-iEsmeretr-
			AN 01-60JE-1

 

 

CLASSIFICATION

BY AUTHORITY

DATE:.             */.<><■, ........

 

PILOTS HANDBOOK

FOR

MODELS P-51D and K SERIES

AIRPLANES

LATEST REVISED PAGES SUPERSEDE
THE SAME PAGES OF PREVIOUS DATE

Insert revised pages into basic
publication. Destroy superseded pages.

Commanding Officers will be responsible for bringing this Technical Order to the attention of all pilots cleared for operation of the subject aircraft as well as thos£ undergoing Transition Flying Training as contemplated •ⁿ AAF Regulation 50-16.

Appendix I of this publication shall not be carried in aircraft on combat missions or when there is a reasonable chance of its falling into the hands of the enemy.

Published under joint authority of the Commanding General, Army Air Forces, and the Chief of the Bureau of Aeronautics.

££SWH€TEIT------------------------------------------------------- 1

6 NOVEMBER 1945

REVISED 7 MAY 1947

AN 01-60JE-1

Reproduction of the information or illustrations contained in this publication is not permitted
without specific approval of the issuing service (War or Navy Department).

------------------------------------------ LIST OF REVISED PAGES ISSUED---------------------------------------------------

NOTE: A heavy black vertical line to the left or in outer margin of text on revised pages, indicates the extent of the revision. This line is omitted where more than 50 percent of the page is revised. A black horizontal line to the left of page numbers listed below indicates pages revised, added or deleted by current revision. This line is used only on second and subsequent revisions.

Date of Latest
Revision

 

AAF

ADDITIONAL COPIES OF THIS PUBLICATION MAY 3E OBTAINED AS FOLLOWS:

AAF ACTIVITIES. —In accordance with AAF Regulation No. 5-9.

NAVY ACTIVITIES. —Submit request to nearest supply point listed below, using form NavAer-140: NAS, Alameda, Calif.; ASD, Guam; NAS, Jacksonville, Fla.; NAS, Norfolk, Va.; NASD, Oahu; NASD, Philadelphia, Pa.; ASD, Samar-Leyte; NAS, San Diego, Calif.; NAS, Seattle, Wash.

For complete listing of available material and details of distribution see Naval Aeronautics Publications Index, NavAer 00-500.

A

TABLE OF

SECTION 1 Description

PAGE

1.    General ............................................................................................  1

2.     Block Numbering System.................................................. 1

3.     Flight Controls............................................................................ 1

4.     Landing Gear............................................................................... 1

5.     Brakes........................................................................................................ 5

6.     Hydraulic System.............................................................................. 6

7.     Power Plant........................................................................................... 6

8.     Fuel System........................................................................................... 7

9.     Oil System...........................................................................................    7

10.    Cooling Systems............................................................................. 7

11.    Electrical System...........................................................................   7

12.    Miscellaneous Equipment...................................................... 7

SECTION SI Pilot's Operating Instructions

1.    Before Entering Cockpit .............................................................  9

2.     On Entering Cockpit................................................................... 10

3.     Fuel System Management..................................................... 12

4.     Starting Engine................................................................................ 13

5.     Warm-up and Ground Test................................................... 14

6.     Scramble Take-off. ......................................................................  15

7.     Taxiing Instructions..................................................................... 15

8.     Before Take-off............................................................................... 15

9.     Take-off..............................................................................................    16

10.     Engine Failure During Take-off....................................... 17

11.     Climb ...................................................................................................  18

12.     During Flight.................................................................................. 18

13.     Engine Failure During Flight.............................................. 20

14.     Flying Characteristics.............................................................. 20

15.     Stalls...................................................................................................... 20

16.     Spins..................................................................................................... 21

17.     Permissible Acrobatics........................................................... 22

18.     Diving .................................................................................................  22

19.     Gliding ............................................................................................    23

20.     Night Flying.................................................................................... 23

CONTENTS

PAGE

21.     Approach and Landing........................................................... 23

22.     Stopping Engine........................................................................... 26

23.     Before Leaving Cockpit........................................................... 26

Section III Flight Operating Data

1.    Airspeed Correction Tables............................................. 27

SECTION IV Emergency Operating Instructions

1.    General................................................................................................ 31

2.     Engine Failure During Take-off....................................... 31

3.     Engine Failure During Flight.............................................. 31

4.     Runaway Propeller ...................................................................  31

5.     Emergency Exit During Flight........................................... 32

6.     Ditching .............................................................................................  32

7.     Landing Gear Emergency Lowering............................ 32

8.     Coolant Radiator Flap Emergency Control. . 34

9.     Emergency Release of Bombs or

Droppable Fuel Tanks................................................... 34

10.    Emergency Use of Oxygen................................................... 34

11.    Use of Miscellaneous Emergency

Equipment.............................................................................. 34

SECTION V Operational Equipment

1.    Gunnery Equipment.................................................................. 35

2.     Zero Rail Rockets........................................................................ 36

3.     Bombing Equipment................................................................ 37

4.     Communication Equipment............................................... 38

5.     Oxygen System ...........................................................................  44

6.     Heating, Ventilating, and

Defrosting System............................................................ 46

SECTION VI Extreme Weather Operation

1.    Winter Operation........................................................................ 47

2.     Desert Operation........................................................................ 50

APPENDIX I Flight Operating Charts

1.    Armor Protection......................................................................... 51

2.     Flight Planning.............................................................................. 51

		FRONTISPIECE
	Figure 1-‘Three-quarter Hear View of Airplane

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

	1. GENERAL.
			BLOCK NUMBER P-51K-5-NT P-51K-10-NT P-51K-15-NT P-51D-20-NT P-51D-25-NT		SERIAL NUMBER INCLUDED AAF44-11553 to 11952 AAF44-11953 to 12552 AAF44-12553 to 12852 AAF44-12853 to 13252 AAF44-84390 to 84989 AAF45-11343 to 11542 AAF45-11543 to 12342

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

The North American P-5 ID and P-5 IK Fighter Airplanes are single-place, low-wing monoplanes having a wing span of 37 feet, a length of 32 feet 2 inches, and a height (tail down) of 13 feet 8 inches. The gross weight with no external load, full fuel, and armament is approximately

10,0            pounds. The power plant is either a V-1650-7 or V- 1650-3 engine. The airplanes are armed with six .50-caliber machine guns and may be equipped with bomb racks to carry bombs, depth charges, chemical tanks, or fuel tanks. Late airplanes are equipped to carry zero rail rockets. Armor plate protection is shown in figure 50.

The only difference between the airplanes designated as P-5 IK and those designated as P-5 ID is that the P-5 ID Airplanes are equipped with Hamilton Standard four-blade propellers; the P-5 IK Airplanes are equipped with Aero- products four-blade propellers. There is no difference in the operation of the two airplane models.

2.    BLOCK NUMBERING SYSTEM.

To clarify the relationship between the various groups of serial numbers used on these P-51 Airplanes, the following block numbering system has been adopted.

SERIAL NUMBER INCLUDED

AAF44-13253 to 14052 AAF44-14053 to 14852 AAF44-14853 to 15752 AAF44-63160 to 64159 AAF44-72027 to 72626 AAF44-72627 to 74226 AAF44-74227 to 75026 AAF44-11153 to 11352 AAF44-11353 to 11552

P-51D-30-NT

3.     FLIGHT CONTROLS.

The ailerons, elevators, and rudder are conventionally operated by a control stick and rudder pedals. Trim tab controls (a wheel for the elevator tabs, and knobs for the rudder and aileron tabs) and the flap control lever are on the control pedestal at the left side of the cockpit. A surface control lock is forward of the base of the control stick. A dorsal fin and reverse boost rudder tab have been installed on most airplanes. On late airplanes and on some airplanes modified in service, a 20-pound bobweight has been added to the elevator control system to improve the flight characteristics. (See section II, paragraph 14. h.)

4.     LANDING GEAR.

a.    GENERAL.—The landing gear is hydraulically operated. When the surface control stick is pulled back, the tail wheel is linked to the rudder pedals and is steerable 6 degrees right or left. With the control stick forward, the tail wheel is unlocked and full-swiveling.

CAUTION

Do not move the landing gear control when airplane is on the ground, as there is no safety mechanism to keep the gear from retracting.

b.    LANDING GEAR WARNING SIGNALS (Late Airplanes).—On late airplanes, the landing gear warning signal system consists of a red and a green warning light at the

 

 

Figure 2—Cockpit—Forward View (Typical of All Models)

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

35.       Throttle Friction Lock

36.       Radio Transmit-Receive Switch

37.       Throttle Control

38.       Propeller Control

39.      Propeller and Mixture Control Friction Lock

40.       Mixture Control

41.       Left-hand Fluorescent Light Switch

42.       Landing Light Switch

43.       Oil Radiator Air Control Switch

44.      Coolant Radiator Air Control Switch

45.      

Cockpit Light

 

Figure 3—Cockpit—Left Side (Typical of All Models)

RESTRICTED

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

Engine Limitations Plate SCR-522-A Radio Control Box Detonator Switches Canopy Handcrank Ammeter

Gun Heater Switch

Battery-disconnect Switch

Generator-disconnect Switch

Right-hand Fluorescent Light Switch

Fluorescent Light

Recognition Light Keying Switch

Canopy Emergency Release Handle

Indicates power plant and fuel

71.       Oxygen Regulator

72.       Gun Trigger Switch

73.       Bomb Release Switch

74.       Surface Control Stick

75.       Circuit-breaker Reset Guard

76.       Recognition Light Switches

77.       Pitot Heater Switch

78.       Position Light Switches

79.       Detrola Receiver

80.       Cockpit Light

81.       Seat Adjustment Handle

82.      Oxygen Mask Connection controls and instruments.

 

 

Figure 4—Cockpit—Right Side (Typical of All Models)

 

	Figure 5—Interior

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

left of the instrument panel, and a warning horn located on the left side of the cockpit, aft of the pilots seat. (See figure 25.J Both warning lights have dimmer masks and are of the push-to-test type. The signals operate in the following manner:

(3) Green light off, red light off when gear is up and down and locked, regardless of throttle or fairing door position.

(2)    Green light off, red light on when gear is in any unlocked position, regardless of throttle position; or when the gear is up and locked and the fairing doors are not fully closed.

(3)   Green light off, red light off when gear is up and locked with fairing doors fully closed and throttle forward (beyond minimum cruising power).

(4)   On early airplanes, green light off, red light on, and horn on when gear is up and locked and throttle is retarded below minimum cruising power.

(5)   On late airplanes, green light off, red light on, and horn on when gear is in any position other than down

Arrangement

and locked and throttle is retarded below minimum cruising power.

Note

A horn cutout switch is on the front switch panel. When the throttle is advanced after the horn has been cut out, the horn circuit is automatically reset. While the throttle is retarded and the horn is cut out, the red light remains on until the gear reaches the down-and-locked position,

c.    LANDING GEAR WARNING LIGHT (Early Airplanes).—Some early airplanes do not have the green light or warning horn. The red light operates the same on- all airplanes (when main gear is in transit between up-and-locked and down-and-locked positions or when gear is up and throttle is retarded for landing), but it is tested with a switch in early installations.

5.    BRAKES.

The brakes are hydraulically operated. Fluid for the brake system is obtained from the hydraulic reservoir. A standpipe in the reservoir reserves a supply of fluid for brake operation in case fluid for the hydraulic system is lost. The parking
brake control is just below the center of the instrument panel.

6.    HYDRAULIC SYSTEM.

The landing gear and wing flaps are operated hydraulically. The wing flaps are preselectively set by moving the control to the desired flap setting. The flaps are automatically held in the position chosen until another flap setting is selected.

7.    POWER PLANT.

a.    ENGINE.—The Packard-built Rolls Royce V-1650-7 and V-1650-3 are 12-cylinder, liquid-cooled, in-line engines. They are equipped with two-stage, two-speed superchargers, injection-type carburetors, and automatic manifold pressure regulators. An aneroid switch automatically controls the supercharger blower shift on both models. The engines turn either a Hamilton Standard or an Aeroproducts propeller.

b.     FUEL, OIL, AND COOLANT.

Fuel—Specification No. AN-F-48, Grade 100/130 Oil—Specification AN-O-8, Grade 1120 Coolant—Type D (70 percent water and 30 percent ethylene glycol, Specification No. AN-E-2, inhibited with NaMBT)

Note

For operation in temperatures below — 12°C, use Type C coolant (30 percent water and 70 percent ethylene glycol, Specification No. AN-E-2, inhibited with NaMBT).

r. AUTOMATIC MANIFOLD PRESSURE REGULATOR.—On the V-1650-3 or V-1650-7 engine, the regulator is not sensitive to manifold pressure changes throughout the entire range of available supercharger pressures. When operating at powers between 42 and 61 in. Hg manifold pressure, the regulator should afford constant manifold pressure within plus or minus one inch for any flight attitude below the critical altitude for the flight condition in question. However, when operating below approximately 42 in. Hg manifold pressure,, the regulator cannot be expected to hold a constant manifold pressure for the various flight conditions.

d.     ENGINE CONTROLS.

(1)     THROTTLE.—On late airplanes, a gate on the engine control quadrant limits the manifold pressure to 61 in. Hg, with the throttle full forward. Moving the throttle past the gate enables the pilot to obtain a war emergency power of 67 in. Hg. On early airplanes, which have no gate position, war emergency power is obtained by pulling the emergency boost control, at the left of the instrument panel. Instructions on the use of the War Emergency Rating are given in section II, paragraph 12. b.

(2)      MIXTURE.-On late P-5 ID and P-5 IK Airplanes, the mixture control has the following settings: "idle CUT off," "RUN,” "AUTO rich” (marked only on some late airplanes), and "emergency full rich.” The carburetor

on these airplanes is fully automatic, and the normal oper. ing position is "run.”

Note

"run” position is recommended for take-off; however, "auto RICH,” supplied on late airplanes as an alternate position for take-off, may be used. Return the control to "run” when a safe altitude is reached.

The "emergency full rich” position is for use in case the carburetor fails to operate properly in "run.” To place the control in "emergency full rich,” a spring detent on the lever must be pressed with the thumb and the control moved through the lockwire at the "run” position (at "AUTO rich” on late airplanes). On early P-5 ID and early P-5 IK Airplanes, the mixture control positions are "idle CUT OFF,” "auto lean,” and "AUTO RICH” with no lock- wire.

(3)      AUTOMATIC SUPERCHARGER CONTROL.

(a)     The supercharger control switch has three positions: "LOW,” "AUTOMATIC,” and "high.” (See figures 13 and 14.) The switch should be in "AUTOMATIC” for all normal operations. When it is in this position, supercharger speed change is controlled by an aneroid-type pressure switch, vented to carburetor intake pressure. The aneroid switch will change the blower speed from low to high at the altitude for best performance at military power. It is calibrated to shift the supercharger to high blower at a carburetor entrance pressure equivalent to approximately 19,600 feet altitude on the V-1650-3 engine (between 20,800 and 24,800 feet airplane altitude) and to approximately 14,500 feet altitude on the V-1650-7 engine (between 15,700 and 19,700 feet airplane altitude). To prevent excessively frequent blower speed changes, resulting from small speed or altitude changes near shift altitude, the aneroid switch is constructed so that the shift downward from high to low speed occurs approximately 1500 feet below the upward shift point during a normal descent. However, during a dive or rapid descent, the shift downward may occur at, or above, the upward shift point because of the increase of ram air pressure in the carburetor air intake caused by the higher airspeed.

Note

It will be noted in flight that the blower shift altitude specified in the preceding paragraph (a) for the particular engine does not correspond to the figure read by the pilot on the altimeter. This condition is normal, since the blower shift aneroid is referenced to carburetor entrance air pressure which increases with increase in indicated airspeed. Differences in airplane altitude at the time of blower shift are due to the ram variations in climb, level flight, and descent.

(b)    For maximum fuel mileage on long-range cruising operations, it is advantageous to remain in low blower speed above the altitude of shift. The ranges shown on the charts in appendix I are possible only when using proper supercharger speed, exactly as noted.

(c)     In case of blower shift aneroid failure, the supercharger will automatically return to low speed and the amber light beside the manual blower switch will go out. This light is on only when the supercharger is in "high.” On late airplanes the light is of the push-to-test type.

(4)   ENGINE PRIMER—Early airplanes have a handpriming system. On late airplanes, the priming system is controlled by an electric switch. (See figures 13 and 14.)

e.   CARBURETOR AIR.—Ram air, unrammed filtered air, or (on late airplanes) unrammed hot air may be supplied to the carburetor. Early airplanes have only a cold air control; late airplanes have both a cold and hot air control. Figure 49 shows the principle of operation. In order to obtain hot air, the hot air control must be in "hot” and the cold air control must be in "unrammed filtered air.” If the cold air control is in "ram AIR,” operation of the hot air control will be ineffective. On all airplanes, hot air will automatically be admitted to the carburetor whenever the air duct becomes obstructed by ice. For further information on the carburetor heat system, see section VI, paragraph 1. a. (4).

8.     FUEL SYSTEM.

Two self-sealing tanks are carried in the wing, and an auxiliary 85-gallon, self-sealing tank is installed in the fuselage, aft of the cockpit. Two 75-gallon, pressurized drop tanks may be installed on the wing racks. Fuel flows as follows: from either of the wing tanks or the fuselage tank through a booster pump to the fuel selector valve; through the selector valve, shut-off valve, and fuel strainer to the engine-driven fuel pump; then to the carburetor. Fuel from the combat tank flows through the selector valve into the main fuel line. Ail main fuel lines are self-sealing. Late airplanes have the carburetor vapor return line routed to the fuselage tank. On other airplanes the vapor return line is connected to the left wing tank. It is important that you know to which tank the vapor return line is connected. (See section II, paragraph 3.) The booster pump switch on early airplanes has three positions: "NORMAL,” "EMERGENCY,” and "OFF.” On late airplanes, the switch has two positions: "on” and "off.” (See figures 13 and 14.)

CAUTION

As neither the wing nor the bomb racks were designed for the 110-gallon combat tanks, it is not recommended that these tanks be used.. If this installation is necessary to accomplish particular missions, the airplane should be held to straight and level flight until the tanks are released.

9.     OIL SYSTEM.

The oil system has a capacity of 21 US (17.5 Imperial) gallons. Scavenged oil flows through an oil radiator in the air scoop assembly. A thermostatically controlled outlet flap regulates the flow of air through the radiator. An oil dilution system is provided. (See figures 13 and 14 for location of control.)

10.    COOLING SYSTEMS.

The engine incorporates two separate cooling systems: one to cool the engine, and the other to cool the supercharger fuel-air mixture. Each system has a separate pump, expansion tank, and radiator. The engine cooling system radiator and aftercooling system radiator are constructed as a unit which is located in the air scoop assembly above and aft of the oil radiator. A thermostatically controlled outlet flap regulates the flow of air through the radiators. The controlling switch for the flap actuator, located on the front switch panel, has four positions: "automatic” for normal operation; two emergency manual positions, "open” and "CLOSE,” and an "off” position. A spring-loaded guard holds the switch in "AUTOMATIC,” the position used for all operation except for control failure and during ground check. A manual emergency release, on the right side of the cockpit floor, is provided on late airplanes to open the flap in case of actuator failure.

11.    ELECTRICAL SYSTEM.

The 24-volt, direct-current electrical system receives power from an engine-driven generator. A 34-ampere hour battery serves as a stand-by. An external power socket is on the right side of the fuselage just behind the cockpit. External power should be used instead of the airplane battery to start the engine and operate the electrical system while the airplane is on the ground. An adapter for connecting the British type of external power supply is stowed adjacent to the external power socket. All of the electrical circuits are protected by either circuit breakers or circuit-breaker switches located on the right switch panel. On airplanes which have the zero rail rocket installation, the armament control switches are on the front switch panel and most of the engine control switches are on a separate panel at the left. (See figures 14 and 37.) Location of main electrical switches is shown in figures 2 and 4. On late airplanes the upper recognition light has been deleted.

12.    MISCELLANEOUS EQUIPMENT.

a.   PILOT’S RELIEF TUBE—The relief tube horn is stowed on a bracket on the floor of the cockpit at the left of the pilot's seat.

b.   ENGINE CRANK.—Early airplanes have an engine crank and extension tube stowed in brackets at the back of the right main landing gear well. On late airplanes, these parts have been deleted.

c.   DROP MESSAGE BAG.—A drop message bag is contained in a holder on the map case cover.

d.   DATA CASE AND TAIL POSITION LIGHT LENSES.—A data case is fastened to the access door on the underside of the fuselage, just forward of the tail wheel. On late airplanes, a case containing three tail position light lenses (red, green, and clear) is accessible through this door.

e.   ARM REST.—A folding arm rest is on the left longeron, aft of the engine control quadrant.

f.    ANTI-G SUIT PROVISIONS.—An air pressure outlet connection on the left side of the pilot’s seat provides for attachment of the air pressure intake tube of the anti-G suit. Air pressure for the inflation of the anti-G suit bladders is supplied from the exhaust side of the engine-driven vacuum pump, and is regulated by a type M-2 valve which is a junction point for pressures exerted in both the droppable combat fuel tanks and the anti-G suit. If combat tanks are installed on the airplane, the acceleration force (G load) required to actuate the M-2 valve should be approximately 3 to 3V2 G’s because of the approximate 5-pound-per-square-inch pressure exerted in the tanks. Without the combat tanks installed, the valve should open at 2 G’s. After the valve opens, pressure is passed through a regulator valve into the suit in pro portion to the G force imposed. For every 1 G acceleration force, a corresponding one-pound-per-square-inch air pressure is exerted in the anti-G suit.

 

1.     BEFORE ENTERING COCKPIT.

a.       Note carefully the following:

FLIGHT RESTRICTIONS

1.    When external fuel tanks are installed, only normal flying attitudes are permitted.

2.    Inverted flying must be limited to 10 seconds because of loss of oil pressure and failure of the scavenge pumps to operate in an inverted position.

3.    No acrobatics are permitted with more than 40 gallons of fuel in the fuselage tank.

4.    Intentional "power-off" spins are permitted, provided such spins are started above 12,000 feet. Intentional "power-on" spins and snap rolls are prohibited. It is impossible to do a good snap roll with the airplane, and most attempts usually end up in a power spin.

5.    Slow rolls are prohibited if the airplane is not equipped with a dorsal fin and reverse boost rudder tab.

6.    If 110-gallon combat tanks or 1000-pound bombs are installed, airplane is restricted to level flight until tanks or bombs are released.

AIRSPEED LIMITATIONS

1.       The maximum permissible speed is 305 IAS or .75 Mach, whichever is less. See figures 26 or 27 for diving speed limits at altitude.

2.    Observe the following wing flap setting airspeed restrictions:

With wing       flap setting at    10 degrees, do not exceed    400 IAS.

With wing       flap setting at    20 degrees, do not exceed    275 IAS.

With wing       flap setting at     30 degrees, do not exceed    225 IAS.

With wing       flap setting at    40 degrees, do not exceed    180 IAS.

With wing       flap setting at     50 degrees, do not exceed    165 IAS.

3.    In a sideslip, stay above 110 IAS.

4.    Do not extend landing gear above 170 IAS.

5.    With droppable 75-gallon combat fuel tanks installed, speed is limited to about 400 IAS due to incipient buffeting.

THESE LIMITATIONS MAY BE SUPPLEMENTED OR SUPERSEDED BY INSTRUCTIONS INCLUDED IN SERVICE PUBLICATIONS.

b.    Make sure the airplane has been serviced and is ready for flight, particularly in regard to proper quantities of fuel, oil, coolant, hydraulic fluid, and oxygen.

c.    Ascertain that the total weight of fuel, oil, ammunition, and special equipment carried is suited to the mission to be performed. This is most important on combat missions, as the rate of climb of the airplane may vary as much as 500 feet per minute, depending on the load carried.

d.   See that external power supply (if available) is connected.

e.    Prior to any ground run-up exceeding 40 in. Hg manifold pressure, see that the tail of the airplane is anchored securely to a fixed object. If wheel chocks are available, use them also.

/. To gain access to cockpit, push in on spring-loaded door on left forward side of sliding canopy, and slide canopy aft.

CAUTION

In order to avoid cracking the windshield panels, do net grasp the windshield frame when entering or leaving the airplane.

2.    ON ENTERING COCKPIT.

Note

A pilot’s check list and an engine limitations plate are provided in the cockpit for a quick check of airplane operations.

a.     Perform the following operations prior to all flights:

(1)    Adjust rudder pedals for proper leg length to obtain full brake control while taxiing. Press foot against the lever on the inner side of each rudder pedal. (See figure 6.)

 

(2)    Adjust the seat level to obtain full travel of the rudder pedals in the extreme positions. The adjustment lever is on the right side of the seat.

(3)     See that ignition switch is "OFF."

(4)     Set parking brakes.

(5)    See that the bomb and gun safety switches are OFF. ’

(6)    See that landing gear control handle (figure 3—item 57) is in the "down” position.

(7)    Unlock surface control lock at the base and just forward of the control stick by pulling the plunger on left side of the lock. (See figure 7.) Check the controls for free and proper movement, watching control surfaces for correct response.

 

		513 fit St  1, tLsasg
			L PRESS LEVER INBOARD
	ADJUST PEDAL FOR PROPER LEG LENGTH

 

 

 

 

 

 

 

 

 

 

 

 

 

(8)       Set altimeter to correct barometric pressure. (9)       Check remote-reading compass for correct reading. (10)      Turn "on” generator-disconnect switch. (See figure 4—item 66.) If external power is not used, turn "on” battery-disconnect switch. (See figure 4—item 65.) (11)    Check landing gear warning lights by pushing lamp housing or push-to-test switch. (12 ) Test gun sight illumination by operating rheostat control. (Gun safety switch must be on "SIGHT AND CAMERA” or "GUNS, SIGHT, AND CAMERA.”) (13)   Turn "off” generator-disconnect switch. (If battery-disconnect switch is "on,” turn it "OFF.”) (14)     Close sliding canopy. (See figures 9 and 10.) b. When night flying is anticipated, make the following additional checks with the generator-disconnect switch "ON.” (If no external power, battery-disconnect switch "ON.”) (1)      Test fluorescent instrument lights by operating rheostat controls. The control for the left light is on the radiator air control panel; the control for the right light is on the right-hand switch panel. (2)      Test position lights by moving switch on right- hand switch panel to "bright” and "DIM.” (3)    Test landing light by operating switch on radiator air control panel. (4)    Test cockpit swivel lights by turning on switch located on lamp housing. The cockpit light master switch on the front switch panel must be "on” before turning on the lights. (5)    Test operation of recognition lights; the switches are on the right-hand switch panel. The keying switch is on the right longeron. Note

TO OPERATE CANOPY WITH HANDCRANK

1 Push on crank axle to engage clutch.-------------------------------------------------------------------

2 Disengage pin on crank handle from holes.-------------

3 Turn-crank in desired direction, holding knob inboard. Lock canopy by engaging pin in nearest hole. —I

If reel indicators show through openings on each side of enclosure, the emergency release is unlocked and unsafe for flight.

Do not operate recognition lights longer than 10 seconds on the ground.

(6) Turn "off” generator-disconnect switch. (If battery-disconnect switch is "on,” turn it "off.” )

TO OPERATE CANOPY MANUALLY

Pull out on crank handle to disengage clutch. Canopy will then be free-sliding.

TO LOCK CANOPY IN ANY DESIRED POSITION, RELEASE LATCH CONTROL, AND TURN CRANK HANDLE UNTIL LATCH ENGAGES

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

Figure 10—Sliding Canopy Operation-
Early Airplanes

3.    FUEL SYSTEM MANAGEMENT.

CAUTION

Keep fuel booster pump operating at all times during flight to ensure adequate fuel pressure. The electrical circuit is connected through a switch to the fuel selector valve; therefore, turning the valve from one position to another automatically shuts off the booster pump in the tank formerly used and starts the pump in the tank selected, provided that the booster pump switch is "on” ("normal” or "emergency” in early airplanes).

a.     Take off and climb with the fuel selector on "MAIN TANK l.h ,” and the booster pump switch in "emergency” (early airplanes) or "on” (late airplanes).

b.     When a safe altitude has been reached, move the booster pump switch to "normal” (early airplanes) or leave at "on” (later airplanes), move fuel selector to "FUS. TANK,” and cruise on the fuselage tank fuel until only 25 gallons remain.

 

NOTE:

VAPOR RETURN FLOW APPROX. I QT. PER HOUR
| L_P. _0FF

I (LATE AIRPLANES)

jf NORMAL P* OFF * EMERG.

109-48-216 BV.

Figure 12— Fuel System Line Diagram
RESTRICTED

WARNING

The carburetor vapor return line feeds to the fuselage tank on later airplanes (to the left-hand main tank on early airplanes); therefore, it is necessary to use fuel from the fuselage tank first.

CAUTION

Retain approximately 25 gallons in the fuselage tank to keep the CG of the airplane in the optimum position for landing.

c.    After draining the fuselage tank to 25 gallons, move the fuel selector to either of the droppable tank positions and use fuel from them alternately until they are empty.

Note

The combat tanks have no booster pump; a controlled pressure of 5 pounds per square inch is maintained within them by the exhaust side of the vacuum pump.

d.    Switch fuel selector to MAIN TANK L.H.” or ’MAIN TANK R.H.”; then alternately use fuel from the left and right main tanks until the wing tanks are empty, to avoid wing heaviness.

e.   When wing tanks are empty, switch fuel selector back to "FUS. TANK/'

4.    STARTING ENGINE.

a.     Follow this procedure when starting the engine.

(1)     See that ignition switch is "OFF.”

(2)     See that mixture control is in "idle CUT OFF.’

(3)    Have ground personnel pull the propeller through 8 blades.

 

 

(4)      Turn "on” generator-disconnect switch. (See figure 4-item 66.) If external power supply is not used, turn "on” battery-disconnect switch. (See figure 4-item 65.)

(5)      Open throttle one inch (early airplanes) or to "START” position (late airplanes). (See figure 19.)

(6)      Move propeller control to full "increase rpm.”

(7)      On early airplanes, make certain boost control, at lower left side of instrument panel, is in "AUTOMATIC.” On late airplanes, see that throttle gate is safety wired.

(8)      See that supercharger blower switch is in "AUTO.”

(9)      Turn oil and coolant radiator air control switches at left side of cockpit to "AUTOMATIC.”

(10)      Move carburetor air control, at aft end of control pedestal, to "ram air.” ("unrammed filtered air,” or "unrammed hot AIR,” if required.)

(11)      Turn "on” fuel shut-off control, adjacent to the fuel selector (figure 11), and turn fuel selector to "main TANK L.H.”

(12)     Switch booster pump to "on” (late airplanes) or "NORMAL” (early airplanes). Check booster output on fuel pressure gage: 10-14 pounds per square inch, "on”; 8-12 pounds per square inch, "NORMAL.”

(13)      Electric prime: three to four seconds when cold, one when hot (late airplanes). Hand prime: three to four strokes when cold, one when hot (early airplanes).

(14)       Make sure propeller is clear.

(15)       Turn ignition switch to "BOTH.”

(16)     Lift guard on starter switch, and press switch to "START.”

Note

Whenever possible, use an external power supply

to start the engine. Use airplane's battery in an

emergency only.

 

(17)     As engine starts, move mixture control to "AUTO rich" or "run.” If engine does not start after several turns, continue priming.

CAUTION

Leave mixture control in "idle CUT off” until engine fires. After firing, if engine does not start, move mixture control back to "idle CUT off” position.

(18)     Check oil pressure. If pressure is not up to 50 pounds within 30 seconds, stop engine and investigate.

5.     WARM-UP AND GROUND TEST.

CAUTION

During ground check, do not run up engine with surface controls in a locked position.

a.    Warm up the engine at 1300 rpm until the oil tern perature shows a definite increase and the oil pressure remains steady when the throttle is opened. The desired oil and coolant temperatures will be maintained by having the radiator air controls in "AUTOMATIC.”

If coolant and oil temperatures exceed limits with controls in "AUTOMATIC,” shut engine off and investigate.

h.  Keep the flight indicator uncaged at all times except during maneuvers which exceed operating limits.

Note

If horizon bar on flight indicator is not level after

engine is started, cage gyro momentarily.

c.  After the engine has been warmed up sufficiently, proceed with these tests:

(1)    Uieck both left and right main, and fuselage fuel systems by rotating fuel selector with booster pump switch in "on” or "emergency.” Check fuel pressure within I limits. If combat tanks are installed, momentarily switch J to each combat tank position several times to permit air trapped in the combat tank lines to bleed into the main system. Then check each position for smooth operation of the engine

(2)       cnecK operation or wing flaps.

(3)    Check operation of radiator air outlet flaps (with assistance of outside observer) using override positions of radiator air control switches. Return switches to "AUTOMATIC.”

(4)    oieck communication equipment for proper operation.

(5)       At 2300 rpm, check the following:

Suction                                 3.75-4.25 in. Hg

Hydraulic pressure                800-1100 lbs./sq. in.

Ammeter                              100 amperes maximum

(6)      

Check the instruments tor desired ranges.                    |

WARNING

The carburetor vapor return line feeds to the fuselage tank on later airplanes (to the left-hand main tank on early airplanes); therefore, it is necessary to use fuel from the fuselage tank first.

CAUTION

Retain approximately 25 gallons in the fuselage tank to keep the CG of the airplane in the optimum position for landing.

c.    After draining the fuselage tank to 25 gallons, move the fuel selector to either of the droppable tank positions and use fuel from them alternately until they are empty.

Note

The combat tanks have no booster pump; a controlled pressure of 5 pounds per square inch is maintained within them by the exhaust side of the vacuum pump.

d.    Switch fuel selector to 'main TANK l.h.” or "main TANK R.H.”; then alternately use fuel from the left and right main tanks until the wing tanks are empty, to avoid wing heaviness.

e.    When wing tanks are empty, switch fuel selector back to "fus. tank."

4.      STARTING ENGINE.

a,     Follow this procedure when starting the engine.

(1)      See that ignition switch is "OFF."

(2)      See that mixture control is in "idle CUT off."

(3)    Have ground personnel pull the propeller through 8 blades.

 

 

(4)      Turn "on" generator-disconnect switch. (See figure 4-item 66.) If external power supply is not used, turn "on” battery-disconnect switch. (See figure 4-item 63.)

(5)      Open throttle one inch (early airplanes) or to "START” position (late airplanes). (See figure 19.)

(6)      Move propeller control to full "increase rpm."

(7)      On early airplanes, make certain boost control, at lower left side of instrument panel, is in "AUTOMATIC.” On late airplanes, see that throttle gate is safety wired.

(8)      See that supercharger blower switch is in "auto.”

(9)      Turn oil and coolant radiator air control switches at left side of cockpit to "AUTOMATIC.”

(10)      Move carburetor air control, at aft end of control pedestal, to "ram air.” ("unrammed filtered air,” or "unrammed hot air,” if required.)

(11)      Turn "on” fuel shut-off control, adjacent to the fuel selector {figure 11), and turn fuel selector to "main TANK L.H.”

(12)     Switch booster pump to "on” (late airplanes) or "normal” (early airplanes). Check booster output on fuel pressure gage: 10-14 pounds per square inch, "on”; 8-12 pounds per square inch, "NORMAL.”

(13)      Electric prime: three to four seconds when cold, one when hot (late airplanes). Hand prime: three to four strokes when cold, one when hot (early airplanes).

(14)      Make sure propeller is clear.

(15)      Turn ignition switch to "both.”

(16)     Lift guard on starter switch, and press switch to "START.”

Note

Whenever possible, use an external power supply

to start the engine. Use airplane’s battery in an

emergency only.

(17)     As engine starts, move mixture control to "AUTO rich” or "run.” If engine does not start after several turns, continue priming.

CAUTION

Leave mixture control in "idle CUT off” until engine fires. After firing, if engine does not start, move mixture control back to "idle CUT off” position.

(18)     Check oil pressure. If pressure is not up to 50 pounds within 30 seconds, stop engine and investigate.

5.      WARM-UP AND GROUND TEST.

CAUTION

During ground check, do not run up engine with surface controls in a locked position.

a.    Warm up the engine at 1300 rpm until the oil temperature shows a definite increase and the oil pressure remains steady when the throttle is opened. The desired oil and coolant temperatures will be maintained by having the radiator air controls in "AUTOMATIC.”

DESIRED               MAXIMUM

Oil temperature                                70°-80°C                     105°C

Coolant temperature                         100°-110°C                 121°C

If coolant and oil temperatures exceed limits with controls in "automatic,” shut engine off and investigate.

b.      Keep the flight indicator uncaged at all times except during maneuvers which exceed operating limits.

Note

If horizon bar on flight indicator is not level after engine is started, cage gyro momentarily.

c.     After the engine has been warmed up sufficiently, proceed with these tests:

(1)       Check both left and right main, and fuselage fuel systems by rotating fuel selector with booster pump switch in "on” or "emergency/' Check fuel pressure: 16 pounds per square inch minimum, 19 pounds per square inch

 maximum. If combat tanks are installed, momentarily switch to each combat tank position several times to permit air trapped in the combat tank lines to bleed into the main system. Then check each position for smooth operation of the engine.

(2)      Check operation of wing flaps.

(3)      Check operation of radiator air outlet flaps (with assistance of outside observer) using override positions of radiator air control switches. Return switches to "AUTO

MATIC.”

(4)     Check communication equipment for proper operation.

(5)       At 2300 rpm, check the following:

Suction                                  3-75-4.25 in. Hg

Hydraulic pressure                 800-1100 lbs./sq. in.

Ammeter                               100 amperes maximum

(6)      Check the instruments for the following limitations:

DESIRED                 MAXIMUM

Oil pressure Oil temperature Coolant temperature Fuel pressure

 

(7)    With propeller control in full "increase rpm,” set throttle control to obtain 2300 rpm. Move propeller control back to note maximum drop of 300 rpm. Then move forward to full "increase rpm.”

(8)    Check supercharger operation: With propeller control at full "increase rpm,” engine speed 2300 rpm, hold supercharger switch in "high.” Note rpm drop (at least 50 rpm).

(y) With propeller control in full "increase rpm" and engine speed 2300 rpm, check each magneto. Maximum allowable drop in rpm is 100 on right magneto and 130 on left magneto.

(10)     Pull throttle control back to idle engine.

(11)     Have ground personnel release tail, remove wheel chocks, and disconnect external power supply.

(12)     If battery-disconnect switch was "off” (while using external power supply), turn it "on” now.

6.      SCRAMBLE TAKE-OFF.

Use oil dilution (3 minutes maximum) to obtain proper • oil pressure at moderate power, and as soon as the engine will take the throttle, taxi out, and take off.

Note

Overdilution is likely to result under these conditions because of low oil flow and a cold engine, which holds back evaporation. If dilution is used, observe the oil pressure closely during the time of dilution and take-off to determine whether or not the oil has been overdiluted. Overdilution will cause low oil pressure, and loss of oil through the engine breathers.

7.      TAXIING INSTRUCTIONS.

a.     Raise the wing flaps, to prevent damage to them.

CAUTION

Taxi cautiously, to avoid damage from objects which the tires might pick up and throw against the radiator air outlet flaps.

 

b.     Steer a zigzag course to obtain an unobstructed view.

c.    Taxi with the stick slightly aft of neutral to lock the ;ail wheel. In the locked position, the tail wheel may be turned 6 degrees to the right or left with the rudder pedals. For sharp turns, push the stick forward of the neutral position to allow the tail wheel full-swiveling action.

d.     Use the brakes as little as possible.

e.    Upon reaching the take-off position, stop the airplane at right angles to the runway so that approaching airplanes may be plainly seen.

8.      BEFORE TAKE-OFF.

a.    Trim airplane as follows: Rudder trim, 5 degrees right; aileron trim, 0 degrees; metal elevator trim, 26 percent aft CG —2 degrees "NH,” 31 percent aft CG —4 degrees "NH”; fabric elevator trim, 26 percent aft CG —2 degrees "TH,” 31 percent aft CG —0 degrees.

b.    Check flying controls for free movement (look at control surfaces).

c.      Check fuel levels.

d.    See that fuel selector is set on "MAIN TANK L.H.,” and that booster pump switch is in "on” or "EMERGENCY” .

e.     Generator-disconnect switch "ON.”

f.      Mixture control "AUTO RICH” or "run.”

 

	Figure 18—Engine and Propeller Controls— Early Airplanes

 

 

 

 

 

 

 

 

 

 

Figure 19—Engine and Propeller Controls -
Late Airplanes

 

| g. Propeller control at full "increase rpm."

k>. oupeicharger blower switch "AUTO.”

i.       Oil and coolant radiator air controls "AUTOMATIC.”

j.     Boost control "AUTOMATIC” (early airplanes only).

k.    Carburetor air control "RAM AIR.” ("unrammed filtered air” or "unrammed hot air,” if required.)

l.        See that cockpit enclosure is locked and that emergency release handle is safetied.

m.    If it is necessary to wait at the take-off position for a long period, recheck the magnetos at 2500 rpm with the

propeller control at full "increase rpm.”

9.           TAKE-OFF.

a.       Make sure take-off area is clear.

b.     Wing flaps 15 to 20 degrees down for best obstacle clearance.

c.       Oil pressure within limits.

d.       Oil temperature within limits.

e.       Coolant temperature within limits.

/. Open throttle to gate—61 in. Hg at 3000 rpm (5 minutes maximum),-and take off.

Note

It is recommended that 61 in. Hg and 3000 rpm be used for all take-offs and that this power setting be reached as quickly as possible after starting the take-off run.

g.  Do not attempt to lift the tail too soon, as this increases the torque action. Pushing the stick forward unlocks the tail wheel, thereby making steering difficult. The best take-off procedure is to hold the tail down until sufficient speed is attained, and then raise the tail slowly.

TAKE-OFF SPEEDS

9,0           lbs. (no external load)                       95 IAS

10.              lbs. (external load)                            103 IAS

11.              lbs. (external load)                            110 IAS

See Take-off, Climb, and Landing Charts for further information.

10.    ENGINE FAILURE DURING TAKE-OFF.

a.  The chances of engine failure during take-off can be greatly reduced if the engine is run up carefully and checked thoroughly beforehand.

b.  The hazards due to engine failure during take-off can be minimized by observing the following practices:

(1)   Retract the landing gear as soon as the airplane is definitely airborne.

(2) Raise the flaps as soon as the airplane reaches a safe altitude.

c.  If the engine fails immediately after take-off, act quickly as follows:

(1)  Depress the nose at once so that the airspeed does not drop below stalling speed.

(2)   If external fuel tanks or bombs are installed, release them immediately.

(3)   Release the sliding canopy by pulling the emergency release handle on top of the longeron, at the right of the instrument panel.

AVOID embarassment,

DUCK THAT HEAD.'

WARNING

Before emergency release of canopy in flight, drop seat and lower head as far as possible. If excessive force was used in securing the canopy prior to take-off, it may be necessary to crank the canopy back enough to relieve the pressure against the windshield before the emergency release will be effective.

(4)     When a reasonable doubt exists as to the condition of the terrain on which you are being forced to land, or if there is a probability of the airplane nosing over or overrunning the available landing area, retract the landing gear.

(5)      Lower the flaps fully, if possible.

(6)     Move mixture control to "idle cut off” and turn ignition switch "off.”

(7)      Turn fuel shut-off control "off.”

(8)      Turn battery-disconnect switch "OFF.”

(9)     Land straight ahead, only changing directions sufficiently to miss obstructions.

(10)     After landing, get out of the airplane as quickly as possible and remain outside.

11.    CLIMB.

a.    As soon as the airplane is sufficiently clear of the ground, proceed as follows:

(1)     Pull the landing gear control handle inboard and up to retract the gear. Check position of gear by warning lights at left of instrument panel.

WARNING

Do not apply brakes after take-off to stop rotation of wheels, as brake discs may seize.

(2)    Raise the flaps by pulling flap control to the full up position when sufficient airspeed is attained and all obstacles are cleared. No sink is noticeable when the flaps are raised.

(3)    Check the coolant and oil temperatures, and the oil pressure.

Note

As the rate of climb can vary widely, depending on weight carried, external loading, and altitude, refer to Take-off, Climb, and Landing Charts for the rate of climb applicable to the particular mission to be conducted.

12.    DURING FLIGHT.

a.     GENERAL.

(1)     As soon as desired altitude is attained, turn booster pump switch to "normal” (early airplanes only).

CAUTION

Keep booster pump "on” (late airplanes) or "NORMAL” (early airplanes) at all times during flight.

(2)    Set throttle and propeller controls to desired manifold pressure and rpm.

(3)     Periodically check for the desired instrument readings.

Note

With the radiator air controls set in the AUTOMATIC ’ position, the coolant temperature will be approximately 100°-110°C and the oil temperature will be approximately 70°-80°C. It should be noted that with very high powers on hot days, even though the radiator air controls are in the "AUTOMATIC” position, these temperature limits may be exceeded because the outlet flaps are in the full open position, making it impossible for the automatic control to maintain the desired temperature limits.

(4)    For engine operation, see Power Plant Chart, section III, and Flight Operation Instruction Charts, appendix I.

Note

To ensure the lowest fuel consumption on a long- range mission, it is recommended that the highest manifold pressure consistent with Flight Operation Instruction Charts be used with any given rpm setting. However, to minimize lead fouling of spark plugs consequent to prolonged cruising at low power (especially in the range from 1600 to 1900 rpm), it is also recommended that a high power (3000 rpm and 61 in. Hg) be used for one minute every 30 minutes when the fuel supply is adequate.

WARNENG

Do not use carburetor heat on V-1650-3 and V-1650-7 engines at altitudes above 12,000 feet.

This precaution is necessary because heat has an adverse (leaning) effect on the carburetor altitude compensator mechanism above this altitude.

b.     WAR EMERGENCY RATING.

(1)      GENERAL.

(a)     The War Emergency Rating given on the Power Plant Charts has been established to make available in combat the absolute maximum manifold pressure at . which

 

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Section U Paragraphs 12“ II5

 

the engine may be operated, within reasonable safety limits, for a 5-minute period under emergency conditions.

(b)     This rating is considerably higher than the ratings given in the engine specification under which the engine was delivered. Since its use will decrease the engine’s normal service life and time between overhauls, the War Emergency Rating should be held for use only when emergency conditions exist. The War Emergency Rating is not a guaranteed power rating; it is a maximum manifold pressure rating as established by the correct setting of the automatic manifold pressure regulator and the correct setting of the propeller governor to allow the propeller to turn at 3000 rpm.

(c)     Use of the War Emergency Rating is permissible only when the following requirements are fulfilled:

1. The airplane must be in combat or precombat

areas, as designated by the AAF

 

fuel must be used.

3.   KEG RC5/3, Lodge RS5/5, or AC LE-44 spark plugs must be installed.

4.   A break-through seal must be installed on the emergency boost control (early airplanes) or at the gate (late airplanes) to inform the crew chief that the engine has been operated at War Emergency Rating.

Note

Entry shall be made on Form 1A of time of war emergency power operation for close coordination with ground engineering officer.

5.   The airplane must be placarded with a decal stating that use of the War Emergency Rating is permitted.

(2)    OPERATION.—If it is necessary to use the War Emergency Rating, proceed as follows:

(a)     Check mixture control. On late airplanes, the mixture control will be in "run"; on early airplanes, the mixture control will be in "AUTO rich."

(b)      Move propeller control to full "INCREASE rpm."

(c)      Advance throttle to full open position (beyond gate on late airplanes).

(d)      Pull out on boost control lever (early airplanes).

(e)      Use war emergency power for 5 minutes maximum. Do not permit coolant outlet temperature to exceed 121°C. Oil inlet temperature must not exceed 105°C.

CAUTION

If the oil has been diluted, it is desirable to operate the engine 10 to 15 minutes at from 80 percent normal to military power before using the War Emergency Rating.

(f)       To return to normal power operations:

1.     Push boost control lever in (early airplanes).

2.   Set throttle and propeller controls to give desired manifold pressure and rpm.

13.    ENGINE FAILURE DURING FLIGHT.

Follow instructions in section IV, paragraph 3.

14.    FLYING CHARACTERISTICS.

a.   GENERAL.—The airplane is stable at all normal loadings, but the directional trim changes at low speeds as speed and horsepower output are varied. The trim tab controls are sensitive and must be used carefully. The effect of flap and landing gear operation on the trim of the airplane in flight is as follows:

Landing gear extended—airplane becomes nose heavy.

Flaps lowered—airplane becomes nose heavy.

b.    CHARACTERISTICS OF ELEVATOR BOB- WEIGHT.—With the fuselage tank filled, the center of gravity of the airplane is moved so far aft that flying characteristics become unsatisfactory. Stick forces tend to reverse when the airplane enters a tight turn or pull-out, making it necessary for the pilot to exert considerable forward pressure on the stick to prevent further tightening of the turn or pull-out. In order to reduce this tendency, a bobweight has been added to the elevator system to increase the normal stick forces under accelerated flight conditions. When not more than 25 gallons remain in the fuselage fuel tank, combat maneuvers may be made without as great a danger of overaccelerating the airplane due to low stick forces. However, with the fuselage tank full, it is still necessary to exercise extreme care in flying and to avoid accelerated flight. Keep in mind that the restrictions given in paragraph 1. a. still apply.

15.    STALLS.

The stall in this airplane is comparatively mild. The airplane does not whip at the stall but rolls rather slowly, and has very little tendency to drop into a spin. When the stick and rudder are released, the nose drops sharply, and the airplane recovers from the stall almost instantly. When a complete stall is reached, a wing will drop. If you keep pulling back on the stick when the wing drops, the airplane will fall into a steep spiral. In a straight power-off stall, some warning

is given about 3 to 4 mph above the stall by slightly elevator buffet. A high-speed stall is preceded by sharp buffeting at the elevators and wing root, but recovery is almost immediate when pressure on the stick is released. Recovery from any stall is entirely normal: Release the back pressure on the stick and apply opposite rudder to pick up the dropping wing. The speed at which a stall occurs can vary widely, depending on the gross weight and external load of the airplane.

STALLING SPEEDS

With or Without Wing Racks (No External Load)

GEAR AND FLAPS UP

Gross Weight                  9500             8500

IAS (mph)                          103                 97

GEAR AND FLAPS DOWN

Gross Weight                  9500             8500

IAS (mph)                           96                   90.5

With Wing Bombs or Combat Tanks

GEAR AND FLAPS UP

Gross Weight               11,000          10,000

IAS (mph)                          113            107.5

GEAR AND FLAPS DOWN

Gross Weight               11,000          10,000

IAS (mph)                          103                 98

16.   SPINS.

a. POWER-OFF SPINS. (See figure 24.)         _%

(1)     DESCRIPTION.

(a)    In general, spins in this airplane are uncomfortable due to heavy oscillations. Occasionally the left spin will dampen out after approximately three turns, but the right spin continues with an oscillatory action.

(b)    Upon applying controls to start a spin, the airplane snaps ^l/z turn in the direction of spin with the nose dropping to near vertical. At the end of one turn, the nose rises to or above the horizon and the spin slows down, occasionally coming almost to a complete stop. The airplane then snaps Vi turn with the nose dropping to 50-60 degrees below the horizon and continues as during the first turn.

(c)     The force required to hold the controls in the spinning position is quite heavy and some rudder buffet will be noticed.

(d)     Upon applying controls for recovery, the nose drops to near the vertical position, the spin speeds up, then stops in 1 to l^l/4 turns after recovery controls have been applied.

(2)   RECOVERY.—Recovery procedure is The same in both a left and right spin. As soon as you apply opposite rudder, the nose will drop slightly. The spin will speed up rapidly for about 1V4 turns and then stop. The rudder force will be light at first, become very heavy for about one second in the first half turn, and then drop to zero as the spin stops. Recovery is effected in the normal manner, that is, by applying full opposite rudder followed by movement of the stick to neutral.

Note

During the spin, a slight rudder buffeting will be noticeable. If you attempt to recover from the dive too soon after the spin has stopped, you will also feel a rather heavy buffeting in both the elevator and rudder. The remedy for this condition is to release some of the pressure you have applied on the stick.

b.     POWER-ON SPINS.

(1) DESCRIPTION.—Power-on spins are extremely dangerous in this airplane and should never-be intentionally performed. In a power-on spin, the nose of the airplane remains 10-20 degrees above the horizon and recovery control has no effect upon the airplane until the throttle has been completely retarded.

(2)  RECOVERY.- Close throttle completely and apply controls for recovery. Hold full opposite rudder with stick in neutral until recovery is effected. As many as 5 or 6 turns of spin will be made after applying controls for recovery and

’* 9000-10,000 feet of altitude will be lost.

17.    PERMISSIBLE ACROBATICS.

All acrobatics are permitted, with the exception of snap rolls and power-on spins. Slow rolls are permitted only if the airplane is equipped with a dorsal fin and reverse boost rudder tab. Inverted flying must be limited to 10 seconds because of loss of oil pressure and failure of the scavenge pumps to operate in an inverted position.

18.    DIVING.

MAXIMUM DIVING SPEEDS.

(1) GENERAL.—At high diving speeds there is danger of the airplane being affected by compressibility—a phenomenon likely to be encountered when the true speed approaches the speed of sound. Compressibility may be indicated by instability of the airplane, uncontrollable rolling or pitching, stiffness of controls, or combinations of these effects. The high-speed dive characteristics of the airplane depend to some extent on the elevator installation. Late airplanes are equipped with metal-covered elevators and a vertical stabilizer with an angle of incidence of Vi degree; all other airplanes have fabric-covered elevators and a vertical stabilizer with an angle of incidence of 2 degrees.

(2) FABRIC-COVERED ELEVATORS.-At a true speed of approximately 75 percent of the speed of sound, airplanes with fabric-covered elevators tend to porpoise. This porpoising starts at approximately the speeds shown in red on figures 26 and 27 and increases in intensity as the airspeed is further increased. Although the airplane does not exhibit any unusual characteristics other than porpoising at the indicated speeds, these limits should not normally be exceeded, since compressibility effects may be evidenced in a more violent manner if allowed to progress. Figures 26 and 27 show the pilot’s indicated airspeed corresponding to a true speed of 75 percent of the speed of sound at various altitudes. Note, however, that at the lower altitudes, the speed of sound does not govern, and the limiting speed becomes a structural consideration only.

(3)    METAL-COVERED ELEVATORS.-With the metal-covered elevators installed, the longitudinal characteristics remain normal until the true speed of the airplane reaches approximately 76 to 78 percent of the speed of sound. At this speed, the airplane may become slightly nose- heavy because of the effects of compressibility. Inasmuch as further increases in true speed may result in more severe nose-heaviness, diving speed should be limited at this point and recovery started immediately after the change in trim is evident.

b.   ALTITUDE REQUIRED FOR PULL-OUT.-Figure 26 shows the minimum safe altitude required for a pull-out from dives, with a constant 4G acceleration. Figure 27 shows the minimum safe altitude required for a pull-out from dives with a constant 6G acceleration (when using anti-G suit).

c.    RECOVERY—If, through necessity or inadvertence, you exceed the diving speed limits shown on figure 26 and pronounced compressibility effects are experienced, ease off on your power and pull up gradually.

 

WARNING

Be very careful in pull-outs, since the stick forces are relatively light, and an abrupt pull-out may cause structural failure.

The elevator trim tab will normally not be required to aid recovery. However, if found necessary, it should be used with care and in small increments.

19.    GLIDING.

Gliding may be carried out at any safe speed down to the recommended margin of about 25 percent above stalling speed. With the landing gear and flaps up, the glide is fairly flat with the nose very high. Forward visibility in this condition is poor. Lowering either the flaps or landing gear, or both, greatly steepens the gliding angle, and the rate of descent is considerably increased.

20.    NIGHT FLYING.

Note

On early airplanes, spare bulbs are contained in the small compartment on the right forward side of the cockpit. Disconnect oxygen hose before opening compartment door. On late airplanes, spare bulbs are in clips on the left underside of the instrument shroud.

a. In flying at night, the sequence outlined for daylight operation should be even more strictly observed. In addition, familiarize yourself with the location of the different lights and their control switches, especially the landing light switch.

(1)   INSTRUMENT LIGHTING—Turn on the fluorescent lamps by turning the rheostat knobs (on radiator air control panel and right-hand switch panel) to 'START” until the lights come on; then switch to either "on” or "dim” position. Rotating the lens housing selects the visible or invisible illumination.

(2)   POSITION LIGHTS—The position light switches are on the right-hand switch panel. Two intensities of light are available: "BRIGHT” and "dim.”

(3)   LANDING LIGHT—The switch for the landing light is located on the radiator air control panel.

(4)    COCKPIT LIGHTS.—A cockpit swivel light is on each side of the cockpit. Turn on light by turning switch on lamp housing. The cockpit light switch on the front switch panel must be "on” before operating the lights.

(5)     RECOGNITION LIGHTS—Set the switches, located on the right switch panel, for the light or combination of lights desired. Place the switches in "steady” position for continuous operation and in "key” position for intermittent operation, using the keying switch.

21.    APPROACH AND LANDING.

(Recommended landing speeds are shown in figure 28.)

a. APPROACH.—When approaching the field, follow this sequence:

Note

It is recommended that military power be used for a short period just prior to landing.

(1)     Mixture control "AUTO rich” or "RUN.”

(2)     Oil and coolant radiator air controls "AUTOMATIC.”

(3)   Fuel selector to internal tank with most fuel. Booster pump switch "on” or "normal.”

(4)     Propeller control set for 2700 rpm.

^ ALATE AIRPLANES) --------------------- -  <

Closed.

Up and locked.

X 109-33-1698                                                                                                                                                                                                                                                  ^

Figure 25—Landing Gear Warning Signals

(5)     Lower the landing gear below 170 IAS. Check position of gear by the warning lights at left of instrument panel. On late airplanes, a horn will sound when throttle is retarded with gear up. (See figure 25.)

WARNING

After lowering landing gear, do not attempt to raise gear by moving landing gear control to "up” until the "down” cycle is completed.

(6)      If desired, lower the flaps 15 degrees to give a steeper approach angle. When the airplane has been brought into the wind for landing, lower the flaps fully at an altitude of at least 400 feet, provided the indicated airspeed is below 165 IAS and above 100 IAS.

 

	Section IS

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

	Figure 28—Approach and Landing Speeds

 

 

 

 

 

 

 

 

 

 

 

 

 

b.     LANDING.

(1)    GENERAL.—After you have turned into the field and lowered the flaps, maintain a correct gliding speed. Adjust the elevator trim tab to assist in landing. Having stopped after landing, raise the flaps before taxiing.

(2)    CROSS-WIND LANDING.—As the airplane has a landing gear of wide tread and a steerable tail wheel, cross- wind landings may be negotiated safely. Keep one wing down, into the wind, to counteract drift.

(3)      MINIMUM RUN LANDING.

(a)     For a minimum run landing over an obstacle, lower the flaps fully and reduce power to obtain the lowest IAS consistent with safety.

(b)     For a minimum run landing with no obstacle, use full flaps and make a flat, power-on approach.

(4)    GO-AROUND PROCEDURE.-If an attempt to land is unsuccessful:

(a)      Open throttle.

(b)      Push propeller control to full "INCREASE RPM.”

(c)       Raise landing gear.

(d)      When airspeed reaches 100 IAS, raise flaps.

22.     STOPPING ENGINE.

a.     . Turn booster pump switch "off.”

b.    If a cold weather start is anticipated, hold oil dilution switch "on” (3 minutes maximum).

c.    Run engine to 1500 rpm, set mixture control in "idle CUT OFF,” and move throttle fully open. Leave mixture control in "IDLE CUT off” as a precaution against accidental starting.

d.    Turn ignition switch "off” after the engine ceases firing.

e.     Turn fuel shut-off control "off.”

23.     BEFORE LEAVING COCKPIT.

a.      Turn "off” all switches.

b.      Release parking brakes after wheels are chocked. |

c.     Lock the control surfaces. (Use upper locking notch on control stick when airplane is to be towed.) (See figure 7.)

d.     Place carburetor air control in "unrammed filtered air” position.

 

e.    Open canopy, and pull crank handle inboard to disengage clutch, so that canopy can be moved manually. (See figure 10.)

f.       Close canopy after leaving cockpit.

1.  

AIRSPEED CORRECTION TABLES.

a. Two corrections must be made on the IAS in order to obtain the true indicated airspeed. The first correction is for the pitot installation; the second is for compressibility effects. Use the Airspeed Installation Correction Table to find the corrected indicated airspeed; then use the Com
pressibility Correction Table to obtain the true indicated airspeed.

b. EXAMPLE.

(1)     PROBLEM.—Find true indicated airspeed from an IAS of 400 at 25,000 feet.

(2)     ANSWER.—Corrected IAS = 400 -f- 4 (position error) or 404. True indicated airspeed = 404 less 19 or 385.

 

 

POWER PLANT CHART

 

WAR	EMERGENCY		MILITARY POWER			/~	OPERATING		NORMAL RATED			MAXIMUM CRUISE
(COMBAT EMERGENCY)			(NON-COMBAT EMERGENCY)			V	CONDITION	V	(MAXIMUM CONTINUOUS)			(NORMAL OPERATION)
	5	MINUTES		15	MINUTES	TIME LIMIT			UNLIMITED			UNLIMITED
	RUN			RUN			MIXTURE			RUN			RUN
	3000			3000			R. P. M.			2700			2400
MAN IF.	SUPER	FUEL W	MAN IF.	SUPER	fuel(2)	STD. TEMP. ec	PRESSURE	STD. TEMP. °F	MAN IF.	SUPER	FUEL	MAN 1F.	SUPER	FUEL
PRESS.	CHARGER	Gal/Min	PRESS.	CHARGER	Gal/Mln		ALTITUDE		PRESS.	CHARGER	GPH	PRESS.	CHARGER	GPH C*>
F.T.	HIGH	1.0	F.T.	HIGH	1.0*	-55.0	40,000 FT.	-67.0	F.T.	HIGH	63	F.T.	HIGH	49
F.T.	HIGH	US	F.T.	HIGH	1-5	-55.0	38,000 FT.	-67.0	F.T.	HIGH	70	F.T.	HIGH	54
F.T.	HIGH	1.5	F.T.	HIGH	1.5	-55.0	36,000 FT.	-67.0	F.T.	HIGH	77	F.T.	HIGH	59
F.T.	HIGH	2.0	F.T.	HIGH	2.0	-52^	34,000 FT.	-62.3	F.T.	HIGH	84	F.T.	HIGH	63
F.T.	HIGH	2.0	F.T.	HIGH	2.0	-1+8.4	32,000 FT.	-55.1	F.T.	HIGH	90	F.T.	HIGH	68
F.T.	HIGH	2.5	F.T.	HIGH	2.5	-44.4	30,000 FT.	-48.0	F.T.	HIGH	97	F.T.	HIGH	72
F.T.	HIGH	3.0	F.T.	HIGH	3.0	-40.5	28,000 FT.	-40.9	46	HIGH	101	F.T.	HIGH	77
F.T.	HIGH	3.5	61	HIGH	3.0	-36.5	26,000 FT.	-33.7	46	HIGH	99	F.T.	HIGH	82
67	HIGH	3.5	61	HIGH	3.0	-32.5	24,000 FT.	-26.5	46	HIGH	97	42	HIGH	84
67	HIGH	3.5	61	HIGH	3.0	-28.6	22,000 FT.	-19.4	46	HIGH	95	42	HIGH	83
67	HIGH	3.5	61	HIGH	3.0	-24.6	20,000 FT.	-12.3	F.T.	LOW	94	42	HIGH	82
67	HIGH	3.5	F.T.	LOW	2.5	-20.7	18,000 FT.	- 5.2	F.T.	LOW	100	42	HIGH	81
F.T.	LOW	3.5	F.T.	LOW	2.5	-16.7	16.000 FT.	2.0	46	LOW	105	F.T.	LOW	79
F.T.	LOW	3.5	F.T.	LOW	3.0	-12.7	14,000 FT.	9.1	46	LOW	102	42	LOW	84
F.T.	LOW	3.5	61	LOW	3.0	- 8.8	12.000 FT.	16.2	46	LOW	99	42	LOW	82
67	LOW	2.5	61	LOW	3.0	- 4.8	10.000 FT.	23.4	46	LOW	97	42	LOW	80
67	LOW	3.0	61	LOW	3.0	- 0.8	8,000 FT.	30.5	46	LOW	94	42	LOW	78
67	LOW	3.5	61	LOW	3.0	3.1	6,000 FT.	37.6	46	LOW	92	42	LOW	76
67	LOW	3.5	61	LOW	3.0	7.1	4,000 FT.	44.7	46	LOW	90	42	LOW	74
67	LOW	3.5	61	LOW	2.5	11.0	2,000 FT.	51.8	46	LOW	88	42	LOW	72
67	LOW	3.0	61	LOW	2.5	15.0	SEA LEVEL	59.0	46	LOW	86	42	LOW	70