

10 4AG Converter No.2 " " " tf 1095 1034-4-10 1 

10 4AG Spare If If " " 1095 1034-4-10 1 

10 4AG Oil Pres.Lite Mechanic's Panel 1095 1034-4-10 1 

10 4AG Instruments " n 1095 1034-4-10 1 

10 4AG Running Lights " " l095 1D34-4-10 1 

10 4AG Navigation Lgt " " 1095 1034-4-10 I 

10 4AG Dome Light " " 1095 1034-4-10 1 

10 4AG Spare " " 1095 1034-4-10 1 

20 4AG Spare " " 1097 1034-4-20 1 

20 4AG IFF tl " 1097 1034-4-20 1 

20 4AG Navigation Table It " 1097 1034-4-20 1 

20 4AG Starter Cont. " " 1097 1034-4-20 1 

30 4AG Radio " " 1099 1034-4-30 1 

30 4AG Spare " " 1099 1034-4-30 1 

20 4AG Spare n " 1097 1034-4-20 2 

10 4AG Spare " " 1095 1034-4-10 2 

5 4AG Spare Fwd.SW & Fuse Pan. 1094 1034-4-5 1 

5 4AG Dome fl fl fl " 1094 1034-4:...5 1 

5 4AG Compass " " " " 1094 1034-4-5 1 

5 4AG Instruments " II " fl 1094 1034-4-5 l 

5 4AG L.L. Motor " " " " 1094 1034.-4-5 1 

5 4AG U.V.Light " " n " 1094 1034-4-5 1 

15 4AG Land·ing Light " " " " 1096 1034-4-15 1 

15 4AG Miscellaneous !I " " n 1096 1034-4-15 1 

15 4AG Spare fl " " " 1096 1034-4-15 1 

50 5AG Spare Main June. Box 1169 1 

50 5AG MAD TT II ff 1169 1. 

30 5AG Spare tf " 1T 1167 1 

30 5AG Radar " Tl " 1167 1 

NOTE: All Catalog Numbers by Litt1efuse, Inc. GAC SK-1-7658 

-101-
E. LAWRANCE AUXILIARY GASOLINE POWERED ELECTRIC GEN&qATOR 

(1) Specifications of the Lawrance Auxiliary Power Unit 

Model 30 C.:..2: 

No. of Cylinders 

Ignition 

Horsepower 

Output DC (Continuous) 

Weight (pounds) 

Fuel Oc ta.ne 

RPM 

Output (5 mins.cont.) 

(2) Preparations for starting 

2 

Dual 

14.5 

5KW 

213 

91-100 

4100 

7.5 KW (resting 30 minutes 

with an 86 amp.load of 28.1 

volts.) 

Before attempting to start the engine for the first time, 

the following checks should be made: 

(a) At least three (3) gallons of lubrication oil Navy 

Specification 1065 t<Y 1080 should be ple.ced in the 

oil tarL'l.c. 

(b) See that 24 volts of battery are across line and that 

the main line switches for auxiliary power plc.nt are 

in "off" position. 

(c) Inspect magneto ground wires for proper connection. 

Notice: Press in on automatic over-sneed cut GUt 

button to make sure switch is in opera ting 

position. 

(d) Fuel tank should contain 91 octane gasoline. Open 

valves and check engine dribble valve for flooding. 

(e) By aid of the hand crank, turn the engine ·through 

two or three revolutions. If abnormal effort is 

required, remove a spark plug from each cylinder to 

make sure liquid has not collected in the combustion 

chamber. 

This procedure should be followed whenever the engine ha s 

been idle for a week or more. (See Navy Spec. AN9505a for 

prepara tion for storage instructions). 

-102-
1 

2 

3 

4 

5 

6 

7 

8 

9 

10 

11 

12 

13 

14 

15 

lE 

1? 

18 

. 19 

20 

21 

22 

23 

24 

25 

26 

27 

28 

29 

30 

31 

32 

33 

34 

35 

36 

37 

38 

39 

40 

41 

. 42 

43 

44 

45 

46 

47 

48 

49 

50 

51 

NOMENCLATURE FOR FIG. XXXVII 

Auxiliary Generator and Blower 

General Assembly 

DESCRIPT:ION 

Lavrrance Generator 

Mount - Auxiliary Generator 

Auxiliary Blower - Homelite 

Ventilation Control Box 

Duct - Aii~ Intake 

Air Outlet & Exhaust Assembly Oil Pressure Line 

Fuel Line 

Oil Line - To Engine Oil Line ~ Return 

Oil Tank Vent Line 

Alternator Box 

Alternators 

Air Inta.ke - Alternators 

Oil Tank 

Support Bracket - Oil Tank 

Drain Tube Assembly 

D.C.Box 

A.C.Box 

D.C.Voltmeter 0-35 V 

Ignition 'Switch 

Oil Temp. Gage 0-12ooc. 

A.C. Voltmeter 0-150~V 

D.C. Ammeter 0-480 Amps. Relay Switch 

Starter Switch 

Cylinder Temp.Gage 

Oil Heater Switch 

Breaker Switch Alt. #2 

Breaker Switch Alt. #1 

Selector Switch 

Switch - Alt.#2 - On-Off 

Sv{i tch-Al ternator #1 On-Off 

Voltage Regulator 

Meter Mounting Box 

Oil Pressure Gage Ground wire 

Lead to Oil Temperature 

Lead for Cooker A.C. 

Lead for Radio A.C. 

Lead for Radar A.C • 

Lead to Oil Heater D.C. 

Lead to Magneto Lead to Voltage Regulator 

Lead from Alt. #2 A.C. 

Lead from Alt. #1 A.C. 

Lead to Alt. #2 D.C. 

Lead to Alt. #1 D.C. 

Power -Lead D.C. 

Therm·ocouple Lead 

Lead to Battery -103-
) 

10 f II 

A5 15 THRU K- 98 

RfHREN([ DRAWINCi - 1'/G. NvAC SERVICE /3ULLETIN- NUMBER 42. 

0/Vl!T BLOWER -I{- 99 & FUTURC. 

Fig. XXXVII 

AUXILIARY GENERATOR & BLOWER 

-104-
(3) Starting 

After the above preparations, the engine may be started 

in the following manner: 

(a) Turn fuel valve to "ON." 

(b) Turn oil. valve to "0N. 11 

(c) Close main line switch for auxiliary power plant. 

See that generator lead is connected. 

(d) Turn starter switch to "ON. n Allow starter to prime 

engine with fuel and oil pump with oil. 

(e) Turn ignition switch to "BOTH" when oil pressure g2.uge ·registers pressure. 

(f) Turn starter switch to 11 0FF" as soon as engine fires. 

(g) As soon as engine starts, observe the oil pressure 

gauge and shut engine off immediately .lf' pressure 

is not indicated. N9rmal oil pressure is 55-65 lbs. 

per sq. inch. 

(4) Manual Starting 

If no 24-volt battery source is avail able, the engine may 

be started with the hand starting drum. 

(a) Loosen the two Dzus fasteners holding. the starter hole 

cover and remoye the cover plate. 

(b) Insert the starting drum shaft until it engages the 

engine crankshaft nut at the generator end. 

(c) Wrap the rope around the drum so that it will turn 

counter-clockwise when facing the generator end of 

the engine. 

(d) Maintain tension on the starter rope to keep the drum 

engaged. 

(e) Turn fuel valve, oil valve, and ignition switch to "ON" 

positiou-. 

(f) Pull rope thru to spin engine crankshaft and start. engine .. 

(g) Repeat the process if the engine does not start at fir-st 

pull. 

-105-
(5) Warm Up 

Vfuen the operating temperature is below 21°C the engine 

will idle at about 1800 RPM after starting. As the oil warms, 

the engine speed will gradually increase to 4200 RPM (no load). 

The governor is adjusted at the factory to operate betwe een 

4000 (full load) and 4200 RPM (No load). During warm-up the 

engine oil hea.ter should be turned to "ON." Normal operating 

oil-in temperature should be about 60°C. and should not be permitted to exceed 87°C. DO NOT USE OIL HEATER BEFORE STARTING 

ENGINE. 

(6) Loading 

Load may be applied to generator as soon as the engine 

comes up to speed. 

(7) Overload Caution 

The generator is rated at 5 K.W. (175 amp.) for continuous operation. It has an overload capacity of 7.5 K. W. 

(263 amp.) for a 5 minute period. 

CAUTION: DO NOT operate the power plant above the normal 

5 K.W. load for more than five minutes at a time. 

Allow 10 minutes at not more than o% loa.d 

between overload eriods for the 

to cool. 

-106-