P-51H Pilots Flight Operating Instructions

RESTRICTEDAN Ol-60JF-l

POLICY GOVERNING DISTRIBUTION AND USE OF THIS PUBLICATION

Instructions Applicable to avy Personnel:Navy Regulations, Article 76. contains the following statementS relaringto the handling of restricted matter:

"Par. (9) (4). Resrricred matter may be disclosed ro persons of rheMilitary or Naval Establishments in accordance with special instructionsissued by the originator or other competent authoriry. or in the absenceof special instructions, as determined by the local administrative headcharged with custody of the subject matter.

'r(b) Restricted matter may be disclosed to persons of discretion inthe Government service when it appears to be in the public interesc"

.'(c) Restricted matter may be disclosed. under special circumstances.to persons not in the Government servjce when it appears to be in thepublic interest."The Bureau of Aeronautics Aviation Circular Letter No. 90-44 contains thefollowing paragraph relative to the use of aeronautical technical publi-cations:

"Par. 8. Distributioll to All blterested Pers01l1zel. In connection withthe distribution of aeronautical publications within any activity, it shouldbe borne in mind by the offices responsible for such distribution that tech-nical publications. whether confidential or restricted. are issued for use nOtonly by officer personnel, but also by responsibile civilian and enlistedpersonnel working with or servicing equipment to which the informationapplies." .Disclosure 6f technical information in this publication may be made torepresentatives of foreign governments in instances where those foreigngovernments have been cleared to receive information concerning allequipment covered by this publication.

Instructions Applicable to British Personnel:FOR OFFICIAL USE ONLY.-Nor co be communicared co anyone oursideof His Majesty's Service. Not to be published. The information given inthis document is not to be communicated. either directly or indirectly, tothe press or to any person nOt holding an official position in His Majesry'sService.

2. This publication is restricted because the information contained init is restricted. It does nOt follow that the physical article to which it re-lates is also restricted. Classification of the materiel or component mUStbe ascertained independently of the classification of this document.

3. Neither this publication nor information contained herein will becommunicated to press or public except through Public Relations channels.

Instructions Applicable to Army Personnel:1. This publication is intended foc technical aid and education of mili-

tary and civilian personnel engaged in promoting the war effort. Its maximum distribution and use is therefore encouraged. However, since thepublication is "restricted" within the meaning of AR 3805, the followingsecurity regulations will be observed:

3. Me11'l.bers of Ar11l.ed Forces and civilian employees of War Depart-mellt will be given access to this publication whenever required to assistin the performance of their official duties (including expansion of theirknowledge of AAF equipment. procedures, etc.).

b. Perso1J.tJ.el oj War Departtnent contractors a-nd subcontractors maybe given possession of this publication. on a.loan basis. or knowledge ofits contents, only when required to assist in the performance of War De-partment contracts. Releases will be made in accordance with the require-mencs of T. O. No. 00-5-2.

c. Representatives of otber gOI/ernl1Zetzts will be given possession ofthis publication. or knowledge of its contents. only in accordance withAAF Letter No. 45-6.

LIST OF REVISED PAGES ISSUEDNOTE: A heavy black vertical line. to the left of the text on revised pages, indicates theextent of the revision. This line is omitted where more than 50 percent of the page is revised.

ADDITIONAL COPIES OF THIS PUBLICATION MAY BE OBTAINED AS FOLLOWS:AAF AcrIVITIES.-In accordance wirh T. O. No. 005-2, base Air In- NAVY AcrIVITIES.-Submir requesrs co Chief, BuAer, Navy Depart.spectors, Technical will submit requisitions (AAF Form l04B) to: ment, Washington. D. C., Attention: Publications Branch on order form

Commanding General NAVAER140. For complere lisring of available marerial and derails ofFairfield Air Technical Service Command distribution see Naval Aeronautic Publications Index, NavAer 00.500.Parrerson Field BRITISH AcrIVITIES.-Submir requiremenrs on Form 294A, in dupli-Fairfield. Ohio cate. to the Air Publications and Forms Store, New College, Leadhall Lane,Attn: Publications Distribution Branch Harrogate. Yorkshire. England.

A RESTRICTED

SECTION I Description


TABLE OF CONTENTS

CONTENTS

PAGE

1. General............................. 12. Block Numbering System. . . . . . . . . . . . . . .. 13. Flight Controls. . . . . . . . . . . . . . . . . . . . . . .. 14. landing Gear Controls. . . . . . . . . . . . . . . .. 15. Brake Controls. . . . . . . . . . . . . . . . . . . . . . .. 56. Hydraulic System Controls. . . . . . . . . . . . . .. 57. Electrical Controls..................... 58. Fuel System Controls ~ .. 59. Induction System Controls , 6

10. Oil System Controls. . . . . . . . . . . . . . . . . . .. 611. Throttle Control 612. Mixture Control. . . . . . . . . . . . . . . . . . . . . .. 713. Propeller Control. . . . . . . . . . . . . . . . . . . . .. 714. Coolant System Controls. . . . . . .. . . . . . .. 715. Miscellaneous Equipment. . . . . . . . . . . . . .. 7

SEcnON II Normal Operating Instructions

1. Before Entering Cockpit................ 92. On Entering Cockpit. . . . . . . . . . . . . . . . . .. 93. Fuel System Managemenl. . . . . . . . . . . . . .. 104. Starting Engine , , 105. Warm-up and Ground Test 126, Scramble Take-off , , . . . . . . .. 137, Taxiing Instructions .. , '.. 138. Take-off...... . . . . . . . . . . . . . . . . . . . . . .. 139. Engine Failure During Take-off 13

10. Climb , 1411. General Flying Characteristics ,.. 1412. During Flight. . . . . . . . . . . . . . . . . . . . . . . .. 1413. War Emergency Operation , . . . . .. 1414. Stalls .. ", , 1515. Spins , , 1516. Permissible Acrobatics. . . . . . . . . . . . . . . . .. 1617. Diving , 1618. Night Flying 1719. Approach and landing , 17

PAGE

20. Stopping Engine , .. , " 20

21. Before leaving Cockpit 20

SECTION III Operating Data

1. Airspeed Correction Tables. . . . . . . . . . . . .. 21

SECTION IV Emergency Operating Instructions

1. Emergency Exit During Flight. 25

2. Engine Failure During Flight .. , . . . . . . . . .. 26,

3, Runaway Propeller , .. " 26

4. Emergency Release of Bombs orDroppable Fuel Tanks , 26

5. Coolant Flap' Emergency Operation 27

6. landing Gear Emergency Operation. . . . .. 27

7. landing in Water (Ditching) ........... 288. Emergency Use of Oxygen , ,', . .. .. 28

9. Miscellaneous Emergency Equipment 28

SECTION V Operational Equipment

1. Gunnery Equipment , . . . . . . . . .. 29

2. Engine Failure During Flight .. , . , " 26

3. Bombing Equipment , , .... " 30

4. Communication Equipment , 32

5. Oxygen System....................... 34

6. Heating, Ventilating, andDefrosting System .............. " 34

SECTION VI Extreme Weather Operation

1. Winter Operation , . . . . . . . . . . .. 37

2. Desert Operation. . . . . . . . . . . . . . . . . . . . .. 39

APPENDIX I Flight Operating Charts

1. Armor Protection, . , , .. , , , . .. 41

2, Flight Planning , 41

RESTRICTED

FRONTISPIECE RESTRICTEDAN Ol-60JF-l

ii

Figure '-Three-quarter Rear View of Airplane

RESTRICTED

RESTRICTEDAN OI-60JF-I

Section I

DESCRIPTION

Section IParagraphs 1-4

I. GENERAL., The North American P-51H Fighter Airplane is a single-

place, lightweight monoplane,powered by a V-1650-9Iiquid-cooled engine, Although similar to other P-51 Models in out-ward appearance, this airplane is of an entirely new design.It has a wing span of 37 feet, X6 inch, and a length of 33 feet,4 inches. The airplane is armed with six .50-caliber machineguns, has wing racks to carry bombs, depth charges, chemicaltanks, or combat fuel tanks, and is equipped to mount rock-ets. Figure 25 shows the armor plate protection.2. BLOCK NUMBERING SYSTEM.

To clarify the relationship between various groups ofserial numbers used on P-51H Airplanes, the followingblock numbering system has been adopted:

BLOCK NUMBER SERIAL NUMBERS INCLUDEDP-51H-1-NA AAF44-64160 to 64179P-51H-5-NA AAF44-64180 to 64459P-51H-10-NA AAF44-64460 to 64712

3. FLIGHT CONTROLS.The ailerons,' elevators, and rudder are conventionally

operated by a control stick and rudder pedals. The surfacecontrol lock is forward of the base of the control stick onthe center control pedestal. Trim tab contrqls (a wheel forthe elevator, and knobs for the rudder and left aileron tabs)and the flap control ~ever are on the left side of the cockpit.The flaps move simultaneously with the movement of the

.control and remain locked in the selected position until thecontrol is moved to another setting. A relief valve incorpor-ated in the wing flap system prevents the flaps from beinglowered when the airplane is flying at too great an airspeed.When the air pressure against the flaps becomes greaxerthan the relief pressure, the flaps will automatically retractto a position where air force and hydraulic pressure are inbalance. If the flap control lever is forced in an attemptto obtain a greater flap angle when flying at high speedsit will cause hydraulic fluid to be by-passed through therelief valve. If this condition is created frequently, seri-ous damage to the internal parts of the hydraulic unitsmay be caused by the heat produced, or by the continuousflow of hydraulic fluid at maximum pressure.

4. LANDING G~AR CONTROLS.a. GENERAL.-The hydraulically operated landing gear

system is controlled by a lever on the left side of the cockpit.The control lever has three positions, "DOWN,~ "NEUTRAL,"and "up," and is kept in "NEUTRAL" except when the gearis being raised or lowered. The main gear up-latches and thefairing door up-latches are in the locked position and the

hydraulic pump is unloaded only when the control handle isin "NEUTRAL." When the control stick is in normal position,the tail wheel is linked to the rudder pedals and is steerable6 degrees right or left. With the control stick forward, thetail wheel is unlocked and full-swiveling. An emergencylowering handle is on the cockpit floor by the pilot's leftfoot. Pulling the handle releases the gear from the up posi-tion. To prevent a change of sequence in the extension or re-traction cycle, movement of the control lever must never bereversed but must be moved to the full "up" or "DOWN"position and left there until the gear is locked and the fair-ing doors are closed. Reversing the movement will interruptthe operating sequence and may result in the door interferingwith the gear. A period of from 10 to 15 seconds is requiredfor the gear to completely extend and lock and the fairingdoors to close before the control lever may be moved co the"NEUTRAL" position.

b. LANDING GEAR WARNING LIGHTS ANDHORN.-A green light and a red light are provided onthe front switch panel, and a horn aft of the pilot's seat, forcontinuous indication of fairing doors and main landing gearpositions. The warning lights do not indicate the position ofthe tail wheel. All lights are equipped with dimmer masksand are push-to-test type indicators. The signals operate inthe following manner:

RED LIGHT-The red indicator illuminates wheneveran extension or retraction cycle has been started andwill remain on until the gear is locked in the extendedor retracted position. During flight the red light willalso illuminate to indicate an unsafe condition if thefairing doors op~n,GREEN LIGHT-The green indicator illuminates imme-diately after the gear is locked in the full extended posi-tion and remains on until the gear is retracted. It doesnot function, however, after the completion of a retrac-tion cycle, nor indicate the pos'ition of the fairing doorsat any time,

NoteThe hydraulic pressure amber indicator illuminatesfollowing each extension or retraction cycle afterpressure in the system has built up to approximate-ly 1500 psi. This is a reasonably certain indicationthat the operating cycle has been completed (withfairing doors closed) and the control lever may bereturned to "NEUTRAL."HORN-The horn functions whenever the gear is upand locked or down and unlocked, and the throttle isretarded below the minimum cruising power position.It will continue to function until the gear is locked in

RESTRICTED 1

Section I RESTRICTEDAN 01-60JF-l

28. Circuit-breaker Reset Control29. Battery-disconnect Switch30. Ammeter31. Radiator Air Control32. Primer Switch33. Starter Switch34. Heater Switches35. Recognition Light Switches36. Supercharger Control Switch37. Fluorescent Light Switch38. Position Light Switches39. Oil Dilution Switch40. Fuel Booster Pump Switch41. Fuel Gage42. Coolant and Carburetor Air Tem-

perature Gage43. Stand-by Compass

instruments.

15. Rockets Selector Control16. Rockets Arming Switch17. Rockets Reset Switch18. Guns, Camera, and

Sight Switch19. Landing Gear Warning

Indicators20, Hydraulic System Indicator

Light21. Ignition Switch22. Mixture Control23. Parking Brake Control24. Cockpit Heater Control25. Generator-disconnect Switch26. Fuel Selector Control27. Cockpit Air Control

(4 Indicates power plant and fuel system controls and

1. Suction Gage2. Tachometer3. Manifold Pressure Gage4. Oil Temperature'and Fuel

and Oil Pressure Gage5. Fluorescent Light6. Directional Gyro7. Rate-of-Climb Indicator8. Bank-and-Turn Indicator9. Flight Indicator

10. Altimeter11. Airspeed Indicator12. Remote-Indicating Compass13. Arming Switches14. Bombs and Rockets Control

Switch

Figure 2-Cockpit-Forward View

2 RESTRICTED

RESTRICTEDAN Ol-60JFl

Section I

1. K-14A or K-14B Gun Sight 12. Auxiliary Ventilating Air Outlet

2. Bomb Salvo Control Handles 13. Landing Gear Warning Horn3. Radio Transmit-Receive Switch 14. Hydraulic Pressure Gage

4. Water Injection Switch 15. Safety Belt5. Gun Sight Twist-grip Control 16. Rudder Trim Tab Control

6. Throttle Control Friction Lock 17. Elevator Trim Tab Control7. Throttle Control 18. Landing Gear Control8. Landing Light Switch 19. Gun Sight Selector-Dimmer Control

9. Aileron Trim Tab Control 20. Propeller Control

10. Arm Rest 21. Mixture Control

11. Wing Flap Control 22. Fuel System Placard:. Indicates power plant and fuel system controls and instruments.

Figure 3-Cockpit-Left SideRESTRICTED 3

Sedion I RESTRICTEDAN 01-60JF-l

4

1. Oxygen Mask Connection 14. Canopy Emergency Release Handle2. Auxiliary Ventilating Air Outlet 15.. ControJ Surfaces Lock3. Oxygen Regulator 16. ANIAPS-13 Radio Test Switch4. Oxygen Instruments 17. ANIAPS-13 Radio Control Switch

18. ANIARC-3 Radio Control Box5. Cockpit Light 19. Carburetor Air Control6. IFF Radio G-Band Control Switch 20. IFF Radio F-Band Control Switch7. IFF Radio Selector Switch 21. ANIARC-3 Circuit Breakers8. IFF Emergency Switch 22. AN/ARC-3 Volume Control9. Canopy Control Handle 23. Guns and Camera Trigger Switch

10. Detonator Switches 24. Surface Control Stick11. Canopy Emergency Release Warning Decal 25. Bomb Release Switch12. ANIAPS-13 Radio Volume Control 26. Data Case13. Spare Lamp Stowage 27. AN!APS-13 Radio Signal Bell

.:. Indicates power plant and fuel system controls and instruments.

Figure 4-Cockpit-Right Side

RESTRICTED



the full extended position or until the throttle is ad-vanced beyond the minimum cruisiag power position.

NoteA horn cutout switch is provided on the frontswitch panel below the indicator lights. If the cut-out switch is used, the horn circuit will be auto-matically reset when the throttle is advan;edbeyond the minimum cruising power position.

5. BRAKE CONTROLS.The hydraulic brakes are controlled by two pedals, inte-

gral with the rudder pedals, actuating twO master brake cyl-inders. Fluid for the brake system is obtained from thehydraulic reservoir. The parking brake control is at the topof the center control pedestal. Pressing the brake pedal re-leases the parking brakes.

6. HYDRAULIC SYSTEM CONTROLS.The wing flaps and the landing gear are operated by the

hydraulic system. An amber light on the front switch panelilluminates when the hydraulic system is operating aboveapproximately 1500 psi.

CAUTIONDo not operate the hydraulic system continuouslyfor more than 3 minutes.

7. ELECTRICAL CONTROLS.Most of the electrical control switches are on the front

switch panel (figu,re 8) and on the right-hand switch panel.The retractable landing light switch is on the left side ofthe cockpit and the push-to-talk button is on the throttlegrip. (See figu1'e 3.) Spare bulbs are in a compartment onthe forward right-hand side of the cockpit. The externalpower receptacle, on the left side of the fuselage in the aftwing fillet, is accessible through a spring-loaded door.

NoteUse external power instead of the airplane batteryto start the engine, and to operate the electrical sys-tem while the airplane is on the ground.

8. FUEL SYSTEM CONTROLS.The fuel selector control handle, at the top of the center

control pedestal, has five positions: "MAIN WING TANKS,"

----- OXYGEN

.,NDICATES SERVICE POINTS

128-00-3ItL.H. FUEL TANK

------ EXTERNAL POWERRECEPTACLE

r------ FUSELAGE FUE L TANKBATTERY -----,

HYDRAULIC RESERVOIR

AFTERCOOLING SYSTEM

ENGINECOOLINGSYSTEM

Figure 5-lnterior Arrangement

RESTRICTED 5


RESTRICTEDAN 01-60JF-l

"FUS. TANK," "L. H. COMBAT DROP TANK," "R. H. COMBATDROP TANK," and "OFF." The fuel tanks and lines. are shownin figure 7. Fuel from the left main wing tank flows bygravity to the right tank booster pump compartment. Thebooster pumps in the right main tank and in the fuselagetank are controlled by a master booster pump switch onthe front switch panel. Turning the fuel selector control,with the booster pump switch "ON," starts the booster pumpin the fuel compartment indicated. The carburetor vaporreturn line is routed to the right wing tank.

NoteThe left wing tank and the fuselage tank can beremoved to reduce the gross weight when operat-ing under conditions where less fuel is required.

The drop tanks are pressurized to permit satisfactory oper-ation up to 30,000 feet altitude. An electrical primer switchis located on the front switch panel.

9. INDUCTION SYSTEM CONTROLS.a. SUPERCHARGER CONTROLS.-The supercharger

control switch has three positions: "LOW," "AUTOMATIC,"and "HIGH." The switch should be in "AUTOMATIC" for allnormal operations. When it is in this position, superchargerspeed change is controlled by a sealed dual-element aneroidswitch vented to the carburetor air scoop. One switch in theaneroid case is calibrated to give best performance at militarypower. An alternate switch, controlled by the water injectionswitch, is calibrated to give best performance at War Emer-gency Ratings. At powers below war emergency, with theswitch set at "AUTO," the shift from low to high bloweroccurs at a carburetor air intake pressure equivalent to ap-proximately 19,700 feet altitude (between 20,900 and 24,900feet airplane altitude, depending on lAS). To prevent fre-quent blower changes as a result of variations in. altitudenear the blower shift altitude, the aneroid switch will notreverse until a change of 1300 feet in altitude is made. How-ever, during a dive or rapid descent, the shift may occur at,or above, the upward shift point because of the increase ofram air pressure in the carburetor air intake caused by thehigher airspeed.

If the alternate aneroid has been cut in by operation ofthe water injection switch preparatory to war emergencyoperation, the shift to high blower occurs at a carburetorair intake pressure equivalent to approximately 12,200 feet(between 13,400 and 17,400 feet airplane altitude dependingon lAS).

NoteIt will be noted in flight that the blower shift alti-tudes specified in the preceding paragraphs do notcorrespond with the altitudes read by the pilot onthe altimeter (airplane altitudes). This conditionis normal, since the blower shift aneroid is ref-erenced to carburetor air intake pressure which' in-creases with increase in lAS. Differences in air-plane altitude at the time of blower shift are due tothe ram variations in climb, level flight, anddescent.

b. CARBURETOR AIR CONTROLS.-The air induc-tion system supplies the carburetor with ram air, unrammedfiltered air, or warm unrammed air from the engine com-partment. The control lever, on the floor at the right side ofthe seat, moves as shown in figure 24. When the control isplaced in the "RAMMED" position, only cold ram air entersthe carburetor. When the control is moved back to the "FIL-TERED" position, air enters the induction system throughtwo filter units in the forward section of the engine compart-ment. Moving the control forward, as shown in the lowerpart of figure 24, admits engine compartment air as de-sired. If the air duct becom'es obstructed by ice, engine com-partment air will enter the induction system automatically.

c. WATER INJECTION SYSTEM CONTROLS.-Thewater injection system includes a 10-gallon water supply.A water injection switch above the engine control quadrantand a microswitch incorporated in the quadrant operate thesystem. When the water injection switch is moved to "ON,"the circuit between the quadrant microswitch and the waterinjection pump is closed, the alternate position of the super-charger aneroid is cut in, and the automatic coolant controlis changed to a higher allowable range. When the throttlecontrol lever is advanced through the take-off stop (with thewater injection switch "ON") to approximately 67 in. Hgmanifold pressure, the quadrant microswitch completes thecircuit starting the pump which provides water for injectioninto the induction system. At the same time, water pressureresets the Simmonds control unit to permit manifold pres-sures up to 80 in. Hg. When water pressure fails or thewater supply is exhausted, the reset mechanism on the Sim-monds control automatically returns to its normal position,thereby decreasing the manifold pressure to a maximum of67 in. Hg. See section II, paragraph 13. b. for use of waremergency power.

10. OIL SYSTEM CONTROLS.Engine oil is cooled by a heat exchanger utilizing coolant

liquid from the aftercooling system to transfer the oil heatto the aftercooler radiator. The oil temperature is regulatedby a thermostatically controlled valve. The oil dilution systemcontrolling switch is located on the front switch panel.

11. THROTTLE CONTROL.The throttle control lever, at the top of the engine control

quadrant, is connected to a Simmonds control unit (manifoldpressure regulator) on the engine. At power settings aboveapproximately 25 in. Hg, the control unit automaticallymaintains a constant manifold pressure (as selected by thethrottle lever) -irrespective of altitude, airplane attitude, andsupercharger speeds up to the critical altitude of the engine.

, Below approximately 25 in. Hg, the unit is manually con-trolled and the manifold pressure is directly affected bychanges in altitude, attitude, and supercharger speed.

If the operating oil supply to the Simmonds controlshould fail, the unit becomes fully manual over the entirerange of manifold pressures up to approximately 52 in. Hgwhich is the maximum manifold pressure obtainable atsea level in this condition.

6 RESTRICTED

RESTRICTEDAN 01-60JF-1


To obtain the take-off manifold pressure of 61 in. Hg,move the throttle to the take-off stop. War emergency poweris obtained by moving the throttle control through the safetyat the take-off stop. As the throttle is moved to a positionwhich will give 67 in. Hg manifold pressure, a microswitchsets the water injection pump in operation, if the water injec-tion switch is "ON." The Simmonds control automaticallylimits engine operation to a maximum of 67 in. Hg if thewater supply is exhausted or the water pressure fails.

A "twist" grip, on the lever, operates the K-14A orK-14B gun sight range compensator, and a push-to-talkbutton for radio transmission is on the end of the controlhandle. A throttle locking lever is on the face of the enginecontrol quadrant.

12. MIXTURE CONTROL.A mixture control lever is on the center control pedestal

in late airplanes and on the left side of the cockpit belowthe engine control quadrant in early airplanes. The controlhas two positions: "IDLE CUT OFF" and "RUN." The carbu-retor is fully automatic, ensuring correct mixture for' alloperating conditions when the mixture control is in "RUN."The mixture cannot be manually leaned.13. PROPELLER CONTROL.

The propeller control is below the throttle on the lowerhalf of the engine control quadrant. A friction lock is pro-vided which can be adjusted by the ground crew.14. COOLANT SYSTEM CONTROLS.

The engine incorporates two independent cooling systems:one cools the engine, and the other cools the superchargerfuel-air mixture and engine oil, through a thermostaticallycontrolled heat exchanger. Each system has a separate pumpand expansion tank. The engine cooling system radiator andthe aftercooling system radiator are constructed as a unit,which is located in the air scoop assembly. A thermostaticallycontrolled outlet flap regulates the flow of air through theradiators. The controlling switch for the outlet flap actuatoris located on the front switch panel. It has 4 positions:"AUTOMATIC" for all normal operation, "CLOSED" to closethe flap in emergency, "OPEN" to open the flap in an emer-gency, and "OFF" which locks the flap in any desired posi-tion. A spring-loaded guard holds the switch in "AUTO-

MATIC." On late airplanes, a manual emergency release isprovided to open the flap in the event of actuator failure.The release is controlled by a lever on the right side of thecockpit floor'.

NoteIf the coolant radiator flap is lowered too far topermit a safe landing, it will be automatically re-tracted to a safe position when the tail wheel isextended.

15. MISCELLANEOUS EQUIPMENT.a. PILOTS RELIEF TUBE.-The relief tube horn is

stowed in a bracket on the floor of the cockpit under thefront of the pilot's seat.

b. DATACASE.-A data case is fastened to the right sideof the fuselage in the rear stowage compartment.

c. DROP MESSAGE CONTAINER.-A Type A-8 dropmessage container may be mounted on the left side of thecontrol pedestal in the cockpit.

d. FLIGHT REPORT HOLDER.-A flight report holderis mounted on the right side of the center control pedestalin the cockpit.

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

f. ANTI-G SUIT PR,OVISIONS.An air pressure outlet connection on the left side of the

pilot's seat provides for attachment of the air pressure intaketube of the anti-G suit. Air pressure for the inflation of theanti-G suit bladders is supplied from the exhaust side of theengine-driven vacuum pump, and is regulated by a TypeM-2 valve which is a junction point for pressures exerted inboth the drop tanks and the anti-G suit. If drop tanks areinstalled on the airplane, the acceleration force (G load) re-quired to actuate the M-2 valve should be approximately 3to 3);2 G's because of the approximate 5 psi pressure exertedin the tanks. Without the combat tanks installed, the valveshould open at 2 G's. After the valve opens, pressure ispassed through a regulator valve into the suit in proportionto the G force imposed. For every I-G acceleration force, acorresponding one psi air pressure is exerted in the anti-Gsuit.

RESTRICTED 7


Section II

NORMAL OPERATING INSTRUCTIONS

1. BEFORE ENTERING COCKPIT.a. Carefully note the following:

Section IIParagraphs 1-2

1. When drop tanks or bombs are installed, only normal flying attitudes are permitted.2. Inverted flying must be limited tb 10 seconds because of loss of oil pressure and failure of the scavenge

pumps to function properly in inverted position.3. "Power-off" spins are permitted, providing such spins are initiated above 12,000 feet.4. "Power-on" spins are prohibited.5. Snap rolls are prohibited.

AIRSPEED LIMITATIONS

1. The present maximum permissible indicated airspeed at altitudes up to 7000 feet is 505 lAS. Seefigures 12 and 13 for present diving speed limits at high altitudes.

2. Do not extend landing gear above 170 lAS.3. Do not lower flaps fully above 160 lAS.4. Do not lower landing light above 170 lAS.5. With 75" or lIO-gallon tanks installed, speed is limited to about 400 lAS because of incipient

buffeting.

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

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

c. Make sure that the total weight of fuel, oil, ammuni-tion, and special equipment carried is suited to the mission tobe performed. This is particularly important on combatmissions, as the rate of climb of the airplane may vary con-siderably in relation to the load carried.

d. See that external power supply (if available) is con-nected. (See figure 5.)

NoteWhenever possible, use an external power supplyto start the engine. Use. airplane's battery in anemergency only.

e. Prior to any ground run-up exceeding 40 in. Hg mani-fold pressure, make sure that the tail of the airplane isanchored securely to a fixed object. If wheel chocks areavailable, use them also.

f. The canopy may be opened by pushing in on releasebutton on right side of fuselage near windshield, graspingspring-loaded handle at the forward end of canopy, andsliding canopy aft.

CAUTIONIn order to avoid cracking windshield panels, donot grasp windshield frame, when entering orleaving airplane.

2. ON ENTERING COCKPIT.

NoteA pilot's check list and an engine limitations plateare provided in the cockpit for a quick check ofairplane operations.

a. Make following standard check for all flights:(1) Adjust rudder pedals for proper leg length to ob-

tain full brake control while taxiing. Press foot against thelever on the outboard side of each rudder pedal. (See figure2.)

(2) Adjust seat level to obtain full travel of rudderpedals in extreme positions. Adjustment lever is on rightside of seat. (See figure 6.)

(3) See that ignition switch is "OFF."(4) Set parking brakes.(5) See that bomb and gun safety switches are "OFF."

RESTRICTED 9

Section"Paragraphs 2-4


I. SHOULDER HARNESS2. KAPOK- FILLED CUSHION3. SAFETY BELT4. SEAT ADJUSTING LEVER5. HARNESS TENSION RELEASE

2

4

Figure 6-Pilot's Seat

(6) See that landing gear control handle is in "NEU-TRAL" position. Green position indicatOr should be illumi-nated.

(7) Unlock surface control lock (at base and just for-ward of control stick) by pulling plunger on right side oflock. Check controls for free and proper movement, watch-ing control surfaces for correct response.

(8) Set altimeter to correct barometric pressure.(9) With external power supply connected or bat-

tery-disconnect "ON," turn on gun sight. (Refer to section V,paragraph 1. b. (2).) Test gun sight illumination by rotat-ing dimmer rheostat.

NoteTo prevent damage to gyro, make sure gun sight isoperating before starting engine and keep the sighton at all times when the engine is running.

(10) Check remote-indicating compass for correctreading.

(11) Check landing gear position indicators by push-ing in on lamps.

b. Make following special check for night flights:(1) Test fluorescent instrument light by operating

rheostat control. The control for the light is on the frontswitch panel.

(2) Test position lights by moving switches on frontswitch panel to "BRIGHT" and "DIM."

(3) Test landing light by turning on switch on left sideof cockpit above aileron trim tab control.

(4) Test cockpit swivel light by turning on switchlocated on lamp housing.

(5) Test operation of recognition lights; the switchesare on the switch panel. The keying switch is at the right ofthe gun sight on the instrument shroud.

NoteDo not operate recognition lights longer than 10seconds on the ground:

3. FUEL SYSTEM MANAGEMENT.(See figure 7.)

CAUTIONKeep fuel booster pump in operation at all timesduring flight to ensure adequate fuel pressure.Turning fuel selector control from one position toanother with booster pump switch on, automati-cally shuts off booster pump on tank formerly used,and starts pump on tank selected.

a. Take off and climb to a safe altitude with fuel selectoron "MAIN WING TANKS" and booster pump switch on.

NoteFuel normally flows through the carburetor vaporreturn line to the right main tank at approximatelyone quart per hour. However, if malfunctioningoccurs, the rate of flow may be considerably higher.

b. When a safe altitude has been reached, switch fuelselectOr to either of the drop tank positions and use fuelfrom these tanks alternately until they are empty.

NoteThe drop tanks have no booster pump; a controlledpressure of 5 pounds per square inch is maintainedwithin them by the exhaust side of the vacuumpump.

c. Switch fuel selectOr back to "MAIN WING TANKS" anduse until empty.

d. Switch fuel selectOr to "FUS. TANK" and use for re-mainder of flight.

NoteIf fuselage tank is nearly empty, a slight nose-heavy condition will be experienced duringlanding.

4. STARTING ENGINE.a. Ignition switch "OFF."b. Mixture control in "IDLE CUT OFF."c. Have ground personnel turn propeller through approx-

imately eight blades.d. Turn "ON" generator-disconnect switch. If external

power supply is not used, also turn "ON" battery-disconnectswitch.

e. Open throttle one inch.f. Move propeller control to full "INCREASE RPM."g. See that throttle gate is safety wired.h. Supercharger blower switch in "AUTO."i. Turn coolant radiator air control switch, on front

switch panel, to "AUTOMATIC."j. Move carburetor air control on right side of cockpit

floor to "RAMMED" ("FILTERED" or "HOT AIR," if required).k. Turn fuel selector to "MAIN WING TANKS."t. Switch on booster pump. Check booster output on fuel

pressure gage: 10-14 pounds per square inch.m. Make sure propeller is clear.

10 RESTRICTED


Section IIParagraph 4

COMBATTANK

MAIN

AUXILIARY

VAPOR RETURN

ELECT. WIRING

BOOSTER PUMP

RIGHT TANK

-

105 U.S.GALS.

.-_ .. ----'

BOOSTER PUMP

BOOSTER PUMPSSWITCH

ICARBURE~~~ ~ ON~\;OFF

FUS. TANK

IIIIIIIII..-

100 U.S. GALS.

I. Take all and climb on "MAIN WING TANKS."2. Use "COMBA T TANKS" until empty.

3. Use "MAIN WING TANKS" until empty.

4. Switch to "FUS. TANK."

USE' OF FUEL

COMBAT

LEFT TANK

FUEL STRAINER -----..

5 LBS I SQ. IN. PRESSURE

FROM VACUUM PUMP -r-'------,'

NOTE'

VAPOR RETURN FLOWAPPROX lor PER HOUR

Figure 7-Fuel System Line Diagram

n. Turn ignition switch to "BOTH."o. Prime two seconds when cold, one second when hot.

CAUTIONDo not pnme until engine is being turned bystarter.

p. As engine starts, move mixture COQtrot'tO "RUN." If

engine does not start after several turns, continue priming.

CAUTIONWhen engine is not firing, mixture control shouldbe in "IDLE CUT OFF."

q. Check oil pressure. If pressure is not up to 50 poundswithin 30 seconds, stop engine and invesrigate.

Figure 8-Front Switch Panel

RESTRICTED 11

Section IIParagraph 5


5. WARM-UP AND GROUND TEST.a. Warm up engine at 1300 rpm until oil temperature

shows a definite increase and oil pressure remains steadywhen throttle is opened. Desired oil and coolant tempera-tures will be maintained by leaving coolant radiator air con-trol in "AUTOMATIC." If coolant and oil temperatures exceedlimits with controls in "AUTOMATIC," shut off engine andinvestigate.

b. With manifold pressure less than 25 In. Hg, depressmanifold pressure drain for 3 seconds.

c. Keep flight indicator uncaged at an times, exceptduring maneuvers which ~xceed operating limits.

NoteIf horizon bar on flight indicator is not level afterengine is starred, cage gyro momentarily.

d. After engine has warmed sufficiently, proceed withthese tests:

(1) Check main and fuselage fuel systems by rotatingfuel selector with booster pump switch on. Check fuel pres-sure: 16 pounds per square inch minimum, 19 pounds persquare inch maximum. If droppable tanks are installed,check fuel flow from them by rotating fuel selector.

(2) Check operation of wing flaps.(3) Check operation of radiator air outlet flap (with

assistance of outside observer) using "OPEN" and "CLOSED"positions of radiator air control switch. Return switch to"AUTOMATIC."

(4) Check communication equipment for proper oper-ation.

(5) At 2300 rpm, check the following:Suction 3.75-4.25 in. HgAmmeter 100 amperes maximum

(6) Check all engine instruments in desired range.(Refer to Power Plant Charts, section III.)

(7) With propeller control in full "INCREASE RPM,"set throttle control to obtain 2300 rpm. Move propeller con-trol back to note maximum drop of 300 rpm, and then moveforward to full "INCREASE RPM."

NoteWatch manifold pressure during propeller check.If regulator is performing properly, manifold pres-sure should remain constant within one in. Hg.

(8) At 2300 rpm, with propeller control in full "IN-CREASE RPM," check each magneto. A maximum drop of100 rpm is allowable for right and left magnetos.

(9) Check supercharger operation: With propellercontrol at full "INCREASE RPM" and engine speed at 2300rpm, hold supercharger switch in "HIGH." Rpm drop shouldbe at least 50 rpm.

(10) Have ground personnel release .rail, remove wheelchocks, and disconnect external power supply.

(11) Turn "ON" battery-disconnect switch if it was"OFF" (while using external power supply).

12

Figure 9-Instrument Panel

RESTRICTED

RESTRICTEDANOl-60JF-1


6. SCRAMBLE TAKE-OFF.Use oil dilution (3 minutes maximum) to obtain proper

oil pressure at moderate power, and as soon as engine willtake throttle, taxi out, and take off.

NoteOverdilution is likely to result under these condi-tions because of low oil flow and a cold enginewhich hold back evaporation. If dilution is used,observe oil pressure closely during time of dilutionand take-off to determine whether or not oil hasbeen overdiluted, Overdilution will cause low oilpressure, and loss of oil through engine breathers.

7. TAXIING INSTRUCTIONS.a. Raise wing flaps to prevent their being damaged.

CAUTIONTaxi cautiously to avoid damage from objectswhich tires might pick up and throw againstradiatOr air outlet flap.

b. Steer a zigzag course to obtain an unobstructed view.c. Taxi with stick slightly aft of neutral to lock tail wheel.

In locked position, tail wheel may be turned 6 degrees toright or left with rudder pedals. For sharp turns, push stickforward of neutral position to allow full-swiveling action oftail wheel.

d. Use brakes as little as possible.e. Upon reaching take-off position, stOp airplane at right

angles to runway so that approaching airplanes may beplainly seen.

f. If it is necessary to wait long at take-off position, re-check magnetOs.

8. TAKE-OFF.a. Set rudder trim 7 degrees to the right; elevator trim 2

degrees nose heavy; aileron trim a degrees.b. Check flying controls for free movement (look at con

trol surfaces).c. Check fuel levels.d. See that fuel selectOr is set on "MAIN WING :TANKS"

and that booster pump switch is on (pressure 16 to 18 psi).e. GeneratOr-disconnect and battery-disconnect switches

"ON."

f. Mixture conrrol "RUN."g. Propeller control full "INCREASE RPM."h. Supercharger blower switch "AUTO."i. Coolant radiatOr air control "AUTOMATIC."j. CarburetOr air control "RAMMED" ("FILTERED" or "HOT

AIR," if required).k. See that cockpit enclosure is locked and that emer-

gency release handle is in the closed position.1. Make sure take-off area is clear.

m. Wing flaps 15 to 20 degrees down for best obstacleclearance.

n. Oil pressure 60 psi minimum.o. Oil temperature 20C minim m, 105C maximum.p. Coolant temperature 60C minimum, 125C maxi-

mum.

q. Open throttle to gate-61 in. Hg at 3000 rpm (5 min-utes maximum) -and take off. It is recommended that 61 in.Hg and 3000 rpm be used for all take-offs and that thispower setting be reached as quickly as possible after startingthe take-off run.

NoteDo not attempt to lift tail tOo soon, as this in-creases tOrque action. Pushing stick forward un-locks tail wheel, thereby making steering difficult.Best take-off procedure is to hold tail down untilsufficient speed is attained, and then raise tailslowly.

9. 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 checkedthoroughly beforehand.

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

(1) Retract landing gear as soon as -airplane is defi-nitely airborne. Return control lever to "NEUTRAL" afterred warning light goes off and hydraulic pressure amberindicatOr illuminates.

(2) If flaps are used for take-off, raise as soon as air-plane reaches a safe altitude.

NoteThe wing flaps cannot be operated unless the land-ing gear control lever is in "NEUTRAL."

c. If engine fails immediately after take-off, ~ct quicklyas follows:

(1) Depress nose at once so that airspeed does not dropbelow stalling speed.

(2) If external fuel tanks or bombs are installed, re-lease them immediately.

( 3) Release sliding canopy by pulling the emergencyrelease handle on top of longerofl, at the right of instrumentpanel.

WARNINGBefore emergency release of canopy in flight, dropseat and lower head as far as possible. If excessive:force was used in closing the canopy, it may be nec-essary to crank the canopy back enough ~o relievethe pressure against the windshield before theemergency release will be effective.

(4) When a reasonable doubt exists as to the conditionof tbe terrain on which you are being forced to land, or if

RESTRICTED 13



there is a probability of the airplane nosing over or over-running the available landing area, retract the landing gear.

(5) Lower flaps fully, if possible.(6) Move mixture control to "IDLE CUT OFF," and turn

ignition switch "OFF."

(7) Turn "OFF" fuel selector.(8) Turn "OFF" battery~disconnectswitch.(9) Land straight ahead, only changing directions suf-

ficiently to miss obstructions.(10) After landing, leave airplane as quickly as pos-

sible, and remain outside.

10. CLIMB.a. As soon as airplane is sufficiently clear of ground, pro-

ceed as follows:(1) Pull landing gear control handle to the "up" posi-

tion to retract gear. Check position of gear by indicatorJights on front switch panel. Return handle to "NEUTRAL"after red warning light goes off and hydraulic pressure amberindicator illuminates.

(2) Raise flaps by pulling flap control to full up posi-tion when sufficient airspeed is attained and all obstacles arecleared.

(3) Check coolant and oil temperatures, and oil pres-sure.

NoteAs rate of climb can vary widely (depending onweigh carried, external loading, and altitude),refer to Take-off, Climb, and Landing Chart forrate of climb applicable to the particular missionto be conducted.

11. GENERAL FLYING CHARACTERISTICS.The flying qualities of the airplane are normal, both in

accelerated maneuvers and in steady flight. The trim tabcharacteristics are normal, but sensitive for high-speed trimconditions.

The stick forces in pull-outs and turns increase with loadfactor and do not lighten or reverse. (For flxception, referto paragraph 17 of this section.) At all speeds with power,sideslips to the left require less pedal force than do sideslipsto the right, but the force variation is normal. Moderate finbuffeting occurs at high angles of sideslip.

Landing gear extended-airplane becomes nose heavy.Flaps lowered-airplane becomes tail heavy.Landing gear extended and flaps lowered-airplane be-

comes tail heavy.

12. DURING FLIGHT.a. GENERAL.

(1) Set throttle and propeller controls to desired mani-fold pressure and rpm.

(2) Periodically check for desired instrument readings.Note

With radiator air control set 10 "AUTOMATIC,"coolant temperature will be approximately 100-110C. It should be noted that with very highpowers on hot days, even though radiator air con-trol is in "AUTOMATIC," these temperature limitsmay be exceeded because the outlet flap is in fullopen position, making it impossible for the auto-matic control to maintain desired temperaturelimits.

(3) For engine operation, see Power Plant Chart, sec-tion III, and Flight Operation Instruction ChartS, appendix 1.

NoteTo ensure the lowest fuel consumption on a long-range mission, it is recommended that the highestmanifold pressure consistent with Flight OperationInstruction Charts be used with any given rpm set-ting. However, to minimize lead fouling of sparkplugs consequent to prolonged cruising at lowpower (especially in the range from 16QO to 1900rpm), it is also recommended that a high power(3000 rpm and 61 in. Hg) be used for one min-ute every 30 minutes when the fuel supply is ade-quate.

13. WAR EMERGENCY OPERATION.a. GENERAL.

(1) War Emergency Ratings have been established tomake available in combat the absolute maximum manifoldpressure at which the engine may be operated, within reason-able safety limits, for a 5-minute dry (7-minute wet) periodunder emergency conditions. .

(2) This rating is considerably higher than ratingsgiven in the engine specification under which the engine wasdelivered, particularly with water injection. Since its use willdecrease the engine's normal service life and time betweenoverhauls, War Emergency Ratings should be held for useonly when emergency conditions exist. War EmergencyRatings are not guaranteed power ratings, but are maximummanifold pressure ratings as established by correct settingsof the automatic manifold pressure regulator and the correctsetting of the propeller governor to allow the propeller toturn at 3000 rpm.

(3) Use of War Emergency Ratings is permissible onlywhen the following requirements are fulfilled:

(a) Airplane must be in combat or precombat areas,as designated by the AAF.

(b) KLG RC5/3, Lodge RS5/5, AC LE-44, or ACLE-45 spark plugs must be installed.

14 RESTRICTED



~ 117. -42090C ENGINE LI MITATIONS PACKARD V-1650 - 9 ,

FU E L SPECI FICATION: AN-F-28RPM MP MAX. DESIRED

TAKE-OFF 5 MIN. MAX. 3000 61 COOLANT 125 100-110COOLANT (WAR EMERG.) 135

WAR EMERG.5 MIN. DRY 3000 67 OIL TEMP. 105 70-80WAR E MERG. WET 3000 80 01 L PRESSURE 70-80MILITARY 15 MIN. MAX. 3000 61 OIL PRESSURE MIN. CR. 50MAX. CONTINUOUS 2700 46 FU EL PRESSUR E 19 I 16-18CRUISE - MAX. 2400 42 MAX.. ENGINE OVERSPEED 3240 RPM

TAKE-OFF CONDITIONS 126-93-202AIll. OIL TEMP. 20 C MIN., OIL PRESS. 60 MIN.,COOLANT 60 C MINIMUM ~

Figure lO-Engine Limitations

NoteFor war emergency operation with water injection,spark plug barrels and spark plug cable connectorsmust be packed with Dow-Corning sealing com-pound No.4, and a steel or brass washer must beinserted between the resistor lind the spring re-tainer of the spark plug cable connector.

(c) A break-through seal must be installed on thethrottle quadrant to inform the crew chief that the enginehas been operated at war emergency power.

NoteEntry shall be made on Form 1A of time of waremergency operation for close coordination withground engineering.

(d) Airplane must be placarded with a decal statingthat use of War Emergency Ratings is permitted.

b. OPERATION.-If it is necessary to use war emer-gency power, proceed as follows:

(1) Mixture control in "RUN."(2) Move water injection switch to "ON" for War

Emergency Wet operation.(3) Move propeller control to full "INCREASE RPM."(4) Advance throttle to obtain manifold pressure de-

sired.(5) Use war emergency power for 5 minutes dry (7

minutes wet) maximum. Do not permit coolant temperatureto exceed 1350 C. Oil temperature must not exceed 105 0C.

CAUTIONIf the oil has been diluted, it is desirable to operatethe engine 10 or 15 minutes at from 80 percentnormal to.military power before using War Emer-gency Ratings.

14. STALLS.The stall in this airplane is comparatively gentle. With

idling power, stall warning is given by very slight airplane

buffeting 2 to 3 mph above stall speed, followed by nose-down pitching at stall. There is mild longitudinal oscillationuntil the stick pressure is relieved. If further back pressureis applied, the airplane will roll off on either right or leftwing. This rolling condition is more severe with flaps down.Recovery from the stall is entirely normal and is accom-plished by releasing back pressure on the stick. In approach-ing the stall, some aileron deflection may be required tohold wings level. The high-speed stall is characterized bysome buffeting, but no abrupt rolling is experienced.

The stalling speed can vary widely with gross weight andexternal loads.

STALLING SPEEDSWith or Without Wing Racks (no external load)

Gear and Flaps UpGross Weight 9500.. 8500 7500lAS (mph) 114 108 101

Gear and Flaps DownGross Weight 9500 8500 7500lAS (mph) 103 96 89

With External LoadInformation to be furnished when available.

15. SPINS.a. POWER-OFF SPINS.

(1) DESCRIPTION.(a) The airplane does not have any spin tendency at

the stall, and it is necessary to force the airplane into the spin.(b) In general, spins in this airplane are uncomfort-

able because of heavy oscillations and rolling. These motionsare not regular, but occur erratically during the spin. Nor-mally, the airplane goes over to a slightly inverted positionin the first half turn of the spin.

( c) Spins to the left with gear and flaps up arefairly slow and approach a nearly stabilized condition afterapproximately three tums. The airplane spins to the left atan angle of approximately 45 degrees below the horizontal.The rate of spin rapidly increases as control is applied forrecovery.

RESTRICTED 15

III


RESTRICTEDAN 0 1-60JF-1

I

(d) The right spin with gear and flaps up is erraticwith the nose of the airplane coming up to the horizontaland then dropping with a sudden lateral oscillation accom-panied by a very rapid increase in rate of spin. During thespin it feels as though the airplane is partially recoveringbefore it whips off again. Although the spin does not stabi-lize, the recovery characteristics are excellent. The spin isalways more rapid and erratic to the right than to the left.

(e) With the gear extended the spin is erratic bothto the left and right with the same lateral and longitudinaloscillations noted with the gear retracted in right spins.During recovery from the right spin (gear extended) aslight buffet may be noted; this buffet is eliminated as soonas the airspeed is increased.

(2) RECOVERY.-Recovery is made by applying rud-der against the spin and returning the stick to neutral. Therudder and elevator forces are normal with no excessiveloads during recovery. Recovery from spins may be effectedwithin one-fourth to one turn. Approximately 6500-7000feet altitude is lost during a five-turn spin plus a one-turn re-covery.

b. POWER-ON SPINS.(1) Power-on spins are not recommended.(2) Power-on spin characteristics have not been checked

in flight tests; however, if a power-on spin is encountered in-advertently, close throttle completely and apply control forrecovery. Large losses in altitude should be anticipated ifpower-on spins and recoveries are attempted.

16. PERMISSIBLE ACROBATICS.All acrobatics are permitted, with the exception of snap

rolls and power-on spins. Inverted flying must be limited to10 seconds because of loss of oil pressure and failure ofscavenge pumps to operate in an inverted position.

17. DIVING.a. MAXIMUM DIVING SPEEDS.-At high djving

speeds there is danger of the airplane being affected by com-pressibility-a phenomenon likely to be encountered whenthe true airspeed approaches the speed of' sound. Com-pressibility may be indicated by instability of the airplane,rolling or pitching, lightening or reversing of control forces,or combinations of these effects.

However, the P-51H Airplane feels steady up to thelimit Mach number of present tests, .8 (percent speed of

, sound), and no porpoising or wallowing has been experi-enced. Some buffeting may be expected above a Mach num-ber of .75, and increased aileron control pressure may benecessary to hold wings level.

Attention should be paid to the elevator stick forcevariation during high-speed dives. In high-speed dives athigh altitudes, with the airplane trimmed in level flight atnormal rated power, it will be noted that stick forces in-crease during the first part of the dive, then lighten as thespeed is increased, and finally may reverse, requiring slightpull force. The above elevator force variation is a com-

pressibility effect, with forces first lightening at a Machnumber of .72 and possibly reversing at some higher Mach

EXTENDI NG GEAR: MOVE CONTROL TO "DOWN"

LANDING GEAR HYDRAULIC ~SYSTEMUNSAFE SAFE OPERATING

~I@J~ THROTTLE: ANY POSITION0 0 DOORS: OPEN""/ " GEAR: EXTENDING

'il(00 NOT REVERSE CONTROLS)

~LANDING GEAR HYDRAULICSYSTEMUNSAFE SAFE OPERATING

,\1/1' THROTTLE: ANY POSITION

0 ~-O~ 0 DOORS: ANY POSITIONGEAR: DOWN AND LOCKED{DO NOT REVERSE CONTROLS}

LANDI NG GEAR HYDRAULIC ~SYSTEM

UNSAFE SAFE OPERATING.....,\1//.... THROTTLE: ANY POSITION

0 :'Q~ 0 DOORS: CLOSED, \ GEAR: DOWN AND LOCKED(MOVE CONTROL TO"NEUTRAL")

RETRACTIN G GEAR: MOVE CONTROL TO "UP"

LANDING GEAR HYDRAULICW)

SYSTEMUNSAFE SAFE OPERATING THROTTLE: ANY POSITION....,\1 / ,.,.~,i@t~ DOORS: OPEN", GEAR: RETRA.CTlNG

(DO NOT REVERSE CONTROLS)

LANDING GEAR HYDRAULIC W)SYSTEMUNSAFE SAFE OPERATING

THROTTLE: ANY POSITION

DOORS: CLOSEDGEAR: UP AND LOCKED(MOVE CONTROL TO "NUTRAL It)

WARNING HORN OPERATION:

LANDING GEAR HYDRAULIC :~SYSTEMUNSAFE SAFE OPERATING

0THROTTLE: RETAROED

0 0 DOORS: ANY POSITIONGEAR: UP AND LOCKED ORDOWN AND UNLOCKED

(ADVANCE THROTTLE)

DURING FLIGHT:

LANDING GEARHYDRAULIC ~

SYSTEMUNSAFE SAFE OPERATING~,\I/,,,- THROTTLE: ANY POSITION-;.,~~ 0 0 DOORS: OPENGEAR: UP AND LOCKED

MOVE CONTROL TO"VP,M THEN"NEUTRAL"

LANDING GEAR HYDRAULIC ~SYSTEMUNSAFE SAFE OPERATING

THROTTLE: ANY POSITION0 0 0 DOORS: CLOSEDGEAR: UP AND LOCK EO

126 -:53 - 271

Figure JJ-Landing Gear Position Indicators

16 RESTRICTED

RESTRICTEDANOl-60JF-l


number. If, before pull-out, a speed requiring a pull forceshould be reached, then during pull-out, a change from thepull force to a push force should be anticipated as the speedis decreased.

It is recommended that a tab setting corresponding totrim in level flight with normal cruise power (or veryslightly tail-heavy trim) be used for high-speed dives,and that the tab setting should not be changed during diveand recovery. However, the power setting may be advancedif desired, and it is not necessary to decrease power duringdive or pull-out.

Rudder pedal forces increase normally during dives,but do not become excessive.

b. ALTITUDE REQUIRED FOR PULL-OUT.-Figure12 shows the minimum safe altitude required for a pull-outfrom dives, with a constant 4G acceleration. Figure 13 showsthe 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,the diving limits shown on figures 12 and 13 are exceededand pronounced compressibility effects are experienced, pullup very gradually.

WARNINGCare should be taken in pull-outs, since the stickforces are relatively light, and abrupt pull-outsshould be avoided.

18. NiGHT FLYING.Note

Spare bulbs are contained in the small compart-ment on the right forward side of the cockpit.

In flying at night, the sequence outlined for daylight oper-ation should be even more strictly observed. In addition,familiarize yourself with the location of the different lightsand their control switches, especially the landing light switchwhich is on the left side of the cockpit just above the ailerontab control.

a. INSTRUMENT LIGHTING.-Turn on fluorescentlamp by turning rheostat knob on front switch panel to"START" until light comes on; then switch to either "ON" or"DIM" position. Rotating the lens housing selects visible orinvisible illumination.

b. POSITION LIGHTS.-The position light switches areon front switch panel. Two intensities of light are available:"BRIGHT" and "DIM."

c. LANDING LIGHT.-The landing light switch is onleft side of cockpit above aileron trim tab control.

d. A Type e-5 fluorescent light is on the right side of thecockpit, and its rheostat control is on the right switch panel.A Type e-4 cockpit spotlight is stowed under the gun sightand can be used in this position or may be placed in a mountunder the right side of the shroud. Spare lamps are in a panelon the right side of the cockpit beneath the upper longeron.

e. RECOGNITION LIGHTS.-Set switches, located onfront switch panel, for light or combination of lights de-

sired. Turn switches to "STEADY" for continuous operation~or to "KEY" for intermittent operation.

19. APPROACH AND LANDING.Note

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

a. APPROACH.-When approaching landing area, fol-low this sequence:

(1) Mixture control "RUN."(2) Coolant radiatOr air control "AUTOMATIC."(3) Fuel selector to internal tank with most fuel.

Booster pump switch on.(4) Propeller control set for 2700 rpm.( 5) Lower the landing gear below 170 lAS. Check op-

eration and position of gear by indicatOr lights on frontswitch panel and return control lever to "NEUTRAL" afterred warning light goes off and hydraulic pressure amber in-dicatOr illuminates.

CAUTIONSince the position of the tail wheel is not indicatedby the warning lights, do not return the controllever to "NEUTRAL" until the amber light illumi-nates showing that the hydraulic system is fullypressurized and providing additional assurance thatthe tail wheel is down and locked.

WARNINGDo not reverse the movement of the landing gearcontrol lever after starting it tOward the "up" or"DOWN" position. Always move it to the full "up"or "DOWN" position and leave there until the gearis locked in position and the fairing doors areclosed. Reversing the movement will interrupt theoperating sequence and may result in the door in,terfering with the gear. A period of from 10 to15 seconds is required for the gear to completelyextend and lock and the fairing doors to close be-fore the control lever may be moved to the "NEU-TRAL" position.

(6) If desired, lower flaps 15 degrees to give a steeperapproach angle. When the airplane has been brought intothe wind for landing, lower flaps fully at an altitude notless than 400 feet with airspeed below 160 lAS.

b. LANDING.(1) GENERAL.-After turning into the field and low-

ering flaps, maintain a correct gliding speed (recommendedgliding speed is 130 lAS). Adjust elevator trim tab to assistin landing. Having stOpped after landing, raise flaps beforetaxiing.

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

RESTRICTED 17

I"i

Section II RESTRICTEDAN 01-60JF-1

LIMITI NG lAS

260 40,000 ~-H++-+-l-I++++I+++-l--I-++I--~+I++-+,.H++-+-hl+-H+f-++-++t--J,.+-t-+++-t-I-l1-++I-l--I-+++-+-II-++-+++-l--I+++--1A+\-++++Jr-++-++I+++-H+-1H-++++-1----1----l-J--.+-f-l--l-l

~85

310

340370

400-+-1-+--+++-+~~~~E=ttljdj:a~EEE~tlEttlElaE=ta:ElEttlE~--+-+-++-+-+-\",0)-+-1-1-++-+ 'll,jli-H-+-+-+-lr4-+-+-+-++1f--1-+-H-t-lf4-++-+H-..H-+H-+-++l-++-+-+-M-+-1H--H-+-I-+--++- c",J.++J.-l-JO.LA-+l+++*1H-+-+-1\-I:+H+I-+.,j5

RESTRICTEDANOl-60JF-1

Section II

1-++-+-+-1-+++ MINIMUM SAFE ALTITUDE REQUIRED FOR RECOVERY FROM DIVES +-+-+--+-+-+-f-+-IAT VARIOUS ANGLES WITH A CONSTANT 6G ACCELERATION

LI MITING lAS ~j~ttt5=ttj3EEi3:Et~3E'h~FO~R~U~S~E~W~IT~H~G~"~S~U~IT~O~N~L~Y+-tJ~'f{=-r-~ -rf{{~'t'=t=+~-+t=t=+~+t~H=I260 40,000 I-H-++++++++++++++++++--M-+-I-++++*++++++-+----Jr++-+-+-+-+-+---t-+-+-H-H-H-H285 36,000 H+H+I-++H--H++-++HA-H+fH--I7'I++-++H+H+H--H'--t'



(3) MINIMUM RUN LANDING.(a) For a minimum run landing over an obstacle,

lower flaps fully and reduce power completely.(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. When gear is fully retracted,

move landing gear control lever to "NEUTRAL" to permitoperation of wing flaps.

(d) When airspeed reaches 100 lAS, raise flaps.20. STOPPING ENGINE.

a. Turn "OFF" booster pump switch.

b. If a cold weather start is anticipated, hold oil dilutionswitch "ON" (3 minutes maximum).

c. Run engine to 1500 rpm, set mixture control in "IDLECUT OFF," and move throttle to gate. Leave mixture controlin "IDLE CUT OFF" as a precaution against accidental starting.

d. Turn all switches "OFF" after engine ceases firing.

e. Turn "OFF" fuel selector control.

21. BEFORE LEAVING COCKPIT.

a. Make sure all switches are "OFF."

b. Set parking brakes.

c. Turn carburetor air control to "FILTERED" position:

d. Close canopy after leaving cockpit.

20 RESTRICTED


Section III

OPERATING DATA

Section IIIParagraph 1

AIRSPEED INSTALLATION CORRECTIONTABLE

(With or Without External Load)

(1) PROBLEM.-Find true indicated airspeed from anlAS of 400 at 25,000 feet.

(2) ANSWER.-Corrected lAS = 400 + 4 (positionerror), or 404. True indicated airspeed = 404 less 19 or 385.

1. AIRSPEED CORRECTION TABLES.a. Two corrections must be made on the lAS in order to

obtain the true indicated airspeed. The first correction is forthe pitot installation; the second is for compressibility ef-feces. Use the Airspeed Installation Correction Table to findthe corrected indicated airspeed; then use the Compressi-bility Correction Table to obtain the true indicated airspeed.

b, EXAMPLE.

lAS(mph)

1001502002503003S0400

lAS(mph)

90100110120130

FLAPS UPCORRECTION

Add 5 mphAdd 4 mph

. Add 3 mphAdd 2 mphAdd 2 mphAdd 3 mphAdd 4 mph

FLAPS FULL DOWN

CORRECTION

Add 3 mphAdd 1 mph

Subtract 1 mphSubtract 2 mphSubtract 3 mph

WAR EMERGENCY (WET) OPERATING(Combat Emergency) CONDITION

Limited By Water SupplyAvailable-Approximately Time Limit

7 minutes

Run Mixture3,000 R.P.M.

(l, Std. Pressure Std.Manif. Super- Fuel Temp. Temp.Press. charger Gal/Min C Altitude of

F.T. High 2.5 -52.4 34,000 ft. -62.3F.T. High 2.5 -48.4 32,000 ft. -55.1F.T. High 3.0 -44.4 30,000 ft. -48.0

F.T. High 3.0 -40.5 28,000 ft. -40.9F.T. High 3.0 -36.5 26,000 fl. -33.780 High 3.0 -32.5 24,000 ft. -26.5

80 High 3.0 -28.6 22,000 fl. -19.480 High 3.0 -24.6 20,000 ft. -12.3F.T. Low 2.5 -20.7 18,000 fl. - 5.2

F.T. Low 3.0 -16.7 16,000 ft. 2.0F.T. Low 3.0 -12.7 14,000 ft. 9.180 Low 3.5 - 8.8 12,000 ft. 16.2

80 Low 3.5 - 4.8 10,000 ft. 23.480 Low 3.5 - 0.8 8,000 ft. 30.580 Low 3.5 3.1 6,000 ft. 37.6

80 Low 3.5 7.1 4,000 ft. 44.780 Low 3.5 11.0 2,000 ft. 51.880 Low 3.5 15.0 Sea Level 59.0

(l, Gal/Min: Approximate U.S. Gallon per Minute.NOTE: Water Injection Switch must be "ON."Data as of 9-17-45 based on Flight Tests.

figure J4-Power Plant Chart (War Emergency Wet)

COMPRESSIBILITY CORRECTION TABLEt===============::~===:====:::===;=:=:=:===;,=:=:===;,======-:.:=:c ... __ .__....:::=-==--:..-==,-- ..

Subtract From Corrected Indicated Airspeed1---------.---------------------------------------------..-----

Pressure CORRECTED lAS (mph)

Altitude

10,00015,00020,00025,00030,00035,000

150

o

o1122

200

112345

2S0

2- 3

457

10

300

3469

1216

RESTRICTED

350

47

10131925

400

61014192533

450

81319263342

500

101725334253

21

Section III RESTRICTEDAN Ol-60JF-l

POWER PLANT CHARTAIRCRAFT MODEL PROPELLER ENGINE MODEL

P-5IH AEROPRODUCTS CONSTANT-SPEED v- 1650-9

GAUGE FU EL OIL OIL COOLANTCARB. 01 L( 2) MAXIMUM PERMISSABLE DIVING RPM:AIR 32ijOREADING PRESS. PRESS. TEMP. TEMP. TEMP. CON S. MINIMUM RECOMMENDED CRUISE RPM. 1700

DESIRED 16- IB 70-80 70- BO 100-110 15"1l0 -MAXIMUM 19 - 105 125 (1) so III OIL GRAOE: 1120, SP EC. NO. AN- VV-0-1l"6

F UE L GRADE: 100/130, SPE C. NO. AM-f- 2BMINIMUM 16 50 COOLANT: SP EC. NO. AN-E- 2 wi th NaMBT .10 LIN G 9 15

WAR EMERGENCY MILITARY POWER < OPERATING ) NORMAl RATED MAXIMUM CRUISE(COMBAT EMERGENCY) (NON-COMBAT EMERGENCY) CONDITION (MAXIMUM CONTINUOUS) (NORMAL OPERATION)5 MINUTES 15 MINUTES TIME LIMIT UNUM'ITED UNLIMITEDRUN RUN MIXTURE RUN . RUN

3000 3000 R. P. M. 2700 21+00

fUEL (Jl fUEL (3) STD. PRESSURE STD. MAN I F. SUPER-MAN I F. SUPER- MAN I F. SUPER- SUPER- FUEL MAN I F. FUEL(41/Kin Gal/Kin TEMP. TEMP. GPH (u) GPH (u!PRESS. CHARGER PRESS. CHARGER

'C AL TI TUDE 'F PRESS. CHARGER PRESS. CHARGER

f. T. HIGH 1.5 -55.0 40,000 FT. -67.0 F. T. HIGH 80 F. T. HIGH 61F. T. HIGH 2.0 -55.0 38,000 FT. -67.0 F. T. HIGH 89 F. T. HIGH 67F. T. HIGH 2.0 -55.0 36,000 FT. -67.0 F. T. HIGH 100 F. T. HIGH 75F. T. HIGH 2.b -52.~ 34,000 FT. -62.3 1+6 HIGH 100 F. T. HIGH IIIF. T. HIGH 2.b -~8.~ 32,000 FT. -55.1 '16 HIGH 99 F. T. HIGH 87

F.T. HIGH 3.0 61 HIGH 2.5 -~~.~ 30,000 FT. -~8.0 '16 HIGH 98 '12 HIGH 8867 HIGH 3.0 61 HIGH 2.b -~0.5 28,000 FT. -~0.9 '16 HIGH 97 '12 HIGH 8767 HIGH 3.0 61 HIGH 2.5

-36.5 26,000 FT. -33.7 'Ib HI! GH 96 '12 HIGH 8567 HIGH 3.0 F. T. LOW 2.5-32.5 24,000 FT. -26.5 F. T. LOW 99 '12 HIGH 8'1

F. T. LOW 2.5 F. T. LOW 2.5-28.6 22,.000 FT. -19.~ F. T. LOW 10'1 '12 HIGH 8'1

F. T. LOW 3.0 61 LOW 3.0 -2~.6 20,000 FT. -12.3 '16 LOW 103 F. T. LOW 83F. T. LOW 3.0 61 LOW 3.0 -20.7 18,000 FT. - 5.2 . '16 LOW 102 1+2 LOW 85

67 LOW 3.0 61 LOW 3.0 -16.7 16,000 FT. 2.0 1+6 LOW 102 '12 LOW 8567 LOW 3.0 61 LOW 3.0 -12.7 14,000 FT. 9.1 1+6 LOW 102 '12 LOW 8567 LOW 3.0 61 LOW 3.0 - 8.8 12,000 FT. 16.2 '16 lOW /02 '12 LOW 8567 LOW 3.5 61 LOW 3.0 - ~.8 10,000 FT. 23 .~ '16 LOW 101 1+2 LOW 8567 LOW 3.5 b I LOW 3.0 - 0.8 8,000 FT. 30.5 1+6 LOW 100 '12 LOW 81+67 LOW 3.:> 61 LOW '3.0 3.1 6,000 FT. 37.6 1+6 LOW 99 '12 LOW 8'167

';J 3.5 61 LOW 3.0 7.1 4,000 FT. ~~.7 '16 LOW 98 1+2 LOW 8367 LOW 3.5 61 LOW 3.0 11.0 I 2,000 FT. 51.8 '16 LOW 97 '12 LOW 8267 LOW 3.5 61 LOW 3.0 15.0 SEA LEVEL 59.0 '16 LOW 96 '12 LOW 8/...

("COOLANT TEMP.: 135C fOR lIAR EMERGENCY ONLY. GENERAL NOTES(llOIL CONSUMPTION: MAXIMUfl U.S. QUART PER HOUR PER ENGINE. FOR COMPLETE CRuiSING DATA SEE APPENDl X [("Gal/Kin: APPROX IMATE U. S. GALLON PER KlNUTE PER EM GIN E NOTE: TO OETERMINE CONSUMPTION IN 8RITISH(u)GPH: APPROXIMATE U. S. GALLON PER HOUR PER ENGINE. IMPERIAL UNITS, MULTIPLY BY 10 THEN DIVIDE

F.T.: MEANS FULL THROTTLE OPERATION. ~VALUES ARE FOR LEVEL ~LIGtlT 'NITtI RA/ol.

TAKE-OFF CONDITIONS: CONDITIONS TO AVOID:SEE SPECIAL NOTES.3000 RPM 61 IN. HG

SPECIAL NOTES

REFER TO FIGURE 14 FOR w~ EMERGENCY (WET)'AVOID OPERATION BELOW 1700 RPM IN LOW BLOWER AND 2000 RPM

IN HIGH BLOWER BECAUSE OF ROUGHNESS. ~~~

.'.[~

DATA AS OF 9/17/45. 8ASED ON FLIGHT TEST

Figure J5-Power Plant Chart

22 RESTRICTED

lCARB.AIR

Section III

2400 - 2700 rpm

3000 rpm3240 rpm

1700 - 2400 rpm

cooLANT

Desired cruising rangeMax. lruising power 10

max. (ontinuous powerTake-off, military power

and War EmergenlYMaximum diving ove"peed

*NOTE


range.

The blue and green am on Ihe manifold pressure

gage and lalhameler indilale power sellings only. The

blue am designale Ihe desired cruising range; Ihe

green am, Ihe range from maximum cruising power

10 maximum lonlinuaus power. The green marking an

all alher inslrumenls indilales Ihe desired operaling

Presenl max. permissible lAS (up 10 7,000 feel) - SOS mphMax. permissible lAS wilh flaps full down - 160 mph

26"- 42"Hg

42"- 46"Hg61"Hg67"HgSO"Hg

Desired cruising rangeMax. cruising power 10

max. (ontinuous powerTake-off and mililary powerWar EmergenlY (Dry)War EmergenlY (WeI)

Operaling range 100'-IW(Maximum 125'(Max. (War EmergenlY) 135'(

Minimum 20'(Oil TEMPERATURE Operaling range 70'- SO'(

Maximum 10S'CMinimum 50 psi

Oil PRESSURE Operaling range 70-S0psiMinimum 16 psi

FUEL PRESSURE Operaling range 16-1SpsiMaximum 19psi

(OlOR (ODE- *Desired cruising range.

c=::::::J - *Desired operoling range.c=::::::J - (aulion.

- Limil, or danger region.

(OOlANTTEMPERATURE

(ARS.AIR TEMPERATURE

Operaling range(aulionMaximum

+15'-+40'(-W-+15'(+50'(

Figure J6-lnstrument Limitation.s

RESTRICTED 23

Section IV

Figure J7-Emergency Exit During Flight

25

Section IVParagraph 1

(a) Unfasten safety belt and shoulder harness, anddisconnect headphones and oxygen tube.

CAUTIONIf jump is made at high altitude, turn "ON" the redemergency knob on the oxygen regulator and in-hale as much oxygen as possible before jumping.

(b) Release sliding canopy.(c) Raise seat to topmost position.(d) Rise to a crouched position in seat, placing left

foot on seat and right foot on right longeron adjacent toarmor plate. Grasp armor plate with right hand, and rightlongeron with left hand. (See figure 17.)

(e) :Kick with legs and push with hands at instantof leaving cockpit, and dive for the right wing tip.

NoteThe right side is recommended because the slip-stream will help you clear the airplane. If thismethod is used, the wing will either pass yourbody, or it will be possible to slide off the wingwithout striking the empennage.

RESTRICTED


EMERGENCY OPERATING INSTRUCTIONS

WARNINGBefore emergency release of canopy in flight, dropseat and lower head as far as possible. If excessiveforce was used in securing the canopy prior to take-off, it may be necessary to crank the canopy backenough to relieve the pressure against the wind-shield before the emergency release will be ef-fective.

1. EMERGENCY EXIT DURING FLIGHT.

(2) If possible, reduce speed and trim airplane to fly"hands off." (Trim to descend at 500 feet per minute.)Then proceed as follows:

a. If an emergency exit must be made during flight, thefollowing procedures are recommended:

(1) Unfasten safety belt and shoulder harness, and dis-connect headphones and oxygen rube. Release sliding canopyby pulling emergency release handle on right longeron; thenroll airplane over on its back and drop out.

Section IVParagraphs 2-3

~/~'. // --- . '.'--' .,..-.,--....,

-::. ~~.'


Figure J8-Ditching Airplane

109 -OO-276A

2. ENGINE FAILURE DURING FLIGHT.

a. If the engine fails during flight, the airplane may beabandoned, ditched (paragraph 7), or brought in for a dead-stick landing. For a landing with the engine dead, followthese instructions:

(1) Depress the nose at once so that the airspeed doesnot drop below stalling speed.

(2) If external tanks or bombs are installed, releasethem immediately. (See paragraph 4 in this section)

(3) Turn "OFF" fuel selector control, ignition ~witch,and battery-disconnect switch.

(4) Choose an area for landing. If near a landing field,notify tower. Judge your turns carefully and plan to landinto the wind.

(5) Release sliding canopy by pulling emergency re-lease handle on right longeron.

(6) If a long runway is available, and if there is suf-ficient time and altitude to properly plan an approach, lowerthe landing gear. If landing under any other condition, keepthe gear up; you will stand less chance of injury by makinga belly landing.

(7) Lower the flaps approximately 30 degrees, savingthe last 20 degrees of flap to overcome possible mistakes injudgment. Lower flaps fully when proper landing is assured.

NoteThe wing flaps cannot be lowered unless the land-ing gear control lever is in "NEUTRAL."

(8) Land into the wind, changing direction only asnecessary to miss obstructions.

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

3. RUNAWAY PROPELLER.a. Failure of the governor to operate properly may result

in a runaway propeller. A runaway propeller goes to full lowpitch and may result in an engine rpm as high as 3600 ormore. When such a failure occurs, the only method of re-ducing the rpm is to pull the throttle back. In doing this, it ishighly important to make use of the allowable maximumoverspeed (diving) rpm of 3240, given on the Power PlantChart (figure 15 j, and to reduce the lAS to approximately140 mph in order to obtain the maximum horsepower avail-able. The following procedure is recommended:

(1) Pull throttle back to obtain 3240 rpm.(2) Raise nose of airplane to lose speed, and then de-

scend, using flaps to keep speed reduced to approximately140 mph.

26 RESTRICTED

Figure 19-Emergency Equipment

BACK Ci,JSHION (LIFE PRESERVER)

126- 99- 206

27


WARNING HORN

SIGNAL PISTOL (EARLY AIRPLANES)

LANDING GEAR EMERGENCYDOWN CONTROL

CAUTIONUse the emergency release with discretion. Highcoolant temperatures may be the result of highpower settings, low altitude flight, engine malfunc-tion, or a broken indicator rather rhan actuatorfailure.

possibility, after using the emergency release, hold the elec-trical control switch in the closed position for approximately20 seconds. This will ensure that the flap is not extended be-yond 7 inches if the eleCtrical actuator is functioning at all.Then turn the switch to "OFF" for the remainder of theflight.

When the emergency release has been used, low poweroperation should be avoided to prevent the coolant tempera-ture from going below the minimum allowable limit as aresult of the greater flap opening. There is no provision foremergency closing of the flap, nor can the emergency releasebe reset in flight.

6. LANDING (7EAR EMERGENCY OPERATION.In the event of hydraulic system failure, the landing gear

may be lowered by placing the landing gear control handlein the "DOWN" position and yawing sideways. A spring


RESTRICTED

CANOPY EMERGENCYRELEASE

GENERATOR-DISCONNECTSWITCH---__

BOMB SALVO HANDLES------'

RADIATOR AIR' FLAP EMERGENCY RELEASE

RADIO DEMOLITION SWITCHES

(3) When over landing field, lower gear and come inat normal landing speed.

CARTRIDGE STOWAGE ------,

4. EMERGENCY REIlEASE OF BOMBS ORDROPPABLE FUEL TANKS.

The bombs or droppable fuel tanks are released by pullingout on both emergency bomb release handles at left side ofinstrument panel.

5. COOLANT FLAP EMERGENCY OPERATION.If under any condition of flight an excessive coolant tem-

perature persists, first try the manual "OPEN" position of theflap electrical control switch. If, after approximately 20 to 30seconds, the temperature remains high and failure of thecoolant flap actuator is indicated, pull the emergency releaselever, provided on later airplanes. One quick pull up willopen the flap to a minimum of 7 inches.

The emergency control will extend the flap approximate-ly S~ inches beyond the flap setting at the time of release;therefore, if the high coolant temperature was not causedby actuator failure, an undesirable cooling condition mayresult from use of the emergency control. To check this


RESTRICTEDANOl-60JF-l

bungee will help the gear to go to the down-locked position.However, if the red landing gear warning light illuminatesor horn sounds when the throttle is retarded (indicating anunsafe condition), pull the emergency lowering pandle, lo-cated on the cockpit floor just forward of the control stick,and then yaw the airplane sideways to force the gear intothe locked position.

NoteIf the gear will not extend after pulling the emer-gency lowering handle, the following procedure,though not a positive solution, may produce thedesired result: With the landing gear control leverin the "DOWN" position, pull upward forcibly onthe wing flap control handle to a position abovethe a-degree setting and hold there. This will shutoff all hydraulic pressure to the landing gear andshould permit the fairing doors to drop open andthe gear to extend.

7. LANDING IN WATER (DITCHING).a. The airplane should be ditched only as a last resort. If,

on an overwater flight, trouble arises and you are quite cer-tain that you will not be able to reach land, leave the airplanewhile in flight. However, if it is not possible to maintainsufficient altitude for a successful parachute drop, ditchingis the only remaining procedure. The instructions for ditch-ing are as follows (figure 18):

(1) If bombs or droppable tanks are installed, releasethem immediately.

(2) Release sliding canopy. (See "WARNING" note inparagraph 1. a. (1) in this section.)

(3 ) Be sure your shoulder harness and safety belt arefastened securely, as th~re is a violent deceleration of the air-plane upon final impact.

(4) Move carburetor air control forward to "UN-RAMMED HOT AIR" position to close ram air gate.

(5) Land into the wind with flaps half down and land-ing gear up. Approach with one wing low (about 20 de-grees) and speed just enough above stalling to maintainlateral control. Kick hard inside rudder just as the low wingtip hits the water, so as to spin the airplane around on thesurface. This is known as "landing with a swerve" and, al-though it is a difficult maneuver, it prevents the severediving and extremely high deceleration that always resultwhen a straight landing is made. As soon as the airplanecomes to rest, get out immediately.

WARNINGGet out quickly upon landing. After the final im-pact, the airplane will sink very rapidly, only re-maining above the surface of the water for a periodof 1X to 2 seconds.

8. EMERGENCY USE OF OXYGEN.If for any reason there is a lack of oxygen, immediately

turn the control on the regulator to 100 percent oxygen.

9. MISCIELLANEOUS EMERGENCY EQUIPMENT.a. RADIO DEMOLITION SWITCH.-This switch, on

the right side of the cockpit, controls a charge for demolish-ing the identification radio in an emergency..If identificationset is installed, press both buttons simultaneously to set offthe charge.

b. FIRST-AID KIT.-The contents of the fir5t-aid kitare to be used only in an emergency, when medical aid is notavailable. Use contents of kit in accordance with the direc-tions contained therein.

c. LIFE PRESERVER.-The back cushion on the seat isfilled with kapok and may be used as a life preserver.

d. LIFE RAFT.-A Type AN-R-2A one-man life raftmay be used in place of a seat cushion when using a back-type pack parachute.

28 RESTRICTED


Section YOPERATIONAL EQUIPMENT

Section VParagraph 1

1. GUNNERY EQUIPMENT.a. GENERAL.

(1) DESCRIPTION.-Either of two gun installationsmay be used: a maximum load of three fixed .sa-caliber gunsin each wing, or an alternate load of two guns in each wing.The maximum load includes 390 rounds of ammunition foreach inboard gun and 260 rounds for each center and out-board gun. When the alternate installation is used, the centerguns are removed, and 490 rounds of ammunition are pro-vided for each outboard gun. A K-14A or K-14B computinggun sight is installed on the instrument shroud, with a reticlediameter control incorporated in the throttle twist grip.

CAUTIONKeep' gun sight in operation at all times when en-gine is running to prevent damage to gyro.

Spare gun sight lamps are in a panel to the right of theeleerric switch panel. A Type B-6 gun and bomb controlswitch assembly is installed in the control stick grip. A TypeN-6 G.S.A.P. camera is located in the leading edge of the left-wing panel. To prevent damage to the camera lens duringtake-off and landing, a spring-loaded door is installed over thegun camera cutout. This door is automatically opened whenthe gear retracts.

(2) OPERATION.(a) On missions requiring gun heat, turn "ON" gun

heater switch immediately after starting engine.(b) Turn gun and camera safety switch to "CAM-

ERA AND SIGHT." On K-14A gun sight, turn gyro motor"ON-OFF" switch on selector-dimmer control to "ON." Onthe K-14B gun sight, the "ON-OFF" switch has been elimi-nated and the gyro motOr is turned on when the battery dis-connect switch is moved to "ON."

(c) Move selector switch on selector dimmer con-trol to "GYRO" or "FIXED & GYRO."

(d) Rotate dimmer rheostat until desired reticle bril-liance is obtained.

(e) On combat missions, turn gun and camera safetyswitch to "GUNS, CAMERA, AND SIGHT" as soon as the air-plane is safely off the ground.

(f) Fire guns by squeezing trigger on control stickgrip. When camera only is desired, turn gun safety switch to"CAMERA AND SIGHT" and squeeze trigger.

NoteWhen the battery switch is on, the heaters in thecamera will function automatically at low tempera-ture.

(g) Before landing, make sure that the gun andcamera safery switch is at "CAMERA & SIGHT" and the gunheater switch is "OFF."

b. K-14A OR K-14B COMPUTING GUN SIGHT.

(I) DESCRIPTION.-The K-14A or K-14B sight com-putes the correer lead angle at ranges of from 200 to 800yards. The sight contains twO optical systems, fixed and gyro.The fixed optical system 'projeers on the reflector glass a crosssurrounded by a 70-mil ring. The 70-mil ring can be blankedout by means of the lever on the left of the sight. Normallyblanked out,_ the ring is used only in case of mechanicalfailure of the gyro, or for ground strafing. The gyro opticalsystem projeers on the reflector glass a pattern of six dia-monds surrounding a central dot. The size of the patternis varied by changing the setting of the span scale lever onthe face of the sight and by rotating the throttle control twistgrip. The seleeror-dimmer control panel is located on thecockpit floor directly below the engine control quadrant.

(2) TESTING THE GUN SIGHT.(a) While on the ground, m ve- gun and camera

safery switch to "CAMERA AND SIGHT." On K-14A gun sight,turn gyro motor "ON-OFF" switch on selectOr-dimmer con-trol to "ON"; on K-14B gun sight, make sure battery-discon-nect switch is "ON." Rotate dimmer rheostat until desiredreticle brilliance is obtained.

(b) Set selector to "FIXED AND GYRO." Both the fixedand gyro reticles will appear on the reflector. The circle of the

BOMB RELEASE SWITCHTRIGGER TE SIOADJUSTM ENT SCREW

Figure 20-Gun and' Bomb Control Switches

RESTRICTED 29

Section VParagraphs 1-3

RESTRICTEDAN 01-60JF1

NoteFiring order of rockets, alternately from left wingto right wing, in train, is as follows:

(4) To fire rockets one at a time, turn rocket releasecontrol switch to "SINGLE" and press bomb release buttonon control stick, once for each rocket.

(5) To fire all rockets in train, turn control switch to"AUTO" and press bomb release button for approximatelyone second.

(1) TRAIN RELEASE OPERATION.(a) Place arming switches in desired position.(b) Place bomb-rocket selector switch on "TRAIN."(c) Press bomb release switch button momentarily to

release bomb on left rack.(d) Press bomb release button again to release bomb

on right bomb rack.(e) Move bomb arming switch to "OFF," bomb-

rocket selector switch to "OFF."

3. BOMBING EQUIPMENT.a. GENERAL.-A removable bomb rack is installed on

the underside of each wing panel. Each rack will hold one100, 300, 500, or WOO-pound bomb, or one 100 to 500-pound fragmentation or incendiary cluster. Depth ch

2RESTRICTEDAN 01-60JF-l

Section V

I RADIO CONTROL PANEL 7 AN/ARC-3 RADIO POWER SUPPLY 13 AN/APS -13 ANTENNA CABLE2 TH ROTTLE SWITCH 8 SCR- 695-A RADIO SET 14 AN/APS-13 ANTENNA ARRAY3 AN/ARC-3 CONTROL BOX 9 AN/ARC-3 RADIO SET 15 HEADSET AND MICROPHONE4 RADIO RANGE RECEIVER 10 AN/APS-13 RADIO SET CORDS5 INERTIA SWITCH SCR-695 II RADIO RANGE RECEIVER ANTE NNA 16 10 -421APS-13 TAIL WARNING6 AN/APS-13 RADIO SIGNAL BELL 12 AN/ARC-3 ANTENNA MAST INDICATOR LAMP 126-.71-1128

Figure 2 J-Radio Installation Complete-Early AirplanesRESTRICTED 31

Section VParagraphs 3-4


(2) SIMULTANEOUS RELEASE OPERATION.(a) Place bomb arming switches in desired position.(b) Place bomb-rocket selector switch on "ALL."(c) Press bomb release switch; both bombs will re-

lease.(d) Move bomb arming switches to "OFF," bomb-

rocket selector switch to "OFF."c. MECHANICAL RELEASE.-Two handles at the left

side of the instrument panel provide mechanical release ofbombs or drop tanks from the bomb rack. Pulling one handlewill release one bomb or tank. Pulling both handles simul-taneously will jettison the bomb load and obtain simultane-ous bomb rele~se. Bombs can be dropped safe or armed byplacing arming switches in the desired position before pull-ing salvo handles.

d. OPERATION OF CHEMICAL TANKS.-Lift thearming switches to chemical "LEFT" or "RIGHT" or both; thenpress bomb release button on control stick until smoke ap-pears.

CAUTION"ARM" position of arming switches must not beused at any time when chemical tanks are installed.

WARNINGBe sure that the bomb-rocket selector switch isin the "OFF" position to ensure that the chemicaltanks will not be jettisoned when the bomb releasebutton is pressed.

4. COMMUNICATION EQUIPMENT.a. GENERAL.-The communication equipment consists

of the following: an ANIARC3 command radio, an SCR-695-A identification set, an ANIAPS-13 tail warning radio,and a BCI206-A, B, or C range receiver. On late airplanes,an ANIARA-8 homing adapter is used in conjunction withthe ANIARC3 set. Additional equipment includes a sig-nal pistol (early airplanes) and recognition lights.

b. COMMAND SET ANIARC3.(1) DESCRIPTION.-This equipment provides re-

mote operation on eight frequency channels for plane-to-plane and plane-to-ground communication. A control box islocated on the radio control panel at the right side of thecockpit with eight red channel-selector buttons on the boxdesignated by letters "A" through "H."

(2) OPERATION.(a) Push anyone of the eight channel-selector but-

tons on the control box

Date post:	11-Nov-2015
Category:	Documents
Upload:	scribdadiddly
View:	40 times
Download:	10 times

P-51H Pilots Flight Operating Instructions

Documents