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IF-S10-l
(Formerly AN Ol-60JE-l)
T. O. No. IF-51D-l
Ai'i"'lldl
'I)
"\ ( )PER:\.1"1;\(; DATA
A I ph;lb("lIlJi Indo .
119
T. O. No. I F-51 D-l
.\\..h.ill,L: ,I I)"�' ,It ,In l'nCIII\, unh. " '-1.\ Illlllh .)1 ,I gamble as m ak in g a pass wilh rhe dice dr Las
\'''g,I.', if \(1U d()n t h.IW ..· \ our airpLtnc. You call't ,'hallgc thl' lldds in a d i ce game, but you clln in·
n,',I'" \(lUI' (Ill<l, lit nl < lki ng ,I 'UI'(I" S!U! t.lIlk kill. Your kno w ledge and superior equipment will
I'lit till ",Id\ ill �()ur lan1r, pr{)\idnl you rcad ahout and understand the capabilities of your air-
1'1.(IIl' ,I' l,r"'oI'IlI'd i ll vllur night Ibndbook. Thc\e first pag es will let you know where you can
lind 1111\ Infurl1l,ltiOIl in your handbook. Learn lU k no w your air plan e by sraning right here, for
lhi� h,wJhook is the only technically accurate and consta ntly currene source of F-SID operating data.
The information in thi> handbook is based on engineeri ng ,Ind fl i ght test experience of the Air
FUrll' ,llId the manufacturer. as well as the service e xp erie m: e of the using c ommands. North Ameri
'.Ill ,hi;llion and the Air Force ha ve ca re f u lly considered your handbook requirements and have
cooperatcd to pre pa re this handbook in a co m p let el y new sl)'le that definitely marks the old -I T,O,
IlhSUi<-tl'. Thesl' !Il'w Iype handhO'Jks [Jot only are mure attracrive, but arc easier to read and e a si er to
.1,(:. You'll nutl' Ihat full usc is made of illustrations to highlight descripti on s and specific pr oc e
durL'�, The HIght handhooks for al! ;tirplanes have not been prepare d 10 rhe new specification, but
th e new h()()k� Ian re,ldily he i de nt i fi ed by the cover. T he old �t yle book has a small, reCtangular
photo of thl' airplane l'entered on the cover; the new handbook has a full page cover ill ustration .
This hanJbook was pre pared solely for your b enefit , 1IId you as the pilot of an F-SID s hou ld
make sure you have a copy for your OWII pe rson a l use, Air Force Regulation 5·13 specific ally pro
vidl's that each pil o t (e '/Juse attllched to aT) administrative base) is entitled to his own copy
of the F lig ht Handbook for his a ir pl an e, Don't let a n yon e tell you otherv.'ise.
Once you have your handbook, take time to read and study it co m plet e ly to gain an over-all
knowle dge of t he ai rp la ne , and ke ep it handy for a r deren ce guide.
The T eL' hnica l Order distribution �ystern works surprisingly well if you do your parr. In thi�
respect , it's importan t that you order y ou r required q ua ntity of handbooks as soon as possible,
instead of waiting until the need arises, An car)y orJer pnmit s {he Air Force to pri nt en oug h boks
to co \' c r your requirements, If you delay your order, sufficient ( opi es may not have been orig inally
pr i nted . �() it may take a l ong ti m e to fulfill your request.
To unde rsta nd the Te chn ical Order sys te m, rcad Tedmical O rd er 0] .5-2, which e xp l ains in just
J few p,lges how easy it is to set the s yste m in o per atio n. Actuall y. ali that's required is f or you to
list the quantity y ou need on the Publiciltiom Requirements Table ('1:0_ 00-3·1), and all subsequent
revisions. r eissu es and supple ments will be au tomatic ally forwarded to you in the same qu antities.
(Since the prepar at i on and distribution of handbook revision material takes time, the Air Force
issues s u p p le menta ry T.O.'s 10 re£len changes made to airpla nes in service,) Check with your Ba�e
Supply Officer; he k no ws about th e system, as it is hi s job to fulfill T.O. requests.
The Air F or ce now issues Safety of Flight S u p pleme nt s to make sure you get the latest informa
t i o n on c rit ic al o perational changes in a hurry . The�e sup ple me nt s use the same basic T.O. nu mber
a, y ou r Flight Handbook , except for th e addition of a su ffix let ter. Su ppleme nts covering loss of life
will gl't to you within �H hou rs after being issued; those dealing with serious damage to equi p m ent
will rl',lch you in () Jays. If \'0l1 have ord er ed your Flight Handbook on the Publicat ions R equ i remen ts
Tahft-, you n el'd do absol\!tely nothing to get these su pplements-they'll come to you a ut o ma t i c a lly .
ii
T. O. No. H-S10-1
An\ lfllllllll'fiiS �Oll h;l\l' rl) � ; lrd ill g this halldhook, �u.l!;gc,tions for futllre h(j()ks, or <{lI'"'itio[)s
()Il ;IIIY pli"'" III till' I'light ILindl")I)k progralll ;Irl' irl\'itl,d and ,hfluld he ;]ddrl'ssed to thl' \Vright
Air Ikn'll>lHlll'llt ( l'lItcr, \\'rigill-P,lttl'r'lln Air lorl'l' lIa,se, 1),IytllO, Ohio, Attn: \X'CSOF,
This h a l l d hook is eli\ ilkd illt() nine seuiom, ;In appl'ndix, and all inde x ;IS follows:
Sl'l ii()11 l. DISC.HII'TIO;\,'-a detaill'd dl'scr i pt i () n of thl- ai rpl ane <lIld thl' l'qllipllll'tl{ and "ysll'fllS
(indllding ;tll ('11 Il'fgC fll'}' l'lillipml' nt not p;lrt of thl' au xil i a ry l'quipml'flti which arc l".,wnri;ll
for flight.
Scuion Ill. E,\lI R(;Ei\iCY PROC F DI iRES -LOlHisl' pfIln'dllrL" t() he followed in lllL'l'ting ,II1Y l'llll'r
gel1L)' (l'XC!'!'t th o,e of al\xiliar�' l'q u i pm l ' [ )t i that Lllldt! rea,o[);.hly lH' l' x pcct ed ,
Sl'(( ion I V, DFSUU PTION A:\Ii) OPF H ATION OF Al :X lI,l t\ H Y LQL I p;vn::\'T-dc,criptiom and
nor ma l ;tnd l'lIll'fgenc)' op era t ing imtructions for all equiprne!lr nor e,sl'ntial for flying thl: air-
1'1;I!H'. , s
l'l llll pml'nc.
"il:nion V, OPFR.ATIN(; L1MITATIO:\lS-all a irpL lncs ancJ enginl' opl'r;.ting Iilllitarion... tiLl! n!l!'[
hl' oh \L' f \ 'L' d during oper:lIion,
SL'rrion VI. 1'1.1(;11'1' C1'IAHACTLI{ISTICS-;t di�cllssi()n LIt Hight lhar;trrLTi�ril's, the ad\';]nragl'ol(';
;]� wl'1I as rhl' da ngerou s , that arc pec l J ii ;l r to rhe air l'LlIll' as ba�cd on exrcn�ivl' flight tl'sts,
Scl'tilln VII, SYSTr�lS OPfRATIO;\;-a SlJpplL-nH:ntary d i�lm " i ( )n Ilf spl'l'i�tI charaCfl'risrics and
f:tnors imoh'l'd ill o p era rint; �(lInl'llf rhl' airplane S\Stl'f1)S undc-r variolls conditions,
Seniofl VIII, CHE\\, DUTIES-olllit[l'd ;1\ not �Ipplicablc for a single-plan' airplanl',
Apl'l'ndix, OPERATING DATA--all I lpc r ; l t ing dara ch;]rts for efficient preflight and in- fligh t
rni�sion I'Ltnning, Take-off and l and i ng c h a rt s fo r \ ' ;'lT i ol !s gr()�� \\'('igh" are aho I!llluded,
Alphabl'lirallnd,'x-a cO lll pl cr l' listing of marl'ri.d in thi, handho()k, including itll!,rf:ltioll�, arr .• ngcd
for l'ase in rderence,
II.
Section I T. O. No. IF-51 D-l
F-51D
Figure 1-1
iv
T. O. No. If.51D-l Section I
•• • · _
\'
I.
'",
""
-- _ '"
A I RPLANE. ARMAMENT.
The F-1 I n , huill b y :'-i orth Arm'rican A v iat ion , is a The airplane is ,HOled w i th six forward firing .50-cali
ber rnachin(' guns, three mounted in each wing, anu is
-
sing l c p L.tc e , low-wing JlJonoplane powered by a
ca p;lble of carryi ng bomhs, r oc ket� , or chemical tanks
Packard buill Rolb Roycc cngine. A l though designeJ
as ex rern;d load.
pr ima r i l y as a fight.:r a irplane , it may be equipped to
Ll rr y bombs, ch e m ica l [,Inks, or rockets. Provision is
abn malIL' to ,dlo\\' installation of e x terna l drop tank.$
E NG I N E.
to i n crea se opnating range . T he a i r p lan e is eqnipped
with �ix .1()-c,dil)L·r machine guns as s[;lndard equip . l
The air p b l c is powered w i th a Packard built Ro lls
r.lent. Armor platt· is installe d in the cockpit area for Royee V-l(»)()-:I, -7 or -<)A serie s engine rateu at lil)O
hor� ep() wer (Miiitary Power) anu has a two stage, (WO
l'[Ot.:(( ion of the pilot during combat.
speed �lIpcr('harger. The 12-e ylinder, liquid cooled ell
'
gine dr i \ Cs a fOlir-hLlJeJ constant s peed propeller and
i� equ ip pe u with an injection-typc carburetor and an
AIRPLANE DIMENSIONS.
;lll(()ll1atic manifold pressure r egula to r . An aneroid
ThL' following dirll.:miol1S 'lpply to l :
the a i rpb le ;ll'tuared �witch automatically cuntrols the supcrehargcr
'
blowCf 'pt:t d s hift .
\\' ing �pan . r7 fect
. n
l c gt h 52 fect 2 i nehcs
n
Ileight ( 1 hr ee poi t attitude> 15 feet H inches ENGINE CONTROLS.
TIIROTll.l:_
AIRPLANE GROSS WEIGHT. The throttle (U, fig u re 1 4), loca tt d on the left longeron ' ,
i� mec han ic a lly l ink ed to the manifold pressure regu
Th.: flornLd grms w ei gh t of the airplane wit h no ex o
lator. The throttle i nc or p ra tes a gate [ ha c allows a
ternal loau is app rox i ma t ely 900() pounds. The gros.� max imum of 61 in. Hg manifold pressure up [0 cr i t ical
\\l:ig h t can be a� h ig h as l2,.WO pounds when externa l altitude. \\'ht:n the throttle is moved past the gaCf!,
armament anu fuel are c arr ied. hreaking the light l oc kin g w ire , a manifold pressure of
Section I T. O. No. If-51D-l
f 51
..
fUel CAPACITY INTERNAL CAPACITY INTERNAL CAPACITY 180 GAL RIGHT AND
US. GAUONS 24 5 G At. T W O 1 S 260 G AL T W O 7S L EFT W I N G T A N K S
GAL DROP TANKS OR GAL DROP TANKS OR ONLY
TWO 110 GAL D R OP TWO 110 GAL D R OP
TANKS TANKS O R TWO 1 6 5
GAL DROP TANKS
ARMOR fiRE WAll AND BACK FIRE WALL AND BACK fiRE WALL A N D AR
O f S E A T A R M O R. o F S E A T A R M 0 R, M OR GLASS. WIND
WINDSHielD WINDSHIELD SHielD
ANTI G ANTI-G SUIT CONNEC ANTI-G SUIT CONNEC NO ANTI G SUIT CON
TION TION NECTION
1-2
2
BATTERY (EARLY AIRPLANES)
IQ'
." FIXED TAIL WHEel
;;
c:
-
�
DATA CASE UI
C
I
-
OXYGEN BOTTLES
GUN CAMERA
IIrt
;
It!
o
w
l07-00-\ODA �
Section I T. O. No. IF-S1D-l
11. Propeller and Mixture Conbol Friction Lock 25. Wing Flap Handle
109-00-1476
Figure J-4
4
T. O. No. IF-S1D-l Section I
1 5. Circuit Brecken
4. Recognition Light Keying Switch (Disconnected}
109-00-1471
Figure 1-5
5
Section I T. O. No. IF-SID-l
1 . K-14 Gun Sight Gyro Seleclor 17. E n g i ne Gage Unit 30. fuel Tank Selector Hand le
Switch 18. Accelerometer (Radio Composs
31. Fuel Shutoff lever
2. K -14 Gun Sight Dimmer Rheostat on Some Airplanes)
3. Airspeed Indicator 19. Oxygen Preuure Gage l2. Ignition Switch
4. Fluorescent Light 20. Oxygen low- pressure Warning 33. Warning Horn Silencer 8uHon
5. Remote reading Compan Indicator light
6. Directional Gyro 21. Engine Primer (Early Airplanes) 34. Fuel Boster Pump Switch
35. L a ndi ng Gear Warn i ng lig hh
7. Clock 22. Oil Dilution Switch
8. Rate-of Climb Indicator 23. Starter Switch
9. Flight Ind icator 36. 80mb Release Selector Switch
24. Supercharge, Hig h- bl o w e,
10. Suction Gage
Warning lig ht 37. Bomb arming Switches
11. Manifold Pressure Gage
25. Gun Sight Rheostat I N-9) 38. Parking Brake Handle
12. Coolant Temperature Gagll'
26. Fai,ing Door Emergency Release
13. Fluore scent Lig ht
Handle 39. Turn-and-Bank Indicato,
14. Oxygen Flo w Blillker
15. Tachometer 27. Hydraulic Pressure Gage 40. Altimeter
28. Cockpit light Rheostat
16. Carburetor Air Temperature
41. Londing Gear War nin g Signal
Gage 29. Supercharger Control Switch
Te�t Switch
109-00-1475
figure 1-6
6
T. O. No.1 F-Sl 0-1 Section I
!\lIXTURf CONTROL.
Figure 1 7
The mi xt L lr c (ontrDl �hllldJ ;dway, IX' in the LA IUlLRLTOI{ IIOT-AIR CO:'-JTROI. U\TR.:
ff)f I (I TOn- positil)fl when the en g i ne i� not
fuel from e[Hcring the
In ;lddnillll to :he LIIll .Lir c ontrol le\er, a Llfhufetuf
runnIng. prevent
h'H air COlltfol levef (21, figure 1 1) i� trJ'.t,tIled
to
carhuretor. Uti
CCIl[ tll till' C.lfhllfct()r Llm ;Iif [O(llfO! le\ef . has two
CARBURETOR AIR. po\itll)Il', :'.()H'I,t\1. owd HOT AfH. \Vhcll the hOLlir co n
Cold outside ram a i r to the carhuretor enll-r� a Jun ill trol !t:\L'r j� 1'llslIiol1l'd at �()H\UI, cold �Iif entefs t he
thc nml: just hel,)\\' the propd !t: r spinnl'r. (Sce figures c.lfhuretor. !\t." ,ng thl' hllt<lif u)ntfol le\er ((l HOT ,'II{
.
1 ') anJ I· 10.) A door ;l ! the f"rward end 0/ the duer can ()pell� till' hot olir dllor .Inti (Wflll)t .. W.lflll olir to elltef
he dO'icd ml'chanically from the cod, pit to force tht: air till' (,lrhllretof Olif duct Ii thc f.ll1hlir (ulltrlll It.:\Tf is
10 cflIer throu gh a pcrforatt:d side p l nel (olnd lilter)
pmi:iutleJ at
Oil
,
tor air duct. The lever has two positions, RA!I AIR and
lJ NRA M!I ED Fll TEREIl AIR. \Vhen t h e ram-air control
lever is moved
to the RAM AIR pos i ti o n the ram-air door
7
Section I T. O. No. IF-SID-1
SUCTION D O O R S I
(AUT O M ATICA L LY '-
/' ,
ADM IT E N GINE /'
COMPARTMENT AIR)?
t1 -�
.'
---
CLOG GED ICIN G
CONTROl LEVEl AT .ItM A••
ICLOGGED All INLET) E M E R G E NCY O P E R ATI O N I �l -OO-14h2
Figure '-9
ENGINE COOLING SYSTEM. An engine-driven Airflow through the dual radiator is controlled by an
pu mp pressurizes the engine cooling sy�tem (figure electric aClU3tor wh ic h is mech an i ca ll y conneCled to
8
T. O. No. IF·S1D·) Section I
COLO-AIR CONTROL AT
R AM-A I R OPERATION TO
CARBURETOR "
PERFORATED
- DOO R S
HOT-AIR CONTROL AT
HOIMIU
CONTROL AT
UHItAMMED '"TERED A'"
UNR AMMED F I LTERED-AIR OPERATION
COlO-AIR CONTROL AT
UNRAMMED 'UTERED AI"
UNRAMMED FI LTERED-AIR A ND HOT-A I R OPERATION
. t '.
DOORS
HOT-AIR CONTROl AT
NOT
CONTROL AT
UHltAMMID '''TIltED AI.
figure J·JO
9
Section I T. O. No. If-SID-I
EHGlN£
NT
HlADfR f"HI(
..ml
COOLER
TANK
Figure I-I'
10
T. O. N o . I F- S I D - l Section I
N o te
r h l' l e f r � i d e of ( h I' (ock p i t ; m t a ft " f c hl' t h ro t t ll' q u a d i, r d c- r e I l Cl'" t o c a r h u rl' w r el l t ra n cc' a i r p res·
a n a n e r o i d operaced s w i c c h ven ced co the carburelOr i s p rov ided o n t he front s w i t c h p a ne l beside t h e super
i n c a ke pr es s u rl' , The a nero id s w i (('h changes [he blower c h a rge r control switch [0 i nd i c a te w hen the s u per
s pee d from l o w to h ig h at the a l t i t ude for beS t per c h a rger is i n h ig h h lower. O n l a t e a i r p l anes. t h e l ig h t i�
11
Section I T. O. No. I F-S I D-1
Figure 1 1 3
I G N IT I O N SYSTEM. P R I M E R S Y STEM .
Two cngi ne J r i �'en h i g h t en s i o n magne tos, mOlln leJ The l'leu r ica l l \, e n c rg i L l'd p r i m i l lg s y s t e m .L:e ls i t s i l l c l
on the e n g i n e , s u pp l y s pa r k for comhu st i o n anJ art: f m m t h e eng i ne·d r i \ c n f u d p u m p and con s i s t , o f a
grou nJeJ w h e n the ign i l i on system is i n opera t i ve. Bo t h pr i m e r . a so l l: n o i d \ a h l' . a lI1olllefl [ ' l r y - o n sw i t c h . a n d
H A N D O P I: R A T F D P R I :>'f F R ,
Note
Be S l i fe p r i m e r i s r e t ll r n ed to lucked pOS l l 1lJn
after p r i m i ng,
for stDPpinl engi"e. boos ter co i l i n tens i fies the s park of t he r ight m'lgnelo.
which fires the i n take spark plug of each c y l i n Jer.
12
T. O. No. 1 F-S1D- l Section I
; e n g i nes, a S i m mond's a u to
Cfca,c
12.5
eng i ne d u r i ng sta r t i ng , Thc a d v a n t a g e of t h e all tol1l a t i{
co n t ro l u n i t i n c o m ta n t l y m a i n ta i n i n g a se lel'lc d nlil n i O i l i o r e n g i n e l u b r i c a t i o n i .. s u p p l i e d from a l : S,
fo l J p n:ssu re. more t han compensates for t h e d i ffi c u l t y g a l l on tank. ( Sce fig u re 1 - 1 1 .) Lubrica t i on is accom
loa-oo- un
13
Section I T. O. No. I F-S 1 D-l
fa i l . an a bno r m a l read ing w i l l show on the oil tempera an aft CG cond i t ion beyond l im i ts ; t h e refore. the fuse
t u re gage and the s w i tch may be moved to e i ther t he lage fue l tank is placarded for 65 US. gal lons maximum
OPEN or CLOSE pos i t ion as needed. L i m i t swi tches stop and should never be fi l led above this quant ity. See
(he act u ator w hen fu l l open or c l osed po s i t i on is figure 1 - 1 6 for fuel quantity data and figure 1 -2 5 for fuel
reach<:d. grade and s pec i fi ca t ion . Each o f the main fuel tanks has
its own g ra v i ty - f ed submerged-type booster p u m p re
cei v i ng power f rom the elect rical sys tem o f the a i rplane.
These pumps supplement (he engine-dri ..'en fuel pump
and w i l l hand le the fu el needs o f the eng i ne a t all a l t i
tudes i f the eng i ne-dr i ven fuel pump fails. I f the booster
p u m ps fa i l . the e ng i n e -d r i ven fuel pump w i l l supply
fuel only up to app rox i m at ely 8500 feet. To prevent
wing heaviness. fue l should be used a l ternately from
the w i ng r a n ks. T here are p ro v i s i o n s beneath each w i ng
for carr y ing e i t her two 7 5 gal lon or twO l I O-ga l lon
9 7. 7
d rop tanks.
90 . 4 92.7 S.O
Figure J - J 6 feet.
14
T. O. No. I F-S 1 D- l Section I
fUEl
-',
ON O�
PRISSUIf
GAGE
' Oil DILUTION PRIM£II
SWITCH Of SWITCH-
tl
TO ENGINE Off
OIL SUPPLY
liNE
..
OK MUTION 'IIMU
SOUHOID
TO ENGINE
50L1N0ID M.ANI'OtDS
,
FIIOM VACUUM FIIOM VACUUM
rUM'
1
PUMP
1
ENOlHI·
" CARBURETOR DRIVEN
PUMI'
SHUlOff
BOOSTER VALVE
PUMP
SWIrCH
VISUAL VISUAL
PUMP GAGE G A GE PUMP
LEn RIGHT
TANK TANK
'letd
VISUAL
G A GE
FUSElAGE PUMP
TANK
SYSTEM
_ fUEl
VA� RETURN
'LEer.ICAl
MECHANICAL
1 09-00- 1 4 7 '.
Figure J · 1 7
15
L
D R O P PA B l E F � :: ,-
pump operation on these airplanes. I n the event of en
g i ne -d ri ven pump fai lure , p l aci n g the swiech i n the
TA N K S R E L E A S E D
E M ERG. position causes tbe boos ter p umps to i ncrease
B Y LSING B O M B SALVO
their speed, thereby i n c r eas i ng pressure and en s u r i n g
fuel fl o w to the c a r b u re to r .
f L LL QUANTITY GAGES.
F U E L S Y S T E M C O N T R O L S A N D I N D ICATORS.
II.
c y c l e , 2(,· y o l r a l t er n a t i n g c u r ren t for operation of the
R. U l .\1 l\,\l' I > H O P TA N K , a n d l. H . C O M B AT DROP TA � K .
T h e h ' l n d ll', is m ec h a n i ca l l y con nected to t he f u e l se lec
co m pass. The i n "'c r r e r receives i ts
t o r y ,t l n' i n t h e l e f t w iled w e l l . A s w i tch i ncorpo r a t ed i n
remot e read i ng
t h e h( )os t e r p u m p s w i t ch a n d w i l l
d i ,co n m'(( s w i t c h is ON.
5[01[[ r he noos[er
p u m p i n t il e t a n k seIl'rtl·d, pn)\ ided the f u e l hOOS I e r
p u m p sw i t c h i s O N . Uoo, ter p u m p s i n fuel t a nks nOI
au u ,t l l }' � l I p p l y i n g fuel arc ;t u!O!lI.l ( i c a l l y shur off.
SWITCH PANEl AND C I RC U IT BREAK ERS.
* F-S 1 D-S-NA and F-S 1 D-S -NT Airplanes See fig u r e 1 · 1 <J .
16
T. O. No. IF-5 1 D- ' Section I
_ PltOT HlAU.
_ LANDING LIGHT
LH flU OlESCfNT
{
IAnDY· UGHT
SWITCH
PISCONNfCT
R H FlUORESCENT UGHT
LH COCK'" UGHT
UGK1'
{
INIIA·AlIClAfT SHJNAl
IH COCKPIT UGHT
OfNOl ATOR
UCOGNtnON LIGHT
GENEUTOR.
--c
COOLANT nMP INDlCATOIt
DISCONNECT
SWITCH GUN Hums
{
IOCKlTS
lOM IS
C A MEIA
GUNS
-t
- LANDING 0£AJt WAINING
SUPEICHARGEIl CONTIOl
-
OIL DlLUIlON
UECTIICAL rtlMEI
- OIL SCOOP
- COOLANT SCOOP
_ . ..010 EQUIP,
E�
_ STARnl
-- IEMOtl:-
INDICAtiNG
COMPASS
INVElTEIt
POWER D BUTION
CIRCUIT IUAKUI
109-00-1 484
Figure 1 - 1 9
17
Section I T. O. N o . I F- S 1 0 - l
AUt
GAGl
!'OR
ACCUMULA TOR
UNLOAOING
AHI) Rll.lfJ.
IIAlvt
lANotHG
GfAI HAND!.!
WING
Fl.AP
5EL�rOR
VALVE
/
I
�� SYSTEM
_ SYSTEM P'RESSUIE
SYSTEM RfTIJftN
All! I'JI£SSUIlE
.,&NT liNE
CHE�I( VALVf�
M�CHANI CAl
>/ UP
109-00-1485
Figure 1 -20
l8
T. O. No. I F- S l [). l Section. I
19
Secti on I T. O. No. I F-S I D- l
W I N G FLA PS.
The wing flaps arc hyd ra u l i ca l l y act uated, and t[<lvel
is con t r o l l ed hy a h a nd l e in the cockp i t_ The wing flaps
have a rota l dow nward travel ot" 47 degrees. The w i ng
fl a ps sh o u l d he fu l l up d u r i ng tax i i ng because o f t h e
m i n i m u m ground cIe<lrance afforded. There is no emer
gency mc.:ans of lower i ng t h e flaps if the hydra u l ic
s y s t e m fa i ls . However, i f m a l fun ction is due to fa i l u re
of the en g i ne dr iven h yd ra u l ic p u mp and a l l other
u n i ts are s t i l l intact, the hydraulic accu mu lator has
Figure r -22. Rudder Pedal Ad;ustment enou g h pressure to lower the flaps fu i ly, provided the
hydra u l ic press ure gag e s hows a t l eas t 800 psi .
RUDDER PE D A L ADJUSTMENT LEVER.
foot and s h if t i ng the pe d a l to the desi red position. Re left side of the cock pit, a f t of the co nsole . The h<lndle
h as s i x posi t ions : t;p, 1 0 " , TA KE OFF 20° , 30° , 40° , and
leasing the p ed a l adj us t me nt lever locks t he pe da l i n
5 0 ° . There is a de re o t at e ac h of the marked posi ( i o n s.,
t h e new p os i t i on _ (See fi g u r e 1 -22. ) Be sure both pe da ls
and the flaps hydraul ica l l y move to t h at ind icated a n gle.
are a d j u s ted equa l l y .
The maximum <l n gl e of fl aps pe r m i t t ed is go ve r n ed by
the a i rspeed. ( R efer to Sec ti on V.)
T R I M TA B CONTROLS .
the TH arrow causes a ta il-heavy cond ition. t he f a i r i n g doors and gear is p ro v i de d . Yawing the air
p la ne may be necessary co force the gear i nto a locked
RUDDER TRIM TAB CONTROL KNOB. T h e rud p os i t i o n dur i n g emergency lowe r i ng.
der t r i m tab control k nob ( 20, figure 1-4) is located
h o r i zo n t a l l y on the left console and is marked "R" and
"L" w i t h i n d i c a t i ng arrows. A geared pointe r i n d i c a t es LAN DING GEAR SYSTEM CONT RO LS.
t h e number of degrees the trim tab is moved. Dual LANDING GEAR HANDLE.
cables connect t he control knob with the cable d rum
A l a n d i ng gear h a n dl e ( 1 6, fi g ure 1 -4 ) , l oc a te d on t h e
and act u a t i ng sc r ew . A re ve rse boost action of the trim
left side of t h e c ock p i t j us t forward o f t h e seat, has two
t ab i s obtai ned by a l i n k age which c auses the r udd er posi t i ons : U P and DN_ The gea r handle positions the
tri m tab to move s l ig h t ly in the same direct ion as the land ing gear se l ec to r valve through a mechanical l ink
r udder, m a k i n g it necessary to i ncrease rudder pedal age_ The handle is spring-l oaded i n to a detent i n its
p ressure to obta i n a n inc re a se in yaw. q u a d r a nt and m us t be pulled inboard to be moved from
20
T. O. No. 1 F-S1D-l Section I
3
fi c i e n t c l ea ra nce i n t h e w h eel we l l s preve nts
On e:l r l y a i r p L t nes, green l i g h t off , red l ig h t on,
d a m a g e from revol v i ng w ht:e 1 s .
h o rn nn, w he n gea r a re u p a n d locked a n d t h ro t t l e is
r(, t a rded helow m i n i m u m c r u i s i ng powe r .
i . O n l a t e a i r p l a nes, g reen l ig h t o fT, f e d l i g h t o n ,
h u r n o n , w h c n g e a r a rc i n a n y pos i t i on ot h e r than dow n I N STRUME NTS.
:lnt! l oc k ed a n d t h rot t le i s ret:l rded be l ow m i n i m u m The i n s t r u me n t s arc c l ass i fi e d i n to t h r e e groups : fl i g h t ,
Ull i s i n g power. eng; n e , a n d m iscel laneo u s . A ye l l o w l i ne on t h e p a ne l
). G n.:e n l ig h t o n , red l ig h t o ff , when gear a rc d o \,,: n s e p a rates t h e fl i gh t i n s t r u me n ts fcom the o th e r i ns t r u
a nd l(lc ked ,l n d t h rottle a n d doors a r e i n a n y pos i t i o n . m e n t. , . S u c t i o n f o r t h e d i rec t i o n a l g y ro , g y r o h o r i z o n ,
a nd t u rn - a n d - b a n k i n d icatOr i s s u p p l ied b y a n e n g i nc
L A N DI NG G E A R W A R N I NG HORN. d r i v en vacu u m p u m p . S t a t i c p rcss u re for ( h e a l t i me ter,
A l a nd i n g gear w : l r n i n g horn is l oca ted between (he a i r s pee d i n d i c a t o r , a nd rate of cl i m b i n d i c a t o r i s ta ke n
fll�cJage s k i n a n d a r mo r p;.lte o n t h e l e f t s i d e o f t h e t h ro u g h a s t a t i c plate lIlou nted o n each side o f t h e fuse
a i r p l a ne. ThL' h o r n sounds w h e n t h e gea r are n o t down l age J USt fo r w a r d of the s ta h i l i zer. P i tCH pre s su re is
a n d locked and t h e t h r o t t l e is retarded b e l o w m i n i m u m s u p p l i e d t h ro ug h a p i w t h e a d located b enea t h the r i g h t
c r u i s i ng power. A h o r n c u tout bu tton 0 3 , figure 1 - 6 ) w i ng . A re mot c i n d ica t i ng m a g n e t i c c om p a ss i s in
i s located on t he front s w i t c h pa nel . The w a r n i ng horn s t a l l e d . M isce l laneous i nstr uments co ns is t of a hydra u l i c
nits o u t w he n the b u t to n is pus hed , and the ci rcu i t p ress u rc g a ge , a n a m meter, and ,I clock. T h e a i r p la n e
resets i ts e l f w h e n the t h rottle i s pushed forward aga i n is not e q u i pped with a stand-by m a g n et ic com p ass.
21
Section I T. O. No. 1 F-S1 D- l
EMERGENCY EQUIPMENT. fore and aft on tracks built on to the fuselage. An ex
ternal flush button on tbe right side of tbe fuselage
may be depresed to permit manually slidi ng tbe canopy
SIGNAL PISTOL. aft for ent rance to the airplane. An emergency release
h and l e ( operabl e from inside or outside) is p rovided .
A Type M-8 pyrotechnic pistol (2, figure 1-4) is stowed
in a canvas holster s t rapped to the pistol cartridge
stowa ge bag at the left side of the p i lot's seat.
CANOPY CONTROLS AND INDICATORS.
CANOPY HANDCRANK.
FI RST-A ID KIT.
CANOPY.
The can o py is a one p iece plastic unit wit h a metal
frame. The t:ano py is ba ndcrank-operated and sl ides Figure 1 -23
22
T. O. No. I F-S 1 D- 1 Sect ion I
CANOPY H ANDCRANK
EMERGENCY HANDLE
UNSAFE INDICATOR
W
-=-
Figure 1-24
If excessi v e force is used in sec uring the can On some of the l a tel' a i rp l a nes, a two pos i t ion ( locked
opy before take off, it may be necessary to
and u n locked ) s hou lder harness lock handle ( 2 1 , figure
crank the canopy back enough to re l i e ve t h e
l � ) is located on the l e ft side of the p i lo fs seat. A latch
pressu re agai nst the wi nds h i eld before the
is p r ov id ed for posi t ively reta i n i n g t he handle at e i ther
emergency release w i l l be e ffec t i v e .
pos i l i o n of the quadrant. \V hen the to p o f t h e h a n d l e
The emergency re lease handle i s also o perable from is p res se d d o w n , the l a tch is r e l e as e d a nd the handle
the o u t s i d e o f t h e a i r p l an e to perm i t ground perso nne l ma y then be moved freely from one pos i t ion to another.
to open t he canopy i n an emergency. When t h e handle is in t h e U N I.OCKED posi t ion, t he reel
harness cable w i l l extend to a l low the pilot to lean for
CANO P Y UNSA F E I N DICATORS.
ward in the cockp i t ; however, t he reel h a r ness cable
I f the canopy emergency release handle or the canopy a u t O m a t i c a l l y locks w hen an impact force o f 2 to 3 G
truck locks arc nOt proper! y lucked and the canopy is i� enCOUnle reJ . �/ h e n t he reel is a u tOmat ica l l y locked
u n safe for fl i g h t, a red n u t w i l l be v is i ble t h rough a in this manner, it remai ns locked u n t i l the hand le is
c u tOllt on each of t he two canopy trucks al t he forward moved W lOCKE!) and t h e n re t u r ned to the U N LOCK ED
end o f the ca nopy frame. posi t ion. Rapid ly p u l l i ng the sh o u l d er harness by hand
w i l l not check the au tomati c locking feature o f the
i nertia rcel. Whe n t h e handle is i n the LOCKED position,
cu s h ion may be used as a l i fe preserver. Shoulder s t raps to lean back enough to re l i eve the tension on the lock.
and a safety be lt are a ttached to the seat and secured The refore, if the harness is locked wh i le the p i lo t is
by a qu ick re lease safety buckle. l e a n i n g back hard aga i n s t the seat, he may not be able
23
Section I T. 0. No. 1 F-51 .,.1
SPECIFICATI O NS
GlADE
100/1 .
-6OI2, GlADE
1 1 0011 120
HYDlAUUC RUID
MIL-O-56
COOlANT-MlL-f.559,
TYPE C Ot D
10�-OO - 1 480
Figure 1 -25
AUXILIARY EQUIPMENT.
Information perta ining co the description and opera·
tion of the folJowing auxiliary equipment is included
in Section IV; h ea t i ng and ventilating, defrosting.
communication, lighting, oxygen, anti-G suit, and
armament (guns, bombs, rocke ts and sight).
,
24
T. O. No. I F-51 D-l Section II
t �l\ 4
,
25
Section II T. O. No. I F-5 1 1). 1
.
Ente, airplane on left side.
CAUTI O N :
'd 'teppin'S on unsu pported
:,::, of fillat or wing flaps.
. '
If canopy dose d , reach over wind-
IS
shield and depress release button below
windshield frame,, t hen slide canopy open.
N OTE:
.
After can apy IS k
O P.,
e n suHiciently to
,
reach inSide cae �I ,
u se hondc,onk
to run canopy f u l y ope n ,
I 09 - 00 · 1 �08
Figure 2- r
26
7'
.011; Duri ng this pr eflig ht inspection, '"
check entire airplane for wr i nkles, c
-
•
loose rivets, denb, and loole access
do .
Storting at the cockpit, make the following
checks . . . .
O COCK PIT:
Ignition and battery-disconnect .swi tc h e s OFF.
Ch ec k Form 1 for status of a i rp la n e a n d servicing.
•
• • l a n d i n g l i ght. • Pitot tube cover reln')ved. ·
Wing tip and position light.
o ENGINE
Verify that a irpla n e has been serviced with Wh ee ls chocked. •
e
Fuel tank level, co p s c u, e . Fuel t a n k level, c a p secure. • Pos ition light .
•
W hee l well for leaks, gear o5sembly, downlocks, Drop tank level, cap s ec u re. 0 LEfT
• •
• • FUSELAGE:
strut inflation approximately 3-7/ 1 6 i nches. Wing l e a d i ng edge for condition, g u n Fuel c:ap secure.
Tire fOf' infl a tion , wear, and slippage. Static-pressure vents unobstructed.
• •
• bay doors secure. •
l09-00-1 �07 =
Section I I T. O. N o . 1 �5 1 D-l
BEFORE EXTERIO R INSPECTION. 12. Throttle one inch open (in STAR-r position on late
airplanes).
Check Form 1 for engineering status and make sure air
pla n e has been proper l y serviced. If at a s trange field, 1 3. Mixt u re coorfol at IDLE CUTOFF.
check cool ing system before flight. Before removing 14. Propel ler control full INCREASE.
coo l an t cap, let cool for at least one hour. See figure 1-25 1 5 . F r iction locks on throttle quadrant adjusted for
for complete servic i ng data. Pr i{) r to the exterior in
friction.
spection, make the following safety checks :
16. Gu n sight gyro motor swi tch ON (K·14A o nly> _
1. La n d ing gear handle DN.
1 7 . Gun sight gyro selector switch a t FIXED.
2. Battery-d isconnect switch OFF.
l B. Parking brakes set.
3. I g n i tion switch Off. 19. Supercharger control switch AUTO.
4. G u n safety swi tc h OFF. 20. Clock set.
5. Bomb arming switch OFF. 2 1 . Gyro instruments uncaged_
6. Rocket release sw i tch OFf. 22. A l ti meter set to field e levat ion
.
7. Bomb-rocket selec tor sw i tch SAFE. 23. Note mani fold pressure readi ng (field barometric
pressure) for subsequent use dur i ng prefli ght engine
check.
28
T. O. No. I F-S 1 D- l Sec:tion I I
Use of battery power is consi de r ed an emer U . Check oil pressure. I f i t is not at SO psi w it h i n
gency measure. 30 seconds after engine s r arts, s top engine a n d i nvesti·
gate.
S. Check t h ro t t l e open approximately on e inch ( t 5 00
J 4. Move battery-d isconnect switch to ON after d is
rpm) . (To START pos i t ion o n l a te airplanes.)
connec t i ng external power sou rce.
For all gro u nd ope rat ion. oil and coolant flaps
1. Fuel system check-rotate fuel tank selector handle
shou ld be ful ly o pe ned to prevent overheat ing. and check fuel pressure for proper op erating range of
each tank. Fuel booster p u m p switch must be ON
7. Check t ha t propeller is clear. ( E MUG-. on early air planes ) . If d rop tanks are installed,
8. H old starter switch at ON. check fuel Bow from each . Position fuel tank selector
9. Ignition swi t ch to BOTH after lUX blades have ha nd le at M A I N TA N K L. H . for take-off.
passed .
2. R ad ia w r air outlet flaps-move (Oolant flap and
oil rad ia t or air co n tro l s w i tches to OPEN a nd CLOSE posi.
tions and have outside observer ver i fy their o pe ratio n .
Hold switches at O P E N umil rad iator a i r ou tl et flaps are
fully open; then release swi tches to OFF.
Keep hand on ignition switch rea d y for emer
.
3. Check oil, coolant, and fuel gages for proper in
gency s h uto ff in case of r u naway engine. (In
d icatioos. Place superchatger co ntr ol switch at
case o f a runaway engine, the ai rp la ne must
AUTO.
be t ied down for tbe next ) 4. Ig niti on system check-at 700 rpm, turn ig n iti o n
s wi t ch
OFF mome n tarily If engine does not cease firing
10. Fuel boter pump sw itch to ON (NORMAL on completely, sbut down engine and warn a l l per so n nel
early airplanes ) .
to keep c l ear of propeller.
1 1 . Prime e ngi ne o n early airplanes three- or four
strokes when cold, one stroke whe n hot. On la te air
planes, primer switch ON 3 or 4 seconds when cold, one
second w h e n hot .
12. W hen engine starts, move mixture control to
NORMAL and release primer switch as engine smooths Per form this check as rapidly as possible, to
out. Do not jockey throttle. If engine does not start a fter prevent severe back fi re w h en ignitio n switch
turning several revolutions, continue pti ming. is retu rned to BOTH.
29
Section 11 T. O. No. I F-S 1 D- 1I
charger co ntro l switch at HIGH ; there sho u l d be at least 3. Taxi w it h stick s l ightly aft of n e ut ral to p rev e n t
a 50 rpm drop. Return supercharger control switch to excess ive loads on ta i l wheel and to lock tail wheel. I n
A UTO. t h e locked posit ion, the t a i l wheel may b e t ur n ed 6 de
8. Delead ing s par k plugs-should prolon ged grou nd grees ri g ht or left w i th the rudder pedals. For sharp
operati o n be necessary, s uc h as for checking engine rums, p us h st ick s li g ht l y forward of neutral p o s i t io n
cond i t i o n o r perform ing n umerous p r efl i gh t checks, to allow full-swiveling ac t ion of ta i l wheel.
run engine a t 61 in. H g manifold pressure and 3000 rpm
4. Use brakes as little as possible, to prevent over
for one co n t i n uous m i nute p r i o r to take-off.
heat i ng.
ea�
Do not exceed lf in. HI dllrinl lrtJllnd l'tlll
up 'fitltout lIaflinl tail tied down, lJettruse
of tile /XJssilJility of airplane nosinl over.
GROUND TESTS.
30
T. O. No. I F-S 1 0- l Section I I
BEFORE TAKE.OFF.
PREFLIGHT A I R P L A N E C HECK.
I . Primary Co ntro ls :
Check surface controls for f r ee movement.
3. Fuel System :
Check fuel tank selector handle on M A I N TA N K
I.. H . Be slI re selector i s i n derent. ( Refer to Sec
t i o n V I l for i nstructions concern i ng fuel sc
quence d ur i n g fl i g h t . )
F u e l booster pump switch at O N ( E M ERG. on
early a i r p l a n es ) .
P r i me r s w itch O F F ( locked o n ear l y a i rp lanes ) .
.. .
4 . Flaps:
Flaps set for take-off (up for n or ma l take-off) .
5 . Tri m : ,
T r i m tabs set for t:1ke off :
.3.
f U S E L A G E TANK F U SUAGI T A N K
o TO 2S GAL F U LL (6S G A L) I g n i t i o n system check-at 2 500 rpm, w i t h prope l ler
Rudder 6 deg R 6 deg R i n fu l l I N C R E A S E, move ign i t io n s w i tc h from BOTH to I.,
E levator 0 deg 2 to 4 deg back to BOTH, t h e n ro R , and hack to BOTH. Let e ngine
nose-heavy speed stab i l ize at BOTH he tw e e n checks. A m a x i m u m
A i leron 0 deg O deg d rop o f 1 00 r p m i s a l lowable for t h e right magneto a n d
1 2 0 rpm d rop f o r the l e f t magneto. I f r p m d ro p is more
Ch eck all c i rc u i r breakers t n.
l
a l ow a b l e, w i l l have
6.
than spark p l ugs to be J e l eaded.
7. Check t h a t cockpit enclosure is locked and that ( Re fe r to E ng i n e G ro u nd Operation i n t h is sec t i o n . )
2 . Power check-advance t hrottle to obta i n 2 300 rpm. lever only i f req u i red . )
this rpm, t h e man i fo l d pressure should read Yz i n .
AIR
At
Hg less t h a n field barometric pressure w i t h in ± Yz in.
Hg.
Note
A n t ic ipate longer taho-off r u n i f H O T A I R posi
Manifold pressure in excess o f field barometric tioo is used.
pressure i n d icates that the engine is not pro
ducing max i m um power and s hou ld b e 8. Check m i x t u re control at NORMAL.
checked. 9. Check supercharger con trol sw i tc h a t A U TO.
31
Section I I T . O. N o . I F· 5 1 D·l
1 0. O i l and coolant rad i a tor a i r control switches at 1 1. I f it is necessary to wa i t long before take-off, re
TAKE-Off.
P l a n y o u r take off accor d i ng (0 the fo l l owing var i a b les
a ffect i ng t a ke off t ec h n ique : gross we i g h t , w i nd, o u t s ide
air tempe r a t u r e , type o f runway, a n d height a n d d i s
tance of t h e nearest obstacles. See figure A-<'\ for req u i red
take off d is t a nces.
N ORMAL T A K E - O FF.
limits a nd/or
to co m p l e te take off if cond i t i o ns perm i t . T h rott l i ng
I f coolant tem p erature exceeds back tends to decrease t h e i n tensity o f detonation or
t h e coolant rel ief valve pops off, the e ngi n e preign i t io n and m i n i m i zes the cha nccs o f c ng i ne f a i l u r e .
must be immediately s h u t down and inspected I f t h i s cond i t ion occurs on t a k e off, t h e s p a r k p l ugs
for coolant leaks. m us t be cha nged before the n e x t fl ig h t .
MI N I M U M - R UN 7aie-�
( CLEAN CONFtGURATtON � 1 0, 00 L8 GR OSS W EIGHT )
32
T_ 0_ No_ 1 F·S 1 D· 1 Section I I
5 . D o n o t attempt t o l i ft ta i l too son, as this in and l ight location is essential. The following additional
creases torque action. Pushing t he stick forwa rd unlocks checks are recom mended for n i ght take-off :
the ta i l w hee l ,
best take-off procedure is
thereby making steering djfficult. The
to hold the tail d own unti l
1. Turn cockpit lights low.
N IGHT TAKE-OFF_
FLAPS UP GRADUALLY.
DEFINITEl Y AIR-BOR N E.
l(){j-O O - l o W
33
Section I I T. O . No. I F-5 1 D�1
CLIMB. LANDING.
and fu el cons u m p t ion. t h e edge of the field at 1 2 0 m p h . Use a con r i n uollS back
p ress ure on the stick to obta i n a t a i l l o w a t t i t u d e for
ac t u a l ro Cl c h do w n . Beca u se of the wid(' la n d i n g gl.'<lr
and lockl.'d t a i l w h e e l , l a n d i ng ro l l c h a ra c t e r i s t ics a re
FLIGHT CHA RACTER ISTICS.
exce l le n t on ( h is a i r p l a ne. M i n i m i ze u s e of brak e'i d u r
R c fn to Sec t ion VI for a l l d a t a o n fl i g h t c ha ra c te r i s t i c s . ing g fo u nd ro l l . A ( com p l e ( i u n f l f l a n d i n g ro l l . d e a r
n:nway as so()n a s poss i b l e . Reler to S l.' c t i o n I I I for i n
forma t i on re g,lrd i n g e m er g enc y la n d i n g s .
Rder to S ec t i on V I { f o r i n f o r m a t i o n on sy,(ems up C R O S S - W I N D LA N D I N G .
eration. I n <ll'com p l i s h i n g it crfJ�s \\" i n d l a n d i ng . ma i n Li i n , I ll
a i rspeed s l i g h t l y h i g h n l h ,m f o r a n o r m a l < l p p rl l . l c h .
L i ( h l.' r m l: ( ile s l i p Il lu l w d h I 1 ( ) " c r i n ,L: (ill.' l i P " i n t !
DESC E N T . w i n g o r tr.l h i n t o ( h e w i n d t() , d i g l l tl i g h ! 1' ; 1 [ 1 1 \1 i!h
r l l l l \\, ; l y . A l i g n < l i r p l i l n e \\ i [ il furl l"-I ) " <I t t l J I I C i l d " "- ' 1
Uefore uesc e n r , t u r n w i n u s h i c l d d e f roster cOll t ru l k n l ! b
, I f ld Il l a l ll ! <l i n d i rl ' u i ( J n « ) l l l r , ; ! ,,· i r ll r l l d d l' f . i\ l i n i ll1 i /l'
0 :>; . Desce n t m a y he ca r r i ed o u r a t a n y s;l f e s pee d d u w n l " (' of h r a k e., d l l r i n g Lt n < i i ll g f u l l . A ., > ( J O [ l .1\ IH:Il C i l ' l l .
to t h e relum men ded m ar g i n o f a bo u t 2 'i percent a b ove c il.' a r t h e f U l l "' ; I )' : t n d S I U p .
� t ,t 1 I J 1 l g :; pcc d . \V i t h the l a n d i n g gC'lr and fl a ps u p , t h e
g l i d e i � f a i r l y f b t w i t h t h e nose very h i g h . F o r w a ru
v i s i h i l l t y i s poor i n t h i s cond i t i o n , a n d i n r r a tl i c are'I'. H E A V Y - W E I G H T LA N D I N G .
a s e r i e s o f m i l d "S" t u r m should be e m p l o yed to p rl'
I t < t h e ; l \- Y \\l.' l g h [ Li lld l £l g i s t t l hl.' 'I ( [ e m p r l.' d . l l L l i n t ,l l n
vel! ( poss i h k co l l i s l ( ) f l . Lo w e r i n g e i t h e r t he H a p., o r
a n « i [ , pecd d p p r o x i rn,l t v l ) 2() mph O' L' r n o r l1 l < l l " 1 '
l a n d i n g gear. o r bo t h , gre;1 l l y i n creases t h e g l i d i n g
p r ( ) . lL i I , pe e d . I ' ( ) w e r s ho u l d h l" m e d i f a fLi t ; l P I ' [ ( ) d l h
,I n g k a nd die r a te of desce n t .
is ll L H k I ' L t rc O t l ! ' fll l H ) [ h l � ; I l l J red uce pU\I L r C l n [ i l
[ o u c h d o w n is e f fec t e d , <t i l '.! t hen c u t " I I power (Orll
34
AND LAN DING PROCEDURE
LANDING OEAII HANOLl •• 1El0W 1 70 MPH lAS.
W".IIIIIO
DO NOT CH.. NGE OUR I'OSInON UNTIL
CYCLI IS COMl'LETlO AS OUR MAY GfT
OUT OF PtO"1I SfOU£NCf.
9
-
FLAPS fUlL DOWN AT ALTITUDE Of AT LlAST
40 FlIT (IElOW 1 65 MPH lAS ) .
RARE OUT
2. OI'IN OIL FLAP AND COOLANT FLAP 4. TRIM TAilS "."'.AI 6. loom. PUM' SWITCH 01"
-
-
Section II T. O. No . I F-5 1 D- l
. ' ....,..
109-00-1512
posible, to
3 . La nding gear ha nd le UP.
Perform this check as rapidly as
is returned to BOTH.
ground .
3.
up but a decrease of rpm ind icates too lean a m i x t ure.
O i l and coolant radiator air control switches at
O P E N . Release swi tches to OFF w h en flaps are fully open.
E xcessively rich or lean m ixtures i ncrease cylinder head
Note
POSTfLIGHT ENG I N E C HEC K. M a n i fold pressure in excess of field baro
A fter t h e last flight of t h e day, make t h e following metric pressure i "l d ica tes that e ng i ne is not
checks : producing ma x i w ' I m power and should be
checked.
Note
36
T. O. No. I F-S 1 D-l Section II
. .. ...
101-00-1Ul
2. Advance throttle to 1 5 00 rpm and run until tem d isconnect switch ON.
peratures stabilize to prevent hot spots.
3. M i x ture control to IDLE CUTOFF.
BEFORE LEAVING AIRPLANE.
1. Have wheels chocked ; tben release brakes.
2. Controls locked.
4. Ignition switch
5. Fuel shutoff lever
OFF af ter engine
OFf.
stops firing. Use upper
is ,
bole in control stick when airplane
to be towed so tbat tail-wheel will be free
to swivel.
6. Fairing door emerg.fncy release handle pulled out
and down. (When fairing doors are open, landing gear 3. Carburetor ram-air control lever at UNIlAMMEJ)
handle is mechanically l ocked in the DN position.) FI LTERED AIR.
31
Section II T. O. No. I f.5 1 D- l
31
T. O. No . I F-5 1 D· ) Section III
Engine fa i l u res fall into two main catagories : those The chances of e ng i ne failure d ur i ng take-off can be
occ u r in g instantly, and t h ose giv i ng amp le war ning. gre atl y r€:duced if the engine is run up care fu lly and
The i ns ta n t failure is rare and usually occurs on ly i f checked thoroughly beforehand. If engine failure
leaves
oc
ignition o r fuel fl o w completely fails. Most engine c urs during take-off run before the airplane the
indication thaI he may expect a fa ilure. An e x tre me l y 1 . Close throttle com ple tely.
rough-ru n n ing engine, loss of o i l pressure, excessive quick stop.
2. Apply brakes as necessary to effect a
coola n t temperature under normal flight cond i tions, loss 3. If doubt exists as to whether airplane can be
of man ifold pressure, and fluctuating rpm are indica brought to a safe stop on runway, ig nitio n sw i tch OFf
tions that a failure may oc cur. When i n d i ca t io ns point and f uel shutoff lever OFF.
to a n engine failure, the p i lot s h ould land immediately.
4. If insufficient runway remains for a sa fe stop or
obstacles cannot be a vo ided , jettison external load and
move landing gear handle UP.
S . Roll canopy back
E N G I N E AIR RESTART.
pull canopy emerge ncy re
fl igh t
or
If the engine fails in and you have sufficient a lti lease handle.
tude, you may attempt a restarc, provided the engine 6. S hou l de r harness locked.
7. After stopping get out of a i rpl a ne soon pos
d id not fai l for obvious mechanical reasons. Unless the
sary, the s ta r ter may be used to turn the engine over. Move mixture control to R ICH if engine begins to fail.
A l l u nnecessary electrical equ i pme nt should be turned I f engine fails comp l et ely immediately after take-off
off before the starter is used. Use nor ma l starting pro ( figure 3- 1 ) , 3£t q u ickly follows :
1.
as
cedure after checking fuel tank selector handle on Lower nose at once, that airspeed does not drop
sta l l i ng speed.
so
39
Sedfon III T. O. No. I F·5 1 D-l
bombs.
.,*llIst wiHSI HI." ''''".«1 ". 1 1 . After landing, get out of a irplane quickly
"' iI �
as as
LA N D
STR A I G H T
AH E A D
109-00- 1 5 1 9
Figure 3- J
T. O. I F·5 1 D- l Section III
Bed
No.
35,00
30.00 >
�
�
-;
c
o
25, 00
I
m
20,00 ..
m
m
-4
1 5, 00
1 0,00
5,00
STATUlt MlW
You will gl_ CIfItM'OxintClfely 1 4.5 .taMe milM for .. 50 .. of � "" "y hoW", 1 75 .. -__wincI COftCfitn.
figure 3-2
ENGINE FA I LU R E DURING FLIGHT. j ud gment . Lowec flaps fully w he n propel" land ing i s
ensured.
8. Land i n to w ind, c hang i ng direction on l y
If t he engi ne begins to fail d uri ng fl ight, immediately
move t he mixture control to RICH. If tbe e ng i ne fails
as neces·
above stalling
speed. MAXIMUM GLIDE.
2. If ex te r na l tanks or bombs are installed, release Maximum glide d istance in event of a dead e ng i ne may
them over an uncongested area. by pulling bomb-tank be attai ned
by g l id i ng at an a i rspe of 1 7 5 mph with
sa l vo levers. geac and flaps up. If cond i t io ns permit, p ropel le r con
3. Turn OFF fu el shutoff lever. Battery-disconnect tcol should be p laced i n full DECJlEASE in o rde r to reduce
sw i tc h OFF, except when electrical power is desired for drag as much as poss ib le and to minimize windmilling.
l ights or radio. (See figure 3-2.)
are sufficient to properly plan an approach, landing Forced land ing can be si mulated with the propel ler
gear han d le DN. If landing under any other co ndit i on , control in full I N CREASE to s im u late the drag of a dead
keep gear up; you stand less cha n ce of inj ury by making engine. A l though op timum glide may be obtained with
a beUy landing. gear a nd flaps up, 1 0 degrees of flaps may be used to
7. W i ng flap lever approximately "300 ," sav i ng last permit be t ter visibi l ity over tbe nose of tbe airplane
20 degrees of flap to overcome possible m istakes in without too seriously affecting the glide.
41
FOR MAXIMUM GUDE, HOLD SPEED 0' 175
I
-
-
-
MPH WITH GEAR AND FLAPS UP.
DROP EXTERNAL
STORES.
WAaNINe
LEA'It LANDING GEAR UP UNUSS
LANDING ON A PREPARED RUNWAY.
SWITCH ""
WAaNINe
LOWER HEAD, RELEASE TEN
-
z:
SION ON CANOPY WITH
HANDCRANK IF NECESSARY.
�
-
VARY GUDE BY POSITIONING
FLAPS AS NECESSARY. -
..
Failure of the governor to operate properly may result If fire develops during scartin g , keep cranking engine
i n a runaway propeller. A runaway propeller goes to in an attempt to blow fire out. If fire still persists :
full low pitch and may result in an engine rpm of 3600
1. Throttle CLOSED.
or more_ When such a failure occurs, the only method
of reducing rpm i s to pull tbe throttle back and decrease 2. Mix ture control IDLE CUTOFF.
airspeed. In doing this, it is highly important to reduce 3. Fuel shutoff lever OFF.
the l A S to approximately 1 40 mph in order to obtain 4. Battery-disconnect swiKh OFF.
the maximum horsepower available. The following
S . Leave airplane as quickly as possible and signal
procedure is recommended:
ground crew to use portable fire-extinguishing system.
1 . Pull rhrotde back to obtain 3240 rpm.
2. Raise nose of airplane to lose speed, and theD re
t u cn to leve l- flight attitude. Keep lAS at apprOlcimatcly
E N G I N E FIRE AFTER START I N G .
1 40 mph.
3. When over l an d i ng area, lower gear and make I f fire develops after starting, it w i l l probably develop
approach at normal landing speed. in carburetor area. Keep engine running for a short
period, but if fire persists, follow procedure in preced.
ing paragraph.
FUSELAGE FIRE.
WING FI RE.
43
Section I I I T. O. No. I F-5 1 D-J
short occurs.
Note
LANDING EMERGENCIES.
Closing a c i rcu i t breaker that has opened I n
fl ig h t sh ou ld be a t te m p ted o n l y i n case o f
emergency, a n d then o n l y w i t h ful l k n owledge BELLY LAN D ING.
involved a nd a fter
be l l y la nd ing is i ndi
of t he potential haza rds
I f an emergency a r ises where a
careful evaluation of the advantages a nd the
cated, p roceed as follow s :
1 . Pull bo m b ta nk salvo l e v er s to r e le a s e external
di sadvan tages.
-
meoc.
6. M a ke n o r m a l f l a re o u t a n d h o l d a i r p l a n e o f f
SMOKE ELIMI NATION .
ground a s long a s poss i ble.
Should smoke or fumes e n te r the cockpit, proceed as
7 . A fter land i n g , get out o f a i rplane as soon as pos
fo l lows :
1 . Red uce a i rspeed i m media tely in pre p aration for
s i b le.
EMERGENCY ENTRANCE.
An external ca nop y emergency release ha nd l e (figure
3-4) is located forward of the windshield bow on the
upper right-hand longeron. Pulling the handle hard
enough to break the light safety wi re inside the cock
pit releases the canopy so that it may be removed ftum
figure 3.. the cockpit.
T. O. No. IF-51 D-1
• . . . .
waRNINO
AIRPLA N E WILL SINK
IN APPROXI MATELY
2 SEC.
-
� �,
:,) .
1 0 9 - 0 0 - 1 490
Figure 3-5
ai rplane comes to re
tem is suspected. immediately cbange fuel tank selector
handle. If condition pers ists proceed as follows:
.
45
Section III T. O. No. 1 F·5 1 0-1
1 D R O P SEAT, A N D L O W E R HEAD AS
FAR AS POSSIBLE.
AND HEADSET, AND THEN RAISE SEAT NOTE: RIGHT SIDE I S R ECOM MENDED BECAUSE T H E SLIP
TO TOPMOST ELEVATION. STREAM WILL HELP YOU CLEAR THE AIRPLANE. THE
4
WING WILL T H E N PASS YOUR BODY, OR IT WILL BE
C R O U C H AS SHO W N AND DIVE TO POSSIBLE TO SLIDE OFF THE WING WITHOUT STRIKING
W A R D RIGHT W I N G TIP. THE TAil.
109-00 - 1 469
WA RNI NG MINIMIZE DANGER OF BEING STRUCK
BY AIRPlANE.
Figure 3�
2 . Reduce alti tude to below 8500 feet. (Engine-drivell tery shorted ci rcuit is indicated. Under these cir
fuel p u m p alone will su p p l y fuel up to this altitude.)
or a
3. I f eng ine s t i l l cuts out after tanks are dropped, tu rn the battery.disconnect sw i tch OFF, and check the
( 1 500 rpm) by use of the primer. 1. If ammeter reading goes down to normal, it indio
cates a low battery. In this case, turD battery-di.sconnect
switch ON again, checking, however, to se that am
ElECTRICAL POWER SYSTEM FAILURE. meter reading goes down a.s battery builds up itS charge.
When a conslant read ing of more t ha o 75 amperes is 2. If reading is still high and you are on tbe ground,
shown on t he ammeter, either a very low-charged bat- return to ramp.
46
T. O. No. I F-S 1 0- 1 Section III
3. I f short cannot be found , turn off all electrical hand-pump. If the engine-driven hydraulic pump fails
circuits, i ncluding battery-disconnect and generator and the rest of the system is intact, enough pressure will
disconnect switches. Use electrical system ooly when be supplied by the accumulator to lower faps fuHy,
necessary, such as for checking and adj usting coolant provided the pressure gage sbows at least 800 psi. The
tempera tures. landing gear can be mechanically released from the up
4. Land at nearest available facil ity. posit ion in case of hydraulic failure.
2. If e l ectr ica l system f a i ls to operate, generator is ing a land ing or rake-off run, the landing gear control
inoperative. handle should be moved to the UP position . The main
gear will retract as long as the airplane is i n motion_
Main gear will not retract when the airplane is not in
motion, eveo thoug h the gear h a ndle is placed in tbe
UP posicion, as the hydraulic pressure does not have
sufficient power to retract the landiog gear while the
a i rp lane is stationary.
In ctlse ()I genertltf)r Itli/ure, ctlre must je If l anding gear handle requires excessive pres
taken tf) cfJ/Iserve remtlininl enerlY ()r sure to operate, do not force it into DN posi
btlttery. tion, but release hydraulic pressure by pulling
fairing door emergency release handle and
then place land ing gear handle in DN pos ition_
3 . Turn ON battery-disconnect sw i tch . Use battery
power only when it is necessary to adj ust coolant shut
ters or any other necessary electrical equipment.
CANOPY EMERGENCY OPERATION.
4. Land at nearest available faci lity.
An emergency canopy release handle is located on the
upper right longeron aft of the instrument panel. The
handle is safetied with light-gage safety wire to pre
HYDRAULIC POWER SYSTEM FAILURE.
vent accidental operation. In emergency , jettison the
Hydraul i c power system fai lure will affect the opera
ca nopy as follows :
t ion of the land ing gear and wing flaps_ No provision
is m ade in the ai rplane for a pilot-actuated hydraulic 1 . Lower seat as far as poss ible.
41
Section III T. O. No. I f.5 1 1). 1
2. D uck head
handle.
and pull em e rge ncy canopy release
.
maintain fl ight altitude. If overtemperature persists.
land as soon as posib l e
.
Be sure to lower the seat and to duck your I f conditions are favorable for a dead-stick
head to avoid being hit by the c a no py. land i ng and overtemperature persists, con
sider the possibility of shutting d own tbe eo
Note gine pr i or to la nding
J f excessive force was use d to secure canopy I f the h igh coo la nt temperature is not caused by actu
before take-off, it may be n ecessa ry to crank the ator fa i l ure, an undesirable cool ing condition may
cano py back to relieve pressure aga ins t the result fro m use of the coola nt flap emergency release
w i n d s h i e l d befo r e e m e r g e nc y r el e a s e i s handle. To prevent excessive cooling, hold coolant radi
effective. ator air control switch in CLOSE position for app roxi
mately 20 seconds after using the e me rge ncy release.
This ensures t h a t the flap is not extended beyond 7
-
DROP TANK EMERGENCY RELEASE. i n c hes if the e l ect r i ca l actuator is functioning at a ll .
Then move switch to OFF for rema inde r of fl ight.
To re l ea se bombs or d ro ppa b le fuel tanks mechanically
in an emergency, pull o ut both bomb and d rop tank After the coolant flap e merge nc y release han d le is used,
.
emergency release handles. lo w power engine o pe ra t ion should be avoided to pre
ven t the coolant te mpe ratu re from going below tbe
m i n im ll m a l lo wabl e as a result of the grea te r flap open
EJl
If the engine overheats i n flight ( i nd icated by cool a n t
relief valve pop-o/I, max imum coolant t em pera ture be
ing exceeded, or wh ite smoke com i ng from exhaust
. ·
stacks ) , move coolant ra d ia t o r air control s w it c h to
OPEN a nd bold. If, after app ro x i mate l y 20 to 30 seconds, Use the em ergen cy release w ith d iscretion.
the temperature still remains high, failure of tbe cool High coolant temperatu res may be the resule
ant flap actuator is i n di ca ted Release coolant radiator of h igh power setti ngs, l ow a lti tud e B ight, en
air control sw i tch and pull coolant flap emergency gine malfunction, or a broken ind icator, rather
release handle. Reduce power to minimum necessary to tha n aCtuator failure.
48
T. O. No. I F-5 1 D-l Section IV
� E CT IO\
IV
COLD- A I R CONT H O L H A � D L F ,
DEFROSTING S YSTEM.
The hot air for w i ndshidd defro � [ i n g i s obt a i ned from
the same port aft o f the coo l i n g raJ ia w r as the ( ock p i (
war m a i r, T h e w i ndsh ield de frost a i r flows through a
49
Section IV T. O. No. I F-S 1 0- l
figure 4-2
so
T. O. N o . I F-5 1 D- l Section IV
.
DESI G- ' . ' LO C ATI O N OF
T Y PE USE R ANGE·
NATION C O NT R OLS
AN/ARC-3
T WO-WAY 3 0 MI A T 1 000 fT, RIGHT SIDE
C OMMAND Ot Of COCKPIT
COMMUNICATION 1 3 5 MI AT 1 0,00 FT
5CR- 5 2 2A
'-,
\ SCR-695A
RIGHT SIDE
IFF I D E NTIFICATION LINE OF SIGHT
OF COCKPIT
OR
AN/APX-6
100.-71-907
Fig u re 4 3
the I F F set is not ins tal led . However, i f ei th er the fuse OPE RATION Of SC R - 5 2 2 A COM M A ND RADIO
lage fuel tank has been removed or the battery has been
Note
moved fo rw a rd of the fire wall, the IFF eq u i p me n t ma y
The "T-R- R E M . " switch is lockwi red In the
be instal led. For antenna i ns ta l l a tions, see fI g ure 4 - 5 .
REM pos i t ion.
th a t operates on t he 1 00 t o 156 mc band. The control w a rm up. A d j us t headset volume with volume co n t ro l
box is j ust aft of t he right switch p anel in th e cockpit. on junction box, and monitor station to be contacted.
A microphone button is located on the t h ron le lev er. On airplanes eq u i pped w i th a re mo te contaCtoT, check
On some airp lanes, a. re mo te contactOr is installed on op eration with switch in OVT and IN posi t io n s . Press
the left side of the instru men t panel. The COntaCior thro t t le m icrophone bu r t on and s pea k in a a l cone.
no r m
switches the transmitter from tht' "A," "B," or " C" ba nd To receive, release pressure on microp hone button.
to the "0" band for 1 4 seconds of e very minute. The
Note
pointer on the face of the contactor indicates when the
switching action takes place. No rma l l y, the clock swi tch I ndica tor l a mp bri ll iance is controlled by the
0 0 the contacror shou l d not be t ouc h ed in fl igh t; it is set dimmer mask lever on the <:ontrol box. The
on the ground by the service crew. lamps behind the four green jewels ind i.cate
51
Section IV T. O. No. 1 F-5 1 0-1
Fjgure 4-4
the channel in opera tion. The lamp behind the OPERATION O F A N / A R e-: � COMMAND RADIO.
white jewel opposite the "T-R-REM." switch
To operate the ANI ARC-3 command rad io, proceed as
glows when the equipment is in the receive
fol lows :
condition.
the control box is located on the radio co n t ro l panel a t 3 . Ad j ust volume with volume co ntrol knob, located
t h e right s ide o f cockpir. T h e set provides two-way c om d i rectly above control box .
mu nication from airplane to airplane or from airplane
to g r o u n d within frequency range of 100 to 1 56 mega
4. T o transmit, press m i crophone bu tton o n t h ro t t le
cycles. E i g h t preset channels are provided, and the set use miHopho ne
a
control and .
52
T. O. N o . I F-S 1 D - l Section I V
t u ned to an v f r e q u e n c y . If t h i s h a r rens. t h e
eq u i p m e n t must h e fead j u s ted i n o rd er co oper
A l l cm pt i ng sclen a n o t h e r l: h a rH l c l w h i l e
Do ! l o t at te mpt t o sclect a not h c r c h :lI1 n e- 1 u n t i l
a l c. to
n i s m i s m o t o r d r i v e n , a n d , o nCl' a s c l ec t o r h u t
to r i is p n:sscJ . I he I l i n i n g rT1ech: m i s m i s sct in
a r r;m g e m e n t is L·s t ah l i s h e- d . pe r m i t t i n g t he o n f rcllul'n c i e s het w e c n (l. I S> a r"i n . ') " m e and i s p ri
ri I y u�l'd f o r r t' c e p t i ,') [1 of her r('po r ts. hl'; I C O l l
d r i v c C1 Iec h a n i.� m a n d d r i ve m o to r t o � t ; ! r t a n
m;l wt::tt
T h i s rece i v C [
o t h e r t u n i n g C y c l e when a n o t h L'r r : t n g e , e l e c t ( ) r
s i g n a b. and a i rport c o m m u n ications. rs
1 ') 5 - U
b u t to n i s p ressed . I f , howevl'l', t u n i ng cycle
O P E R A T I ON 0 1 ; B C R A NG E R E C f: I V F I{ .
a
5 . R o t a t e I d r selector s w i t c h
c o m p l e t i o n o f t h t: t un i ng cy c l e . T h e c o n r ro l
a n o th e r
to :\ O !l i\L\ l. ( ·SE.
i tc h
m a y t h e n be t u ned t h ro u g h cycle t o a
. 1 . H O L l i e r i g h t selecto r S I G :-: A L �
d i fferc n l frequcncy. I f t h e sct i� t u rned o ff l1y
sw to MIX AND
t he o ff h u r t o n , d o not a t te m p t
CO :\1 .\1 A N I).
to t u rn it on
OR ANiARN-7
C()MP.A�< LOO P '
A N / A R N- 6 "
COMPASS SENSE
ANTENNA·
:� , .�
SCI·lnA vtW'
( Without A N / A RA-8 OR OR ( When A N /ARA-8 OR
S C R -6 9 S A Iff AN/APX-6 S C R - 69 S A I F f
i nltalled) i s ill,tolledl
IFf
(� ,.N/At... Is ..)
Figure 4-5
S3
Section IV T. O. No. I F-S 1 D- l
A N I ARA-8 HOMING ADAPTER. and means for trans m H t t ng a special d i stress code.
Functionally, the ANI APX-6 set receives ( h a llen ges and
This is an adapter u n i t used in co n j u nCti o n with the
t rans m i ts replies to the source of the cha !lenges, where
ANI ARC-3 v h f rad io to permit h o m i n g on any t rans
the r epl i es are d isp layed, together with the associa ted
m i t ted ca r r i e r w i th i n the frequency ra nge of 1 20 to 1 10
radar mrg-ets, on radar i nd i cators. When a radar target
megacycles. I n add it i o n , t h i s eq u i pme n c may be used
is acco m pa n i ed by a proper rep l y from the I FF set, (he
for a i r to air homing for pu r p oses of rendezvous. Hom· t ar get is considered friend ly. Th ree d es tr u c tors, mounted
i n g can be acco m p l is hed on cw, mew, and a u d io pu lse in the A N I APX-6 transpondor, may be actuated by the
s i g n a l s . Con trols are p ro vi ded above the v h f control box pi lot. A n i m pact s w i tch au tomatica l l y actuates the de
at the r i g h t side of the cock p i t . st ructors upon a crash land ing.
The SCR-69 5 - A radi o set perm i t s aucomatic tran smis 1 . To turn eq u i pme nt o n , rotate master con trot t o
sion of iden t i fi<"'a tion signals upon r eceptio n of a chal N O R M po s i t i o n ( fu l l sen s i t i v i t y a n d m a x i mum perfo r m
s u rface u n i ts. It can also be used co t ran s m i t e mergency 2 . R ot a t e master con trol to STDBY to ma intain equ ip
or d i s tress s i g n a ls . The I F F controls i n c l ude a code ment i nopera t i ve b u t ready for i ns ta n t usc
4. If emergency or distress s ignal is needed, l i fe 6 . T o t u r n off IFF set, rotate master control t o O F t-.
guard ed switch to ON position. 7. If ANIAPX-6 transpondor is destroyed during
5. To turn set off, move o n off switch to OFF pos i t ion. fl igh t, report this i n formation i mm edi a te ly after l and
ing.
6. Move on-off time switch to Off pos ition.
The ANI APX-6 radar identification set ( if i nstalled) The d estr u c tors should be fi red o n l y when the
is used to automatically i d en t i fy the airp lane as f r ie n dly ANIAPX-6 eq u i pme nt i s i n d a n ger of f a l l i n g
whenever it is p ro per ly challenged by su it ab ly equ i p ped i nto enemy hands. If a for c ed land ing has to he
friendly air or surface for ces. The set also has provision made in an a rea of doubtful securi ty , fire de
for identifying specific friendly ai rplanes w i t hin a g ro u p structors.
S4
T. O. No. I F-S I 0- 1 Section I V
UGHTING EQUIPMENT.
EXTE RIOR L I G H T I N G .
E x t e r i o r l i g h t i n g c o ns i s ts o f a land i ng l i g h t and po s i t io n
l i g h t s . The a u t o m a t i ca l l y retra c t i n g la n d i n g l i g h t is
lOC:IlCd i n t h e I d t main l a ll l i n g gear w e l l . Tyr<:' A 8
p os i t i on l i g h t s a n: loca ted on t h e o l l t e r l i p of each w i n g
a n d on t h e t ra i l i n g edge of t h e rudder. The position
l ights, one on each si de of the i nstrument pa n e l . A ro As an airplane asc en d s to h igh a l t i t udes, where
r a t i n g l ig h t hood on each l igh t co n tro ls th e area l i g h ted , the temperature is normally qu i te lo w , the
a nd a separate r h eo sta t controls i ntensi ty. In a d d i t ion , oxygen cylinders become chilled. A s the ty l in
a cock p i t l i g h t is i n stal led on each side of the coc k pi t . ders grow colder, the o x yg e n gag� pressure is
On ear ly a i r p l a nes , p r ovisi on is made for st o w in g a reduced, so me t i m es rather rap i d l y . W i t h a
s i gnal lamp on t h e left side of the coc k p i t floor. Colored I OO " F decrease in t empe r a tu re if! the cyl inders,
fi l t e rs rnay be used w i t h t he lamp. the gage pressure can be expected to drop 20
55
Section IV r. O. No. I F·5 I D·l
1 '- ;
40 350 300 250 20 150 1 00
Ii
6.3 5.4 4.5 3.6 2.7 1 .8 O.t
Figure 4-1
percent. This rapid fall in pressure is occasion when the reg ul a to r is functioning. On lacer a i r p lanes,
ally a cause for unn ecess ary alarm. All the the Type A- 1 2 d i luter-demand regu lator i s i nstalled.
oxygen is st i l l there, an d as the airp la ne des This regu l ator operates as a demand regularor ro a n alti
cends to warmer altitudes, the pressure will tude of 32,000 feet. Above 32,000 feet, the control knob
te nd to ri se again, so the ra te of oxygen usage may be turned to cause the regulator to deliver pure
may appear to be slower than norm a l . A ra pi d oxygen under pressure, reg ar d l es s of {he position of the
fal l in oxygen pressure while the airp lane is i n d i l uter l ev er .
level fl igh t, or w h i le it is d escend ing, i s not
OXYGEN REGUtATOR CONTROLS.
o r d i n a r i l y d u e to f a l l i n g tem perature, of
course. When this h ap pe n s, leakage or i�ss of
DILUTER tEVER ( AN600 4 REGULATO R ) . On the
AN6004 reg ul a tor , a d i lu te r fever is located on the side
ox ygen must be suspected.
of the regulator case and may be positioned to NORMAL
56
T. O. No. I F-S I 0- 1 Sect ion IV
ON, oxygell is d i l u ted w i t h a i r of t h e proper proport ions .� . Check oxygen mask for fi t a o d for absence of leak
for any g i v e n a l t i tude and shou l d be O N fo r il l ! n o r m a l age.
o pe r a t i o n . W i t h the d i l u te r �ever a t OFF, t he r e g u l a to r
4. Co n n e C t mask tube to regul ator ou t l et. Check coo
d e l i ve rs p u re o X l' g en to t h e mask.
nec t ion for ti g htness. Attach tube clip (0 parach ute har
E M F R G F. N C Y KNOB ( A· 1 2 REG L A TO R ) . An ness high enough to perm i t free movement of head
c m e r g e n c y k n o b m a r k ed " E M FR ON" h as a n a rro w w i thout p i n c h i n g or p u l l i ng face.
i nd i c a t i n g t h e d i r e c t i o n to ( u r n t h e knoh in event o f
5. Br eathe normally several times w ith d i luter lever
f a i l u r e of t h e reg u l a t o r mlec h a n i s m . Th e emerge ncy
at NO R M A L OXYGEN ( ON if A- 1 2 regulator) and then
k n o h ;l l l o w s p u rl' o x y g e n to fl o w to t he mask. hy·pass·
a t 1 00% O X Y G E N (0 check flow from oxygen regulator
i ng t h le reg u la t o r mec h a n i s m .
and op e m t i o n of flow ind icator.
OX Y G E N R E G U L ATOR I N D I CATOR S .
6. Chec k oxygeo regulator to see t h a t emergency
P R I S S l l R E G A G r. A n o x y g e n p r essure gage ( 1 9, fig v a l ve is safety - w i red closed w i th l ight w i re a nd that
, ' rc I () } i , lo c;, tled he l o w rhe lower r i g h t side of rhe d i l u ter lever is a t NOR M AL OXYGEN ( O N if A- 1 2 regu
i m t r U fll l' I H p:l n e J . T h e g;lgl: is ca l i h r a t e d to read as h i g h lator ) .
:IS 'i O O p" i < l n d h a s a red a rc i n t he 0 (0 1 00 ps i ra ngle.
For n()rm a l ( l pe r a t i u n , ( h e gage s h o u l d show a fu l l r ea d
i f 1 ,� o f j O( ) p s i t ( ) 1 0 0 ps i .
ARMAMENT EQU IPMENT.
O X Y G l :'-i PI{ r. � " [ : R F \X'A R "I I N G U G B T ( E A R LY
A r mament provisi ons i nclude machine guns, a gu n
A I I{ P L\ , F S l . A n o x y g e n p rle ss u r e w a r n i n g l i gh t ( 20,
s i g h t , bo mb i n g and rocker equipmenr, and a camera.
f, .t: l I rc I () I . l o c'l t e d to t h e r i g h t of t he ox y g e n press u re
The a r m a rn e n r co n t rol s w i t c hes are located on a panel
g :\gt'. i l l u lll i n:l C,:'i t() show w h e n o x ygen p ressure dr op.;
( figure 4 1 0 ) at th e lo\\.-er left side of the i n st rume n t
t() a f! 1I 1l'ia fc ,' , d u t' .
pane l . On a i r p l anes with zero r a i l rocker i n sta l l a t i on,
OX Y C I: N FLO\'\' I N D I CATOH . On e:l r l y a i r p l a n es .
the a rma m e n t control swi tches are o n the fro n t s w i tc h
all ( ) ' \ ,� C l l fl ow i n d i c a t o r ( 1 ' 1 . fi g u re 1 6 ) is loca ted on
panel ( fi gure ,1 9 ) and m os t of the e n g i ne co n tr o l
t h e r i g h t , i de o f { h e i ns t ru m e n t p a n e l : on l a t e r :l i f
\wi tches a rc on a tJane l ( fi g u re I - I S ) at t h e l o w e r left
p 1 . l fl l" . { h e i n t i i c . l t o r i, l o c H c d to ( h e r i g h t of t h e o x ygen
r rCS" l r l g " g c h e l o \\' t h e r i g h t , i d e o f t he i n s t r u m l' n r
, ' :" �-: " #'� � " "" ._ ...
p :l I l e ! . t\ hel l o w , . " , c mh l ) ' , act u :l t ed hy t he pilot's
h r c l r h i n g . o pc m ,] [1 d c l ( )';cs ;1 , h u t t e r o n r h e face of the TYPE A- 1 2
I ll d l (' . I { O r tl' i l l d i c: t t e n o r m a l o xy ge n .,ystem o per a t i o n .
( ) x :-)';l'n d l l r a t i(ln i , s h o w n i n fig u re '1- 7 .
O X Y G E N SYS TEM P R E F L I G HT C H E C K .
57
Section IV T. O. No. I F·S 1 D· l
Figure 4· ' 0
58
T. O. No. I F- S 1 D- l Sect i o n IV
K- l 4A OR K· 1 4B COMPUTI NG G U N S I G H T.
BOMB BUTTON
The K- 14A or K- 1 4 8 g u n sigh t ( fi g ure 4 1 2 ) o n l a te
T R I GGER TENSION
a irplanes computes t h e c o r rect lead angl e fo r target
ADJUSTMENT SCREW -
cross i n g speed at ranges of from 200 to ROO y a rds. The
s i g h t contains two opt i c a l systems, fi xed and g y ro. The
K l i A OR K l iB G L N S i G HT CONTROLS .
GYRO MOTOR SWITCH. \X' h e n t h e K l fA sig h t i s
Fi g u re 4 1 J pos i t i o n .
AND S I G HT.
59
T. O. No. 1 F-S l 0- 1
THROTTLE T W I S T G R l P. T h e tw i s t g n p o n t h e 1M
t h ro t t l e ( fi g u re l · R ) o f l a t e a i rp l a nes i s used to a d j ust 'he lyrD sight CDmputes C()fleetly only tllfer
s i g h t range. Tu r n i r g the t w i s t g r i p c l oc k w i se e n l a rges the ftlliel lUIS "een cDfleef/y IItlmed alit!
the target c i rc l e o n the r e t id e ; t u rn i n g it cou n terclock tftlcked lor tI minimum periDd 01 olle
wise reduces the c i rcle. W hen , h e target i s p r o per l y seeo/l(i.
p laced i n t h e c ircle, the s i g h t compu tes t h e correct
l ea d for the r a n ge.
5. Co n t i nu e rang I n g and track ing w h i le fi r i n g .
PR E FL I GHT CHECK OF K- I -1 A OR K · l l B GUN
S I G HT.
3. F l y a i r p l a ne so t h a t t a rg e t a ppears w i t h i n gyro
d es i red p os i t i o n between.
60
T. O. No. I F-S 1 D- l Section IV
G U N CAM ERA.
i ng edge of the left w i ng. The camera can be set for 1 ( . '
Figure 4- J 4
o pen i ng is cov ered by a spring-loaded metal plate, w h i c h
is actuated by a cable a ttached to the left land i ng gear.
T h e p l a t e opens when t he gear is retracted and closes
when the gear is l owe r ed . A heater in the camera func
B O M B I N G E Q U I P M ENT.
t ions automat ica [ [ y w h e n tem pccatures a r e low. pro An external, removable bom b rack may be i nstal led
v ided the gu n safety swi tch is at G li N or C A M E R A A N D under each w i ng_ Each rack w i l l hold one 1 00-, 2 5 0 ,
SIGHT.
or SOO-pound bomb. Chemical tanks or combat fuel
G U N CAMERA CONTROLS. tanks may be carr ied on the bomb racks w h en bombs
are not i nstalled, The tanks are released e i t h e r by norm a l
or salvo ope ra t i o n of the bomb co n t rol system. Two
GUN SAFETY S W JlTCH, Refer to " G u n ne rv E q u i p
m e n t Con trols" i n th i s section.
bomb salvo hand l(�s ( figure 4- H ) p erm i t selective me
TRIGG E R . Refer to "Gunnery E q u i p m e n t Controls" chanical release of bombs or tanks. The bom b s y st em
in t h is sect io n . electrical co n trols cons ist o f a bomb release switch on
top of the con tra! stick, three bomb armin g sw i tc h es,
and bomb release selector sw i tch . Bombs are a i med
before release by se t t i ng the gun s ig h t selectOr sw i tch
a
61
Section I V T . O . N o . I F-S 1 D- l
R E L E A S I NG BOMBS.
62
T. O. No. I f-5 1 D· l Sedion IV
wi- ,en the bomb-rocket release buttoD on t h e control 5. To fire all rockets i n train, move rocket release
ROCKET DELAY SWITCH. A two -pos it I O n rocket A n a i r pressure outlet connection on t h e lefr side of t h e
delay switch is located on the rocket panel. The switch pilot's seat prov ides for anachment of t h e a i r pressure i n
is moved to DELAY to nose·arm the roc kets for an in take cube of the anti-G su it. A i r pressure for the infl ation
sean t's d e lay upon i m pact. Th e a l ternate switch pos i t io n of the anti-G suit bladders i s s u ppl i ed from the ex
is I N ST. haust side of the eng ine driven vacuum pump and is
reg u lated by a Type M· 2 valve, w h ic h also regulates
ROCKET COUNTER CONTROL. A rock et counter is
pressure to the dro p tanks. I f d rop tanks are instal led
incorporated into the rocket pa n el and has a control
on the a i rp lan e, the acceleration force ( G - Ioad) requ i red
knob located adjacent to its window. The counter shows
to ac t u a t e the M 2 valve should be approximately 3 to
the rocket to be fired by number a nd should be reset
3Y2 G because of the a pprox imately 5 psi pressure
to 1 at t h e sta r t of a mission.
e xe r t ed in t h e tanks. I f drop tanks are not i nsta l l ed,
N ote the va lve should open at 2 G. After the valve opens,
pressure is passed th ro ug h a regulatOr valve in to the
Th e fi ri ng order of the rockets s i ng l y or in
s u i t in p ro por t ion to the G-force imposed. For every
t ra i n is as follows: I , 3, 5, 7, and 9 on the left
1 G accelerat io n force, a corres pond i ng one psi air pres
w i ng, 2, 4, 6, 8, and 10 on the righ t wing.
sure isexerted in the a n ti -G suit.
( Rockets 7, 8, 9, and 10 are not i nsta l l ed when
bombs are carried. )
63
Section IV T. O . No. I F-S 1 D-l
A d rop message bag is contained in a holder ( 2 7, figure A relief tube is stowed on a bracket on the floor of the
1 -4 ) on the map case cover. cockpit, at the left of the pilot's seat.
E a r l y airplanes h a ve an e n g i n e crank and extension Tie-down points are provided on each wing. each main
tu be stowed in brackets at the ba ck of the right main wheel axle, and the fuselage. A flush moor i n g ring is
land ing gear well. On l a te airplanes, these parts are provided on the lower surface of each w i ng, approxi
not i n c l uded . mately in li n e with the outboard end of the w ing flap.
These ri ngs are pried out for usc. A moori n g ring is
provided on tbe i nboard side of each main landing
ARMREST,
gear axle. For fuselage tie-down, the t ie-down rope is
A fol d i n g armrest is located on the left longeron, aft of passed through the l ift tube below a nd afr of ( he in
the engi ne coarro! quadrant. signia .
. , ,, " ,
" ....
64
T. O. No. I f-S 1 D- l Section V
I N STRUMENT MAR KINGS. A v o i d ope r a t i o n below 1600 rpm in low blower. Avoid
appear as ma x i
m u m l i m i ts on the cock p i t i ns t ruments are d i scussed i n
--
d e r a i l i n the follow i ng paragra p hs . L i mitat ions relative
t o hot- and cold-wea t h e r operat ion, i nstrume n t fl i g h r ,
a n d tl y i ng t h ro u g h t u r b u le n t air are c o v e r e d i n Sec AIR SPEED LIMI TATIONS.
l i on I X .
The red po inter on the a i r s pe e d i n d icaror marks. the
ma ximum permissible airspeed ( 5 05 mph) up to 9000
ENGINE LIMITATIONS.
feet. For maximum airspeed permissible above 9000
All n o r ma l engine l i m i tations are shown i n fi g u r e 5 - \ .
feet, see figure 6-3 . Do not excccd t he fo llow i ng w i ng
The max i m u m d i v i n g engine overspeed is 3 300 rpm.
flap set t i ng a i rs pe e d restrictions :
10 400
Whenever eng i n e speed exceeds operating 20 275
l i m i t s a i rplane should be landed immediately
,
30 225
at the nearest base. The reason for the over
40 1 80
speed ( i f known ) , t he maximum rpm, and
d u ration must be en t er ed in the Form 1 and 50 165
re por t ed to the mai ntenance officer. Overspecd
When droppable 75-gal lon combat fuel tanks a re I n
between 3300 and 3600 rpm necessitates an
stalled, do not exceed 400 mph i ndicated a i rspeed. Do
inspection of the eng ine before further flight.
I f the rpm exceeds 360 rpm, the eng ine must not a l low airspeed to fall be lo w 1 10 mph indicated
be r e m o v e d for overhaul. airspeed d u r i ng a sideslip.
65
Sedion V T. O. N o. I f-S l D- l
INSTRUMENT
T A C H O M ETER
Figure 5- 1 (Sheet J of 2)
66
T. O. No. I F-S I D- I Section V
O I L TEMPERAT U R E
FUEL PRESSURE
•• 1 6 psi Minimum
1 6-1 8 psi Normal
20 psi Maximum
.' . '
AI RSPEED
, Mox at G� W.lght o f Max Perm issible l A S With Flaps Full Down - 1 65 mph
' 10,840 Lit (Two 7S G a l (Max Permiss i b l e lAS With Gear Extended - 1 70 mph)
. Drop Ta"kl) , ,
T h e i n strument set t i n g is s u c h that the
�
8 G Max at Design Gross red p o i nter will move to i n d i c a t e the
Weight ( 800 Lb ) lim ng s truc t ur a l a i r s pee d of 505 mph
or the oirspeed representing the limiting
, Ilif!Ift - 2 , 6 G Max at Gross Weight
, Mach No, of ,77, w h i chever is less,
of 1 0, 840 Lb ( T wo 75 Gol
Drop Tonks)
figure 5- J (Sheet 2 of 2)
67
Section V T. O. N o. I F-S l 0- T
\� 1"
COMPRESSIBILITY EFFECTS.
A t h igh d iv i n g �peeds, t he re is d a ng er
of the a i r pl a ne
be in g a ffected by compress i b i l i ty as the airplane speed
approaches t h e speed of sound. Compre�sjbility effects
/'
�' are i n di ca t ed by i n s t ab i l i ty of tbe airplane, uncontrol
� '. lable ro l l i n g or p i tch ing, sti ffness of con trols, or com·
b i n a t ions o f these effects A nose- heavi ness w i l l be
.
not iced and ",· i l l become more severe as speed i ncreases.
a t t e m p ts e n d up i n a power s p i n .
t� N o i rm: n t i o n ; d power ofT � p i n s a re pcr.-n i n eJ below
1 2 .000 f cc c .
�,
A hr u p t p u l l u ps should not be a t te m p T e d w i t h f:l0!"C:
i ns t a l l ed .
. .
.
- wt: i g h t l . \X' hen a i r p l a ne g ross w e i g h t i s greater t h a n
--
'1'<;'"
HOOO po u n d s , t h e max i m um a l lowable G i s less t h a n
t h e m a x i m um l i m i t marked o n t h e accelerometer. }{e
membe r t h a t w hen you pull the max i m u m G , t he w i ng s
of y our a i r p l a ne m u S t s u ppor t e igh t t i mes t h e i r normal
loa d . T h i s rnt:ans t h a t d u r i n g a ma x i m u m G p u l l o u t,
t h t: w i n gs of t he a i rp l a ne ( a t design gr oss weig h t ) arc
su r rort i n g e i g h t t i mes 8000 pou n ds or a total o f a p
p r o x i l ll a t c l y ('·i ,OOO pou n d s ( t he m a x i m u m t h a t r h e
w i n gs c a n s a f e l y s u ppo r t ) . T h erefore. w he n yu u r a i r
p l a ne w e i g h s more t h a n 8000 p o u nd s , t he m a x i m u m G
t h a I y o u can s a fe l y apply can be deter m i ne d hy d i v i d i n g
6 1 ,000 b y the new gross w e i g h t . W h e n (' x t e rn a l lo ads
a rc carried, t h e max i m u m a l l ow a b le G- load is 5 G. The
m a x i m u m l o a d factors we have been t a l k i ng aho u t
a r p l y o n l y t o s t ra ig h t p u l l - o u ts. Ro l l i ng p u l l o u ts arc
a d i ffere n t story, however, s i n ce t h e y i mpose consid·
erab ly more stress upon the a i r p l a ne. The m a x i m u m
al lowable load factor i n a rol l i n g pul l-Qut i s t w o- t h i rds
t he m ax i mu m G for a straight pul l out.
68
T. O. No. T F-S T D- T Section V
Figure 5-2
the G-l i m i tations of the a i rplane . Various. l o a d factors des i gned to carry may be i n s ta l l ed without exceedi n g
69
Sect ion V T. O. No. I F-S1 D-l
70
T. o. No. 1 1=-5 1 0-1 Section VI
stick forces. pa r t i a l s n a p ro l l a n d � to p p i n g in l e v e l p os i t i o n .
From a sta l l ed t u rr l . t h e a i r p l a n e a l w a y s ro l l s
to t h e o u t s i d e o f t h e ( li r n .
STALLS.
71
Section VI T. O. No. 1 F-5 1 0- 1
l AS · M PH ( POWER OFF)
BASED ON FLIGHT TESTS
WITH W I N G RACKS lEVEl 300 BANK 4S' BANK: LEVEL 30' BANK 4 5 ' lANK
1 0,000 1 06 115 1 28 1 01 \ 10 1 23
9,000 101 1 09 1 21 94 1 03 1 16
8,000 94 1 02 1 14 87 98 1 08
1 2,000 1 36
WITH BOMBS, DROP 1 19 1 28 1 43 1 13 1 23
TA NKS, OR ROCKETS ·
1 1 ,000 1 13 1 22 1 37 1 07 1 17 131
1 0,000 1 08 116 1 30 1 02 1 1 1 1 24
9,000 1 02 1 10 1 23 95 l OS 1 17
Figure 6- 1
3. Lower f u l l flaps at 160 m p h. 5. Establish a med i u m bank right or left; slow air·
6.
nose
acteristics of a irplane in s ta l l ( usu a l l y the left w i n g s ta l ls 7. Roll w i n gs level w i t h rudder a nd a i leron as soon
before the r i g h t w i ng ) . A f ter nose drops, i n i t i ate stall as possible.
recovery b y smoo t h l y advancing t hrot tle to 45 i n . Hg
flying
8. Raise gear and flaps; return (Q cru ising power.
and eas ing stick forward to regain speed. Level
wi ngs w i t h rudder and a i leron and rega i n 1 30 mp h ; PRACT I C E STA LL-G E A R AND FLAPS UP, POWER
72
T. O. No. I f·5 1 D· l Section VI
SPINS.
POWER·OFF SPINS.
I . Co n trols w i t h spin.
rotation .
Note
D u r i ng t he s p i n , s l i g h t rudder buffeting is
noticeable. I f y o u a t tempt to. recover from t h e
a
on t h e s t ick.
POWER·ON SPINS.
Power-on s p i ns s ho u l d never be i nten t io na l l y per
formed i n this a i r p lane. In a pow er-on spin, the nose
o f the a i rp l a n e rema ins 10 to 20 degrees above t he h o r i ·
2 0 n , and recovery control h a s no effect upon t he a i r plane
u n t i l the t h rottle is completel), retarded. Figure 6·2'
73
Section VI T. O. No. I F-S I D- I
LOW S P E E D .
MANEUVERING FLIGHT.
POW E R·ON S P I N R E CO VERY.
MAN E U V E R I N G-FLIGHT STAB I L ITY.
Cl os e t h ro t r I e c om p l et e l y and ap pl y controls as for
power off s p i n recovery. H o l d f u l l o p pos i te rudder w i t h Combat maneuvers s h o u l d never be attempted w he n t he
s r i ck i n neutral u n t i l recovery i s effected. A s ma n y as fuselage t ank contains more t h a n 2 5 g a l l o n s of fuel, as
fi ve or s i x tur ns are made after fudder is a p p l ied for t he t a i l - h e a v y cond i t ion cou ld cause a reversa l of control
recove ry , and 9000 to 1 0 ,000 feet o f a l t i tude is lost. s t i ck forces d u r i n g any a b r u p t maneu ver a p p ro a c h i n g
6.75 G. At t hi s p o i n t , for w a rd p ress u re is n e ede d to
pre v e n t the p u l l o u t or t u r n from t i g h te n i ng up ro thr
FLIGHT CONTROL EFFECTIVENESS. po i n t w h ere s t r u c t u r a l f a i l u re res u lts. \X/ i th t he fuselage
tank empty , s t i c k forces arc norm a l w i t h � I i g h t l y less
AILERON CONTROL.
p u l l force req u i r ed ahove G G. H o w e v e r , a pos i t i ve
The ai r p l a ne has sealed -ba lance a i lerons. A fabric dia back pressure is n e eJ e d lip to m a x i m u m G loaJ.
phr agm s e a l s the space be tween t he lead i ng edge of t he
a i leron and the aft side of the w i ng spar, and tend s to
MAN E UV E RA B I LITY.
l i g hte n t he st ick forces. A t nor ma l s peeds , control is
pos i t i v e. Cont rol response for this a i r p l a ne is very good , w i t h
u ll us u a l l y l i g h r s t ic k p res s u re � req u i red to perform
m a neu vers . The re v e rs e - boos t r u dder trim t a b g i ves
ELEVATOR C O N TROl. t he des i red effen, t h a t a n i n crease i n rudder pedal p res
SlI re is a hvays necessary to obta i n an i ncrease i n yaw
A t normal s peed s , e l e v a t o r conrrol is very goo d and
angle.
st ick pressure is l i g h t. As speed i ncreases i n a d i ve and
p u l l out is a t temp ted, you m u s t use ca u t i o n so as n o t
to o v e rc o n t rol a nd p u l l u p t o o fas t ; othe rwise, undue
suess or even fa i l u re may res u l t .
A vo i d r ap i d movement of the e l ev a to rs i n
J i ves and ma ne uvers at speeds a b o v e 350 mph
R U D D E R CONTRO L .
l AS or .7 M a c h , particularly a t a ft C G pos i
Beca use of t h e reverse boost r u d d e r tab and d o r s a l fin, tions, to p revent r a p i d uncon tro l led increase
the ;J i rp l a ne has very good d i rectional sra b i l i t y , w i t h a in G- Ioads.
74
.
T. O. No 1f-S ID- I Section VI
DIVES AND ACCElERATE() FLIGHT. If divin g speed lim its a re exceede d, compressibility e f
At h i g h diving speeds, there is danger of the airplane fects will be experienced. Reduce power and pull up
being affected by compressibility-a phenomenon likely very gradually, taking care not to exceed 4 G except in
to be encountered when speed approaches the speed of emergencies. If pull-out above 4 G is necessary, as G
sound. Compressibility may be ind icated by instability increases, relax pull force on stick. The elevator trim
of the airplane, uncontrollable rolling or pitching.
tal> is not normally required to aid recovery. In the
s t i ffness of controls, or a combination of these effects.
event i t is necessary, use w i th extreme care aDd feed
The longitud inal characteristics remain normal unti l
the speed of the airplane reaches approxi mately 72 to i n gradually.
74 percent of the s peed of sound. At this speed , the
a i rp lane may become slightly nose· heavy because of the
WARN.NG
compressibil ity. Inasmuch as further increases in speed
may res ul t in more severe nose·heavi ness, diving speed
should be l i m i ted at this poi n t and recovery started
Care should be taken in pull-outs above 4 G,
immediately after the change in longitud inal trim is
as the stick forces are relatively light, aDd an
evidene.
a brupt pul l-out may cause rapid uncontrolled
increase in G.
ALTITUDE REQUIRED FOR PULL-OUT.
..
7S
Section VI T. O. No. I F-5 l D- l
A L TI T U D E I N DIVE RICOVERY
ALTITUDE lOSS
CONST A N T 4 G PUll -OUT
, CALIB RATED A I R S P E E D - MPH 250 300 350 400
30,00 -
AJ.TITUDE
OF PULL-
2.00
4,00
6,00
ALTITUDE
8,00 DURING
1 0,00
1 2,00
1 4,00 90D
ANGLE Of DIVE
HI-1I3 -t6M
76
-
., )
ALTITUDE LOSS
CONST ANT 6 G PUll·OUT
PULL-OU�
: .
-1
• -
ltll5 ": .
"
77
T. O. No. 1 F.S 1 D· l
Sec tio n V I
. _ _
78
T. O. No. I f·5 1 D- 1 Section VII
s� t)�
/, /'
79
Section VII T. O. No. I F·5 1 D· l
che t i me requi red to reach an a l t i tude and ai rspeed 1. The a i r plane must be placarded with a deca l scat
where it is safe to reduce power and shortens t he cime ing chat use of War Eme rgenc y Power is permi tted.
req u i r ed to reach che airspeed chac w il l p rovid e more
2. Fuel G ( ade 1 00/ 1 30 m us t be used, and a spec i a l
favorable coo l i ng. Second, high rpm results in h i gh
type o f spark pl ugs m u s t b e i n stal led.
loads on che rec i p roc a ti n g parts because of inertia
forces. As these loads are pa rtially offset by the gas
pressure in the cyl i nder, the hi gh er cyli nder pressures
res u l t i ng from use of full take--off man i fold pressure
give lower net loads and less we ar . Susta ined high r p m If the o i l has been d i luted, it is desirable to
is a ma jor cause of engine wear. I t requires more " r p m operate the engine 1 0 to 15 m i nute s at from
m i n u tes" a n d " p i s t o n - r i n g mi les" to take o ff w i t h re 80 pe rcen t Normal Power to M i l i tary Power
d uce d m a n i fold pressure. In add i tion to t h e engine wear before using War Emergency Power, to re
During emergencies in a combat lone, i c is som et i mes to 3000 rp m and throttle to 61 in. Hg and run eng i ne
necessary to get the abso l u te max imum man ifold pres conr inuously for one m i nute. Return throttle and pro
sure a t which the engine may be operated w i t h i n rea pe l ler control ro cruise setting a nd notice whether
son a b l e safety l im i ts . Th is utra power is ava i l ahle when ro u g h n ess persists. If rough ness is st i l l p r es e n t , check
the thro t t le is p us hed beyond a ga te on the tilrocde for carburetor ice; then, if en gi n e is s t i l l ro u g h , reduce
quadrant, prov ided the following re q u i rements are power to best operating se r r i n g and proceed to nearest
--
1tKe
Entry m ust lJe m6'e on Form 1 01 the 1tKe
lenlth of time of W6r Emerlency Power Dllfil1l prolonle' tfuisinl "ight, "dean ollt"
oper6tion, which is limited tfi 6 m6Kilnilln enline lfIety JO minlltes. Also " de6n fillt"
peri()d {if S minlltes. �nline lJeffire 16n'ing.
80
T. O. No. I f.5 1 D- l Section VII
�
A.
�
II
Z
-
o
Z
II
Figure 7- 1
Because of the design of the su perch a rge r , s u r gi ng may Carbure tor ice forms more readily when carburetor air
be encountered in h i g h or low blower at various rpm, temperature is between -lOoC and + 1 5 ° C. However,
ma n i fold pressure, and al titude combinations. Super· carburetor ice can fo rm at any time, even wi,h outside
s u per c h ar ger stalls; t h is causes a fl uctuation in manifold perature a nd dew point sp rea d as much as l 2 ° C ( 22 ° F).
pressure and induces erratic fuel meterin g. Under T h e f o r m ati o n o f carburetor ice i s bard to detect. s ince
severe s u rg i n g conditions, t he engine CUtS out com· the automatic man ifold pressure regu la to r maintains
pletely. When su rging is encountered, it may be cor a constant manifoid pressure. The only warning o f car·
rected by either increas i ng the rpm setti ng or decreas ing b ure tor ice i s a r ou g h n ess in t he engine . If application
the mani fold pressure setting. Typical su pe rc h arger of carburetor hot a ir does not re move roug h ness clean ,
surge curves for t h e V- 16 50-3 and V - 1 6 50-9A e n gi ne s out engine as di rected under " Spark Plug Fo u l ing " in
are shown in figu re 7- 1 ; this data is nor available for this sectio!l. If carbu re to r ice is t he cause of roughness,
t he V - 1 650-7 engine, but the general shape of t he curves use hot a i r a s needed to preve n t further carburetor ice. If
is sim ilar. The c urves show the various manifo ld pres the air duct becomes obstructed with ice, hot air is auto
sure and rpm combi n a t i ons as wh i ch surging occ urs at matically ad m i t ted to the air duCt regardl ess of tbe
various alt itudes. position of the carburetor air control.
I.
Section V I I T . O . No. 1 F-S T D- l
DETONATION.
.
smoke, glow i ng carbon parti cles, or a sma l l, s ha. rp ,
w h i tish-orange fl am e In add i t io n, a ra p i d increase i n
coolant temperatures often indicates detonation. When
FUEL TANK SEQUENCE.
Pr e ign i t ion is closely related to detonation. In fact, For transit ional tra i n ing fligh ts, keep approxi
detona tion often p r ogresses into preignition. When the matel y 25 ga l lons of fuel in fuselage tank to
engine gets too hot, the m i x ture is ignited before the keep CG of a i rplane in op t i m um posit i on for
spark occurs. W hen th is h a ppe ns, much of the power la nd ing.
82
T. O. No. 1 "5 1 0-1 Section IX
Except for some r e pe t i t IO n necessary for emphasis or con tinu ity of thought. th i s
section contains o n l y those procedures t h a t d i ffer from, o r are i n add i t i o n to , t he
n o r ma l operating instructions contai ned in Section I I .
proper i ns t rument pmficiency on the part of the p i lot until a i rplane is i n air, a , t h e re i s i n s u ffi c i e n t coo l i n g
and thorough preR ighr planning. All the necessary for p i cot head w h i le airplane is on g roun d .
fl ight i n st r u men ts a re provided, includi ng d irectional 5. Check a i rspeed needle a t zero. Check a i rs peed
correction card for any d e v i a t ion at speed r a n ge to be
gyro and R ight i nd icaror. Beca use of h igher power- set
t i ngs and gradual letdowns, range is somewhat reduced. fl o w n .
Note 6 . T h e d i rectional g y ro r o t o r req u i res a t least 5 m i n
A l l turns are s i ng le need le-width standard rate u tes to attain proper opera t i ng speed. The d i a l card
( 3 degrees per second ) . should revolve w i t h the knob when rhe gyro is caged,
but not when the gyro i s u nca g ed . Set d i rect i o n a l g y r o
so t h a t i t corresponds to r e a d i n g of remote co m p ass.
BEFO R E TAKE-OFF. 7 . T he g y ro hor i z o n rOtor r e q u i r es at least 5 m i n u t e s
to atta i n proper opera t i n g speed . Cnge i ns t r u m e n t a n d
uncage i t . A fter the i ns t r u m e n t is u n cag ed the h o r i z o n
Complete all checks requi red for any normal fl i ght. w i th
,
2 . Chec k clock and set i t to correct time. If the horizon bar tempor a r i ly leaves the h o r i
85
Section IX T. O. No. i F-S I D- 1
8 . Obta i n station a l t i m e ter setting (sea-level baro 1 . When c leare d for cake-off, taxi t o center o f ru nway
me t r i c p ress u re ) from co ntro l tower operator, When and align a i rp la ne as nearly as possible s t r a igh t dow n
the a l t i meter is set, the poi n ters should i ndicate the local centerline of r u nway . Hold air p lane with b rake s a nd
fi e l d e l e v a t ion . If t he a l t imeter registers within 75 feet
set d i rectiona l gyro to published runway head i ng .
of t h is e levation, i t may be used, p rov i ded error is prop
2 . W h e n re a d y , a d v a nce t h r o t t le s m o o t h l y a nd
e r l y cons i d ered w h e n the i nstrument is reset during
fl ig h t . s t ead ily to gate to obtai n Take-off Power as quickly
rAKE-OFF SPEEDS
9,000 Ib ( no external load ) 1 00 mph (AS
1 0,000 lb ( extcrnal load ) 1 05 m p h lAS
1 1 ,000 Ib ( external load) 1 1 0 mph lAS
If n eedle does not indictlte Utr>, ttlP in 1 . T r i m a i rplane at c l i mbing speed of 1 7 0 mph.
strument panel. If it still indicates incor 2 . L eav e t r a ffi c and c l imb to a l t itude as s i g n e d . Do not
rectly, nave it tid/listed. exceed 30 d eg r ee a ng l e of bank d u ri ng c l i m b i n g w r n s .
INSTR U M E NT C R U I SI N G fLIG H T .
1 1 . Check accuracy o f remote compass by com p ar i ng
i t s read ing to publ i shed runway he a d i ng .
No d e p a r t u re f r o m n o r m a l c ru i se procedures is ncces
1 2.
sary. T he most sati sfacwcy cr u i s i n g is o b ta i n ed at 32
Check carburetor ram- a i r control lever at RAM co 36 in. Hg a t 2000 r p m. A d j ust trim with caution so
A I R. as not CO overtrim. M a i n t a i n lateral trim by means of
1 5 . C heck i ns t r u men t s for readings w i t h i n p ro p e r a i l e ro n t rim tab for any unequal fuel d istri bution i n
ra nges. ma in f u e l tanks. Use f ue l out o f fuselage tank first u nt i l
H. Check opera t i on of a l l rad i o equipment. A d j ust 2 5 gallons re m a i ns , s o t h a t CG is favora b le fo r a n y
f l l n i ng o f req u i red r a d i o equ i pment as desired. s i t l la t i o n r h a t m a y ar is e. I f fl a ps o r l a n d i n g gear a r e
lowered, read j ust power se t t i ng a n d retr i m as necessary.
N ote
)'0
I N ST R U M E N T TA K E-OfF.
ensure the lowest fuel consumption on a
Prepara t i on, power s e t t i n gs, take-off, and climb s peed s long-range m ission, the h ig h est m a n i fold pres
a rc i d e n l ical to those used i n normal take off. Use flaps sure cons istent w i t h the Flight Operation I n
.. hout 2 0 degrees down for best obs tac l e cle a ran ce. s truct ion Charts s h ou l d be used w i t h a n y g i ven
86
T. O. No. I F-5 1 1).1 Section IX
INSTRUMENT APPROACHES.
DESCENT. Use stan da rd radio range letdown and low- visi b il ity
approaches. (See figure 9· 1 . )
Normal descent procedures are followed. Limit angle
of bank to 30 degrees and single.need le-width turns. GROUN D·CONTROLLED APPROACH (GCA) .
PROPEUI'2700 RPM
CAtaumOI HEAT AS NHDEO
elL AND CONT iHunW AfIIIC HIGH (INInALI CONI
RAPS 2Q DlGREIS caU� ALl1TuDI
,. . WIDING <HAl' �NPU •• ' : .:
FINAL APPIlOACf+.
· 1 30 MPH 'AS
CHECK FLAPS 20 DlGlEES
CHICK GEAR DOWN
-- -- -- - -
.
. .. ..
'
.. I'-..
. :to
Figure 9-'
87
Section IX T. O. No. I F-5 1 D- l
PUl.ANDl CHECK:
CHECK GEAR DOWN
THIlOffiE AS NlEDfD
SPft'D 1 40 MPH lAS
1'HROm.I AS
NI
SPIED 130 MPH lAS
grees, a i rs peed 140 mph. to get out of icing air la yer. Ice accumu lat ions i n crease
4. As g l i d e p a t h i s i n t e rcepted, red uce power se t t i ng d rag and decrease l i ft, req u i r i ng an i ncrease in power
to est a b l i s h gl ide. a n d descend as d i nned by GCA ti na! to ma i nt a i n a l c i tude and ai rspeed. To p revent carbure
cont ro l ler, lIs ing throttle as necessary.
tor i c e d u r i ng icing cond i t ions, p u t carburetor ram,a i r
Use the two con trols toge ther. I n case i c e clogs the a i r
In case o f m i ssed approach, fol low t h i s procedure for
go-a rou n d : d uCt, t h e hot-a i r door w i l l open automatically. I f ice
f. R a i s e Il.!ps w h en at leas t 200 feet above ground w i t h ice. He sure p i we heater is on d ur i ng icing con
88
T. O. No. I f-5 1 D-l Section IX
FLIGHT IN TURBULENCE A N D T H U N DERSTORMS. 2 . Be sure to check proper operation of all flight in
struments, navigational equipment, pi tot heater, car
buretor air hea t, and cockpit lighting before attempting
fl igh t through thunderstorm areas.
be
APPROACHING THE STORM.
by well.qual ified p i lots . However, many rou Prepare the airplane as follows :
t ine fl ig h t opera tions require a certain amount l. Accurately tix position before actual entry i n to
of thunderstorm fi y ing, since it is not a lway s thu nderstorm area.
A pilot usinl motlefl1 e'luipment anti pos 1 . Th rougt>out s t o r m , m a i n t a i n power s e t t i ngs and
pi tch a t t i tude esta b l ished before enter i ng storm, u n less
ai rspeed falls off to GO perc e n t a bove power·on s t a l l i ng
sessinl a comDination of proper experience,
common sense, anti instrument flyinl Pf()
speed ur u n l ess a i rspt:ed increases to approx i m a t e l y )(J
ficiency ((In s(lfe/y fly tlluntlerst()rms.
percen t a bove your p e n e t ra t ion speed.
4
Norm a l l y , t he least tu rbulent area in a thun
derstorm is at a l t i tudes of 6000 feet or less a t t i t ude. Concentrate p r i n c i pa l l y on re
m a i ni ng level by reference CO gyro hor i zon.
above the terrain. A l t i tu des between 1 0,000
and 20,000 feet are usua l l y the most tu rbu l e n t . S . M ai n t a i n original head i ng. Do not make a n y t u r n s
u n l ess ahso l u t e l y necessary.
B E FO R E TAKE -OFF. G. Don ' t chase a i rspeed i n d i ca tO r , since do ing so w i l l
Note the fol lo w i n g precau tions : res u l t i n ext reme a i rplane a t t i rudes. I f a suJden gus t
1 . M a k e a t h o ro u gh
is encountered w h i le t h e a i rplane is i n a nose · h i g h
a nal y s i s of the general weat her
a Ct i tude, a s t a l l might eas i l y res u l t . Because o f rapid
situatiun to deter m i ne t hunderstorm areas, and prepare
c h a nge s in vertical gusl veloci ty or rain clogg i ng the
a fl ight plan w h i c h avoids thunderstorm areas when p i to t t u be, a i rspeed may momen tarily fluct u a t e as m uch
ever po ss i ble . as 70 m p h .
89
Sedion IX T. O. No. I F-S 1 D-1
TU RBUL ENT AI R
' lY '
P_ S{te
S A F E A I R-
SPEED ZONE
CAUTION
ZONE
DANGER
Z O N E ( STALl )
DANGER lONE
( STRUCTURAL FAILURE)
A VERAGE GUSTS
(30 FPS)
HIGH GUSTS
(43 FPS)
Figure 9-3
7 . Use as l i t t l e long i t u d i n a l con trol a s poss i h l e to hecaus(' o f d i lTeren t i a l baromet ric pressure w i th in the
m a i n ta i n your a t t i t�lde, in o rd er to m i n i rn i :re st resses s t or m . A ga i n or l oss o f several thousand feet ma y he
i m posed on a i r p l a n e. e x peered . M ake al l o w a n ce for this error in d eter m i n
H . The a l t i m eter may be u n re l iable in t h u nderstorms i n g m i n i m u m safe altin:de .
NIGHT FLYING
The re are no pred o m i n a n t d i llerences between n ight fl i ghts, b u t s h o u ld n o t he cause for a l a r m . Refer to
fl y i n g proced u re s and d ay fl y i ng p roce d u r es . E x haust Secti o n I I for night fl i g h t i nte r i o r check and take-off
glare obv i o u s l y is more pronou nc e d d u r ing night and land i n g p roced u res .
;\Ltk(; s Li re that all pro t ec t i v e covers and excluder p l ugs --i 6 ° C to -s l o e (-5(] 0 £ to -GO°F) 60
h,n L' hl:el1 removed. - 5 1 C t o -5"i ') C ( -60 ° F to -()S " F J 65
90
T. O. No. 1 F-S 1 D- l Section I X
The preheat t i m es given i n the chart are ap 1. .Move carbu retor r,l m - u i , c on t r o l lever ro l: :-';
proximate a n d are base d on prehea ting w i t h a R A M M FD f I L fl- R F D A I R a n d , o n l a t e r a i r p lanes.
sra nda rd F· I A
n\( n e
heate r w i t h one d uct rerou ted c a r b u reto r hot-a i r cO!l t ro l l e v e r t o HOT AIR a f t e r t:n g i n e
s h i e l d hayc been preheated \v h e n {Cm pera ! ure is he L I ''iC' fi r m h' ,l!1dlOred 'w heel chocks fo r eng i ne [" u n ·
low - i C ( 2 5 FL u p' . TIC ( a i l ,ct" ureh hefo re <i t t e m p l i n g a f u l l pcrw.., r
reOlO\ e J .
, C I ' A or cq u i va l en t )
TAXIING.
IS con nected .
T o pn.:�l· n l har ref\ ,-",,(' nt ' .] ! e l u t r i l ,d
). Check t h a t pro p e l ! e r
l i t t:. l ; 'C onh
he p u l led t h ro ug h mao
l lj l l I P!l1(;nt w h d c ; . , , ; i n ,1.! , i t l ,) w (' f1 g i m' , peuls.
cao
a t el v hefore a t t e m p t i n g sure
B E F O R E T A K E - O F F.
l�' nlper:l l u res d u r ing s t a r t i n g proce d u re a n d i m med ; · I -"e c n h u r c [ ,. , [ hLH a., rl'q u l rcd ( , ) keep (.l f h u [" e t o r
a r c l y a f t e r C( )lll hU�l i ( ) n u n t i l smoo t h en g ine opera t io n " i r rnl1 p<:r.i [ u re w i t h l fl l l fn i t , . to i rn r rO\ l' e n g i n e u p
t i n u u u s l y w hen neces s a r y J u r i n g l h e e n t i re c ra n k i n.. I. T (' I n n he:l k r �" i tc h 0 '-. ) t I\t I)(" t o [c u ke o ff.
pe r iOlI . h I l t p r ime o n l y w he n e n g i ne I, t u r n i ng O H r .
TAK E·OFF.
l· n g i nc fa i l u re Hla} m:c u r .
A F T E R T A K E- O F F .
It l ht' re i s no o i l p r e ss u r e a f t e r lD seconds
I. A f ter taKe off from wet-snow· or
if pressure d rop' ( ) a fter a few
a
r u n n i n g . or
m i n u tes
[0
91
T. O. No. 1 F-S 1 D- l Section I X
The preheat t i m es given i n the chart are ap 1. .Move carbu retor r,l m - u i , c on t r o l lever ro l: :-';
proximate a n d are base d on prehea ting w i t h a R A M M FD f I L fl- R F D A I R a n d , o n l a t e r a i r p lanes.
sra nda rd F· I A
n\( n e
heate r w i t h one d uct rerou ted c a r b u reto r hot-a i r cO!l t ro l l e v e r t o HOT AIR a f t e r t:n g i n e
s h i e l d hayc been preheated \v h e n {Cm pera ! ure is he L I ''iC' fi r m h' ,l!1dlOred 'w heel chocks fo r eng i ne [" u n ·
low - i C ( 2 5 FL u p' . TIC ( a i l ,ct" ureh hefo re <i t t e m p l i n g a f u l l pcrw.., r
reOlO\ e J .
, C I ' A or cq u i va l en t )
TAXIING.
IS con nected .
T o pn.:�l· n l har ref\ ,-",,(' nt ' .] ! e l u t r i l ,d
). Check t h a t pro p e l ! e r
l i t t:. l ; 'C onh
he p u l led t h ro ug h mao
l lj l l I P!l1(;nt w h d c ; . , , ; i n ,1.! , i t l ,) w (' f1 g i m' , peuls.
cao
a t el v hefore a t t e m p t i n g sure
B E F O R E T A K E - O F F.
l�' nlper:l l u res d u r ing s t a r t i n g proce d u re a n d i m med ; · I -"e c n h u r c [ ,. , [ hLH a., rl'q u l rcd ( , ) keep (.l f h u [" e t o r
a r c l y a f t e r C( )lll hU�l i ( ) n u n t i l smoo t h en g ine opera t io n " i r rnl1 p<:r.i [ u re w i t h l fl l l fn i t , . to i rn r rO\ l' e n g i n e u p
t i n u u u s l y w hen neces s a r y J u r i n g l h e e n t i re c ra n k i n.. I. T (' I n n he:l k r �" i tc h 0 '-. ) t I\t I)(" t o [c u ke o ff.
pe r iOlI . h I l t p r ime o n l y w he n e n g i ne I, t u r n i ng O H r .
TAK E·OFF.
l· n g i nc fa i l u re Hla} m:c u r .
A F T E R T A K E- O F F .
It l ht' re i s no o i l p r e ss u r e a f t e r lD seconds
I. A f ter taKe off from wet-snow· or
if pressure d rop' ( ) a fter a few
a
r u n n i n g . or
m i n u tes
[0
91
Section VI T. O. No. I F-5 1 D-l
D I LUTION TABU
O!"iF.ce Orifice
Percent
(0.625 in.) ( 0 . 1 1 1 in.)
Standard Winterized Percent
Tem perature Minutes. Di lution Minutes Dilution
3.
mately 200 rpm every half h our to ensure continued
low temperatures. Return to
Store unwinterized airplanes in a warm hangar if
a n t ic i p a ted starting tem pera tures are below -lSoC
governing at ex t re me l y
desired cruising rp m as son as t ac hom eter ind icates
(O°F).
p roper governing.
92
T. O. No. I F-51 D·l Section IX
In ge nera l , hot-weather and desert procedures differ WARM�UP AND GRO UND CHECK.
fro m normal procedures mainly i n that additional pre Restrict ground operation to a minimum, to prevent
ca uti ons must be ta ke n to p ro tect tbe airplane from overheating. Ma intain a constant check on carburetor
damage due to high temperarures and sand. Pa rticular air and coolant temperature.
ca re should be taken to prevent the entrance of sand
into the various a i rplane components and systems (en
g i ne , fuel system, p i tot- s ta t i c system, etc). All filters BEFORE TAKE-OFF.
should be checked more often than under normal con
A v o id take-off in a s and or dust storm whenever pos
ditions. Uni ts incorpor a t in g plastic and rubber parts si ble. Park a irplan e cros-wind and shu t down engi ne .
ON ENTERING AI RPLANE.
1. Check control and trim tab oper at i on for freedom ENG I N E SH UTDOWN.
of moveme n t .
Shut down engine i mmed i a tel y on pa rk i n g, to p reven t
2. Check instruments and cockpi t for freed om from overheating.
sand and dust ( fungi in tropic climates ) .
93
Section IX T. O. No. I F-S 1 D- l
i'
94
T. O. No. I F-S 1 D- l Appendix I
I
,
;.
\� . ' [-'
-
I ntroduction . . . . .. . . . . . . . . . . . . . . . . . . . . . . .
A i rspeed Installation and Compressibility
Correction .... . . . .. .. ....... ........ . . 95
Free A i l· Temperature Correction ' .... . . . .
.. . .. .. . 97
.
to ignore the charts, he can fiy any mission confidem cated airspeed (lAS). Ind icated ai rspeed is the a i rspeed
ind icator read i ng. Cali brated a irspeed is indica ted air
that the airplane is capable of greater performance than
speed corrected for installat ion error. A n A i rspeed
he is obtaining from it. These charts, which are easy to
Compress i b i l i t y Correction table ( figure A- I ) permits
computing equivalent airspeed ( EAS) from ca l ibrated
interpret, enable you to fly a greater distance at better
cruising speed and arrive at your destination with more
a i rspeed ( CAS ) . Equivalent a i rspeed ( EAS) is ca l i bra ted
rese'rve fuel. A descr iption of each chart and a sample error. True air
typical training m ission are also
airspeed corrected for compressi b i l i ty
problem to illustrate a spe e d is equivalent airspeed corrected for atmospheric
i ncluded. densiey.
95
Appendix I T. O. No. I F-5 1 D- l
'f.
.'
2
' 2
2
3
. . �
PR ESSU R E
ALTITUDE
109-93-1734
Figure A- J
96
T. O. No. 1 F-S I D- ' Appendix I
4 7 9 11
5 8 11 1 2.
4 6 9 13 15
5 8 11 16 18
2 5 , 000 6 9 13 19 21
7 11 11 2� 24
8 13 20
12 21 lO9-\j3 - 1 H 5
Figure A-2
A irs pee d ind icator reading ( l A S ) 300 mph different gross weights, a l titudes, and temperatures o n
2 m pb
a hard-surface runway. D istances given are for standard
Cor rec t ion for installation error
flaps-up t a ke -o ffs . For a m i n i m um-run take-off, refer
Cal ibrated ai rspeed ( CA S ) 302 m ph to Section II.
97
Append i x I T. O. No. I F- S 1 D - l
COMBAT ALLOWANCE. m i les from the bomb ta rg e t and 2 7 5 mi les from the
F L I G H T OPERATION I NSTRUCTION "on the dec k " ( sea level p l u :> 50 fe e t ) to a v o i d radar
98
T. O . No. 1 F-S 1 D- 1 Appe n d i x I
50 feet . I ') ga l lons A - I I and A - 1 2, the fuel req u i red can be de ter m i ned
fwm Co l um n I , at sea l e v e l < M a x i m u m Co n t i n u o u s
T h e Normal Power C l i m b chart ( fig u r e A- 5 ) shows t h a �
Power opera t i o n) . Ran g e d i v ided b y true a i rspeed, t h e n
l 'i g a l l ons i s req u i red for w a r m - l i p , take-off, a n d c l i m b
m u l t i p l ied by fuel fl o w , g i v es fuel req u i r ed ; i . e . . 2 t il
to 50 fee t.
m i les 292 mph
-;-- 0.7 i6 hour, and 0.7·i(i h o u r X 86
M i l i tary Power al lowance . . . . . . 28 gallons gph 6i gal lons. T h i s leaves 79 g a l l o ns f o r the re
. c
Descent to sea level from 5000 fee t . . . . . . O gal l o ns a s a n a d d ed reserve. S u ppose C o l u m n I I I i s p icked ; t he
fue! req u i red w i l l be 5 5 g a ll o ns ( 2 5 5 m i l es - :· � 2 5 llI p h
T h e descent from bombing a l t i t u d e to sea level p l us '50 c 0.778 h o u r, and O . 7 7 R h o u r X 7 1 g p h 'i s ga l l o ns ) .
fee t ( t he a l t i t ud e used for r u n - i n on g ro u n d su pport T h i s g i ves a 'i - g a l i o n surp l u s ( <lO - 5) S g a l lons )
target ) is co ns i de re d to be i n c l u d ed i n the fuel u se d w h ich, i f a dd e d to t h e or i g i nal reserve q u a nt i t y , g i ves
d u r i ng the bomb r u n at M i l i t a ry Powe r. a cota l reser ve of 5 .) ga l l o ns ( :i 8 � 5 - 5 5 gal lons ) .
C l i m b from sea l evel to 1 0,000 feet. .. 10 gallons This, t hen, i s a y u i c k so l u t i on to the pro h l c: m .
99
Append i x I T. O. No. I F-5 1 D- l
or i g i r a l 2 H ga l lon M i l i t a r y Power a l lowance must be po wer s e t t i ngs. T h e net savi ngs i n fuel, b y us i ng Col
gallons ) ( t o m i n u tes X 2 . 5 g p tn 25 g a l l o ns ) 55
a. l l) 1 hour
!
ga l l o ns
he made d u r i n g fl i g h t. It the rema i n ing
a J d i t i o n a l s ra t u te m i l es gph ' 0. 1 9 1
I ll i s s i ' ) [l
ho u r , and O. l l) I h o u r X 2 6 1 mph
rl l Ll � t
l eg of t he m is s i o n i s fl o w n o r i g i n a l l y p l a n n e d ( Co l
5 0 statutc m i les ) .
dS
a l lowi\ n n: m a r be s l I h trancd from t h e a J l owed reS C f \'t: s i d e red for a h o ld i n g o r orbi t i ng p roced ure when! tim e
l ) ( ) -j g a l l o ns, lca v i ng a reS("fve at t he end of the m iss ion i n t h e a i r i s i m po rtallt rat her [ han range, cons u l t fi g u r e
o f 2 :-> g a l l o n s . 1 10 \\,('\, e r, if �l g reater reserve i s des i red, A () t o d e te r m i n e t h a t t h e 5 5 -gal lon reserve represe nts
t he l .l S t kg o f t l l C m i , � i ( ) n !Tn}' be /1 o w n at s[ightly l . i H h o u rs o f fl y i ng t i me a t 5 000 feet ( ) 5 gal lons -c 37
I . , w e r p o w l' r sl' l I i n g s d l l d s pel' d s . s l i c h as t h ose l i stnl i n gph l . i � h o u rs ) .
1 00
T. O. No. I F-5 1 D- l Appendix I
. . , .
SAMP L E PROBLEM
TRAIN I N G M I SSION
Figure A-J:
101
W"ADC
TAK E- O F F DISTA N C ES
(FUT)
F o rm 1 4 1G
(II J= 51)
H A RD-SU R F A C E R U N WAY
SI 2050 30,0 1 050 1 7 0U 2350 3450 1 25 0 2000 2800 3900 1 5 50 2350 3250 " 5 50 1 8 50 2750
1 00 0 2 2 00 3250 U50 1 850 2600 3 700 1400 2200 3050 4250 1 700 2550 3550 4 950 2050 3000
---
2000 2400 3500 1 300 2000 2800 4000 1�50 2350 3300 4600 1 900 2600 3900 5 3 50 2250
-
3250
1 3 , 000 LB - - ----
3 000 2600 3 1 50 1400 2200 3050 4 300 1 700 2550 3 6 00 5000 2 1 00 3050 4250 5800 2 5 00 36 0 0
.. 0 00 2600 4000 1 5 50 24 00 3350 1 6 50 1 000 2800 3 950 5100 2300 3300 6300 2800 3 95 0
5000 3100 4350 1 7 50 2 6 00 3650 5050 :il oo 3 1 00 4 350 5900 26pO :<700 5200 6 90 3 1 50 HOO I
51 1 6 50 2550 1 95 0 2950 1 000 1 650 2300 3350 1 200 1 900 2R50 3600 1 4 00 220 0
_ =:� ;-4
o
1 000 1 800 2 "/ 50 2150 3 20 0 1 1 00 1 -=600 1 350 2 1 00 2 8 50 2400
__ -
4 1 00 1 6 00
T
z
2000 1 � 50 2 D50 2300 3 40 0 1 250 1 95 0 : 2-,00 3900 1 500 2300 3 1 00 1 7 00 2650
o
1 2 , 000 1_B
- - ,- - -
3 0 00 2150 3200 2500 �650 1 3 50 2 1 50 .;200 1 6 50 2 5 00 3400 4750 1 9 50 2000
- --
.f O O D 2350 3 <\ 00 1 2 50 1 950 2 7 50 3900 1 800 2700 3750 5150 1200 3 1 50
5000 2550 3650 1 3 50 2 1 50 3000 4200 1 6 50 2500 4850 ?OOO 2950 4 1 00 5600 2400
C
301 5 0
6 1 650
--- -
2000 1 600 2500 800 1 350 1 50 2860 95 0 1 600 2200 3250 1 1 50 2�5Q 3700 1400 2 1 50
1 1 , 00 0 L H
-
--- - -
--
o
3000 1 700 2650 800 1 4 50 2000 3050 1 050 1 7 50 2400 3�00 1300 2000 2600 3950 1 550 2350
..
_ _ 0_- --
4 COO 1 850 2650 950 1 600 2200 3250 1 1 50 1 900 2600 3150 1400 2200 3050 4250 1 100 2550
--
�
.. 5000 205 0 3050 J [J 5 0 \ 750 2 400 3500 1 3 00 2050 2850 4050 1 600 2400 3300 4600 1 90J 2800
51 1 050 \ ASO
-- - -
500 1000 1 2 50 2 1 00 �OO 1 1 5Co 1 4 50 2350 750 1 3 00 1 7 00 25,0 850 1 4 ;0
_.0_- - -- -- 0 -
-
l Oa D 1 1 50 2000 550 1 050 1 4 00 2250 700 1 200 1600 2 50 0 800 1 4 00 1 85 0 2850 950 1 600
LB
2000 1 250 2 1 00 600 1 1 50 1 500 2400 750 1 300 1 7 50 2700 900 1 500 2000 3050 1 050 1 75 0
1 0 , 000
1800
JOOO HOO 2250 650 1 200 1650 2500 600 1 4 00 1 900 2900 1 000 1 6 50 2200 3250 1 1 50
I
1 900
- -- - -
04 0 0 0 1 5 00 2400 7�0 1 3 00 1 7 50 27 0 0 900 1 5 50 2 1 00 3 1 00 1 1 00 24 00 3 500 1 300 2050
-- --
,----
� ooo t fiSO 25 5 0 800 1 ;,,0 1 900 2 90 0 1 nOO 1 6 50 2300 3300 1 20 0 1 0 50 2650 380n 1 4 50 2250
iJ A. 1 A A S O F 8 1 - 53 F :J E l GRADE 1 00 / 1 30
!lASED ON fLIGHT T!.5T 1 0 9 93 1 7 7 2 FuEl DENS;fY; 6 _ 0 LIl!G A L
'IADC
TAKE-O FF DISTA N C ES
[HIT)
FOnD 2.f )G
I I I J "" �,)
H A R D-SU RFA CE R U N WAY
3 DEC HES CENTIGRADE -r 1 .5 O£G�EES C E NTIG�AOE f 3.5 DEGREES ( E NTIGaAO[ + '5 DEGOH5 CfNTlGa"D!
P�E5SU�E
Wr""D 3O.(NO' WIND IUO WiND )!).Il'Nor WIND lUO WINO 30-(,."OT WIND IUtO WINO 30.(""OT WIND
GROSS Al TITUDE
WEIGHT ""NO 10 OfA' G"OUNO 10 ( l U _ ' CtOUND 10 (l{AP CROul'o/O 1 0 (Lf..,. GtOt)NC' TO (lfA. (;..CUND 10 ClEAt GtDUNC TO Cl�"'. GaQ:JND TO Clf.'
'UN j(I n DIST 'UN � n O"�T 'UN 1O n oaST. 'UN Y> f l 01501 tUN )oJ ,! OI�T tUN SO n O�T. 'UI< )() fl OfSl tUN � n DeS'!.
850 1550 350 800 1000 1 7 50 4 50 900 1 1 50 i 950 550 1 050 1 3 50 2\ 50 650 ! l 50
-
l O aD 950 1 6 50 400 850 1 1 00 1 850 500 950 1 250 2050 600 1 1 00 1 4 50 2 3 00 700 1 250
�OOO 1 000 1 7 50 450 IlO 1 1 50 1 �50 550 1 050 1 3 50 2200 650 1 2 00 1 550 2450 800 1 35 0
� LB
--
3000 1 1 00 1 850 500 950 1 250 2050 600 1 1 00 ' 4 50 2350 1 300 1 7 00 2650 B50 1 4 50
�ooo 1 1 50 1 950 550 1 050 J 350 2200 650 1 200 1 800 2500 800 1 4 00 1 850 2800 950 1 500
---. -- - - ---
5000 1 250 2 1 00 600 1 1 50 1 500 2350 750 1300 1 7 50 265� 900 1 500 2000 3000 1050 1 750
51
1 000
2000
- -
3000
_
• 000
---
5000
1
51
. . -- -- -
_ -
1 000 --
]000
- ---
-
3000
. 000
----
5000
5l
---
1 0 00
20CO
-
....
3 0 D I')
----
4000
5 00 0
REMA�KS,
l . Take -off distances a r e aircraft r C Q u l r e tn e n t s
under n o r ma l st'Tvice cond1t1Dns.
2. T.ke-of! P o w e r t 3000 r p m 6 1 tn . Iig .
3 .. Flaps up
o
.. DATA AS OF 8 - 1 - 53 FUEl GRADE, 100/130
w
BASED ON F U G H T TEST 1 0 9 - 93 - ! 7 7 3 FUel DENSITYI 6 . 0 LB/GAL
Appen d i x I T. O. No. I F-S 1 D- l
W AlK
F o nn l 4 1 1
{ l I Jun " q
NORMAL POWER CLIMB CHART
STANDARD DAY
CONFIGURATION . -
TWO 7 5 GAL TANKS, TWO 1 1 0 G A L . TANKS,
'I l(oN" GUW,ON
GAL TAlIKS ,
TWO lOOO LII BOMflS, OR TWO 1000 L 13 BOMBS, o n
ON!'; 1000 L!l BOMB PLUS ONE 1 0 GAL TANK 1 O N E 1000 LU BO M A P L US OI'E 1 1 0 G A L T AN K
GROSS WfIGHT 1 3 , 000 TO 1 1 , 000 POUNDS 0���:; .; fICHT '1 1 , 000 P O U l'-tUS OR LESS
A P P R O XIMA1E A P P ;! O X , M A T E
(�S PRES�URE CAS MP
. Al TITUDE
IAU Of
(tIMI
(:-to P)!) (MPH)
..
OI!>' NCf fun
Htl!
(2) 11,,.( 015;..\"'1((
'� - .. �. _ . - ;;-
�
SZ i
1
80 23 50 _ 190 �),00 _ .
. 46 _ S� _ >/00
_
_ ;::�
. -
' �3 - - 204
_
-- - -;� - -- --- - -- - - . - - .
. - --- � !. oo
1 ---- - - -
__
CONfiGURATION TWO 1000 Ll1 BOMBS, TWO 1 10 G A L TANKS, CONflGU<AIION T W O lOOO LA BOM BS , T W O 1 1 0 G A L Tt\!'iKS,
n: N 5 [N. ROCKETS, OR TES 5 IN. IWCKETS, o n
ONE 1000 [,8 BOMB P L US ONE 1 1 0 G A L TANK O NE 1000 L E I iJO M B P L US O N ,: 1 1 0 G A L T A N K
GRasS WEIGHT 12, 200 TO 1 0 , 300 POUNDS G ' O S S Wf.IGHT 10, 300 PClUXUS OR l.ESS
A P P R O X IMATE
MP PRESSURE CAS
CAS
Al TITUDE
II A I ( OF
ell,,",.8
Ilt� H__ �
(1'.1 PH) (MPH) UN 11oQ;
o 1 2 50
-
13 ) 310
1
21' I
-- 1 2 50
. - 42 1 2 50
.
;" ;
5 50 90 24 53 F. T. 185 ;>() OO 185 F.T 11 62 850
�'_
-
. .
- - --
- -
'
- . . - --- . .-
-<0 00
- .--
.
45.00
REMARKS, lEGEND
1. Warm-up, U,xl, and t.'<e-otr a l lowance.
2 . 2700 rpm. RA T E O F C LIM B - FE E T P E R MINUTE
3. Blower shUt autnmaUc. D1ST AriCl! - STATUTE M[ LES
TIM!': - MmuTES
FUl!L US . C A L LO N S
� - MANIFOLD P fl ESSUHE
CAS . r: A UBRATlW AlES PEED
F. T. - F I I L L THflOTTLE
1 04
T. O. No. IF-S I D-I Appendix I
F o l'ft'\ l t l l
NORMAL POWER CLIMB CHART
(II J .. JI)
STANDARD DAY
GIIOSS WfIG>fT, 1 1 , 200 TO 9800 POUNDS GItOSS WfICHT, 9800 POUNDS Of! LESS
A P P R O X I M A T E A P P R O X I M A T E
lOP CAS PRESSURE CAS MP
nOM su llYft ALTITVDE "OM �A l£'lll
.un 01 (LN. i191 {'N »gi uTE <>'
(MPH) (MPH)
(H[O CUM.
OISJANCl fun (2) (2) 'un rIM' DLSTANCE
r . T. 155 010.00
A P P R O X I M AT E A P P R O X I M "T E
MP CAS PRESSURE CA� MP
flOM Sf" LE'o'U ALTITUDE FRO'¥' SEA lNfl
tAft: Of (IN �i (IN 1i9! lATE Of
(MPH ) (MPH)
c... l'Ull CUMI
OISfANCf ... ,un (2) WEI TI,. DISTANCE
1 80 34 10 30 46 190 lS.00
l l 50 86 17 42 46 180 25.00
F . T. 155 010.00
-- .. _ -
45.00
REMARKS, lEGEND
1. Warm-up, tax� and Wte-ol! aUowance.
2. :100 rpm. RATS O f CUMB - fEET PSR MINUTE
3. BloweT shUt automattc . DISTANCE - STATUTI': MILES
TIME - MINUTES
FUEL - US. GALLONS
MP MANIFOLD PR ESSURE
CAS - CA LIBRATED AIRSPEED
F.T. - FULL THROTTLE
1 05
Appendix 1 T. O. No. I F-5 1 D- l
r O ml l4 1 1
W AD e
( I I Jun � I )
MILITARY POWER CLIMB CHART
STANDARD DAY
-
MODEL f- 5 1 O
-
ENGINEcS), ( I I V - I G50-"
-
SLX �, I!II . SIX 5 I !II . ROCKLTS
TWO 75 GAL TANKS, T W O 1 1 0 G A L T AN KS ,
CONflGWIJ\110N
nOCKETS - P L U S (ONIrGUIlA:'I()N
Pl.US
TWO 7 S G A L TANKS. lWO
t 10 GAL T fu'lK.!i.
T W O 1 000 L n n O M B S , o n TWO 1 000 LR nO�1IlS, OR
O N E 1000 L n BOMR P L US ONE 1 1 0 GAL TANK O N ,: 100� L n HOMR P L US 1 1 0 GAL T A N K
ONE
WEIGHT 1 3 , 000 TO 1 1 , 000 PO[;N1)S 1 1 , ODD P O U ND S O i l L E S S
I I
GROSS CPoss WEIGHT
�----- ---.-----------
A P F ff O X I M A T l A P P k Q X I MA t f
�
i
PRESSURE
I (M I'Il)
Al TlTUDE
IIAn
I
0'
�
,N "g
(2)
( L IMI
OI')\ANcr 11""( (2) 'Ul l IIMI
�--
I
1 -
1 350 61 175 SEA llVEl 75 -- 5 (71- +
--1 � ----
0- -
-+-----
0 ��-
- -
172-
� --�
-
1 250 12 4 25 61 185 1 000 61
1
1 85 23 3 9 16;0
I- - 1 1 50 27 61 1 90 1 90 61
-
20 ;-600 -
j
I C .OOO JI G
!
I
190 -
- - _.
1-----.
850 45 f.T. 190 1 5 000 f.T. - 41
L
9
;�5�
j j J
33
i
78 21 61
. .
102 185 1 85 61 900
1
550 70.000
55 U 54
�"+:� i i · : 11J : : 1
-
I
500
: : �.�
--
1 50
.
; :;
.
.. ..
.
, "'T"'W"'O""I-t"'l"'"" -,!KS -;
'" "' '.T _ _
t--ON-
C- "-
G-UR-A.J.r-lo-,,-.�T;;:-W;;:-"-!
O I"'OO;:-;-L-;:B'-·;:-:
O"' rIO"':-':
�I-;:B'"S- 0 GC':
A
-:-
L
-:;:
T-:-
AN
"" -;:-
,---.J..-
. --'-- - -'-
' -'--
' '-
C O N C U-
"--
IO
-,, -::
T
"' W
:-!-
:-:-
('--:-:
1 0"'
O:: ;:-
O loIJ
' B O M I IS , TWO 1 1 0 G A L TAN -::
=
K5' _ .L.._ _
T E N 5 IN. ROCKETS, OR T E N 5 IN. nOCKLTS, O J (
O N E 1000 loB BOMR P L US O N E 1 10 GAL TANK O !ll E 1 000 Ln BO MB P L U S ONE 1 1 0 GAL TANK
GOOSS WEIGHT, 12, 200 TO 1 0 , 300 POUNDS GROSS W[IC, HI 1 0 , 300 P O l i ND S O R LESS
-
r-- .------ ----,-------;
A P P R O X I M A T E A P P r.: O X I M A T E.
P R E S S UR E
I
DI!I' ...... C £ tlM( rUlI fUfl
t
1650 1 S ( I) 61 175 1 7; 61 151 1 ) 2 1 50
-----j--- -- --f-- -
o SEA U V'EI o
I
1550 10 3 1 8; 1 85 21 2050
I
23
I--- ----j.. - . -f-- ----
-
61 1 .000 61 I
----j- . . -- . . . - ..
I
I-.-
-
1450 22 6 32 61 190 10.000 190 61 2& 16 1 9 50
.
._ -
1 1 50 36 10 43 190 19iI 36 27
1---
f------ .-- --- -1 r--' -'- 1--' ----
lS.ooo F . T. 1 5 50
. f . T.
:; t - -
850 15 61 185 42
-
- -
- .-
. - -
-
- --- --1
750 84 22 75 61 180 180 15 60 1 1 50
- -
- 1 22
21.000
70
1- - --- ----- ----t----o - -- --+- -- . -
' '-
450 30 97 F. T . 175 )0.000 1 75 f'. T . 20 82 850
117
. '1
100 209 132 165 165 F. T . 84 28
t-------t--f-
,J F. T. )5.000 5 00
-
:
_ .-
-45.000
-
REMARKS · . LEGEND
Warm-up,
:
1. taxJ, and take-off a..l lo'.,/faJl cc.
2. 3000 rpnl. RATE O F C LIMB - F E ET PER MIN UTE
3. Hold time at Military Power to a mlnimum. DISTANCE - S T A T U T E MILES
TIME - M1�UTES
.
-t. Blower shUt automatic.
fUEL - US. C A LLONS
-
MP MANifOLD PR J::� �UIiE;
-
CAS - C.\ l.lBRATEll AIRSf'E£J)
f. T . f\.' l L THROTTLE
---
1 06
T. O. No. I F·5 1 0- 1 Appendix I
W AD e
I I I Jun S I )
G>OSS w E'CHI 1 1 , 200 TO 9 8 0 0 p oc :-.n s C'OIS w� G " ' 9 8 0 <) POUNDS O R LESS
i
"" p Y � O X I M .. T f
P,ESSURE --
M' CAS CAS MP ,�;').... ',U , lfYH
Al rI T � DE
'N r< .. I .'" " 1 u , ' f 0&
{ �,I � H I ( \ � ;:.' ) J, l ( . ..... .
l
; f '. : ,
121 ;Zl f 'J f� .,,,,, ( ;) ISr " .... o
_ .'_O<l�. _ . l !
1---- -
DS U
laso "
t-
1 '00 2d
4; l2
1 t)o 62 10
BI)O 8J 21
1� I :! J
23) )2
A � P iI CJ , ' " , I E
i
�
�I
" .f
: ... (
. ,, ' f ;:.r . �l
--
(I . .... !
�<� ... , :- :. ,- .r.:
l l)
'2 4,)0 I\
,
2 -\!) :) ,0 61 18\
2 J il) 14 27 61 1 )0
2000 " JJ r . T. 1 90
n O T) JS II 01 t R ,)
1 60() 4� Ie 5 (: 61 1;0
1250 64 1G 50 f. T. 175
6'\ 0
4 5:) t :! 4 77 1 j)
R 5 'o\A P. !( S lE G E N D
1 07
Appendix I T. O . N o . I F-S 1 D- l
W ADe
H �:S'l' l A S
H.. Rt) � I J l H A l r NO WINO
FOil A P V H O ,\ C I l
. . ..
CROSS
AI 'OUJ / 1
-
WflCtlT AI I I 'I i l
- _
io' , ) w l ll "I;J. 100I:.I " A' AI 6(10 , r
-- -
1 18 )
_ .-
. -<--
---- - .
-_
(.r.�)UNU ( l l .. 11 I (I (.1I04.N[) 1 0 ( 1 1 ..w
.
10 I I ) < i t ,\11 I_� t Ait
'I.
1 0 , 000 1 1 50 lOOO 1 2 00
(� 1 10 2050 1 300 2 1 50 1 4 00 2250
7J:.
9 , 000 7
.. 1 10 1 000 1 8 50 1 0 50 1 900 1 1 50 2000 1 200 2050
\
8 . 000 <"", 140 U50 1 6S0 950 1 7 50 1 050 1 850 1 1 00 1 900
1 08
T. O. No. I F·5 1 D· 1 Appendix i
REMARKS,
\. F, T , Full throttle.
2. Btower shut automahc.
6 , 0 LB/GAL
DATA AS OF 8 - 20-44 FUEL GRADE· 100 / 1 3 0
RASED O N FLIGHT TEST FUEl DENSITY·
1 09
Appendix I T. O. No. I F-S 1 D- l
W A De
CONFIGuRA liON srx 5 IN . ROCKETS - PLUS CONfiGUR ATION srx 5 IN ROCKETS P LUS
TWO 75 GAL T A N"K S . TWO 1 1 0 G A L TA I'o1< S . TWO 75 GA L TA N K S . TWO l I O GA L T A I' K S .
TW O 1 000 LB BO M B S . O f! TW O l o o e L B BOMDS. O R
O�E 1 00 0 LB D O M B P L IJS O N E 1 1 0 GA L T A N K ONE 1 0 00 L B B O M B P LUS OS'E 1 1 0 GA L TA:-IK
1 1 0 0 0 P O UN D S
GROSS wErG�1l
on
1 3 000 TO GROSS WEIGHT
1 1 000
,A. P P A Q X I M A T E A P P R C X I M A T E
PRESSU�E
CAS CAS
(M P H)
ALTITUDE
RPM MP (MPH) MP
GPH MIXTURE UHT: RP,Y. MIXTUii1C: GPIi
20.00
25.00IJ
30.00
35 00
.0 00
-. --. ---
. 5.00
CONf lCURATION TWO 1 00 0 LEl B O M B S , IWO 1 1 0 GA l . TANKS, CONfiGUOATION TWO I COD LB BO M B S . TWO 1 1 0 GA L T A N K S .
T E N 5 IN . H O C K E T S , OR TEN 5 TN. R O C K E T S , OR
ONE 1 000 LB BOMB PLUS ONE 1 1 0 GAL TANK ONE 1 000 LEI BOMB PLUS O N � 1 1 0 G ,\ L TANK
APPRO X I M A T E A P P il O X ! M A T E
PR , S S U R f CAS
RPM
ALillUDE (MPH) MIXTUGE
GPH MIXTURE MP
:q (r � RPM GPH
i l '" "J'
5.00
--- -- ---
NOH�l/\ L 31 1 35 l\ O H �jA l.
-
45 1600 145 29 1 600 41
-- - -
21.00
-- --
30.00
35.00
.a.00
--- . . . -
-- -
.5.00
REMARKS. l E GEND
G P H - n; £ L C O N S U M PTION
CAS - C A U [l H A T F.D A !l1 S P EED
I . Use h\j�:h hiowcr for a l t i tudes
F . T . · F U l L T H I<OTTI E:
lJeto .. hl�3vy l i n e
1 09 - 93 - 1 780
WADe
I I I J,.n
PPROXIMATE
GP.OSS WEIGHT 1 1 , 200 TO 9800 POU'!il GROSS WEIGHT, 9800 POU'!IDS OR
Al TlTuoe
A A'PROXIMAH
(MPH) PM
CAS
MIXTURE
CAS
-- .- - -.
47 NORM,\ I 1 700 29 140 !f0 1700 43
NO!< MA L
- .
_�
2000 NORMA L 50
30,00
- - .
- - - - --- --.
- - -
-- ,--- - -- -
-
40,00
..�,OO
illUDE
A Ji P R O X I M A T E A P P R O X I M A T E
(M P H) (MPH)
CAS PRESSURE CAS
-, -
36 N 0 r' MA L 1 600 25 140 SEA lEVEl
37
- -'
-
--' --- -
NOI1M.� L 1 600 25 140 �.OO
.-. - -
39
--
- -
- ----- --- -
41 NOHMAL 1 700 25 1 40 ,�,oo
. - -
. -----
3S,00
.0, 00
--
lEGEND
109 93 - 1 781
111
-
..
JIo,)
A I R C R A FT M O D E l ( 5 ) F L I G H T O P E R AT I O N I NS T R U CT I O N C H A RT E XT E R N A L L O A D I T E M S
,·510 STA N D A R D DAY I'.1 N G R A C K S O N LY
Q'
.,. ENG I N E I S ; iiI V , 1 6 50 , ] C H A R T WEIGHT lIMITS 1 0 , 200 TO 8000 POUNDS
�
el I N S I I( U ( l I C N S ;: O i( U S I N G C H A P ' S�lo' r r,,) v'(' , r, f U E l (olum'" "'Gucl 10 C f It"'>� :ho .. NOTES: CoJumn 1 I S for f'OIE>rgency hl�r. 5 PE't!'d rruislng only
WAR 3000 67 LOW 1 3 ,'C "10 omounl 01 fuel 10 bt' u\r'd for � t ""\'''g Mll"� hO" 10nlcll) to 1191\' O. I ,.f! and sd�:, RANGE Column!') 11, m. TV. and V t."1 ve pTof!r�ss i\'e lnc:re3se I n ranl7.e
.
,
�
- �ol"c C'q'Jal to O. q'ro'(" ,1'0'" t k o!' �!O''''� 0' nOvl.(o, (J,' m.lt"\ 10 b1." f"Jwn Vt'rP,(olly b�lo"" 3 1 3' s.l c r d tce 1 0 � pee d . A i r m i l e!') per gallon (Ml/GA L) (no
and OppO\" t' "'-01",,, n lt o'!!\ ' d(" "d C " " ' �''' 9 oll." .. dt' ' A l r , . : 0 ,-1 ' p " ' mcn.iolJ p . f' H ' J . f' \lJlnd) , r. ! l o n s pe r hr (G P H ) . dnd true a i rs peed (T A S ) a r e
3000
3000 61 LOW 1 3,'C MP and M I X T U IJ ( I",·,f" I\'':I," ,.:d Qefer '0 couo!'\pond,n9 col"mn and oir.Iude> 10' nf' .. :lpprOX lr.qtt.' vaiue's ( o r referenc e . va lues . H � for a n
tQ'
I �O
61
.,. Jvt:> r:-tge :l l q;.JJne flying- a lOne {no ..
- IIlCH MJ� 1 3 SoC 1 80 po"",,,' "" " "91 .. �r.: .. g'OH "'e'gh, f.:d l s b,.I('_ I , .. ,'� t)I ,h'l (ko"
:r
..
o
COLUMN I C O L U MN /I COLUMN III C O L UMN I V COLUMN V
!i
el
.. STA1UTf- GAL STATUlE N .l.U T I( A t ) 1 � 7 UTf N AI. T I (. q ') l A T U l f NAUTICAl GAL NAUTICAL
o·
�
;-
'"
880 165 240 985 855 1 1 05 960 1 200 1 04 0 240 1 330 1 1 55
0
..
805 220 900 1010 875 220
�
..
100 1 1 00 1 060
�
160 95, 1 220
730 635 920 87 0 I 11 965
c:
o·
200 820 710 aoo l ono I
� o
n 515 445 140 5 00 64 5 560 1 40 775
z
:r
,00 610 67 �
}
580
575
\ 20
�
440 380 5 50 475
Q
1 20 � 90 4 25 600 , 20 665
r
..
:z:
60 275
145 145 1 85 1 75 40
o
1 25 10 1 65 I �O 200 2 20 1 90
..
{� , 1 0 5 TAT (3 , p,,, S5
it
)( M A X 'MUM CON l I N U O U S MA XIMUM A" •
>p, 5S
..
.,,. I t.l1X -
i r .. f �::vJ
� P¥T1UXH·'f.
"'�"PC'.( "'PPPC ' A,PPIIO:"
A
!t .,
�X , l.lT
: 0 1 ,\\ ; .. � MP MX MP M3 X - ' :: ' <1,1 1/.� :(';1 A: MP
TURE
r � .,
..
GPH ",PM fEU [1'01 , TunE I t, _ TUHE GPH TUHE �j P H "" FUT IN , �
o
Q �� : 2700 F 2500
40 00
N 22�O F
36
t
T N Uf�t" L 354 .15 COD F , 1: NCRMAl. 6 319
S E n JO OOO 97 424 368 2550 f' , T 90 4 J 7 352 2450 F. T NQI-{)v'JA l 77 391 340 30 coo T NCHMAL 62 348 302
o
-
1 ,5 00 S OHMAI. 1 850 291
�
S E N n , 2 700 4 6 , 0 j\'OHMA I 98 413 358 2400 4 2 , O f;OHMAL 8f, 2250 F,T '1 3'70 321 15 00 F , T NORMAL 59 335
4 2 , 5 " OH A ! 1 0 000 F T t'ORMAL 57 316 214
g
2 1 00
2700 46 NCflMAL 1 03 3 84 334 1 5 00 2500 F T 90 373 :124 2300 F, T " ORMAL 76 3 5 1 305 2 1 00 F T S GRMAL 65 326 283 1 5 000 1 80 0 F T NORMAL 52 290 252
(; 282
:! Q J 263
2700 46 42 5 346 300 60 47 25\
Q)
1'IffiMAL 98 361 314 10 0(;0 2 5 00 '()fL\1AL 83 2201J t-;CJnr-.v,L 71 32� 1 90« 3 7 , 0 S (l1MAl. 300 261 1 0 000 1 600 227
2700 286 1 600 28,
"
2 5 00 3 6 , 5 N Or�1.
:n g H: 2
43 0
o
46 NffiMAl ') \ 339 , 003 79 023 2 8 0 2200 N CRMAI 66 1 8 50 55 218 242 , 000 42 232 202
o 2700 46 27 4 2 1 50
o
NCRMAL So 315 'OC 2500 4 3 , O SOtMAL 74 30,) 261 \ OHMA I . 61 I bO'1 3 0 0 NOIU.t".L 50 255 222 J'V
'1 .
SPeCIAl N O T E S
lEGEND
( l J M.Ii(1.;"' a l low�flcP f lJ r .. u rn · u p , 1 .J k c:' (Jr f , •• nd ( 1 I fT�h plus �i l ! ow.ln('�� {f'r
c:
a-
::a
fUf'1 (ah l" r dt'duc ( t r.�� luL Il .1I 1')W.I II(' (> , \.�r 20 )\0 MA " I FO LD P R E SS U H F.
�:.dl II) f l y 330 st,! ! . .-I , r r:! I I �' �: .1 1
I I .1 I 1 1 l;,.; � t' n1 .J l n L, ' r! 2 � OO r p m , I n d
')()lO GPH U S , G A I, 1.0 N S P E R HOlH
43 TAS T il U E AII<SPEf.D
,n. m :j n , f o l d pfP :- :-O :J r (' ·.I. . I � �: . t X 1 U I '� � ,•. t K" K NO T S
NORMA L SL . S E A I.F:V r: L
R EV IS E D 1 , 22 4 7
\. r, F U L L T H HC'TT LF.
lB/GA L
D A T A A S Sl' 8 20 4 4
•• �to ON f L I C H T TESTS [ 5 I D 1 · 93 · 1 FU E L DENS>!Y 6 0
A IRCRAFT M O D E L (5) F L I G H T O PE R ATI O N I N ST R U C T I O N C H A R T EXTERN A L LO A D ITEMS
:3 �
- ""<
>< ::
COLUMN I
FUEL(I) COLUMN " COLUMN I I I COLUMN I V
FUEL(I) COlUMN V
o
'lI
RANGE IN AIR MILES US . RANCE IN AIR MILES JlANGE IN A I R M:lE-S SlANG� IN AIR MILES US , RANGE IN AIR MilES
CD GAL
.. GAL
STA TUTE NAUTICAL STATUTE NAUTICAL STATUr[ NAUTICAL STATUTE NAUTICAL STATUTE NAUTICAL
CRUISING,(l)
O·
Q
.. SUBTRACT FUEl A. t t O W A N C E S Nor AVAil A B t E fO �
:i
:I 1 3 20 1 145 3 90 1430 1 240 1 600 L 3 90 ! 185 1535 390 1 89 5 1650
1 51 5 0
=.
1 250 1 0 85 370 1 3 50 1 1 75 131 5 1 6 70 145 370 1 7 95 1 560
3 50 1 700 1480
1 1 20
1 1 85 1 030 1 2 80 1 110 1 4 35 1 250 1 5 80 1 3 70 350
!:l.
..
c 975 330 1 200 1 04 0 1 3 50 1 1 70 1 4 90 1 29 5 330 1800 1 3 90
1050 31 0 1 305
O·
910 310 1 1 30 980 1 26 5 l l CO 1 4 00 1 220 1 500
:a 230
(') 845 735 250 900 785 1015 885 1115 970 1 20 0 1 04 5
Q
8 75 2 30 720 9 30 810 1 030 895 1 110 116 5
21 0
780 83 0
1 90 685
T
81 � 210 755 655 740 945 1 01 0
l'
710 850 820 880
M5 560
-
595 770 670 855 '145 1 90 91 5 795
'"
!
61 0 715
720
575 500 1 70 530 690 600 765 865 1 70 820
4 70
(3 , 52 NA UT , )
510 445 I SO 540 605 525 875 585 1 50 625
PRE5S o
..
MAXIMUM CONTINUOUS (3 . 50 STA T . (3 . 1 3 NA UT . ) M1/GAL) (4 , 05 STAT. MI/GAL) (4 . 4 9 S TA T . ( 3 . 9 0 NA U T , ) MI/GA L) MAXIMUM AlR AANGE
:a- PRESS
.
nt A,PROX APPP.O!. Jo.PPPO)' APPRO_ ",'.01 -
CD
)C All All
GPH
.. IP,. MP IoIJ( - . ., RPM tot)( - ,OM MP KX - 1 ... S "" MP M.X - rO�Al RPM IoIJ( -
TOIM r O T t. l :C7A�
IN , TUR!: GPH Mm (N fEET TURE MPH " TN , T U RE GPH MPI1 �N TN . TURE GPH MPH I(N feET IN , TURf: ,.,. m
..
!t
:I
<0.00 <0,00
94 2300
.. 35.00 35,00
o JO.GO 2700 L T 38� 333 2500 F.T. 79 3 56 310 30 (X)() F T. 83 315 274
Q
Q.
I 2 99 2200
Sf: CO LUI<I n 25,00 2 700 6.0 98 377 328 2550 44 . 0 90 367 �19 2300 76 341 297
SE 2 700 355 1 309 2500 '4. 0 85 34< 2 1 50 8.0 70 319 277 20 00 61 294
2700 46 NCRMAL 1 03 356 310 1 5 00 2600 44. 5 349 303 24()0 F.T 80 327 284 2200 F.T- 303 263 1 5 ,00 1 9 50 57 277 241
2700 46 96 334 290 10 00 2600 44 5 91 326 2 84 2300 0 75 304 284 2000 83 2B1 ,,44 10,00 16 5 0 52 252 21 9
2M 24 6 48 230 200
2700
2700 46 NOI1MA.L 91 31 2 271 5.00 2600 84 304 2300 0 70 283 58 260 226 5,00 1800
�6 86 292 254 Sl 2550 78 28 2 245 2250 65 262 228 53 239 208 Sl 1600 42 2 02 1 76
SPECIAL NOlES
(1)
EXAMPLE LEGEND
(2) H igh b l o w � r allovt:· hE-<lv>' l i nt' fuel {after deducting total a l lowances ot 20 MANIFOLr:. PRESSURE
MP
g.di t o f l y 8 � O s ta t . a i r m i les J t 5000 GPIl - US . GALLONS ];>JrR HOUR
KN
ft a l t i t u d e, m a l n t3 1 n 2 3 00 qlm a n d 41 TA S - T R U E AIRSPEED
i n . m Cl.n i fo l d p r e s � u r e 'Nl t h m i x tu r e set: - KNOTS
N O RM A L . SL - SEA LEVEL
REVlSED 1 · 2 1 · 47 LT. - FULL THROTTLE
1 0 0/1 30 LB/GAL
DATA A S Of 9·1 0 44
BASED ON FLIGHT TEST F · � l U - 1 - 93 · � FU li. GR A D E fuH DeNSITy 0 . 0
w
..
..
..
A I R CRAFT M O D E l ( S ) F L I G H T O P E R AT I O N I NS T R U C T I O N C H A R T EXTE R N A L L O A D I T E M S
:c: :=:
F - SlD
u � V')
� � �
O N e
STA N D A R D DAY
TWO 75 CAL DROP TANKS
TWO 500 LB BOMBS OR
cO'
.,., V - 1650- 7 CHART LIMITS· 9800 TO 8100 POUNDS
;; <J
e: ",P SLOWER MIX,UIH 1 l)J.� CCO LANT
LIMITS
IN MG POSITION POSITION tll�IT T EM P
of fVl'!'l '0 be u�ed fc' o .. ')'ng M o v e hO"lonl�lIy to r ighl or left ond �ellKl R A N G E Co lumns TI, ill, IV. and V give progres�ive increase 1n range
NOTES: Column T is for emergency hlgtl-s ped cruising only.
� 21 0
INSTRUC TIONS f O R USING CI4AI1T Select r.g;J(� 1 n fUel ( o l m n equal to or ien ,hen
WAR 3000 67
at :.I sacrifice in speed • A i r miles per gallon (Ml /CA L) (no
LOW 5 1 35·C amov'"
ond Oppal" e "olui'!' ne-ore\' dewed UUI�lng oltitvde tAL T) read r p m , morlPfotd preHvre wind). gal lons per h r (G P H ) , and true a i r s pe e d (TAS) a r e
•oll.lt' eqvol 10 Qr greoler thcl1 I�''' �tolL!'e or nov11(ol elir )TI l l t ! to b� Flown Vertically below
EMER 3000 67 fIlGH 21 0
Ranlf.
- 135'C
iMP; o n d MIXTURE �el1lng r .. qvlf�d a pproximate va l ue s for reference. values are for 3n
31"erage airplane flying 310n(" (no wind)(
3000
.. e;gh� ioU� below l , m ; l l 01 ,I'Ii) charI.
61 1 35�C ! 80 P.ef�r 1o (orre-!iop(H'1d'flQ (olul"I"n Q n d o i l lrude for new
1 80
LOW
�
P O/{!il
.,.,
3000 61 HIGH
135°C
power �H;f'lO\ when gran
..
::r
COluMN I FUEL(!) COLUMN 11 COLUMN 111 COLUMN IY FUEL(I} COlUMN V
lI:ANGf IN AIR MilES US. Rb.NGE I N AIR MILE'S RANGE IN AIR MILES RA N G E IN AIR MilES US . RANGE IN A!A: MILES
STATUTE NAUTICAL GA L
i
NAU�ICAL S T A TU TE N A UT IC A L STATUTE NAUTICAL GA L STATUTE NAUTICAL
-
::a
950 825
I 2 80 915 1 1 10 1020 1 2 75 1110 280 1 380 1 200
..
lit 880 76:; 260 915 845 1 090 �5 1 1 85 1 030 260 1 280 IIlO
-
710 240
�
815 900 785 1 00 5 815 1 090 �S 240 l l 85 ID30
c: 745 715 920 800 1 000 810 220
O·
645 220 825 1 085 9<1 0
680 200 750 650 725 910 200 990 860
590 835
I
610 530 1 60
6 10 560 730 635
655 820 715
I
87 5 585 755
'"
::a 180 690 775
140
475 520 1 60 790 685
::r
545 1 80 600
1 20
475 415
545 475
690
Q
525 455 585 510 535 550 I 140 600
..
405 350 450 390 500 435 1 20 590 515
i l'
340 �95 100 375 420 365 455 395 1 00
I
325 4BS 430 -
270
=E
235
25 0
260 335 290 365 31 5
255
300 80 395 34 5
20S 1 80 60 225 195 220 2·15 240 60 295
;. 9
1 35 115 40 1 50 1 65 145 1 80 155 40
..
CQNTI .. '.! OU S ( 3 . 7 5 STAT (4 . 1 8 S T A T . (3 . 6 4 N A UT . )
�
..AXIMUM (3 . 2 5 N A UT . ) MI/GAL) MAXIMUM AIR RANGE
P R f 55 PRESS
,,"III\Ox A?Pf?O, Arp�c), APPItOX A""�OX
I,t i
IN .
- Alr
l>fJ( - 'A; f.".." MP PPM
J Q : J. !
� IIP'.\ MX - /.I KX - ",PM MP MlX - TAl) RPM MX-
rOTAl TOT,\" TorA.l forAl
.. [N . TURE IN . TUR F. TURt GPH IN . TUHE I IN . TURE
.. I>�
9.
..P'1
CPH •• ">1 FHT MPH " Grn MPH <N FEET ...PH KN
::a
..
40. 090 <0.00
o
2700 F 80 3 70
65 326
' IV
Q
3 ) COO 322 3',00 2450 327 284
2650 F.T. 90 381 331 2500 F. NORMAL 7 8 360 313 30.00 2300 283
t
'0 NORMAL 59 294
SE 0 98 377 2450 87 362 314 2300 F.T 75 342 297
CO
328
355 308 2400 337 293 2 1 50 38 70 318 276 258
55
80 20.00 2150
g NOR.'M L 1 0 3
2700 356 309 1 5 00 2550 4 3 . o NORMAL 91 34 1 2350 F . 'f . 79 322 280 2 1 50 300 261 1 5,000 1 900 272 236
o
-
2100 98 289 1 0 ,00 2200 40. 0 71 259 1 950 61 278 24, 1800
2200
251
1600 229 199
46 NORMAL 333 83 1 0. 0Cl0
CO
316 275 298 50 218
2 7 00 46 NORW. l 91 311 270 71 255 4 0 . a NCRMAL 66 276 240 1 900 37 222
291 4 2 5 N:.lRMAL
5 0.')0 2450 4 2 5 NOR 1M 293 55 256 5,00 2.5 46
o
- 2700 46 253 Sl 2450 72 273 237 21 50 39 . 5 61 256 , 222 1 850 37 5) 236 205 51 1600 200 1 74
o SPfCiA� NOT [S
� LEGEND
o
c:
E X A M P LE
0) Makf! a l lowance for wJ Tm up. take off, �I nd chmb plus a lll)w;'. nre for
::a
A LT - PRESSUllE A LTITUDE
Wind, res e r v e , and combar a s reqU i r e d . A l 9400 Ib KrOss wC l gh t With 1 0 0 gi\l of
( 2 ) H II�:h blower J b o v � h c tlo v y l i n e .
a-
MP - MANIFOLD PRESSURE
fue l (after deducttnr. tot'] l a l lowances ()f 20
i t a ill tu d e , m a l fl t J l n 2 2 0 0 r p m a n d 4 0
- US. GA LLONS PER HOUR
ga l) to fly 4 20 s t a t . 3 1 r rn l l e s <i t
GPH
9000
KN
H. S - TRVE AIRSPEED
- KNOTS
1 0 . m a n i f o l d p r e !:> t ' u r E' W i th m i xture s et:
SL - S E A L EV E L
NORMA L .
HEVlSED 1 - 2 1 -47 F. T . - F U L L THROTTLE
1 00/1 3 0
OATA AS Or 9-10-44
eA�ED O N F LIGHT TEST F - 5 lD - 1 - 93 - 3 Fi.Jfl GRADE FUEL OENSlTY 6 . 0 I.B/GA L
E XT E R N A L L O A D I TE M S
= ROCKETS P LUS TWO 75 GA L DROP TANKS.
A I R C R A FT M O D E L ( S ) F LI G H T O PE R AT I O N I NS T R U CT I O N C H A RT
= ROCKl!:TS PLUS TWO 1 1 0 GAL DROP TANKS.
>< c:
U ;- Il")
ca' ENGINE(S).
1 0 00 LB
..,
ONE OR
(1) V - 1 S5 0 · 7 CHART WEIGH1 l i M I T S 1 3 , 000 1 1 , 000 POUNDS
1 000
10
..
e:
TEMP GPH
C/" .... �p i(OWIQ' MIXTlUIE TIMf COOLANT
SING
L�.ITS
):.
til IN >; G PO!;,IT1ON POSITION l iMIT
.
INSTRUCTIONS FOR U CHART Se:�cj '"";gu'l! ,n FUEl (01"'11>1'1 ('quol to or leu than NOTES; Column r 1s for emergency high-speed cruis ing only.
-
Columns D, m . 1\" I
(MI/GAL) (no
WAR 3000 67 5 1 3 5·C 210 amount o f I u d 10 b � v\ed fa, ""'\'''9 Mon� ), 0 , 1 1 0 I'l t::. l 1 y 10 r ; g h l 0 ' len and leleci RANGE and V give progTAssive increase in range
wind) . gallons
EMER 3000 67 HIGH 1 35 ' C 210 "clue t"q�'o' 10 or QreoJtt. I n o n . k t, ,Iol'lle 01 no"I,col a . , m ' l l! � 1 0 b e Flo_n Verllco!l)' below a t a s a c r i C i c c in s pee d . A t r m i les pe r gallon
�
a l'ld oppo}:ie ,"oilJf' neor��l Qel"t!d (J1J'�'''9 oiT'rvde: \Al T ! reed rp!T'. man Ifold pf�'Uufe per h r (GPH), and true ;J. i rs�ed (TAS) a r e
wtnd) (l
3000 61 LOW 15 135'C 1 80 r MP i und MI XT!,JQ£ �clt,t'\9 '('q .. ued Reier '0 (ont'\pond'''Q column (ond ollitvde tor n�. a pproximate v"lues for referenc�. R a n e values are for an
average a i r plane flylng 310ne (no •
p o.o.'JO:R 3000 61 HlGH NORMAL 1 3 5'C 1 80 pOWCOI 'effing' ..hen g ron welghl tolt, below l,m,l� 01 tk,� {: , O ' !
4 20
1 3 95 1 21 0 4 50 1485 1 290 1 625 1410 1 730 1 505 450 1810 1 570
1 3 00 30 420 1 3 80 1 200 1 51 0 1310 1 3 90 1 680 1 460
3�0
II 1 60 0
1 205 1 04 5 3 90 1 280 1 1 10 1 390 1210 1475 1 280 1 550 i 350
1 110 965 360 1115 1 020 1 21 5 1110 1 34 5 1 1 70 3 60 1415 1 230
101 5 880 3 30 1 01 0 930 1 1 60 1010 1 220 1 0M 330 1 290 1 1 20
925 805 300 970 S45 1 055 91 5 Ill0 965 300 1 1 10 1 01 S
840
830 720 210 875 760 950 825 1 000 870 270 1 05 5 915
740 645 240 780 6 80 730 890 775 240 935 810
645 560 210 680 590 740 615 775 675 210 820 115
555 4 80 1 80 585 510 830 550 665 580 1 80 700 610
460 400 1 50 485 4.0 525 45 5 555 480 1 50 585 510
370 320 1 20 3 90 340 420 365 445 385 120 470
MI/G A L) (3 . 10
410
MAXIMUM CONTINUOUS �RE�S (3 . <4 ST A T . (2 . 82 NAUT . ) MI/GAL) (3 . 51 STAT. (3 . 05 N A U T . ) STA T . (3. n to< A UT . ) MI/GAL) PRfSS
MAXIMUM AIR RANGe
"PP.Ol. AI>P""OI( .. PPIIO� "PPIIQX ,lPPIIOX
... t T All MD< -
GPH GPH
111'.'" MP MIX · IP."" MP M lX - T,,> ,) ,,¥ M D< · >PM M1X · rpM
TURE
lAS
TUR ,:
rOi"'l TOIAI.
IN. TURE IN .
TOI.A\ TOTAL
IN . T U RE
FeFT
IN . TURE GPH �P" GPH .y.j ," 'N FEET ""'" KN
40 00 40.00
3:5 00Cl 35,CX
30 000 30.00
2.C, OO 2'100 46. 98 332 288 2550 44 . 0 NORMAL 92 323 281 2350 F . T NORMAL 80 295 256
2&4 41 285
F.T. 2 1 00
2350 20 00
2700 46 NO�L 1 03 322 260 2600 44. NORMAL 91 314 273 24,0 F . T NORMA L 8 5 299 260 2350 77 2 S4 247 1 5 00 63 245 213
- 2700 46 NOFMAL 98 30 2 262 l C OO 2600 H. 5 91 295 256 2400 42. o 60 281 244 2250 40 NCHMAL 7 2 261 232 10.00 1 95 0 7. 5 61 240 209
o
2700 46 NORMAL 91 283 24 6 5- Cf'
JO 2600 H . 5 NORMAL 85 275 239 2400 2 o NOHMAL 7. 261 227 40 NORMAL 66 247 215 5.00 1 950 6. o 57 22� 1 94
2700 46 NORMAL 86 265 78 256 2 22 5 I N O �.L 69 243 211 40 NGRMAL 62 231 201 1 900 7 o NORMAL S 3 2a� 1 78
b
230 5' 2600 44 . O tlORMAL 2350 �l
- MANIFOLD
� lot 1 1 , 800 Ib gross weight with 3 3 0 gal 01 .. L T PRESSURE ALTIT UD E
o (2) Hlt:h blower Jbm'e h�J\'y l in E.' . f u e l (z 1 te r deducting tot a l a l lowances o f 26 MP PRl!:SSURE
e: GPH - US. GA LLONS P�R HO UR
::a gal) to fl y 1 2 2 0 s t :a t . a l r rn i l f.! s a t 1 0 , 000
�
i t a lt i t u d e , ma i n t a l r. 2 2 50 rpm and 40 TAS - THUE AIRSP!,;EO
in. m a n i f o l d pr e s s u r e w i t h tr. llI t t u r e set: KN - KNOTS
r . T . - FULL THHOTTLE
N O R MA L . SL - Sl:A LEVJT:L
HJT:VlSED 1 23·41
1 2· 1 -44
l a/GA L
DATA I\S or
BASfD ON FLIGHT TEST F - 5 1 D 1 93 4 F U E l GRAOE 1 00/1 30 FUEl D E N S I T Y 6.0
A I R C R AFT M O D e l ( 5 ) F L I G H T O P E R AT I O N I N ST R U C T I O N C H A RT E XTERN A L L O A D ITEMS
:;
STA N D A R D DAY
5 1 X I«(JC K F: r s " I . C S 'I " 7 5 GA l 011(, 10 T M , K S .
S I X liOCK ETS I ' L L S T\Q, 1 1 0 r.A I D H c.- P L ' '' K S .
�.
.." S I X I'OC K F. TS . . L U S C l\ E 1 1 0 CA L DHCf' T"'''K .• ,, 1)
0 ,- 1'; 1000 I.D flO � tr\ . OH
,
c � I X liOCKF1S P L U S TWO I QI)O Ul [l() \I I ' S
..
cc·, l '. '. 1
�
til l l\l l T S
I
! (;l
,. :. .. ' • L .. ' , _ � :'.(;1 Po:): C - d ·IO,/: L:, " H I'nll· ri�f';'l<. \, �:lhl') !: P,�( <1 o: r U J " mi,: pn t \'
WAH 3 0 00 67 LO\I,' i :j : C :! J " C l J u ! ! , !)-.' [ I , n l . ! \ ' . . H,:d \ ' g i v (- pro,)�r""�!'-LW' :nC' rf',ISf" I n T..ligP
-": , I I " I ( U " In � f..P " (l .
'.l,' \'\l1J . �',l J I " n,;; p':' r tiT (Cl" H ) . .I n fj trup .1 I T ... 1Jf'€'d 11'.';5) ,-I T e
�';lJH.\l:\L \ti;-� 210 . 1 1 .1
:
E ME r. 3000 [.7 HlGH 1 � :. C A l l' n � d l ' � I�r f,!.l l lnn (:o.ll/G(\ l ) (rH,)
E1GH
.. .. . . . H ., n r:; (' VJhH'>!" J T(> lor .In
;
:< 0 0 0 61 LC\O, I :) 1 3 r, C
I'CMU' 30UO (d MP· I :V C
..
lOS
Ci ..\ l. (.A l
. "
:-t
750 6 60 850 ns 1 020 RR5 1 050 915
895 775 915
9
655 �8G 745 �2li 795
76; 665
1 :10 z
520 l ""
5 50
1'0 640 555 700 ,, 1 0 785 680
530
I ijO
475 ·i 1 5 1 50 460 585 5 \ (J 635 655 570
o
425
Ii.
joO
215
Ul5 90 320 305 380 330 90 NO ."
1 10
1 90 131) 205 255 220 60 260 225
9; 30 10; 100 1 25 30 I JO 1 15
M:"X I VlIM
�llX .
I
'iP
1 8 1 .. .
','.
l� , TUHE
40 000
J� rllJO 35 000
30 om 30 00
b
� n ] 5 00 g ij 350 3 04 2.350 F T \;(JIM·\ J . �1 "22 280 2 1 5'J F T 64 27' " 40
o Z I Oll 220
o
74 1 5 00 1 950 F 57 253
o 1 96
.. "2
22�
(g
n �2 236 � 71 2�
o
�
o
E X A.M? lf. LlG£ND
c:
(l) k!' ..J l ltnl.'.,fltt' [r,r .. J r m up, Uk!? I·,t ! . ,\lld C l l( lltl \JIve.: . 1 ! ! 1l""·.i n c c f'1r
::I
\I.·lnd, y .' !' v r v o? .H\Q 'i:'linh"'l 3 S r<>q u L rl· d . A t 1 0 . 6 0 0 tb gro�s ... (' L i ! h t W i th 2iO r.ol l ("I f A LT P R E SS U R E A L TI TU DE
Q"
(2) H I !!," hlow('r �lt"1v'� h" .J v,; 111"(" . (Uf:\ (.t f� e r de>du(' { ! n� l l l t .1 1 :dt.JwJncps ld 2 6 �fi'
G I- H •
MA N I FO L D P R ESSU R F.
U S , GA LU)NS P l'; H H O U H
Ila t) tl) ( I v 1 1 50 !' LJ t . a i r 111 1 1 e s .I t i O , Ot;t)
•
..
i t .J H l lUdf:>, m � l n t J JIl 1 900 r p m J nd :n TAS TRUE AIRSPEED
t n . m a n ifold p r e � � \J r e \4' : lh O\ l x l U f P. S l? t : K l' KNOTS
SL SEA LEV E L
1 · 23 "
-
�('RM A I . .
R E V IS E D F,T. f U L L T H HO T T L F.
D A T I..A '!. O! 1 2 - 1 - 44
8A�EO ON F L IG H T T E ST F 5 I lJ · I · 93 · � F U f t DEN,, , , 6 0 LB/G A L
A I R C R A FT M O D E l (5) F L I G H T O P E R AT I O N I N S T R U C T I O N C H A R T EXTERNAL LOAD ITEMS
STA N D A R D DAY ' ( \\U I OIJ!! I I I I � J M i 1:i .
- j e. 5n
u N F. 1 /11,/1 t i l ! W J M I I l ' l .lj:-; ( J r-; ..� 1 1 0 C . A L OflUP TA N K ,
fV. ( / 1 1 1) ( . .'\ 1 . 1 1 1 ( ( ' 1 ' 'I A ."I K :'i. , ( � " T E N 5 1 N . nOCK p.TS
f N(.. I N f · �.. (}) V ( H M i l W [ H :' H T t L\\ I I �, 1 2 , 200 TO ] n , 3111i �()I.J N O �
r-----+---�--��--_+-
'-'.-
"-
.. +
' . ..
C, C' I .P. "" j l ) ( f l.! .
' . . �
(Ml/GA L) (nu
WAll 30Q() 67 '> 21 (J .• """ I -,I '..... , 'OJ 1, ,,, __ .. .1 I", " "',o" V W" " ' " 1", " OJ ! . I ' ' Ie" " " . I \"1,,.. I k AI.. (,l (; , 1 " " l I l1'l I I , 1 1 1 , I V • .J n d V l{1\1'I' pr<Jl!r,' euI I VI; IIIC r C . H "� I n r.lIllte
( ( , 1-' 1 1 , .
.. q , , , I " . '" 'p ", , , , � . , , ' " I I ,, ' " "I
t------,--------1
L�L wAN(
':'f IN � I k ..... n f ':o "ANI,! .1.1 1-' ....... ' , f ) P,AN(.:.£ I N Ala Mll f \ U� . SilANGE IN Ala Mllf�
GA L GAL
NAlITI( � 1 ""AUrtCA1.
1
I 1610
1 26 5 1 5 95 1 3k5 I H5 1 5 50 I \l!IO 1 700 440 2055 1 7 80
1 3�J I 1 �) O 1 445 1 255 1615 1 4 05 1 770 1 !)4 0 �OO 1 85 5
1 1 90 1 03 5 1 2 85 1 1 2S 1 44 5 1 25 5 1 5 HO 1 370 360 1 660 1 4<10
I
� MIX
IN. T U ll !':
.0.000
3�.000
30 000
-
2700 'I NOIM'.L 278 4 0 , 5 ",UIGM L
2700 ' 29H 2250 " 0JIMII L 8 9 5H 2� 1
297 3 " 0 N lI 'ltIM L 5 e
-
2700 46 98 327 4 4 NoI.; I /MA I . 8 '1:1 317 22�0 H 2�8 1 9�0 1 . 5 NU1 lMA L 62 2 7 2 236 10.{)(J() J BOO 2�3 230
278
o
i 78 7.�
I
4 6 N()I(Io�\ I . 91 J .)H 44 ""}J(�1A L ti 2 259 40 5 21H 2U I D50 7 . 5 NOi tM/I l 254 '.(100 1 65{J l4 . 5 N ( J i MA I 49 22C 1115
o
4 e N()I�\A L H6 IHH H NUIIMA I . 242 2250 4 0 . 5 � OI iW> 1 B5 21!O 226 1 9�0 i'LIllMAl 54 235 204 !>l 1 600 3 4 . 0 /«JilMAl til 210 182
W
o
o (l) f '(AMPIE (EGfNO
�
M",k� ,, ! ! fJWd nl: e h r ...·.J � t 1 . � u l · . t.sk.J� - 1)1 I , ;,nd t l i n ,.J 111 '..1:1 ;. d lo'W-.lnt., t o r
i:. ! j t(J f l y 1 2 20 IS I d
- "ANIHIl.II J'l<I!HS U I I I!
-
o ( 2 ) K ! )(h tJl'JWf'r "Ihf,V.· tlf�" "' y " fl" , /oil'
c: G I-' H
U B . GA L U , N S i ' l! l l /fU I I II
; . :i l r- m l l f",' a t �ooo
a-
::a
-
f t 4i lu t u d r:. I, j it l n t . l n 1 \1 �(j l' IJilI 'l O ct 3 '7 . �
TA8 T H U r: IIJI'81' E l! l J
KN - KNUT8
I n , m . n ! l u ld pr fl tHI U l' t:' w i th m l x t ', " r. .ltet:
IIl':YIBED
NUl<MA L . BL 8r:1I LI!V !': L
I - .< - n LT. f U L L THHOTTlr:
1 00/130 LA/t;II L
u "' , ... ",'. (-' � W · l r) , .14
U'-£u ()t.J f LI<"' H T T �H T t U f l GOADI ' U t I Ot"�, , y e . o
- >
- "tI
"C
�
CD
A I R C R A FT M O D E l ( S ) E X TE R N A L LO A D I T E M S :s
0.
F L I G H T O P E R AT I O N I NST R U CT I O N C H A R T
-< ' F-51D STA N DA R D DAY T V,:C iOOO L P a(' .\1 n � , )(
ca" (I)
C ;": E l O CI" I B BC M B P L L: S C :-': f. i l l' G. \ L DHC'F T A N K ,
�
E NG INE (S ), Y - 1 65 0 - 7 CHART W E I G HT 1I .M ! T S 1 0 . 300 TO 8 1 00 P':->I.J N :;' S T \1,. ('I 1 1 \"1 (i \ L D n C F T ;\ ;': K � , ( H T r. � 5 C \ . R O C K E TS
TEMF
e:
ILO .. E I" M ' '; : U '' ! COOLANT
�
I NS f�U CT: O N� F O R U S ING C H A R i S[' l eC T (.gcJ.t" , n F :. H <ol..,-. n (' :J �'O' 1 :1 ,� , II."H ,.. . ••
-
�
EMER
WAR
3000 67
67 HlGH
UJW
MIN
5 135CC
130'C
210
210
(JrnCVfU 0 1 '\.I(!I TO be �'�cd lor " ,,, " 1 n 9 MQ"O: nO" lo .. rol!f '0 r ' gn ! .:; ' lei, :; " d ��.��.: . 'c: ol. N(",f
"c,!"e jOqu<:l1 �o 0' g r l'ott>' IhQ" tt-.� " 01 ,11' 'J' r O u " � a l 0 " -.I�� ·c b� flo-_ " •.: , · , : :: I :. !'Jo: .., .. l i J '' ;i c c d l (" (� If} S :>�·t� 1 . A l [ m t l .. � �:.· r i"':J llon (\l1/CA L) (no
L , J j U !l":n:<o n, 01, IV , J nd V t�" ve IJr(,l�rr' ':' !; l \ t' I l l c re�lSt' H"; L{flr:C
: n'e r,' f.'! .I l r p lan .. n Y l nr.; ,. I (' n �' {nu ''': I n ,1) ( i ) .
10,1,:: Or"ld MI )(Tu'lE \1!1T''1j) 1t'",...� -:1 ltd", t o c L) " t"�pcndl ' 9 0 1" ,. .., u " (J .0 1 1 r"Of' f". W � .. ,l l ,pn,l' q m ,l te v-J iu('::; {(I[ r pf L' r t" fh >' .
cQ"
Mll 3000 6, UJ W 15 1 35 C 1 80
PO'W'ER 3000 61 HlGH MIN 1 3 5 °C 1 80 POWt"f �1!:",(lO' ..klt''' g r o \ \ "Nt:'SlI->: foil, bt,!c,,, !, ... ,.\ G i ·h,·,
COLUMN COLUMN
�
o
..
U E [) 1 :
I 1\ COLUMN iii C Gl U M " ' " COlUMN V
UE
IN t.. t."-.j ' '0. :. . ;}
.
" flANGf AIR Rt.NGE : N A I ii' ltES FANGE r", AII;' rl�:, ,� !: -:
a
US. ... .... ... US, Q": NCt A!R M:lES
�
GA L
STAiUTE NAUT iCAl STATuTE N AU TI C AL �T A rulE S ' ":'.: . <:iTA l u T E N_AUl ICAl
ii"
f'IAIJ ! I ( A I �·' ''-' ' � I C .A l
..
�
sue fRan fllfl .nOWA"N(b NOT :. \.t .:.;l .:. B l� f {�j '" q '\'I�tt<, f l '
; 1 31 0
�
1 330 1 1 55 400 1 505 1 7 00 ) 480 1 B�5 1 650 4 00 1 980 1 7 20
I 1Q5
.�
1 040 360 1 5 30
..
1 �l�
e: 1 1 95 1355 ) 1 80 1330 ; 4 80 360 I ?HO 1 54 5
;-4
ii"
920 3 20 1 360 1 1 80
1 1 90 1 3 25
" 1 06 0 1 205 1 04 5 1315 320 1 5 8 �' 1 380
810
..
1035
� o
930 280 1 050 910 1 1 50 280 1 335 1 20;
n 7 BO
z
795 690 240 900 1 0 20 8S, �H\ 34(, 1 1 90 1 035
Q ?
� 865 5�O 200 750 650 8Sll 740 il-1 '; 020 2110 990 860
530 460 1 60 600 520 580 590 755 655 1 60 790
i
.
,
..
�
""
400 350 1 20 4 50 3\;0 510 44, 50 1% : 20 59\ S I S.
1 50
::65 VI
;:
230 80 300 29� 3Fl '?:'t J RO 1q1 345
9
260 348
-
.. AJ:IMII ..
�.. �..
C O N r I N l)CU �
'" P"fS50 i: : :, ..
I
)C • <• � • APP>:."JA
',:' . \ �.
1
;. � f
.l,� r
,,
,". ':_ ' ,3. ' T :.S
� '1" "
MV MIX· , MP MI X MP I MIX · Ml ,v r.x - MP M1X
�S:M
.. c� ..
"" " .
2-
11'; . TCRE " TUR E T l' I < E 11' TI: rn:
::a CH! GPH ; �� 1 " <N
1368
10
..
I
o
Q :< 11 2. 7 0 0 F T 96 3�3 333 2600 F T "O�:AL 8 7 " 20 2 3 :';: �Ii 3 3(' 2M7 3') lO
I
0.
T . �<' HM'l l
o
� II
I
> I ()()I) 2700 9� 372 323 2400 T l'i O HMA L 8 2 3 (\ 3 2 200 t·, 31� 276 ; ; C>C0 2050 r.T 58 290
227
...
o
2700 46 NOm.L� I 1 03 35 .1 3 05 2 500 f T ·OR.M.� l. 89 335 291 2 3 0 0 r T I'OKM'lI. ; 3 ,11 270 l' T . \<.' I ().l� I �,9 279 24 2. 1 8 50 F T 251
o
..
o
2700 98 .130 287 : 0 001' 2 4 0 0 ·j 2
42.0
81 310 269 2 1 50 J g . o NORMA l 68 28» 1 2 �O 1 7 50 ]5 S �;'. i<M"" L :>4 ,59 234 1 0 00 1 600 32 ' MJF�lA rJ 4� 1 239
1 21 5 1 87 208
;: ,
3 5 ( I " "ll.. ·' 1 239 208 j ('<l 1 6 00 30 <; 44
-
2700 91 308 268 s ·) () 2400 �;ORMA l. 7 5 nR 250 2 1 00 3 9 . 0 SQHMA ; 65 1 700
CI 21< ; 8 00 3 :' •
o
2700 as 289 251 " 2 4 0 0 4 2 . 0 NJIlMA L 71 2 0 5 0 3 8 5 NOlMAI 5'1 c I N RM' 1 2\1 ] o e- Stt IV
'>-
o
� 31fOWJI1C'�
S � tC I A L r-� O T E S
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c
0 ) Make { , , [ ...u m '. :p. Ltkp t)( f , .
Flct c l !f �:h p!\.L<; � ! lo\lf ror
�
Wind, rC'�t' r \·( . ,"l or! C I�m t". ( J � rt> q ut rt� d
�-u.\ �L\ :n r O L n i-' [ � E SS U ({ E
JbllVt� hl':I \ Y I � n f'
2-
pd r to n ", $6� s l..t t , 4 l r I'Tl tC'S J! :', ' r,(, (iPH l"S C,\ L l .C r-; S r' E R H Q lJ H
ft . dl1 t'.Jut:>, m a i n t a l !"l 1 1 00 r pm :t l l d 35 1'A� T I i Li E -\IBS l' F'''f. P
i r. . Tn d n d o l d P f f' !:' s u r t w l tl"t rr, l J: ! u r €, ' =- � L
K �· r: r.. ( n s
lS'O R MA L S l. Sf-A L =' V £ L
H f:V 1S !: D 1 · %4 · 4 7 r . T , - f C L l. THHC'T i :' E
, ,; ;;. LB/C A l
OAj,A A ,) Of 9 - 1 0 - 44
BA�fD ON r l,\GHT TtST f 51D 1 93,7 . .• ' ( 1 �)O, 1 3 _1 l ul l O� NSIl " 6 0
T. O. No. 1 F-51 D-1 INDEX
Acw"ratl." Lh"ltotl••• -Chem
A check, airplane 31
(i8 check, engine , . . . . . . . . . . .
cold-weather procedu r e .
Acceleration I.imitations . . 31
8, 1 0 .. . 91
hot-weather and desert procedure . .
. . ..
After Landing
Aftercooling System . . . .. . . . . ,. ., . . . ... .... .... ...... .......
36 93
A fter Ta k e off . �j 85
thunderstorm fli gh t . . . . . . . . . . . . . .
instrument Bight procedure .
89
.
cold·weather proccJure
. . 61
.
A i le ro n s
. 91
Bombing Equipment . .
flight churaneristics . . 62
. .
19
. 74 bombs, releasing
con t ro ls 6 1 , 61
. .
Air p la n e Ti c d ow n 62
.. ' . . . . . .
19
A n ten n as. Radio .2 1
.
Brake System
6\ 21
53
A nti-G Suit P ro visio n h andle. parking brake . .
58
Armament Equipment Camera, Gun
also , ee: B o m b i n g E q u i p me n t
7
2 2 , 23
Gu nnery Equ i pment
controls . ,
Canopy
Rocket E qu i p m en t
. . .
58
A r mr es t
indicators, canopy unsafe
..... 1
panel. switch .. . .
. 64
. . 7. 8, 9, 1 1
Carburetor
carburetor air.
B lever, hot a il' control . . . . . .7
7
-
19 . . . 69
.
Befor.' Entering A i r p l a n e
Center-of-Grav i ty Limitations .
. . . . - . . - . . . ... _____ . . _ _ _ _ _95
.
climb .
. . . . . . . _ _ _ ___ . _ . . . . . . _ . . _ . . 98, 1 09
9\ . . ,
Before Ta ke o ff
h o t wea t h e r and desert procedure
\1
free a i r temperature correction 9 7, 97
- fuel qua n t i ty da t a . 14
1 19
INDEX T. O. No. I F-5 1 D-l
Checks Flaps, Wing
i nstru me nt ma r k i ngs _ __ .
. . 66
_ _ . paoel, sw itch _ _ _ _ .._ _ _ _ _______ _ 16
la n di ng distan ces _ _ .. _ _ .. 98, 108 Electronic Equipment
maximum endurance - 98, 1 1 0 see Communication and Associated Electronic Equipment
operating flight li mits _ _________________. ._ ___ _______ 69, 69 Elevators . _ _ _ _ _ _ _ _ 19
_ _ _ _ _ _ _ _ . .___ ___ _ _ _ _ _ _ _ _ _ _ ____ _ _ _
a irp la n e prefligh t ch eck . _ _ . . . .____ __ _ __ .. ___ ___ _ 31 emerge ncy entrance . . 44, 44 ___ . ____ _ _ _ . . . . . . . _ _ _ _ _ .. _ . . __ . .
engi n e prefligh t ch eck _ ... :I I l an d ing emerg e nci e s .44 __ _ ___ . . . . _ _ _ _ _ _ ___ .. ___ _. . . . _
Cockpit 4� fai l u re - - - . 3 9 . 40
pan el , control 13
D
_ _ _ _ _ _ _ _ _ .. __ _ ____. . _ _ _ _ _
Data Case
_ _ .
Defrosting System
__ _ _ _ _ _ .. _
49 switch . 1 7. _
Descent _ . . _ _ __
regulato rs, a utom a tic manifold pressure 13
cold-weather procedure . 92 starter system . . . . 12 . . _
see
E F
Electrical Power Supply System 1 6, 1 7 Fi re _ 45
a m nl (" f er 19 elect rical . . . .. .44
6rcuit breakers . . . . 16 engi ne . . . . _43
19 fuselage 4 .3
con trols
switch. battery d is("onnect 19 w i ng . 4�
s w i t c h , generator di scon nect 19 First·aid K i t . . . 22
fa i l u re 4(, Flaps, Wing 20
14 handle . 20
fire
_ . .
_
1 20
T. O. No. I F-5 1 0-1 INDEX
Flight Cha ,.ctarlstlcs - Oxygan Sy .....
levers, oomb or drop t a n k salvo . . . . . . .. . . . . . . . .. . . .. . .... . . . . . . . . 16 Landing Gear System . . . . . . . . . . . . ... . . . ... . . . . . . . . . . . . . . . . . . ._ . . 20
121
I NDEX T. O. No. I F-S 1 D - l
Panels W ing flaps
p guns, fi ring . . .. _ . . . . .. . . 60
Panels pr e fligh t check 1)0
s e e a p p l icable 'ystem Sight, N 9 Gun GO, 61
P i s t o l . Signal . . . . . 22 con t rols GO
m ou n ( 22 rheostat, $ight d i mmer 60
P i t ot Heater . 50 sw i tch , sight filarClc n t . (,0
s w i tch 50 gum. fi r i n g (i l
Pos i t i o n Light L e n ses. Ta i l . (j ., S i g n a l Pistol 22
Pos i t i o n L ig h t S w i t c h 5 5 . 55 n10u n r . L2
Pos t fl i g h t E n g i n e Check Y> S m o k e E l i mi n at i on 11
Preflight Checks Spins 7 5 . 73
a i r p l a n e c h eck �I Sralls 7 1 , 72
e n g i n L' check . 51 Sta rter System I?
i n � pl'ct ion 27, 2H s\v i tch 1 .\
g rou nu rests �O Scarr i n g E n g i n e lH
co l d wea t h e r p roceu u re 9' cold ·we· a r h e r p roce d u re 91
and d es e rt proe'e u u re h o t - w ea t h " r and u<:s"rr rr(l(c·d u r" �i
hor-weather '.n
i n ter i o r cht:( k . .'.x Status of t it,· A i r n LI r1(' :� .,
n i g h t fl i g h r s �H Stee· r i n t:( . Ta i l W' hl'l'1 ! I
sight. K · I ·i A
o r K- 1 4 l:l c o m r · j ( i n g g u n (,0 co l d - wea t h e r r r r > c " d ll f(' () �
w e ig h r a n u h a l a n c e 2 -1 Superc h H rgcr I I
Preign i t i o n . E n g i n e �2 l i � h t . h i g h - h l o wL' [ wa rll i l l ;': I I
Pre·T rafli c P a ! ! e r n Check "" s u rg e S 1 . 81
P r i m e r System 12 , w i e c h . conI rol II
p r i m er. h a n d -oJwratcu 11 S\\ l( hl:'i
swit< h Ie .\i'e appl icahle '\ .. [ (." ("11
1 22