T.O. No.

IF-S10-l
(Formerly AN Ol-60JE-l)
T. O. No. IF-51D-l

St t (Ion DES< RIPTIU""

"ClII'HI II �.( )R\1AL PRC)CFDl:RES ,"1,\

�t"l II Oil III E:\!lcHC[�C'{ PROCEDL!RES ,'i

::in f)\1n IV Ik',npll<1n .IIH! ()ptTall\'1l

lit Al:Xfl.lARY EQUIPME1'."T -1\)

Sn lion V OPFRATINC l.lMIT/\TI01'-:S (,,>

�('\. [hJ:l VI Fl.I(;l-H CHARACTERISTICS 1

.'�( \ (II In VII SYSTF\lS OPFRA1"IO;-": '!

�n(J()1'1 \' [I I (H 1'\'(1 DlTI L".

�n{\t)1) IX t\l.L·\X'E;\THI-.R OrrRATI()0.' S\

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.

Sl'llio!l I I , NOIU\-lAL PROCEDLRFS-()Il('rati!ll� imtruClioll' ; t rr a ngl'll in prol'l'r'>l'quc[lCC ffllm [hl'

tinll' YOll appro;lL:h thl' :Ii rp la nl ' until it is p;lrkcd afll.:r 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',

Sl'crill[) IX, AI. L - \X ' F AT H L H OPLRATION-�I!ppI('ml'nr;lf) proceJuTl'\ and o pe rat i n g i[)�trllltiom

for �afe ;lnJ efficient opcrarioll under in\trulllent fl i g h r ;Hld l'xtrl'llll' wl';ttill:r conditions,

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
..

ARMAMENT T H R E E .SO-C A L I B E R T H II E E .5 O-C A L I 8 fit NO ARMAMENT

GUNS IN EACH WING, GUNS IN EACH WING.
BOMBING AND ROCKET B O M BI N G, R O C KET,
EQUIPMENT C H EMICAL, O R DEPTH
CHARGES

fUel CAPACITY INTERNAL CAPACITY
US. GAUONS 24 5 G At. T W O 1 S
GAL DROP TANKS OR
TWO 110 GAL D R OP
TANKS
INTERNAL CAPACITY 180 GAL RIGHT AND
260 G AL T W O 7S L EFT W I N G T A N K S
GAL DROP TANKS OR ONLY
TWO 110 GAL D R OP
TANKS O R TWO 1 6 5
GAL DROP TANKS

RADIO AND ANIARC 3 COMMAND ANIARC-3 COMMAND ANIARN-6 RADIO COM­

ELECTRONICS SET. SCR 69SA IDEN­
TIfiCATION, BC-4S3B
R A N G E R E C E IVE R,
ANI ARA 8 H O MING
ADAPTER
SET, SCR- 69S IDEN
TIFICATION, 8C-45 38
R A N G E II E eEl VE II,
A NI A II N-7 R A D 10
COMPASS. ANI APS-13
TAil WARNING RADAR
PASS. ANI ARC·3 COM­
MAND SET, BC-4S3B
II A N G E II E C E IVE II,
R-1221 AIIN-l 2 MARKER
BEACON AND INTER­
PHONE

CANOPY MANUALLY OPERATED, MANUALlY OPERATED. ElECTRICAll Y OR MAN

SLIDING TYPE SLIDING TYPE UAll y OPERATED, SLID­
ING TYPE

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

ENGINE V 1650 3, 7, OR 9A \/-1650-9 V-1 6S0-J OR 7

FIRE-FIGHTING NONE NONE fiRE EXTI N G U I S HER

EQUIPMENT IN FRONT COCKPIT

WHEEL INTERNAL SHOE SPOT BRAKES INTERNAL SHOE

BRAKES

COCKPIT SINGLE COCKPIT SINGLE COCKPIT F R O N T A N D R EA R

ARRANGEMENT COCKPIT

GUN SIGHT TYPE K-14A, 1(-14B, TYPE K 14A OR K 14B NONE

OR N-9

1-2

2
 BATTERY (EARLY AIRPLANES)

MOORING KIT IRH SIDE OF FUSElAGE TANK)

BATTERY (LATE AIRPLANES)

IQ'
." FIXED TAIL WHEel

;;
c:
-

�
DATA CASE UI

C
I
-

OXYGEN BOTTLES

EXTERNAL POWER RECEPTACLE

M-3 .SO-CAlIBER GUNS

GUN CAMERA

IIrt

;
It!

o
w
l07-00-\ODA �
Section I T. O. No. IF-S1D-l

1. Sid. Air Outlet Contro l Knob 14. Microphone Button

2. Signal Piltol Storage Case 15. Bomb Tank Salvo Levers
16. l anding Gear Handle
J. Signal Pistol Mount
17. Throttle friction lotk

18. Aileron Trim Tab Control Knoh

4. Armrest
5. Cockpit Light
19. Elevator Trim Tab Control Wheel

20. Rudder Trim Tab Control Knob

6. Coolant Radiata, Air Control Switth

7. Oil Radiator Air Control Switch

21. Shoulder-harness Lock Handle
8. Landing Light Switch 22. Carburetor Ram-air Control lever
9. FluoreKent light Rheostat 23. Carburetor Hot-air Conlrol Lever
10. Mixture Control 24. Anti G Suit Connector

11. Propeller and Mixture Conbol Friction Lock 25. Wing Flap Handle

12. Propeller Conbol 26. Map Case

13. Throtle 27. D,ap MeHage Bag Holde�

109-00-1476

Figure J-4

4
 T. O. No. IF-S1D-l Section I

1. Oxygen Reguloto; 1 2. Oxygen Hose

2. Canopy Emergency Release Handle 1 3. Coolant Flop Emergency Release Handle

3. Circuit-breaker Reset Cover 14. Fi�t-oid Kit

1 5. Circuit Brecken
4. Recognition Light Keying Switch (Disconnected}

5. Fluorescent Light Rheostot

16. S4Klt Adjustment Lever

17. Cockpit Light

6. Ammeter
18. VHF Volume Control Knob
7. Canopy Handcronk
19. Range Receiver Control Box
8. VHF Control Box
20. Right Switch Panel
9. Df Tone Switch
2 1 . Battery-diKonnect Switch
1 0. IfF Radar Control Panel
22. Gen..ator-disc:onnec:t Switch
1 1 . Side Air Outlet Control Knob 23. Spare Bulb Compartment

109-00-1471

Figure 1-5

5
Section I T. O. No. IF-SID-l

1 . K-14 Gun Sight Gyro Seleclor
Switch
2. K -14 Gun Sight Dimmer Rheostat
3. Airspeed Indicator
4. Fluorescent Light
5. Remote reading Compan Indicator
6. Directional Gyro
7. Clock
8. Rate-of Climb Indicator
9. Flight Ind icator
10. Suction Gage
11. Manifold Pressure Gage
12. Coolant Temperature Gagll'
13. Fluore scent Lig ht
14. Oxygen Flo w Blillker
15. Tachometer
16. Carburetor Air Temperature
Gage
17. E n g i ne Gage Unit
18. Accelerometer (Radio Composs
on Some Airplanes)
19. Oxygen Preuure Gage
20. Oxygen low- pressure Warning
light
21. Engine Primer (Early Airplanes)
22. Oil Dilution Switch
23. Starter Switch
24. Supercharge, Hig h- bl o w e,
Warning lig ht
25. Gun Sight Rheostat I N-9)
26. Fai,ing Door Emergency Release
Handle
27. Hydraulic Pressure Gage
28. Cockpit light Rheostat
29. Supercharger Control Switch
30. fuel Tank Selector Hand le
31. Fuel Shutoff lever
l2. Ignition Switch
33. Warning Horn Silencer 8uHon
34. Fuel Boster Pump Switch
35. L a ndi ng Gear Warn i ng lig hh
36. 80mb Release Selector Switch
37. Bomb arming Switches
38. Parking Brake Handle
39. Turn-and-Bank Indicato,
40. Altimeter
41. Londing Gear War nin g Signal
Te�t Switch
109-00-1475

figure 1-6

6
 T. O. No.1 F-Sl 0-1 Section I

as mu ch 67 in. Hg is possible for War Emergency

(17.
as

Power . A t h rot t le frictiun lock fi g u re I . j) o n the

throttle quadrant is provided 10 hold the throttle in any
desired position. Early airplanes* han: a hatl type knoh
with a microp ho n e hutton inset into the h:dl. Late air·
planes7 have a grip-type throtrle ha ndle. which rotate�

to adjust range of the gun sight. A microphone hutton

is iostalkd at t he end of the grip.

!\lIXTURf CONTROL.

The m ix tur e l'ontrol (10. figure \-1), locICcd on the aft

side of the throttle lJuadr.lnc, ha� t hrce pmitillm: fOLf

(, Torr. :-;OR.\1,\I , and RICI!.

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

btt : .lirl'I.IIlC'.: Thc hot-.lir ulIl(flJl levef, lo(;lteJ adjol

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

each side of the enginc (owl. For cold weathl'f opera·

t::-\RA.\\.\tfl> F1LTERU) AIR.

tion. these pcrtor;l!ed side p;lnch Cln 1)(' r l'p b c ed with

blank panek \\::ith hLtnk pa nels imL!liL'd. the induc
tion s yste m is fO fc ed (() pull W.Lflll .lir from the eng i m'
compartment, through .1 �pring-loaJed doof, whenl'vcr

I:k,:ause of .1<lver,(' lea n i ng dfeer, carburetor

(he ram air doof is dosed. O n late aifpLtnes_: this
spring loaded dnof is al�() mecha n ically opef ated from
hot air �hlluld nor be used above 12.000 feet
a l tit ude . The hear affeCts the altirude compl'n­
the c oc kp it to permi t warm aif 10 e n t ef as desired hy
Satof uf the <.:arhllretur.
the pilOi. If at any time the ram·aif dun be comes
clogged w it h ice. warm air from the en g ine compart
ment will auromatically he admitted_

CARBURETOR RAM·AIR CONTROL LEVER.

T h e carburetor ram air control lever (22, figure 1 .:1).

located on th e lc(t console a f t of t h e rudder tr i m control
knoh. opens and closes t h e ram air door in the carbure

,
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

opens and permits ram air to enter t h e carburetor. Muv­

ing the ram aif control lever to l:NRAMMEIl FiLTEREIl

AIR closes the ram-air door a nd the air pass..:s through

the fi l t er to the carburetor.

•F-Sl D-S-NA Through F-Sl D-30-NA and

F-Sl D-S-NT Airplanes
tF-Sl D-20-NT and subsequent airplanes

7
Section I T. O. No. IF-SID-1

FILTERED-AIR DOOR CLOSED

CONTIIOL LEVEl AT .AM AI.

R AM-A I R O P E R AT I O N

\ RAM AIR DOOR CL OSED

'-- DOOR OPEN ,/

,i

CONTROL LEVER AT U".AMM...

'" '1.1.. AI. U N R A M M ED F I LTE R ED A I R

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

COOLING SYSTEMS, I II), which has a c ap a c i ty of 16.7 ga ll on s including 5.2

gallons in the coolant header tank. The sys tem rna}' be
Then: �lrl' tWI) llll1lpiete and separate cooling systems
\!Sui in this airplane. One system, the e ng i ne cooling
filled at the coolant header tank, which is accessible
through the dzus fastened door at the forward end of
system, is u sed to cool the eng i ne. The other , the after­
thc e ng ine upper left cowling. (See figure 1-25.)
l()Oling system, cooh the supercharged fuel-air mixture.
AFTERCOOLING SYSTEM, The ahercooling system
Coolant from each system passes through the respeC[ive
lfigure I Ill is a low pressure type and has a systemn
p ortion of the dual radiatClr, located in the aft portion
capacity of ·I.R ga llons. This capacity includes the after­
contains I, 2
of the air scoop on the underside of the fuselage. The
cooling header tank, which gallon. (See
radiator is auually two radiators cons t ruc ted as a single
figure 1-25.) Coolant is forced by an eng i ne dr iv en pump
unit with separate cores. An elcC[rically controlled flap
chrough the radiator to the supt: rcha r ge r cooling jack­
type dl>or is used to control the airflow through the
ets, and from there re[Urns to the afccrcooler unit.
radiator. In case of actuator failure, an emergency
Cooling thc fuel-air mixture before it enters (he com­
handle opens the coolant flap to lower the tempera
hustion chambers of thc cngine minimizes (he possi ­
ture. The coolant solution consists of water and ethyl
ene glycol in v ary ing percentages de pen ding on ou tside
hil ity of detonar ion.

operating temperatures. COOLANT RADIATOR AIR CONTROL SWITCH.

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

PERFORA TED DOORS

RAM·AIR DOOR CLOSED

HOT -AI� CONTROL AT
NORMAL FILTERED·AIR DOOR OPEN ICING

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.

HOT-A I R O PE RATION WITH BLANK D O O R S I NSTALLED

't'I
�

RAM· AIR DOOR

HOT-AIR CONTROL AT
HOT FILTERED·AIR DOOR

>BLANK DOORS INSTALLED FOR COLD-WEATHER

OPERATION
109-00-1481

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

( ( ) s h i ft ! l w Su pl' [ c h a rge r co h ig h h l o w e r o n c h l' V · , () � ( ) . .'t

a nd V- 1 6 S ().tjA l'n g i nes hetween 20,SOO a n d l i ,l-!O() fet'[
and on [ he V- 1 6 'iO·7 eng ine he [wccn \ <; ,700 and 1 9,700
fet·!. To p r e w n t exces�i ,,'l' I y fn'qu('ll t h l owN sp<.'e d
dla nges cesu l r i ng from sm a l l spt.'ed or a l t i cu d e ch ;\Oge�
ne.l r s h i f t ,I ! t i t u de, t he a neru id �w i c c h i� (Oll S t clicted so
c h a t t he �h i f [ dow nward from h i g h to low �pcl'd (lC n l f'

.I ppro x i mately 1 5 00 fee t below t h e u p ward s h i ft po i t I C

d u r i ng a normal descen t . However, d u r i n g a d i \'e o r
r a p i d dl'SCent. t h e s h i f t J o w nw a rd rna}' <XTur at or
a hu y e t he upw.,rd s h i ft po i n t because of t he i ncrease i ll
ra m · a i r prcs�ure at t hc carilu r('wr i n wke d ul' to the
h i g ht.'r ; l i rs pl: l d ,

N o te

figure 1 - 1 2 In flighc, t h e h l o w L' m,IY � h i f c ;\( a l l i wdt.',

o t h e r c h . m �pl'c i fi l'd in t h l' p re u' d i ng par;l­

r h l' ( , ,, , L l t H I Lt p . Thl' o p e r; l ( i t ) ( J u l ( h e ,IU l l , l [ O r i � ( ( I ll , g r , , ! , h I , , ,' c h e par t i c u la r l· n g i n e . Th i s cu nd i ­

r rt l l l L-d IH ; [ � w i ( dl 1 (" fi g u fe I i ; f i gu re 1 · 1 5) 10c.r Cl·d Ull t io n i, n " r l 1 1 a l . .. i nce c hl' h l m,\' e r ., h i f t a n e ro i d

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·

f,rll t . T h e s \\ i r c h h a s f o u f p os i t i o n \ : ,\ ( ' T O ;\l A T l C, O P [ :-; ,

s u rL'. w h ic h i Il lTl';\,I:S w i t h i n d iclCed 'l i rspc:e d .
D i tfL'rl' ,lleS i l l a i r p Ll ne a l t i t u d e at chc t i me of
( r 1 ' '' 1 , ,rnd 01 1 . T hl' A ( ' TO \t .\ I I C pos i t i u n i s u Sl'd fUf
h l t lwcr � hi ft are J u e [() t h e ram a i r v;l r i a t i o n s
r l l l " l l l , r I u l 'L'r.l ( i o n ; r ill' '>\\' i l ( h i� lic it! i n t h i s posi t i on hy
i ll d i mh. l e v e l t1 i � h t . .1 I 1 d dL �cc n l .
" ' I ' r i l l g ' .. ,rlkd g l ' ; l r d , \" i t h t h L' , \\ i t c h in t h i s pm i c i l l n ,
t l tl' t l' l l l p l' r ; l t l l rl' of t i ll' C l I I , I . ' " 1 ,l: ' ) \T r t l', t h l' " 11 1 1 1 U t J [ the h , r m i n i m u lI l fud L<J I l S l l l l l l l l i u l I l i n l o n g ra n g L' U l l l \
t .. , d , r ll t 1 1 . , 1 ' \\ i l l he u pl ' l I l ' l 1 or d "'l' d . i - r . . lll t h L' s p r i ng I II).: o p e r . l ( i �l I 1 " . i l i s alh .l n Ll g e ( ) U S to r L' l l l a i n in 10"
, , ,, , . l e d l l i ' l '>; ( I ( )� r ! ,o� i l i " n , l h l' s w i l t h fet urns [()
ur
h l u w e r �l ll'l'd ,d')( l \ l' t he a l r i r u Jc o f s h i f t . T h l' ra nge�
( 1I 1 ", h l' l l fe It'a'l'd , T h e 1 l 1' 1 ,'>; ( I I )S I
t h e l h ; l r t s in A p pe n d i x I a rc r,,�., i h l c o n l y
, l l1d po, i l i o n s per
� " H IWll (III
m i r ! I ! ,l' l l i l i g , l I l d L I t J i l l ,l: l h l' [ ( I I , I . ' l l l f h p ; " dl'� i rl'd hy \\ h e l l p r " p e r � u l'erdur g er �peeJ i s u '> eJ , I n c a w o f
dll' I , i t l l r d l l r i l l g g r ! l l l nd ( l P l: r .ll i o l l o r it 1 1 l ; ' n l l a l ; " I j ll'c-
" l o wer .. h i f t a lll: fllid L t i l u r L', c hc s u p e r c h,lrg er ,l l I to
11l l: I H i, Ill' l l" ,,'r y d l l r i l lg tl i ,t; h l . For " I I g round 0 PL'LI-
m a t i c.t l l y rl' c u r ns co l o w s p el'd,
1 '0 1 1 . r i ll' '> \\ i l ( 1 1 , I w u l d hl' Iwld ,I( < w /, :"; unti l (OI,LIIl C
1 1 . , 1 ' i , fi l i I \' ! l P L' l l c . ! , r hl ll fL' I e " 'l'l1 r l l O F F. �l P J R C H A I{ (j l' H, CO :- rJtOL � \\ T I D l .

T h e , u pe r c h a rg e r cun c fl , l s w i t c h < 29, fi g u re I -f); l i g u res

COO I . A :". I n . .-\ I ' I A I I I U ; ! l\i CY IU: U A �I:
I I . anJ I - I ) ) , m l l u n cl:d o n c h e f r on t s w i cch panel, h , l O;
1 1 1\ 0J 1 >1. 1 ,
t h r ee pm i t ioll s ; I O\\ ' , A I : II), and H I (; H . A s p r i n g - I lladcd
A ma n u a l coo l a n t fl a p e m ergenc}' re lease h ;l Ild le ( l �,
g U , l f d holds t h e.: s w i tc h in t h l' A lITO pos i t i o n . \X ' h e n c h e.:
fl g u r l' 1 - » ) i , l ocl C l' d on c hl' / l ( )o r o f C h l' ulL'k l ' i t , to t h e
s wi t c h is a t t h e ..\ l : T O po s i t ion, t h e s u perc h a r ger i s lO I l ­
r i g h t o f t h e se;[ l . 1 11 lase o f , ll l U ; l ( l l r fa i l u rc. a q u i c k
c ro l l l'd by all d ec, c r i ca l a n e r oid - t y pe pressure s w i t c h
pu l l of r i l l S h a l l d l e Illcl h ; ( l l ica l l ), L' x c end, c hc coo i ; t n c
\ e l l l eJ tlJ t h e c.l f o l l r e c o r i n r a k c press u re, For a l l n or m a l
f b I' an add i t i , m a l ') I � i n c h es hy i n c re;(s i n g c h e l e n g t h
o p e r at i o n , [ he .. w i tch s h u u ld be at A u T O, The lOW pos i
of c h e l i n kagl' 10 c h e coo l a n t fLIp, I f t he co( ) l a m fl a p is
t iun is U,l'J t o open ( he c i rc u i t t o r he s upe rc h a rge r
l l"ll p kcel y dmed . t h e H a p w i l l 0 pt.'n co a m i n i mum of
�o I e n lliJ for low hl owl'r ope r a t ion i n t h e event the
:' i n c h l's, A f t e r che etllL'rge n c y rl' I e.I St' h a \ h<.:en p u l led.
,1Ill' r ( l i d s w i t c h fa i ls, The H IG H pos i t i on pl' r m i ts s h i f t i n g
c h l' fe is no Clll' a n � of fl'�L' C ! i n g i c in fl i g h t ,
co h i g h h l o wer below t h e preset s h i h a l t i c u d l' a n J co
"per;ne h i g h h l o w e r for g ro u n d c hecks.

S U P E RC H A R G E R , � l J P E R C H A R G L R H I <.; I I B LOW !-: R WA R � I N G

UGHT,
T h e cn g i ne d r i vell, two s pt:ed, [w u-stage s u pe rc h a rger
is of t h c cen t r i fu g a l t y pe auto m a c i c a l l y comrol led by A n :I m her l i g h c ( 24 , figure 1 - 6 ; figures l I -i and I I ) )

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�

fo r ma nce a t M i l i ta r}' Po wer. Thl' s w i tc h is ca l i orated o f t h e p u s h . co test t y pe,

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

ma g ne t os have booster co i l connections, h u t o n ly t h e one t'on nec r i o m (() t h e i n d u l l i o n rn ; l I1 i f o l d , On e a r l y a i r

on the r i g h t m ag ne t o is llseJ . The hooster co i l i n tens i­ p l a n e s i n c o r p o Ll l i n g a h a n d - o pe r a t e d p r i m e r , t h e

fies I he spa rk of t he r i g h t magneto t o a i d i n stan i n g . p r i me r p l l m p w i l h d ra w s f i l e ! fro m t h e fuel S ( f : ! i n c r (I l l

I h e fi re w ; d l <Inti d i rec t s i t to Ihe i n d llu io n m ; l I1 i io l d ,

I G NI T I ON SW ITCH.
P R I M F R SW I T C H ,
The i g n i e i o n s w i tch 02. figure 1 '0 ; fi g u re I-I i) is 10'
ca ted o n t he front s w i t c h panel anJ has fo u r pos i t i ons : Some . l i r p l a n e,> i n corpo r ; l I e all t:i e n r i c p r i me r ,w i l c h ,

O F F . R, t, and BOT H . The p r i me r s w i tc h ( fi g ure I I,;; fi g u re \ · 1 '1 ) i,s lucHcd

on t h e f ro n l s w i t c h p a n e l and has t w o pos i t ions. ( n' f and
momen l a r y 0 :-.1 . \1(1 he n t h c' p r i m e r s w i t ch i s he ld ON.

( h e ,soleno i d \ a l \ e CllO U n lCJ o n t h e c a r l w rl' w r pe rm i!,

fuel 10 pa�s to I h e p r i mer l i nes a n d i n t o r i l l: i n d u u i l J n
m a n i fo l d , l ' s l l :l l l y \ o r . seconds i � � u tli c i l: n l t o p r i m e
a col d e n g i ne. Thl: engine should he p r i med o n l y \\ hen
i t i� t u r n i ng o\' e r ,

H A N D O P I: R A T F D P R I :>'f F R ,

[ a r l )' a i r p b n e s have a h a n d-opl' r a t e d p r i ml'r ( 2 1 . fi g u r e

1 6 ) , located on t h e lower rig h t � i d l' of I h e i n 'i t rll llll'1lI
p a n e l . To u n l ock the p r i m er. t h e h a n d l e i � dqHl',>,cd
and rotaled. For pr i m i n g a cold l' n g- i ne, the p r i ll l c r
s h o lllJ b e p u m ped a m a x i m ll m o f t h ree o r fu u r s [ r u k l' s .
Pri m i n g s h o u l J h e ac("o m p l i s heJ on l y w hen t h e eng i n e
i s t u rn i ng o\'er.

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,

eautl S TARTER SYSTEM.

To prev,"t Ilccidentll/ '"li"e stllrt, be sure
The seaner sys!em consi s t s of a n elec t r i c J i reC!·cra n k ­
iJnitioll switch is moved to fill Ilfter I.tl in g s ta r t er , a staner switch, and a bo s te r co i l . T o a i d
tllTflll position of mixture contfO/ is used t h e magnetos w h e n rpm i s low dur i ng cra n k i n g . a

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

S T A R T E R SWITCH. ENGI N E I N D I CATORS.

T h e s t a r t e r sw i tch ( 23, figure 1 6; fi g u r es 1- � i and 1 - 1 5 ) , S ta nd a r d e n gi n e i n slr u m e n rs a re p r o v ided in the a i r­

l oc a t e d o n t he fro n t swi tch panel, has a n ON pos i t ion p l a n e . The o i l pr ess u re , fllc\ pressure, and m a n i fold
a n d a s p r i ng loaded guarded O f f pos i t ion. H old i n g t h e pressure g a g es i n d i c a t e p r es s u re r ea d i n gs d i rec t l y from
sw i t c h a t O N en e r g i ze s both t h e st a r t e r a n d t h e booster t he e ng i ne, The r 3 ch o m e t er is se l f ge n e r a t e d . Pow e r

co i l . from t h e a i rplane e l ect r i c a l system is req u i red to op

e ra t e the o i l temperatu re, co o l a n t t e m pe rat u re. a n d
carhureror IL'mpera t ure i n d ic a t o r�

AUTOMATIC M A N I FO LD PR ESSU R E R EG U LATORS.

The V · 1 6 ,)(j ' and ea r l y 7 e ng i nes have a Packard man i · PROPELLER.

The a i r p l a n e i s e q ll i ppeJ w i t h a n I I - foot 2 - i nc l t d i a m ­
f o l d pressure reg u l a t or w h ic h is m e c h a n i c a l l y oper a t ed
hr p r e ss u re a n d t e m pera t u re t h ro u g h an :l n e roid u n i t e t e r. fo u r h b d e d , cons t a n t -s p eed, Ha m i l tOn S t a n d a rd
t h a t mec h a n icd l y ope ra tes t h e t h ro t t le l i n ka ge. T h i � I I y d ro ll l a t i c p ro p e l le r of t he non f,,;t t h e r i ng t r plo'. A
r e g u l a t o r m a i n t a i n s a c o n s t a n t m a n i fo l d p r e s s u r e p ro pc l l e r g o v l' f n l J r m tx h a n i r .d l y c()l1 t ro l kd f rl l lll t il l'
within '. I i n c h between , i 2 and (i l i n . Hg f u r a l l a l t i · cock p i t a d m i t s e n g i n l' o i l to t h L' p ro pl' l l l' r d o rm: i o r
t u de� hc l o w t h e c r i t i c a l a l t i t u d e o f t h e e n g i n c . Be low p i t c h c h a ngl" n C(,l'S '�l r y ((l flI � l i n t ; t i n a c()n� t;t n t e n g i n e
i2 i l l . Hg. t h c m a n i f o l d p res�u rl' reg u l a to r ca n no t he specd. F n g i n e o i l p rl'.,�u rl' is , , , c d tD a i d t he Cl' n t r i f l l g a l
t w i s t i ng lllOl11 C ll t o f t h L' h b d c, I O w " r d l o w p i t c h I i n
e x pe c t e d m a i n t a i n a co n � t a r H m �l n i fo ld p ress u r e . On
r p m I , a n d bO(l.'ted L' n g i nL' o i l p rn,urL' t h ro u g h
10

; e n g i nes, a S i m mond's a u to
Cfca,c

t h e g o n: r rll > r lll ( ) \ ''\ { l t c h l adl's (O\\"Ol n l h i g h p i tc h I d l'

t he V · 1 6 ') o ')A a nd late
m a t i c eng i ne co n t r o l u n i t i s used. T h is co n t ro l u n i t .
c rea ,e r p m l .
m i ng e n g i n e o i l for o pera t ion. a u tomatica l l y ma i n ta i ns
a c o n � t a n t m a n i fo l d p rcss u re at a l l p o we r se t t i ngs he·
t w e e n 2 5 a n d 67 i n , I I g ( . I i n c h ) up to t he n i r i c a l PROPEL LER CONTROl.
a l t i tu d e o f t he e n g i nc, I f a t a n y t i m e t h e o pera t i n g o i l
A p r o pc l l t r c O l l t r o l 1 1 2 . tig u re I - i ) . loca t e d o n t he
t h ro ( ( l c q l l . 1 d r , l rl l . i, flI l' l' h � l n i c d ! y l i n ked to t h l' g o \ '
to t h e con t ro l I I n i t s h o u l d f a i l . t h e u n i t hecomes h l l y
O Ia n l l a l ovcr t h e e n t i re rangc o f lll :1 n i fo l d prl'�su re,
a \ a i l a b l e , T h e ma x i m u llJ p re s s u rt: a \ ' a i Lt h l e a t t h i s t i m c
l' r n o r . T h l' u ) /J t rl l l �l' t t i ll g , k t l' f ll l i n cs t h e e ng i ne r p m .
\\ h i l h i , l 1 1 , l i m ,l i ned tOm L I n { h y t h c p r o pe l l c r g o \'
i s :1pprox i ma t e l y ') 2 i n , H g , T o pre v c n t a r u n a w a y e n ·
c r n o r . T lt l' prope l l e r co n t ro l lIlay hc po, j t i o rll'd at
O f t l J � l ll y i l l t l· r lll ct i i ,l tl.' pos i t i o n .
g i ne d u r i ng s t a r r i ng. a llJ a n u a l o v e r r i d l' i� OIcc h a n i c a l l y
l i n k e d to t h e ulO t ro l u n i t f r o m t he t h ro t t l e t o m a n u a l l y
I :" C H r A , F o r I > H 11 1 , ,\ ' 1

c l ose t h e b u ( ( e r ft y v a l v e , S t o p p i n g and s t a r r i n g proce

p re v e nt a rllnaway
O I L SYSTEM.
d u res m u s t he st r i c t i y fo l l o wed to

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

p l i shed hy p ress ure system w i t h d r y s li m p and

sca ve n ge pump
o f ca r hu r e t o r i c c d e t ec t i on and s t r i ct s t op p i n g and srarf­ a a

i n g p roce d u res. re t u r n . Oil flows by gra\' i t ), f r o m t h e

&� � '''aHdA I R P lANES W I T H Z E R O RAil R O U n I N STA U ATIO II

loa-oo- un

figure J-J4 figure )·J5

13
Section I T. O. No. I F-S 1 D-l

tank to the engine pressure pump, wh ich forces it

OIL DI LUTION SWITCH.

( 22, 1 -6; 1-15).

throug h the engine. The temperature of the oil is reg­
u lated au tomatica l l y under normal condit ions. The o i l The oil d i l ut ion switch figure figure
e i t her flows through t h e o i l rad iator w h e n cool i ng i s located below the main instrument panel, has ON a nd
necessary or flows d i rect l y back t o t h e o i l tank hopper OH posit ions. Engine fuel is al lowed to enter the o i l
u n i L If the a u tomatic temperature control fails, the o i l system a t the o i l drain when the switc h i s i n the ON
radiator a i r o utlet fl a p m a y be operated electrica l l y . See pos i t ion, lowering the o i l viscosity for cold-weather
fig ure 1 -2 5 for oil grade and specification. A d ip-stick
starti ng. O i l should not be d i luted i n excess o f 10 per­
type gage adj acent to the fi l ler neck is used t o determine
cent. Refer to " Stopping E ng i ne " in Section IX.
t h e o i l qua n t i t y. An o i l d i l ution system is provided to
fac i l i tate cold-weather start ing.

OIL SYSTEM I N D I CATO R .

OIL SYSTEM C O NTRO LS.
A com b i nation o i l tempera ture. oil pressure, a n d fuel
O I L R A D I ATOR A I R CONTROL SWITCH. pressure gage ( 1 7, figure 1-6) is instal led on the r ight

A sw i tch ( 7 . figure 1 - 1 ; figure 1 - 1 3 ) to control the side of t he ma i n instrument panel.

elec t r ic actuator of the o i l rad iator air outlet flap is
located on the r ad i a t or control panel. The swi tch has
fOll r pos i t ions : O F F . CLOSE, A U TO M ATIC. and OPEN. For FUEL SYSTEM.
1-17)
nor m a l ope ration. the sw i tch should be left in the AUTO­

M A TIC posi t i o n . \Xfhcfl sw itch i s a t

The fuel system ( figure consists of two sel f sea l i ng
,v i ng tanks of 90 US. gallons ( usable fue l ) each and one
A t:TOMATIC. a ther­
mos t a t a u t o m a r ica l l y sta rts and stops t he actuator to
fuselage sel f-sea l ing tank of 85 US. gallons. F i l l i ng
move t he o i l rad iator a i r ou t let fl ap. depend i ng on o i l
temperatu re. However. should t he automatic feature t he fuselage tank to the B 5 -ga l lo n capac i ty may cause

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

90.0 92 . 1 4.S 96.6

6S 65.5 26.0 ' 91.S If i nstal lation of l I O-galion drop tanks is

necessary to accomplish a particular mission,
maneuvers are l i m i ted to t hose that are abso
7 5 .0 75.0 2.3 77.3
l u tely necessary to conduct normal fl ight.
because of possi b l e structural fai l u re.
1 10.0 1 1 0.0 3.3 1 13.0
The drop tanks have no booster pumps, but fuel is
forced from them by a controlled pressure of 5 psi from
TOTAL USABLE INTERNAL FUEl - 245.4 GAL
TOTAL USABLE FUEL WITH 7S GAL DROP TANKS - 3 95 . 4 GAL the exhaust side of the vacuum pump. T h is pressuriza­
TOTAL USABLE FUEL WITH 1 1 0 GAL DROP TANKS - 455 4 GAL t ion will permit sa tisfactory flow o f fuel from the drop
tanks at a l l altitudes. If the pressure to the drop tanks
fuel pump is capable of pulling
°FUS£l.AGE TANK RESTRICTED TO 6S GAUONS
IECAUSI: Of ADVERSE CG CONDITION
fa i ls, the engine-driven
fuel from t he drop tanks up to approxi mately 10,00
l<K1-00-1473

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'

DROP STUINO DROP

TANK TANK

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

VACUUM PUMP PRESSURE

'LEer.ICAl

MECHANICAL

"EARLY AIRP\ANES HAVE MANUAL

"IMEII SYSTEM INSTAUED.

1 09-00- 1 4 7 '.

Figure J · 1 7

15
L

Section I T. O. No. I F-S 1 D- 1

pump s w i tch mus t be i n the NORMAL pos i t ion to allow

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 .

BOMB OR DROP TANK S A LVO L E V E RS.

The d rop t a n ks can be released whenever desi red b}'

p u l l i ng the two bomb- tank s a l v o levers ( I 5 , fi g u re 1 ·4 )
located o n t h e l e f r s i d e! o f t he cockp i t , be l ow (he t h rot­
d e q u ad r a n t . The bomb- t a n k sa l \' o l evers p ro v i d e a
,elcl f i v c mechanical release o f t h e drop r a n ks or bombs
i n d e pe n d e n t {)f the d e c r r i c a l bo m b relca�e syste m .

f L LL QUANTITY GAGES.

D i recc read i ng f u e l quar t i r y gages He i ns ( a J l ed f o r t h e

I ll t e rn a l t a n ks . The gage5 ior r h e rig h t a n d l e f t w i ng
(,I nks arc located on each s ide of t h e seat, i n v iew of
t he p i l o t . T he f uselage t a n k g a ge is located be h ind and
r. o the lett o f t he p i lot ' s sea r . No fuel q u a m i t y gages
are i ns ta l l ed for r h e d rop ta n ks.
Figure l - J 8

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.

Fl "l L :-i I i l T O l'T U V I R .

ELECTRICAL POWER SUPPLY SYSTEM.
1 - 19) receives
A m a n u a l l y o p e r a ted f u d � h u to tl le v e r 0 1, 1-6;
T h e ai r pl a n e e lectrical system ( figure
fi g u re
fi g u re 1 · 1 S ) i � IOCHL'd 11l' l ow , .. , d ( ( ) t hL' left o f t h e from
power from a 2 8 Yo l t , l OO-ampere, eng i ne d r i ven gen­
e rator. A 2 --i - v o l t storage ba ttery suppl ies
I t c h p .l n d . T h e � \ i t L' h is ITIcc h a n i c a l l y l i n k eJ to the
c u r re n t when
\"

f U l: l , h u t o lf \, ;t l n' i n t h c I d t w he e l wdl. The f u e l s h u t ­

t h e g e n C'f ;) ((J r output d ro ps be l o w 26. 5 vol ts, A n ex·
terna l powe r receptacle is l oca ted on the r i g h t side of
o f 1 "dye \ h u t� o ff t h e f u c l f ro m a l l t a n ks t o r h e engi ne­
d r i ' L' n f lil'! p u m p.
the fuse l age. j ust be h i nd the cock pit. An external po wer
sou rce ( C 1 1 A or eq u i v a l e n t ) i nstead o f b a t t e r y power
H T L T A N K S H ECTOR I I A :- D L L s h o u l d he mcd on t he ground to start the en g i n e or to
opera te the e l ec t r i c a l s y s tem w h e n r h e e ng i n e i s shur
T h e f u e l L l l l k s e l L-nIH h a n d l e UO, fi g u re 1 (, ; fIg u re 1 18)
ad ap te r
i s l ! lca t n l i n t h e C e n t e r , be l o w t he f f ll m s w i t c h p a ne l .
d o w n . An for co n n ec t i ng t h e B r i t is h -tYl)C ex­

T h e fo l l u w i n g pos i t IOns arc m a r k e d o n t he moulH i ng

t e r n a l pow e r s u p p l y i s s rO\veJ a d j a c e n t to t he e x ternal
powe r p l u g . A l l o f t h e e l ec r r ical c i rcu its are p r o tee r ed
p l a t e : F l ' " . '1' . \' -; 1\ . M A I N TA N K H . , M A [ N TA N K R. I I . ,
by ci rcu it hreaker � w i t c hes. An i n ve rter s u p p l ies 400-
l.

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 s l'i u t l l r h a n d l e a s 'i c m n l y i s c on n ec t e d i n sL' f ies w i t h

po we r d i rectly from t h e ha t t e ry w henever t h e ba uer}'­

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.

The ma in s w i tches are loca t eJ o n

I' C H UOOS1T R P U I\ I P S W I TC H .
rhe right swirch
p a n e l . Loca t io n o f m a i n e l ec t r i c al s w i tches is sh o wn i n
A f t l e l hoos t e r p u m p s w i tc h LH, fig u re 1 -(> ; fig u res I - I i ligu rt."i 1 - 5 and 1 -6. Ci r c u i t breakers o n t he r ig h t swi tch
a nJ I - } ,» ) , Ioca ted helow t h e i ns r r u m e m pa nel. is w i red panel prot e c t t he e l ec t rical s ys te m. A s i ngl e " bump"
i n s('fic� w i t h r h e hlel se lec to r electr ica l sy s t e m . The p ia t e 1 .\ fI g u re I · » ) p e r m i t s t he p i l o t t o reset al l the
switch h as 0:-; a n d O F F pos i t ions and must be in t h e 0 :-': l· i rc l l i r hre,l kers JI one t i m e . If a c i rcll i r bre a k e r re­
pos i t ion before the sel ected tank booster pump w i l l peJ t ed l y pops o u t , t he master s w i tc h for t h a t c i rc u i t
opec1 ( c . On e a r l }' a i r p l a nes. * the boo s te r pump swi tch should be t u r ned O F F .
h a s :-'; OR M A L , OH, and E M ERG. pos i t i o n s . The booster

ElECTR I C A llY O P E R AY E O E Q U I PM E NT.

* 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

WING POSITION LIGHT

RUDDER POSITION LIGHT

LH COCK'" UGHT

UGK1'

{
INIIA·AlIClAfT SHJNAl

IH COCKPIT UGHT

OfNOl ATOR
UCOGNtnON LIGHT

OIL TEMP INOICATOIt

GUN SIGHT

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,

- FUEL 100SUI PUMPS

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

SYStEM FLUID l1E5SA1i0i1t

It£TURN

AUt
GAGl
!'OR

ACCUMULA TOR

UNLOAOING
AHI) Rll.lfJ.
IIAlvt

lANotHG
GfAI HAND!.!

WING
Fl.AP
5EL�rOR
VALVE

/
I

• AllOWS fLUID TO flOW TO GEAA-I)()WN LIN! TO

PltMNl PARTIAl. VACUUM WliOf GMIt IS !.OWUfD'
WITHOUT HYOIUUC PftfSiUru:.

�� 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

ELECTRICAL POWER SUPPLY SYSTEM CONT ROLS

A N D INDICATOR.
. -- .
".
BATTER Y-DI SCONN ECT SWITCH.

A battery-disconnect s w i tch ( 2 1 , figure 1 -5), located

on the right s w i tch panel, al lows battery power to be
suppl ied to the airplane elect r i ca l system. The s w i tch
should be in the OFF position when external power is
used for starting, to conserve the battery. When the
engine is opera ting and external power i s d i s connected,
t h � battery d isconnect s w i ech s ho u l d be placed in the
ON pos i t i on .

GfNERA TOR-DISCONNECT' SWITCH.

The genera tor-d i scon nect sw i tc h ( 2 2 , fi g u r e 1-5), lo

cated on the right s w itch panel, has O N and O F F pos i .
tio ns. W i t h t h e s w i tch i n t h e O F F position, generator
power o u t p u t i s not a v a i lable to the a i rp l ane elect rical
FLIGHT CONTROLS.
system. The generator "cu t· in" speed is about 1 200 rpm
and the power output i s a v a i lable when the generator· CONTROL STICK.
d i sconnect s w i tc h is at ON. A l l e l ectrically operated
T h e co n t rol stick ( figure 4- 1 1 ) h as a con ventio na l-type
equipment is powered from the generator except t h e
g r i p, w h ich incorporates a gun and camera trigger
remote i n d icating compass, w h ich deri ves i ts power
sw itc h . A bomb rocket release bu tton is located on the
f ro m the inverter.
top o f t h e s t i ck grip.
A MM ETER.

A n a m m eter ( 6, figure 1 - 5 ) , located on the upper sec CONTROL S U R F ACE LOCK .

t i o n of the right switch panel, is ca l i brated for a maxi·
mum rea d i ng of 1 50 a m peres. The am meter i n d i .;ates
the amount of c u rrent be i n g suppl ied by the genera tor.
The normal maxi mum current of 1 00 a m peres should
be used only for a short per iod of t i m e.
HY DRAULIC POWER SU PPLY SYSTEM.
The h ydraulic power s u pp l y system ( fi gure 1 - 20) i s
A control s u r face lock ( fi gure 1 -2 1 ) at the base of the
con trol s t ick has two pos i t i ons. The lock consists of a
p l u n ger that snaps i n to e i cher of t w o ho les. When it is
snapped i n to the lower hole , t h e a i l erons, rudder, and
ele varors are lock ed, and the t a i l wheel is locked in l i ne
w i t h t h e fuselage. W he n it is sna pped i n to the upper
hole, the tail w heel is free to s w i ve l , w h i l e the ai lerons,
rudder, a nd eleva tors are locked.
a

closed-center system thac i ncorporates a pressure ac­

cumu lator and a n u n load i n g and r e l i e f val ve. The sys * F- 5 1 0- 1 O-NA Airplanes AF44-1 46S3 through
tem is used to operate che main l a nd i n g gear and the - 1 4 852 and If - 5 1 D- 1 5 -N A and subsequent
w in g flaps. The h ydraulic system operates a t a normal
airplanes
p ressure of 1050 ( :i: 5 0 ) psi. Lace a i rpla nes have a 1 . 2-
gallon reservo i r w h ic h suppl ies h y d ra u l ic fl u i d to the
s y s tem ; early a i r p l a nes h a ve a L8-ga llon reservoir. The
unloading a nd relief v a l ve is i nc or po ra ted to preve nt
T A i l WHEEl.
excess i ve pressure. See fi g u re ' · 2 '; for h ydra u l i c fl u id
UNlOCKiO
g rade a n d spec i f cation.

FLIGHT CONTROL SYSTEM. LOCK

r
'/
The a i lero ns, elevarors, and rudder are convent i o n a l l y
operated t h rough push p u l l rods a n d d u a l cables by a

con t rol s t i c k and rudder ped als. Trim tabs on each of

th e prim ary surfaces are operable from the cock p i t by
a cable system. A reverse boost rudder tab is i n sta l led
on most a i r p l a nes. On l a te a i r pl anes* and on some a ir
p l anes m od ifi ed i n service, a 20 pound bobwe ight h a s
been a d d e d t o the elevator control syst em to i m prove
the fl i g h t characte ristics. Figure 1 2 1

19
Secti on I T. O. No. I F-S I D- l

A I LERON TRIM TA B CONTROL KNOB. The

a i leron trim tab control knob ( 18, figure 1-4) is located
horizontally Oil the left conso le and is ma rked "R" and
" L" with i ndicating ar rows . A ge a red pointer ind icates
the n u mber of degrees the rrim tab 0n the left a i l e ro n
is moved. ( T he t ri m ta b on t h e ri ght a i leron is ground
adj ustable.) The r r im tab cont rol knob is c on nec t ed to
the left ai leron t r i m tab by a chain and d ual cables.

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.

The rudder pedals may be adj uste d for proper leg

WING FL AP HAN DLE_
l eng t h by p u s h i n g t h e ped a l ad justment leve r ( located
on t he i n board s ide of each peda l ) inboard with the The w i ng fl a p h an d le (25, fI gure 1 4 ) i s l oc ated o n the

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 .

HEV ATOR TRIM TAB CONTROL WHEEL . T he

elev ator trim tab control wheel ( 19, figure 1-·1 ) is lo­ LANDING G EAR SYSTEM.
cated o n the left side o f the cockpi t, below and aft of
T h e la n d i n g gear s y s t em on the airplane is a conven­
the t h rottle quadrant. The co n tro l w heel is moun ted t io n a l type, w i th a steering and l o cking mec h a n i s m
in a vert ica l plane a nd connected to the elevator trim p r o v i d ed for the nonretrace i ng ( a i l wh ee l. The main
tabs by dual cables. Rol ling t h e wheel forward i n t he wheels retract i n board i n to t h e bel ly of t h e a ir p la ne ,
d i rec tion of th e NH arrow ma ke s the a i rp lane nose­ and fairing doors co v er the wheel wel l a nd Strut open­
hea vy, and ro l l i ng the trim w heel in the d i rec t i o n of i n gs . I n an e me r gency, a mechanical mea n s of r e l eas i n g

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

one po s i t i o n to 'l n o t h er. The handle is mec hanica l l y TAIL W H E E L STEERING.

lockt!d i n the dow n posit i o n w h e n t h e fa iring door
Ta i l w hee! stee ring fea t u res on the a i r p lane a re sllch
t h a t w i t h the s t i c k s l ig h tl y aft o f neutral, the tail wheel
< mergency release h a n d le is p u l l e d ( fa i r i ng doors open ) .
T h is p revents acc idenra l l y r a i s i ng the h a n d l e w h i l e the
i s locked Oll t o f i ts fu l l -sw i ve l i ng pos i t i o n and stee r i ng
t h ro u g h connecting cables is poss ihle up t o 6 degrees
a i r p l a n e is on t he gro u n d . W h i l e t he a i rp l a ne i s mov ­
i n g on t h e g ro u nd, the l and i ng gear w i l l retract if t h e
l a n d i n g g e a r h a n d l e i s p l aced a t
r i g h t or Ie[ t by use of the rudder pedals. The s te e r i n g
mec h a n i s m is r e l e a sed when the s t ick is p u s h ed fo rw<1rd
U P.

L A ND I NG G E AR F A I R I NC; DOOR E M E RGENCY of t h e n e u t r a l po s i t i o n . The ta i l w heel cannot be locked

R EL E A S E H A ND L E . a ftl'C fu l l - s w i v e l i ng u n less the rudder i s in the n e u t r a l
pos i t i o n and t h e con t ro l s t ick i s i n t h e neu tral or a f t
A l a n d i n g gear fa i r i ng door e m ergency r el e a se handle
( 2G, fi g u re I G) i s located to t he right of t h e f u e l t a n k
pos i t ion.

s e l e c to r h a n d l e , fo rward o f t h e cont rol s t i c k . I f t h e

h y d ra u l i c S r � t e l1l fa i l s , the fa i r i n g door e m e rgency re­
leasL' h <1 n t f l<: m a y he ust·d to mec h a n ica l l y re l ea se t he BRAKE S YSTEM .
h yd r a u l i c p ress u re a n d fa i r i n g doors a fter the l an d i ng T h e m a i n l <1 n d i ng gea r d is k brakcs are ope r.ned in
g e a r h a n d le is p l aced at to [c· l ease t h e ge a r llplocks
:J.
ON
co n v e n t ional m a n ne r w he n the rudder ped a l s a re d c
Ya w i ng the a i r p l a n e may be nccessrl ry t o force t he gear p resse d h y t o e ac t i o n . T h e brake h y d r a u l i c s ys te m i s
i n to a locked pos i c io n . The release hand le i s also meL! e n t i r e l y separate from t h e ge n era l h y d ra u l i c syste m ,
a f t e r the ai r p l a n e is p 'Hk e d , (0 rel e<1se t h e hydra u l i c :
except thu t h e s a me res e r v o i r s u p p l i e s fl u i d ro hoth
pressu re a n d o pen {he fa i r i ng doors. Ope n i ng t he fa i r systems. A s ta nd p i pe w i t h i n t h i s resl'rvo i r e ns u re s a
i og doo rs m ec h a n i ca l l y l o c k s t h e land i n g gear ha n d l e reSe rve for the brake system even t ho u g h t h e fl u i d for
i n t h e d o w n pos i t i o n . t h e m a i n system may be los t .

L A N D I N G G E A R SYSTEM I N D I CATORS. P A R K I N G B R A K E HAN DLE.

LA N D I N G G E A R W A R N I NG LIGHTS. A pa r k i ng brake h and l e 08, fig u re 1-6) i s located he­

A red l i g h t a n d a g r een l ig h t ( 55, lo w the center of the i n s t ru ment paneL P u l l i n g t h is

locks t h e
fi gure 1 6 ) , l o c a te d
below t h e centcr o f t he i n s t r u m e n t panel. a re pr o v ided hand l e o u t, after depressing t he brake ped a l s ,
orakes. T h e brake ped a l s m u st be relea sed w h i le t h e
for land i ng gear w a r n i ng. The l i g h ts ope rate I n the
pa r k i ng nr a kc hand le i s h e l d o u t. R e le a s i n g the o ra k e s
fo l l o w i n g man ner :
IS accom p l i s h ed hy de p ressing ho t h o rake pedals.
l . G reen l ig h t o tT, red l ig h t on, w h e n ge ar a rc i n
a n y u n locked pos i t ion, regardless o f t h rottle pos i t i o n ,
o r w h e n gear a r e lip and locked and fa i r i ng doo rs a rc

not fli l l y closed.

1. G re e n l i g h t off, red l ig h t off, w he n gear are u p
a n d locked w i t h fa i r i ng doors f u l l y c l osed a n d t h rot t l e Do not a p p l y bra kes a f ter take-off, as t he
forw a rd ( be y o n d m i n i m u m cru i s i ng p owe r ) . heated d i s k s m a y f u se or lock to ge t h e r . S u f­

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.

The canopy handcrank (fgure 1-23) on early ai rp lanes

operates tbe canopy in tbe foll ow i ng manner. P ushing
on the crank axle engages the clu tch, and pulling the
crank handle knob inboard d isengages the handcrank
pin from the locking plate holes. The c r a nk is turned
in t h e desired d i rection with knob held inboard. The
canopy is locked when the locking pin i s en gag ed in
the nea r est hole. M an ua ll y pu lling out on the band­
crank handle to d isengage t he clutc h permits sl iding
the can opy co any p os it i on desired. 00 th e later air­
planes, the handcrank knob has a l a t c h which must be
depressed ; t he canopy can then be c ra n ked to tbe de­
sired posi tio n. Releas i ng the latch and t urning tbe
handcrank until [he latch engages, locks the canopy
in the d es i re d position.

CANOPY EMERGENCY R E LEASE HANDLE .

The canopy emergency rel ease handle ( figure 1-24) is

located on the right side of the cock p i ! along the upper
longcron, directly forward of the w i ndshield bow. Pull­
ing the han dle aft mechanicall y release s the la tches
holding the canopy and perm its the slip st rea m to carry

1{/4IUIb«J the canopy clear of the ai rplane.

Do hot IOtlt! pistol �Kc�pt wl�n it is in

hI{)(Int, tiS /KJ stl/�1y is p/Y)vit!�d.

Be sure to lower seat and d uck head, to avoid

SIGNAL PISTOL MOUNT.
be i ng hie by canopy.
A signal p is to l mount is located on the left side of the
fus e l a ge, next to the p i lot 's seat. A cap chained to the
pi stol mount covers the port when the piscol is not
i nstalled.

FI RST-A ID KIT.

A fi m-a id kit ( 1 4, figure 1-5) is i nstal l e d at the right

side of t be scat. Ins tructions f or use are contained i n
the k it. The co n ten t s sbould be used onl y in a n emer ­
gency when medical aid is not available. Used s up pl ies
must be re p la ced as soon as possible.

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 EMERGENCY RELEASE

HANDLE

CA NOPY HANDCRANI< LATCH

CANOPY H ANDCRANK

EMERGENCY HANDLE
UNSAFE INDICATOR

W
-=-

Figure 1-24

Note SHOULDER·HARN ESS LOCK HAN DLE.

If excessi v e force is used in sec uring the can
opy before take off, it may be necessary to
crank the canopy back enough to re l i e ve t h e
pressu re agai nst the wi nds h i eld before the
emergency release w i l l be e ffec t i v e .
The emergency re lease handle i s also o perable from
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
to open t he canopy i n an emergency.
CANO P Y UNSA F E I N DICATORS.
I f the canopy emergency release handle or the canopy
truck locks arc nOt proper! y lucked and the canopy is
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
c u tOllt on each of t he two canopy trucks al t he forward
end o f the ca nopy frame.
On some of the l a tel' a i rp l a nes, a two pos i t ion ( locked
and u n locked ) s hou lder harness lock handle ( 2 1 , figure
l � ) is located on the l e ft side of the p i lo fs seat. A latch
is p r ov id ed for posi t ively reta i n i n g t he handle at e i ther
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
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
ma y then be moved freely from one pos i t ion to another.
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
ward in the cockp i t ; however, t he reel h a r ness cable
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
i� enCOUnle reJ . �/ h e n t he reel is a u tOmat ica l l y locked
in this manner, it remai ns locked u n t i l the hand le is
moved W lOCKE!) and t h e n re t u r ned to the U N LOCK ED
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,

SEAT. the reel harness ca ble is manually locked so t h a t the

p i lot is prevented from bend i n g forwa rd. If t h e harness
T h e p i lo t'S seat is a d j usta ble ver tically. Two s pr ing
is locked w h i l e the p i l o t is l ea n i ng forwa rd, t he harness
loaded p i ns, actuated b y a lever at the lower ri ght s id e ,
will re t r a c t wi th h im as he s traightens up, moving in
s n a p i n to any one of n i n e holes i n t h e sea t pos ts and
s u ccess iv e locked pos i t ions as he moves back against
secure the scat at a desi red leve l . The p i lo t's parac h u te
is lIsed as a seat cushion, and the kapok fI l led seat hack the sea t. To un lock the har ness. the pilot must be able

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

1. . . . . COOLANT HEADER TANK

2 . . . AFTERCOOLER HEADER TANK
J. . . . . . . . . . . . . . BATTERY (LATE AIRPlANES �
4. . . . . . . . . . OIL TANK

DIAGRAM 5. . HYDRAULIC RESERVOIR

6. lH WING FUEL TANK (RH SIMILAR I
,. . . . BA nERY (EARLY AIRPLANES)
S . FUSELAGE FUEL TANK
Ii . OXYGEN FIUER

10�-OO - 1 480

Figure 1 -25

to unlock the' ha rness without first r eleasi n g i t mo­

mentarily at the safety belt (or releas ing the har ness
buckles, i f des i red ) . The LOCKED pos i t ion is used only
d uring aerobatics an d Bight in rou g h air, or as an added
precaution when a crash land ing is anticipated.

All switches n o r readily accessible with the

harness locked should be pr operly positioned
before the ha rness l oc k handle is moved for
w ard tothe LOCKE!) pos i ti on .

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
,

STATU S OF THE A I RPLANE. EN TRAN C E .

T h e cock p i t can be eatered from e i t he r side of the air­

FLIGHT RESTRICTIONS. plane. ( See figure 2-Ll However, a s pr i ng-loaded flush

handhold is provided below the canopy frame on the
Detailed airplane and eng i ne l i m itations are listed JQ
left side of t he fuselage. A m a r ked reinforced section
Sect ion V.
of the wing fi ll e t is used as a step d u r i n g entry,

FLIGHT P LANN ING.

From the opera ting data conrained in Appendix I , de­

termine fuel consumption, correct a irs peed , and power
settings necessary to accom plish the i ntended m ission ,
The Appendix data w i l l enable you to prope rly plan
your fl ight so that YOll can obtaio the best possi ble per­
forma nce from your airplane.

WEIGHT AND BALANCE.

RefeE co Section V for we ight and balance restrictions.

Refer to Handbook o f Weight and Balance Data T.O.
No. I - I B -40 for loading i n formation. Before each m is­
sion , make the following checks:
1. Check take-() ff a nd antici pated la nd i n g gross
weight and balance.
2. Check t ha t fue l, oil, armament, and speci a l eq u i p ­
ment carried are sufficient for the mission to be accom­
��
plish ed. Df) n()t us� tftlilin edle f)f winl IItip ()r
3. Check that weight and balance ciear,a nce ( Form F l extreme edg� f)f fillet tiS tI st�p, tiS dtlm.lfge
i s satisfactor y . will result tf) t"es� units.

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. •

requ i red q uantiti es of fuel, oi l , and hydrau­

• •
• Co ntrol surfaces for condition.
SECTI ON:
Cowl for security.
0 RIGHT
lic fluid. • Trailing edge a n d flaps for condition.
T, i m tabs neutra l .
•
FUSELAGE;
Coolant door for cracks, leaks, and -position.
• Exhaust stacie plugs re m ov e d .
Air scoops for obstructions.
•
Compore fl a p handle po siti o n with w i n g fl a p s .
Oil shutter for position a n d condition.
•

Canopy manually checked fo r s ec u ri t y . Pr o pel l er for nicks and excessive o i l

• •

o LEn o RIGH T Stat�c�re55ure

• • •

WING SECTION: W I NG SECTION:

• vents unob$tructed.
T, a i l i ng edge of flaps, wing tips. T i re for proper inflation, wear, and slippa g e .
RadIO antennas.
G TAIL
•
• •
Control surfaces for condition. Wheel we ll for leaks, check g e a r assembly SECT I O N :
Control surfaces for condition.
• •
• Wing tip and position light. and downlocks, strut i nflation at approx- •

leadi ng edge and gun bay doors. • Trim tab positi o n .

• Tail wheel for strut inflation and tire slippage.
imately 3-7/ 1 6 inches, accumulator ai r
Drop tank l e ve l , c a p se c u re. pressure 40 ( !" 2 5 ) psi.
•

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
BEFORE EXTERIO R INSPECTION.
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,
check cool ing system before flight. Before removing
coo l an t cap, let cool for at least one hour. See figure 1-25
for complete servic i ng data. Pr i{) r to the exterior in
spection, make the following safety checks :
1. La n d ing gear handle DN.
2. Battery-d isconnect switch OFF.
3. I g n i tion switch Off.
4. G u n safety swi tc h OFF.
5. Bomb arming switch OFF.
6. Rocket release sw i tch OFf.
7. Bomb-rocket selec tor sw i tch SAFE.
EXTERIOR INSPECTIONI.
Exterior inspection should be acco mplished as s how n
in figure 2-2.
ON ENTERING COCKPIT.
I NTERIOR CHECK (ALL FLIGHTS).
Note
This procedure is arra nged i n a clockwise di­
rection around the cockpit to minim ize the
necessary motions and still check each i tem
thoroughly.
1. Fasten safety belt and shoulder harness. Check
operation of s houlder-harness lock.
2. Adj ust seat level to obtai n full t rave l of rudder
p eda ls in e x treme position.
3. A d j ust rudder peda ls for proper leg length to ob­
c a i n fu l l brake control. Press foot ag a i ns t lever on i nner
side of each pedal.
4. Unlock control lock at base and j ust forward of
con trol stick by pul l i n g p l u nger on side of lock.
5. Check co nt ro ls for free and proper movemenl,
watching control surfaces for correct response.
6. W i n g fl a p handle full UP.
7. Carburetor ram-air control lever at U N RAMMED
F I LTERED AIR for all ground operati on _
B. Carburetor ho t - ai r control lever NORMAL (late ai r ­
p lanes ) .
9. Landi ng light sw itch OFF.
10. Wi nds h i eld defroster and hot air cont rol knobs
-
OFF.
1 1 . Check fuel quantity gages.
28
T. O. N o . 1 �5 1 D-l
12. Throttle one inch open (in STAR-r position on late
airplanes).
1 3. Mixt u re coorfol at IDLE CUTOFF.
14. Propel ler control full INCREASE.
1 5 . F r iction locks on throttle quadrant adjusted for
­
friction.
16. Gu n sight gyro motor swi tch ON (K·14A o nly> _
1 7 . Gun sight gyro selector switch a t FIXED.
l B. Parking brakes set.
19. Supercharger control switch AUTO.
20. Clock set.
2 1 . Gyro instruments uncaged_
22. A l ti meter set to field e levat ion
.
23. Note mani fold pressure readi ng (field barometric
pressure) for subsequent use dur i ng prefli ght engine
check.
24. Fuel shutoff lever ON.
25. Fuel tank se lector handle to FUS. TA N K. If fuse­
lage tank is not se rvi ced , selectOr handle to MAIN
TA N K L. H.
26. Ignition sw itch OFF.
27. Landing gear fairing door emergency release
handle i n .
2 B . Oxygen gage pressu re 400 ps i. Test oxygen equip­
ment for opera t ion.
29. Check can opy emergency release handle and cool­
ant flap emergency re le ase handle for safetying.
30. Radio and communication equipment switches
OFF.
3 1 . Ch ec k l andi n g gear wa rn ing lights. (Battery- dis-
connect switch ON temporaril y . )
32. Check generator-d isconnect switch ON.
33. Gun heater switch OFF.
34. All circuit breakers pushed in.
INTERIOR C H ECK (NIGHT FLIGHTS)_
In addition to tbe preceding check, perform the follow­
ing checks for night operation :
1. Tum on and check ail cockpit lights.
2. Turn on position lights.
3. Make sure personal gear i ncludes a flashlight.
STARTING ENGINE.
The fol lowing procedure should be used to start the
engine_ Starting should be accomplished with the air­
plane on a paved surface and headed into the wind
whenever possible. Have fire guard stand at rigbt wing
t i p for safe ty .
 T. O. No. I F-S 1 D- l Sec:tion I I

1 . Ignition switch and battery-disconnect switch OFF.

2. Mixture con trol lOU CUTOFF.

3. Have ground crew pull prope lle r t h ro ugh several
revo lut ions.
The mixture control should alwa ys be i n I D L £
4. E x ternal powe r supply con nect ed . ( Battery- d i scon­
CUTOFF when the eng i nc is not fi r ing, to pre
nec t swi tch ON if external power su pp l y is not available.)
vent excess fuel ente riog the i n duct ion system

Note and causin g a fire hazard.

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.

ENG I N E GROUND OPERATION.

To prevent a run awa y eng i ne, the throttle
sho u ld not be advanced beyond one inch for
starting. If the thro ttl e is beyo nd th is poi n t,
in the carbu retor must
the butterfly pos i tion
be visually checked before the engi ne is started.
A f ter cngine s t arts, place supercharger control swi tch
at H IG H ; t h e n warm up eng i ne at 1 3 00 rpOl u n t i l oil
temperature shows a definite i n crease and oil pressure
remains s te ad y when ad d i t i on al throttle is a p pl ied. The
fo l l o wi ng checks should the n be made :

6. Oil and coolant radiator air control switches at

OPEN un t i l flaps are fully opened ; the n release s wi tches WA RNING
to OFF.

Do oot exceed 2 200 rpm in h i gh blower on the

ground, as this will tend to cause d e tonation.

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

5. Propel l er check-with propeller control in full

I N CRE ASE, set throttle to obta i n
2300 rpm. Move propel­
ler ba c k to DECREASE position to note maximum drop of
300 rpm . Return control to INCREASE.
Never al low taxi s peed to build up before
6. Simmond's regul a to r check-watch manifold pres­ checking brakes.
su re d u ring pr opel le r check. Manifold pressure should
re main c ons ta n t w i th i n one in. Hg. 2. S te e r a z igzag course to obtain an unobs tructed
vi ew.
7. Supercharger check at 2300 rpm, place super­
-

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.

To avo id excess ive use of brakes, taxi at i d le

rpm.

5 . Upon rcach ing take-off p osition, stop a i rplane a t

right ang les to r u n w a y so tbat approaching airplanes
ma y he seen.

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.

Check o pera tion of wi ng B a ps. Turn on necessary com­

m u n ication equipmen t and ascertain that si g n al s are
audible and clear. Check instruments in proper ra nges.
ea"t
T(1)(; cautiously to tPloid tlllmllie (10m olJ­
TAXI I NG. jeets wllicll tile tires ()r propeller lniJllt piCK
up lind "'r()w (liainst tile rlldilltor air out­
Use the following procedure during taxi ing:
let flllps.
1. Remove chocks and release parking brake. Let
airplane ro ll forward slightly, and cbeck brakes.

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.

Before take·off, check safe t y belt fastened and shoulder

h a r ness un l ocked ; t he n check:

I . Primary Co ntro ls :
Check surface controls for f r ee movement.

2. I nstrume n ts and S w i tches :

A l t imeter set.
D i rectional gyro se t.
G y ro horizon set.
A l ! i n s t r u ment read i ngs i n desi red ranges.
A J I swi tches and controls at desi red pos itions.

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 . )

.1. Idle idle eng ine at 650 co 7 0 0 rpm

canopy emergency release handle is safetied.
speed check
with t h rottle aga i n s t i d l e s top.

S . Accelera t io n and decel eration check- with m i x

t u re
P REFLIGHT ENGI N E C H EC K .
co n t ro l at N OR M A l, ad vance t h eotrlc from idle to

Note 2.300 rp m. E ng i ne should accelerate and decelerate

s moot h l y w i t h no tendency to back fi re.
Tap
best coo l i ng d u r i ng
i n s t r u m e n t p a n e l w h i l e p e r fo r m i ng
to preveot
6. Set t h ro t t l e for 1 500 r p m for
checks req u i r i ng rpm readi ngs,
pro lo nged ground operat ion.
tachometer s t ic k i ng.
7. Ca rburetor ram a i r con trol lever a t ( V I';·
1 . Check prope l ler at f u l l I NCREASE.
RAM AIR.

Ft LTERl'[) or ca rb u re to r hot-a i r c o n t rol

at HOT
HAM M ED AIR

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

A U TO M ATIC. check magnetos to see jf any spark p l ug lead i ng is

present.

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.

in o rder to pe r form :1 t a ke-ofT w i t h i n the d i s tance spec i

fied i n t h e Take off D i s ta nces c ha r ts ( fi gure A I ) , t h e
fo l l o w i n g proced ure must b e used :
I . lie s u re ra k e - o ff i s c l ea r a n d check fi n a l a p­
fur
a re a

proach a i rcra ft.

2. Release brakes a n d l i n e u p for take off.
.'>. A d vance t h ro t t l e smoo t h l y and stead i ly to Take
o ff Power.
t3a«eu. Note
If (()()/allt temperattlre exceeds lOO place
It is reco m me n ded t h a t G l i n . Hg a nd 5()OO r p m
be used f or a l l rake offs and t ha t t h i s power
CHlallt radiator air C()ItIYJ/ switcll in ()�n
�siti()11 tlnti/ air-Hile. setting be reached q u ic k l y poss i b l e after
jam
as as

t h e t a ke oTT r u n i s s ta r ted. D o n o t t h rot t l e

forwarJ, a s tOrque w i l l cause l oss o f c()n(fol o f
a i rplane.

,1. I f rough e n g i n e occurs d u r i ng take off run, im­

med i a t e l y t h rot t le back ·1 o r 5 in. Hg ma n i fo l d pressure

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 )

WING FLAPS - 1 5 TO 20 DEGREES.

300 RPM - 61 IN. H g . MAINTAIN DIRECTIONAL
MAINTAIN TAIL·lOW ATTITUDE. CONTROL WITH R U DD E R .

TAKE-on DistANCE - ' Ut lOi-OO-1501

Figure 2·3 (Sheet J of 2)

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.

sufficient speed for rudder control is attained aod then

2. Tu ne radio c:arefully and loud, as i t w i l l fade
during take-off and fl ight.
to ra ise the tail slowly.
3. Hold airpl ane steady on a refereace po i n t d ur i ng
ta ke off run.
MINI M U M-RUN TAKE-OFF_

To acco m pl ish a m i n imum-run take -off ( figure 2·3) ,

lower fl a ps 1 5 to 2 0 degrees. Keep airplane i n a three­ AFTER TAKE-OFF.
po i n t a t t i t u de and al low it to fly i tse l f off gro u nd in t h is
1 . As soon as a irplane is definitely air-borne, retract
pos i t ion. As soon as a i r-borne, allow a i rs peed to bu i ld
l a nd i ng gear by pul l i n g l a nd ing gear handle i n board
up and climb o u t at 100 mph. Retract l a n d i ng gear
and up. Check pos i ti o n of gear by warn i ng l i ghts.
w hen a i rs peed reaches a safe value. Raise flaps above
200 feet a l t i tude. 2. On m i n i m u m run tak e o ff -, when sufficient air­
speed is attai ned and all obstacles are cleared. raise flaps
to f u l l up position. No s i n k is noticeable when flaps a rc
CROSS-WIND TAKE-OFF. raised.

3. Check coolant and oil temperatures and oil pr es ­

The following proced u re is recommended for a cross­
sure.
w i nd take-off:

1. Advance throttle to Take-off Power.

2. Hold tail down u n t i l s ufficient speed is atta ined to

ensure posi tive rudder control. S peed should be s li gh t l y
greater t han for normal take-off.
Do not apply brakes after take-off to stop rota­
3. Apply sufficient ai leron control to keep w i ngs level t ion of wheels, as brake d isk s may seize.
or even to effect a slightly wi ng-low aH irude into wind

4. Keep a i rplane firmly on runway u n t i l speed i s

sufficient to make a smooth, c l ean break.
AFTER CLEA R I N G OBSTACLE,
5_ A fter becoming ai r-borne, crab into wind enoug h LOWER NOSE SLOWLY TO ALLOW
A I RSPEED TO BUILD UP T O BEST
to counteract drift .
CLIMB SPEED OF 1 70 MPH lAS.

N IGHT TAKE-OFF_
FLAPS UP GRADUALLY.

Night take-off procedure is the s ame as that for daylight

operat ion. However, a thorough k nowledge of switch .. yo'"
� it' ".' """

MAINTAIN CONSTANT CLIMB,

HOLDING AIRSPEED 1 00 MPH lAS
UNTIL OBSTACLE IS CLEARED .
TAKE OFF AT M I N IM U M
AIRS PEED
GEAR UP AS SOON AS
-
9S TO 1 00 MPH I A S, .

DEFINITEl Y AIR-BOR N E.

l(){j-O O - l o W

Figure 2-3 (Sheet 2 of 2)

33
Section I I T. O . No. I F-5 1 D�1

CLIMB. LANDING.

I . A l low a i rs pee d [Q b u i l d u p to 1 70 mph for nor­

m a l c l i mb. NORMAL LANDING.
2. C h eck c oo l a n t and o i l te mperat ures and oil pres­
I n order to obta i n t h e rcs u i ts stared in the L a n d i ng D i s
s u re J u r i n g ft i ghu.
ta nces c h a r t ( li g\lfe A-7 ) , acco m p l i s h the a pproa c h a nd
3. R e fer [Q c l i m b charts ( fi gures A-5 and A-G) fo r l a n d i ng proced u res o u t l i ned in figure 2-. \. fur a nor
power set t i ngs, recomme nued a i rspeed, rate of cl i m b , mal l a ml i n g , plan y o u r a p proach so t h a t yOll a re over

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 .

SYSTEMS OPER ATI ON.

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

p l u d }· . D o ! l ( ) 1 l I Sl.' : 1 I t t l l s u l l l a n d i n g . COll l l ' k t l.' Ltnd

P R E-TRAFF I C-P ATTER N CH ECK. I n g ro l l ;I, i n Il( ) f m,d I . l n d i n g .

Before e n ccring t he traffic pa t t e r n , accom p l i s h tlte

fo l l ow ing : M I N I M U M- R U N LAND ING.
1 . F lI e l t a n k selener h a n d l e on f u l lest i n tnnal ra n k .
;\1 I n i m u l1l r u fl l a n d i n g, rlLI ) " h c ;lccl l [ l l p l i s h e d i n e i l he f
2 . C h eck t h a c fuel boos t e r p u m p s w i t ch i s ON ( :- 0 1{
of ( WO wap. It !l() ObS Ll cl l.' i, prl" � c n t . 10""l.'r f L i ps f u l l y
MAl. on e a r l y a i r p l a nes ) .
a n d m a ke a H a l p(Jwe r on J p p ro<lL. h . I l o l J a i rs p ced to
3. Check carbu retor ram- and h o t a i r con c r o l l ev e r s lowest poss i h l e s a fc l im i t . \'I/ hen in pm i t i o n , close
as needed. t h ro t t l e (onl p l c t d y . For ,I m i n i m u m f u n land ing o \'er
4. M i x ture co n c rol a t N OR M A L . an o b s ta c l e , lowef flaps f u l l y and c l ose t h ro tt ll: COIll­
5. Propel ler set at 2700 rpm. plete l y .." hen s l i r e of c l e a r i ng o h sta de.

6. Oil and coolant radiator air con cr ol s w i tc h es

A U TOM ATIC.
N I G H T LA N D I N G .
7 . Clean o u t e n g i ne a t 3000 rpm and 61 in. Hg fo r
one mi nute_ T h e sa me tec h n i q u es a n d proced u res u sed f o r d a y land
in gs s hould be u se d . If l a n d i ng in t h ic k haze cr fog,
avoid use of l a nd i n g l i g h t , as reflect ion from t h e l ig h t
i mpedes v ision and m a y d i stort de p th perce p tion. U sc
TRAFFIC·PA TTERN CHECK. t h e land i ng l ig h t as l i t t l e as necessary w h ile o n the
Traffic-panern proced ure and check are shown 10 fig­ g r o u n d . A f t e r s t o p p i n g, c l e a r r u n w a y as soon as
ure 2-4. poss ible.

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.

UOHT5, HORN, ..ND HYD.AUUC PtESSUIIL

CHICK OU. I'OSITION BY USE OF W..NINO

RAPS DOWN IS- TO OIVE STEEPE.

A,"OACH " DESIIfD .

•ECICK GEA. AND FLAPS

TH.OTTU CLOSID WHEN LANDINO ASSURED -

9
-
FLAPS fUlL DOWN AT ALTITUDE Of AT LlAST
40 FlIT (IElOW 1 65 MPH lAS ) .

1 20 MPH lAS AT EDG E Of FIELD

RARE OUT

TOUCH DOWN 90 MPH lAS

1 . OPEN CANOPY 3. 1tA1s( FLAPS S . ,.OP CONT.Ol - RlU IIfCIfI.

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

Figure 2-5 (Sheet J of 2)

GO-AROUND. 2 . Ignition switch check-at 700 rpm, turn ignition

switch OFF momenta rily. If engine does not cease firing
I f a go-around is necesa ry (figure 2-5 ) , use the follow­
completely, shut down engine and warn personnel to
ing proced ure: keep clear o f p ropeHer until discrepancy is corrected.
I . O p e n throttle smoothly; do not exceed 61 in. Hg
at 3000 rpm.

2 . M a i n tain wings level and nose straight.

posible, to
3 . La nding gear ha nd le UP.
Perform this check as rapidly as

prevent severe backfire when ignit ion switch

4 . Ra ise flaps slowly when at least 200 feet a bov e

is returned to BOTH.
ground .

3. I d le s p ee d and m i x ture c h e ck - w i th thro t t l e

AFTER LANDING . aga i ns t idle Stop, t h e engine should i d le a t 6 5 0 t o 700
rpm. When e ng i ne idle s peed is stab i l ized, slow l y move
toward IDLE CUTOFF and note any
A fter land i ng, clear the runway as soon as possible and
m i xture control
perform the fo l lowing: change i n rpm. The rpm should flick up very sl ightly,
L Set t h rottle at lO r p m. then decrease. A large noticeable rise in rpm ind icates
2 . O pe n canopy. that the m ixture is too rich. Absence of the s l ight fl ick

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

4 . Raise w i ng flaps com p letel y .

temperature and promote spark plug fouling. R e turn
m i xture control to NOR M A L before engin e cuts out.
5 . Set trim tabs at neutral. 4 . Power check advance t!1fottle until r p m is 2300.
6. Set propeller control at full INCREASE. A t this rpm, the ma n i fold pressure should read Yz in.
:t: Yz
7 . Fuel booster pump s w i tch OFF.
H g less than field barometric pressure with i n
in. Hg.

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

W h i l e performing checks requiring rpm read­

i ng, it may be necessary to tap the instrumeot STOPPING ENGINE�
pa ne l to prevent tach o me ter s t icking, espe­
When a cold-weather start : patcd, d i l u te o i l as
expec tcv
IS : ,
c i a l l y in cold weather..
req u i red by the lowest I perature. Fo r o i l
1 . Check prope l ler control at f u l l I ;\! C R E A S E . d i l ut ion instructions, refer t o Sec t i, , IX.

36
 T. O. No. I F-S 1 D-l Section II

. .. ...

. . • MAO NOaMAL CUMI-OUT

101-00-1Ul

figure 2-5 (Sheet 2 of 2)

1. Parking brakes set. 9. Battery-d isronnecr switch OFF. Leave generator­

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.

Do not advance throttle after moving mixture

control to IDLE CUTOFF, to prevent runaway
engine at next start.

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.

7. Radio off. 4. Complete Form 1.

8. All electrical switches OFF. 5 . Close canopy.

31
 Section II T. O. No. I f.5 1 D- l

'- '- ... .

. A_�I� -" -.. . ...

' .-..��•• __
..
1'1' �-;��'·�\:-=-� �.,.;�� _
-- --�.

31
 T. O. No . I F-5 1 D· ) Section III

E N G I N E FAILURE. ENGINE FAILURE DU RING TAKE-OFF RUN .

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

failures are gra d u a l and afford the alert pilot ample

grou nd , proceed as follows :

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

sible, a n d rema i n outside.

, as as
engine seizes or internal structural fa ilure occurs, t he
propeller will windm i l l even a t m inimum glide speed.
Should a i rspeed inadvertently drop to a value where
(he propeller ceases to rotate, the airplane should be
nosed down to r ega i n additional speed. In neatly all
ENGINE fAI L U RE DU RING TAKE-OFF (AIRPLANE

c as es , the propel ler will start to rotate again. I f neces­

A I R-BORNE).

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

ful lest tank. below

39
Sedfon III T. O. No. I F·5 1 D-l

2. Pull bomb-tank salvo levers to release tanks or

bombs.

3. Release sl id i ng canopy by puling the canopy

emergency release handle.
Before emergency release of canopy in Sight,
drop seat and lower head as far as possible to
avoid being strock. by canopy.

4. If there is a reasonable doubt as to condition of

terrain on which you are forced to land. or if there is

a probability of a i rpla ne nosing over or overru n n i ng

available land ing area, move landing gear ha nd le U P.

permits, place wing flap handle full DN.

I
5. If time

6. Move mixture control to IDLE CUTOFF a nd turn

ignition switcb OFF.

7. Move fuel shutoff lever to OFf.

8. Tu rn battery-d isconnect swi tch OFF.

9. Shoulder harness locked. (Cut all swi tches before

lock ing harness.)
/I UtI IOIfJI ",. .. " �" et
.1Y H"" """'1, " /NY H lI«.ss*/y
1 0. Land straight ahead, chang ing direction only

to er*lIk CtlH1Y Hck t, trIMH �"SII1"

enough to miss obstructions .

.,*llIst wiHSI HI." ''''".«1 ". 1 1 . After landing, get out of a irplane quickly
"' iI �
as as

possible and remain outside.

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.

POWER-OFF GLI D E SPEED

to obtain maxi m u m distance
( GEAR AND FLAPS U P - NO EXTERNAL LOAD )
40,000

35,00

30.00 >
�

�
-;

c
o
25, 00

I
m

20,00 ..
m
m
-4
1 5, 00

1 0,00

5,00

115 101 17 72 58 29 14 F-510-1-00-1

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·

during fl ig h t, the ai rplane may be aban do ned , d itched,

sary to m i ss obstructions.
9. A fter land i ng, get out of a i r plane quickly
possible and remai n outside.
or brought in for a dead-stick l andi ng. To l a nd with liS as

the engine dea d , follow these instructions :

1. Lower nose at once t hat airspeed does not drop
below stalling s peed . Keep lAS well
so

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.)

4. Choose a n area for la nd ing. If near a landing 6oeld,

notify tower. J udge your turns carefully a nd plan to
FORCED LA N DING ( DEAD ENGINE).

land into wind. See figure 3-3.

5. Duck head. lower seat, and re lease sliding cano p y
b y pulling canopy emergency release handle.
6. If a long runway is available and time and altitude
P RACTICE FORCED LANDING.

are sufficient to properly plan an approach, landing
gear han d le DN. If landing under any other co ndit i on ,
keep gear up; you stand less cha n ce of inj ury by making
a beUy landing.
7. W i ng flap lever approximately "300 ," sav i ng last
20 degrees of flap to overcome possible m istakes in
Forced land ing can be si mulated with the propel ler
control in full I N CREASE to s im u late the drag of a dead
engine. A l though op timum glide may be obtained with
gear a nd flaps up, 1 0 degrees of flaps may be used to
permit be t ter visibi l ity over tbe nose of tbe airplane
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.

MIXTURE CONTROL TO 'flU CfIr .,., THITOnLE C�

OW, FUEL SHUTOFF LEVER TO OW. MntRY·DlSCON

PROPELLER CONTROL FULL .. .. IGNITION SWITCH

SWITCH ""

JmlSON CANOPY IF NOT LANDING

ON It. PREP.AIUD RUNWAY.

WAaNINe
LOWER HEAD, RELEASE TEN­
-

z:
SION ON CANOPY WITH
HANDCRANK IF NECESSARY.

�
-
VARY GUDE BY POSITIONING
FLAPS AS NECESSARY. -

..

FULL·STAU LANDING WHETHER

GEAR IS UP OR DOWN.
l0i-01518
 T. O. N o. I F-S 1 D-1
PROPELLER GOVERNOR FAILURE.
Failure of the governor to operate properly may result
i n a runaway propeller. A runaway propeller goes to
full low pitch and may result in an engine rpm of 3600
or more_ When such a failure occurs, the only method
of reducing rpm i s to pull tbe throttle back and decrease
airspeed. In doing this, it is highly important to reduce
the l A S to approximately 1 40 mph in order to obtain
the maximum horsepower available. The following
procedure is recommended:
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
1 40 mph.
3. When over l an d i ng area, lower gear and make
approach at normal landing speed.
When engine speed and ma ni fo ld pressure ex­
ceed allowable l imits, the pilot should land
at the nearest base and should record the dura­
tion of overspeed, the amount of overspeed,
the man ifold pressure, and (if known) the
cause of overspeed.
FI RE.
'}f.u
Tn,r, is II� fire-eKfihlulsnihl systel1l M
this airplahe.
Section I I I
ENGINE FIRE DURING STARTING.
If fire develops during scartin g , keep cranking engine
in an attempt to blow fire out. If fire still persists :
1. Throttle CLOSED.
2. Mix ture control IDLE CUTOFF.
3. Fuel shutoff lever OFF.
4. Battery-disconnect swiKh OFF.
S . Leave airplane as quickly as possible and signal
ground crew to use portable fire-extinguishing system.
E N G I N E FIRE AFTER START I N G .
I f fire develops after starting, it w i l l probably develop
in carburetor area. Keep engine running for a short
period, but if fire persists, follow procedure in preced.
ing paragraph.
E N G I N E FIRE DURING FLIGHT.
Depending upon the severity of the fire, either bail out
immediately or shut down engine as follows :
1. Mixture control to IDLE CUTOFF.
2. Fuel shutoff lever OFF.
3. Throttle CLOSED.
4. Ignition switch OFF.
5. Battery-d isconnect switch OFF except when power
is desired to operate l ights or radio.
FUSELAGE FIRE.
1 . Reduce airspeed immediately in preparation for
bail-out ( if it becomes necessary) and to lessen poss i­
bil ity of fire spread ing.
2. If smoke or fumes enter cock pit, use 100% oxygen
and open canopy.
3. G e n e r a to r - d i sconneCt a n d b a t tery - d i sconnect
switches O F F .
4. If fre persists, shut down engine as outlined i n
preceding procedure.
S. If fire is not extinguished immedi�tely, bail out.
WING FI RE.
If a wing fire develops, use the following procedure :
1. Turn off aU wing l ight swi tches (position, identifi­
cation, and landing), armament switches after jettison­
ing external load, and pitot heater switch.
2. Attempt to extinguish fire by sideslipping airp lane
away from Bames.
3. If fire is not extinguished immediately, bail out.
43
Section I I I T. O. No. I F-5 1 D-J

ELECTRICAL FIRE . 3. C ra n k canopy to open pos i tio n.

C i rcui t breakers protect most e lectrica l c i rcu i ts and 4. If smoke or fumes are still severe, use 1 00% o xyge n

automatically i nterrupt power to prevent fire w he n a as necessary.

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.
-

I f the u e fect i v e circuit can be identified, the master l oad

be Lurned
.

switch for t h a t c i rcu i t should off. If fi re s t i l l 2 . Duck head a n d release s l i d i ng canopy by p u l l i ng

pers i s ts. turn ba ttery-disconnect switch Off. The gen­ canopy e lll e rgenc y release hand le.
e r a c o r - J i s c o n n e c t s w i e c h s h o u l d b e turned O F F i f
j . JUSt p rior to co n t act, all s w i tches off.
neither of the preced ing is e ffect i v e Return co ne ares t
4 . Lock shou lder h a r ness.
.

avai lable land i ng field as soon :� poss i b l e , or, if fi re

tenJs t o i n crease in i n t e ns i ry bail our. 5. \X' i ng flap lc: v c r at appro x i ma t e l y " 5 0 ° , " sav i n g
i n j u dg
,

last 20 Jegrees to overcome poss ible m i stakes ­

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.

ba i l ·out and to minim ize spread ing o f fire.

2. Open cold-a ir outlets. EITHER GEAR UP OR UNLOCKED.
Ordinarily a w heels - up la nd ing is preferable to a land­
ing with on l y one wheel extended. However, i f one
wheel i s extended and cannot be retracted, p roceed as
follows :
1. Jet tiso n external Joad.
2. Roll canopy full back.
3. Lock shoulder ha rness .

4. Make n orm a l Haps-down approach with wing Jow

o n extended-gear s i d e.
5. To u ch down on locked main wheel and tail wheel
simultaneously, u s i n g a i lerons to hold up wing with
retracted or unlocked wheeL

6. Ignition sw i tch OFF.

7 . Maintain controlled ground roll by use of steer­
a b le ta i l wheel, brake, and rudder.
8. When wing tip s trikes gro u nd, apply maximum
brake pressure possible to extended gear w i t hout nos­
i ng over.

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.

-
� �,

APPROACH WITH ONE

WING LOW AND HALF ,

:,) .

KICK HARD INSIDE RuDDER

AS WING CONTACTS WATER, TO
SWERVE AIR lANE.

1 0 9 - 0 0 - 1 490

Figure 3-5

DITC H I NG. tanks) if the area below is uninhabited. Before bail-out,

reduce airspeed as much as possible and trim to sligbdy
The ai rpl a ne should be di tched onl y as last resot(. I f i t
nose·down attitude. Head for an uninhabited area and
follow procedure sbown in figure 3-6.
i s impossible to maintain sufficient altit ude for bail-out,
d i tch according to the following procedure ( figure 3-5) :
1 . Follow radio d istress procedu re, giv ing location.

ALTERNATE BAIL-O UT.

2 . Jeuison external load.
3. Unbuckle parachute; make sure l i fe rafr is fas­
te n ed to you . When airplane is controllable, the fol low i n g bail-out
4. Lower seat and head fa r as possible and pull procedure is recommended :
y emergency release. Use crank if necessary
as

c anop to 1. Disconoect radio, oxygen. and anti·G suit con­

eli e ve pressure against windshield bow. nections.
5. T igh te n s afe ty belt and lock s houlder harness be­
r

2. Release canopy after lowering seat and d uck ing

cause of high final impact.
6.
h ead .
Disconnect h e adse t , oxygen equipment, and anti-G
3. Roll a i rplane over on i.ts back and trim for
s u i t . Make su re no personal equipment w i l l
in·
cl imb.
foul on
verted
your way out.
7 . Check gear up and flaps o o e-h a lf down. 4. Release safety belt and shoulder harness, and drop
clear.
S . Land i n to wind with one wing a bo u t 20 degrees
low, and maintain eno ug h speed above stall to keep
rudder cont ro l. As low wing hits water, kick ha rd in­
side rudder to sp i n airp l ane around on s.urface to pre­ FUEL SYSTEM FAILURE.
ven t severe divin g and quick deceleration. A s soon
If eng i n e begins' cutt ing out in fl ight and the fuel sys­
s t, get out immediately.
as

ai rplane comes to re
tem is suspected. immediately cbange fuel tank selector
handle. If condition pers ists proceed as follows:
.

BAIL-OUT. 1 . Release d rop tanks if empty. (Air from empty

W hen the decision is made to abandon the a irplane and d rop tanks may leak past tbe fuel selector valve and
t i me permits, jettison ex t er n a l load ( bombs. rockets, or perm i t the en g i ne fuel pump to suck air.)

45
Section III T. O. No. 1 F·5 1 0-1

'8ait-{)«t PROCEDURE '.

1 D R O P SEAT, A N D L O W E R HEAD AS
FAR AS POSSIBLE.

2 PULL CANOPY E M ERGENCY RELEASE.

USE CRANK IF NECESSARY TO RELIEVE
PRESSURE AGAI NST CANOPY.

3 JUST BEFORE LEAVING AI RPLANE, IF

AT ALTIT U OE, P U L L B ALL R ElEASE

PERMITS, DISCONNECT OXYGE� HOSE

K N OB ON BAIL· OUT BonLE. IF TIME

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.

BAIL OUT ON OUTSIDE Of A SPIN TO

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

cumstances, leave the generator-disconnect switch ON,

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

fl ig h t ma.y poss ibly be continued at reduced power system a.s follows:

( 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.

GEN ERATOR FAILURE.

LANDING GEAR EMERGENCY
I f genera tor failure is suspected, the following method OPERATION.
may be used for chec ki ng and conti nued operation:
1. Turn battery-disconnect sw i tch OFF. If the elec­
trical system continues to operate, the generator is LANDING GEAR EMERGENCY RETRACTION.
function ing. If the electrical system operates and the
amm e ter shows no reading, the ammeter is faulty. In event i t is necessary to retract the landing gear dur­

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.

LANDING GEAR EMERGENCY LOWERING.

10 event of hydraulic system failure, tbe land ing gear

may be lowered by placing the l and ing gear handle in
the DN pos ition and yawing the airplane. If red landing
gear warn ing light illuminates or l and ing gear horn
sounds when throt tie is retarded , indicating a n unsafe
cond i t ion, pull fa iring door emergency bandle and yaw
airplane to force gear i nto a locked position.

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
cano py back to relieve pressure aga ins t the
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
effective.
­
ator fa i l ure, an undesirable cool ing condition may
result fro m use of the coola nt flap emergency release
handle. To prevent excessive cooling, hold coolant radi­
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

ENGINE OVERHEATI NG. in g There is no prov is io n for em e rge ncy dosing of

the flap, Dor can the emergency release be reset i n flight.

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

COCKPIT HEATING AND VENTILATING cause o f v i b r ation o r fo rce o f a i r A o w , A i r from t h � fOf

SYSTEM. ward s c c ri o n o f the r a d i ator air scoo p i5 l I s ed to cool the
cockp it.
Warm air for beating the cockpi t is routed from a scoop
aft of the coolant radiator. (See figure 4-2.) The warm
CO C K P IT H EAT I N G A N D VENTILATING CO NTRO L S ,
ai r pas th rough a flexible duct to a point behind the
pi lot's seat. From t here a duct leads to the cockpit
, hot­ COC K P I T HOT- A I R CONT R O L KNOB,
air outlet valve on the right side of the cockpit. A metal­ T h e coc k p i t hot ,l i r cO!l{ r o l knoh ( fi g u r e ,� l ) m a rked
spring poi o ter drags on a calibrated shoulder on the " HOT A I R , " mec h a n i ca l l y co n t ro l s a ga te type v a l v e
valve to pre ven t the gate from cbanging position be- and is located on t h e floor o f the p i l o t ' S cockp i t , below
the right f ro n t edge o f the seat. A po i n te r on t he
h o t .l i r con t ro l knob may be po� i t io neJ to ON, O I' F , Of
a n y i n tef med i ate po,<o i r io n ,

COLD- A I R CONT H O L H A � D L F ,

T h e c o l d - a i r con t r o l h a n d l e ( figure I I ) , l oca t e d a t t h L'

r i g h t s i d � of p i l o t ' s s e a t o n t h e c oc k p i t nO(lr, h a s 0 1': and
O F F jx)s i t ions. Ope r a t i o n o f t h e con t ro l h a nd l e mech a n ·
ica Ll y a l lows il H o w o f c o l d a i r f r o m t h e t w o uut l e ( �
located beh i n d t h e p i l o t ' s �eat,

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

flexible duCt to t h e forward part of the cab i n , w h ere i t

is d i verted i n t o three separate d u cts and (()nductcd t o
Figure 4- 1 t he f r o n t w i ndsh ield and s ide g l ass panels,

49
Section IV T. O. No. I F-S 1 0- l

figure 4-2

DEFROST I N G CONTROL KNOB.

The wi ndshield defrosting control knob ( figure 4 - 1 ) is

located on the Boor of the cock pit, on the l eft s ide below
the seat. The control may be pos itioned at ON, OFF, or To prevent unnecessary discharging of the bat­
any io termed i a t ,e position and mechanica l l y controls a tery, tbe picot heater switch must be OFF when
gate valve in tbe air duct. tbe airplane is on the ground or when heat is
not required. Prolonged ground o pera t io n will
permanently d a mag e the u n i t , a s there i s insuf­

PITOT HEATER. fici en t cooling.

The pi tot head, located on the underside of the r i gh t

w i n g, is equipped with two resistance-type heatt:rs in
COMMU NICATION AND ASSOCIATE D
the forward end. The beaters prevent th e formation of
ice and, consequent ly, prevent erroneous a i rspeed i nd i­ ELECTRONIC EQUIPMENT.
cator readings. Radio sets i ns ta l led in the a i rplane are the SCR-522-A
or ANI ARC-3 command set, the BC-453-B range re­
ceiver installed in conjunction with the command set,
PITOT HEATER SWITCH.
rhe SCR-695-A I FF ser, and the ANI ARA-8 homing
A p it o t heater switch ( figure 4 -6 ) , located on the r i gh t adapter. ( See figure 4 3 . ) On ai rplanes equipped with
swi tch panel, has ON and OFF posi t io ns . fuselage fuel tank and ba ttery behind the p i lot'S seat,

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

RADIO R A NGE RIGHT SIDE

SO TO 70 MILES
RADIO RANGE
8C-4538
RECEI VER RECEPTION Of COCKPIT

HOMING 30 MI' AT 1 00 FT, RIGHT SIDE

1 3 5 M l AT 1 0, 000 FT Of COCKPIT
AN/ARA-L HOMING
RECEIVE R

'-,
\ 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.

To receive or tran smi t on cha nnel "A." " B , " "C," o r

SCR-S22-A COMMA ND RADIO. " 0, " press correspond ing channel s el ect o r bunon o n

This set is a push-buttOn controlled transmitter-rece iver

control box. Tu bes req u ire approximately 30 seconds to

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.

To turn set off, press "OFF" b u t ton on control box .

1 . Push des ired channel b u tton ( figure 4-4) on con­
trol box and allow appro x i mately 30 seconds for set to
warm up. When audio rooe that is heard in headset
ANIARC-3 COMMA N D RADIO. d u r ing la tter portion of warm-up period stops. set is
ready for opera tiof) .
The ANIARC-3 set consists. of a receiver-transmitter, a
power supply, and a control box. The receiver-trans­ 2 . P u s h chan nel selector ou[ ton t o c h a n g e frequency
the pilot's seat, the
mi tter is installed on a shelf behind
power supply is on the floor behind the pi lot's s e a t , and
channel.

the control box is located on the radio co n t ro l panel a t
t h e right s ide o f cockpir. T h e set provides two-way c om
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
3 . Ad j ust volume with volume co ntrol knob, located
­ d i rectly above control box .
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 .

has a line-of-sight ran ge. Average range is approxi­

5 . To restore reception, release micro p hone b u non.
mately 30 miles at an altitude of 1000 feet and 1 3 5 m i l es
at 10,000 feet. 6. To turn off set, press off b u tton o n control box.

52
 T. O. N o . I F-S 1 D - l Section I V

a n r s m heco m i ng i noref a t i H: w i t h t h e �('t nor

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

t h e e n g i n c is I li r n i n g less t h a n I H O() r p m m ;1\'

t l l n i n g c y c l e i � com p i c tl?d . T h c tu n i n g me-c hil h a \' !.: t h e sam!.: e ff<:n Oil t h e se { .

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

m o t i o n . \V h e n t he s e t i s t t l n cd t f ) the sclected 8 C - 4 5 3 - 8 RANGE RECEIVER.

freCJ ll c n c y . t h e t u n i ng d r i ve m e c h a n i s m ;l l1 t ( ) T h e H e . · i 'i .� B range rece i v c f i � rnou n tl'd on a s h l' 1 f i n

m i l t i ca l l y s t ' ) r � . A t t h i s t i m e . a ll c i ec t r i c a l r e l a y t hl.: u p p e r a f t P;lrt o f t h e f u �cl agl' . T h e rl'l'e i v c r opera tes

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

u sn l i n (', ) n j u ll c t i o n w i t h t h e A i\: ' A K C .� rad i o .

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

i s i n t e rr u p t ed bcflJre com p l e t i o rl , t h e r'l: i a y a n d

mech a n i s m a rc n o t i n p r o pe r conJ i t i o n to per­ 0 p l: r a t l' t he B C , 'H - B r('cc i v e f a s fo l l ows :

m i t f u r t h e r t u n i n g . Du r i ng f u n i n g cycle, I . P la ce , c \ e ll o r \\\' i r c h ( fi g u re i· i ) in pos i ­

be
a a M e \\

con s t a n t <1 u d i o note ma y heard i n t h e Iwad t ion.

p h o n t: s . W h t:n t h i s now cea�t:s, it i nd icates J J'vl o vl' r a n g e t u g g l c s w i t c h t o !l A :-; ( , [ IX)\ i l i o n .

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

aga i n i m m e d i a t e l y , h u t w a i t at le<1sr o n e m i n u te ). Turn up v o l u m e b y r o ra t i ng " V O L U M E" k n oh as

hefore doin g so. F a i l u re to ohserve r hl'se pre

d es i re d .

c a u t i o n s m a y res u l t i n t h e ha n d s h i f t i ng mcch (l. H O { ;1 l e t U l l i ng c ra n k [() t u n c d e s i red s i g n a l .

ANI ARC-3 VHf

MN-26 '

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.
This is an adapter u n i t used in co n j u nCti o n with the
ANI ARC-3 v h f rad io to permit h o m i n g on any t rans­
m i t ted ca r r i e r w i th i n the frequency ra nge of 1 20 to
megacycles. I n add it i o n , t h i s eq u i pme n c may be used
for a i r to air homing for pu r p oses of rendezvous. Hom·
i n g can be acco m p l is hed on cw, mew, and a u d io pu lse
s i g n a l s . Con trols are p ro vi ded above the v h f control box
at the r i g h t side of the cock p i t .
O P E RATI ON OF ANI A RA -R HOMING ADAPTER.
1 . T o operare hom i ng adapter, m ove "' HOMING­
COM M . -T R A N S . ' · s w i t c h ( fi g l l re 4 - 4 ) ro H O M I N G
pos i t io n .
2. To Stop ope ra ti o n of ho m i n g adapter, mo v e
"HOMING-COMM.-TRA NS." switch to CO M M . posi
t ion.
SCR-69S-A I D E NTIFICATION RADIO.
The SCR-69 5 - A radi o set perm i t s aucomatic tran smis­
sion of iden t i fi<"'a tion signals upon r eceptio n of a chal­
leng i ng s ignal fr om pr o pe r l y equ ij) ped fr iendly air or
s u rface u n i ts. It can also be used co t ran s m i t e mergency
or d i s tress s i g n a ls . The I F F controls i n c l ude a code
selector w h ich p r ov i des a choice of s i x code setti ngs, an
emergency switch for tran s m i t t i ng a d i stress si g nal, an d
an on-off control switch. The set can be operated from
sea level to approximately 5 0,000 f eet . Destructor u n i ts
have been re move d from t h is eq u i pment.
OPERATION OF SCR-695-A I D F. NTIFICATION
R A DIO.
The SCR-69 5 - A I FF set is o pe r at e d as fol lows :
1. R o t a t e code selector ( figure 4- 4 ) to des i red po s i ­
tion.
2 . Move on - o ff switch to ON pos i t ion.
3. M o v e on-off time s w i tch to ON po s i t ion .
4. If emergency or distress s ignal is needed, l i fe
guard ed switch to ON position.
5. To turn set off, move o n off switch to OFF pos i t ion.
6. Move on-off time switch to Off pos ition.
AN/APX-6 I DENT IFICATION RADAR.
The ANI APX-6 radar identification set ( if i nstalled)
is used to automatically i d en t i fy the airp lane as f r ie n dly
whenever it is p ro per ly challenged by su it ab ly equ i p ped
friendly air or surface for ces. The set also has provision
for identifying specific friendly ai rplanes w i t hin a g ro u p
S4
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
t rans m i ts replies to the source of the cha !lenges, where
the r epl i es are d isp layed, together with the associa ted
1 10
radar mrg-ets, on radar i nd i cators. When a radar target
is acco m pa n i ed by a proper rep l y from the I FF set, (he
t ar get is considered friend ly. Th ree d es tr u c tors, mounted
in the A N I APX-6 transpondor, may be actuated by the
pi lot. A n i m pact s w i tch au tomatica l l y actuates the de­
st ructors upon a crash land ing.
OPERA TION O F AN I A PX-6 IDINTl r. I CATION
R A DAR.
Before take·off, check t h a t A N I A PX-6 frc­
quency co u n te rs have been set to proper fre­
quency chan nels. ( The IFF u n i ts are accessible
be h i nd the pi lot's armor pl ate u nder the ca n ­
opy . )
1 . To turn eq u i pme nt o n , rotate master con trot t o
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 ­
ance).
2 . R ot a t e master con trol to STDBY to ma intain equ ip­
ment i nopera t i ve b u t ready for i ns ta n t usc
Note
Th e LOW po s i t i o n of the m as te r control ( par­
tial sensitivicy) should not be used except upon
proper author ization.
.3 . Set t hree-position " MO D E 2 " and "MODE 3"
switches to their OUT and lip positions u n less otherw ise
d i rected.
4. For emergenc}' operation, p r e ss dial stop and rotate
master con trol to E M ERG E N CY po s i t ion so that set w i l l
a u tOmaticall y tra nsm i t distress signals.
5. To m an ua l l y fire destructors, l i ft guard and move
destructor sw i t ch to O N .
6 . T o t u r n off IFF set, rotate master control t o O F t-.
7. If ANIAPX-6 transpondor is destroyed during
fl igh t, report this i n formation i mm edi a te ly after l and ­
ing.
The d estr u c tors should be fi red o n l y when the
ANIAPX-6 eq u i pme nt i s i n d a n ger of f a l l i n g
i nto enemy hands. If a for c ed land ing has to he
made in an a rea of doubtful securi ty , fire de­
structors.
 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 on t he ldt w i ng t i p a rc red ; on t he ri gh t w i ng

t i p , gfl C I l ; ano on the rwJder, w h ite.

�' h i l e the a i rp la ne is on the ground, do not

figure- 4-6
a l low t h e l i g h ts to burn for any pr o lo nged
le n g t h of t i me, as the hea t w i l l seriollsly d a m­
I NTER IOR L I G HTING CONTROLS.
age the leose s.
I NSTR UMENT PANEL LIG HT R HEOSTATS. The
E X TER I OR LIG HTING CONTROLS. r i g ht and left fl u o resc e n t i nstrument panel l ig h ts have
L A N D I NG L I G H T SWITCH. The land i n g l i g h t s w i tc h ind i v i d u a l rheostats loc a te d on the r ight switch panel
( 8, figure I - · l l , l oc a t e d on the left s w i tch panel aft of the ( 5, fig u re 1-5) and on the rad iator air con trol pa nel ( 9 ,
t h ror t l e quadra nt. The s w i tch has ON and O F F pos i t i ons figu re 1 -4 ) , respectively. The rh eostats o per a t e alike and
to i l l u m i nate the l i ght o n l y . RetraCtion and extension must be t u rned c l oc k w i se to the START position. \'V' hen
o f the l i g h t is cont rolled autom a t ic a l l y by l lCch;l O ical
t h e light goes on, the rheos t at may be ru rned to D I M
means w h e n the gca r is opera ted. A safe ly sw i t ch i s in
or ON as desi red.
cor p o r.lted i n to t h e landing light c i rc u i t to cut off
c u r r e n t t o t he l a n d i ng l ig h t w he n t h e l ight is retrac ted . COC K P I T L I G H T R H EOSTAT. A c oc k pi t l ig h t is 10-
cared on each side of the cockp i t . Each light has a swi t c h
b u i l t i n to the l i g h t assem bl y . A sing le rheostat ( 28 ,
fi g u re I G ) , l oca ted on the front swireh pa ne l , controls
rhe i n ten s i t y o f both l igh ts .
K(;cp gro u n d ope r a t i o n of land i n g l i gh t to a

m i n i rn u m to preve n t over hea t i ng and damag­

i ng u n i t .
OXYGEN SYSTEM.
POS ITION LlGHT SW I TCH ES. Tw o separate switches
and circu its a re used to o per ate the pos i t i on l i g h ts. The Oxygen is supplied from two Ty pe D-2 and two Type
s w i tc h cs ( fig ure 4 6) are l o ca t ed on t he r i g h t s w i ec h F-2 low pressure oxygen cy li nders located in the aft
fuselage. A b'l i n k er typc flow ind icator oper ates w i t h
panel and are marked " W I NG " a n d "TA I L." Each
the breat h i ng o f the p i lot, i n d icati ng proper opera t i on
swi tc h h as t w o pos i t i o n s, D I M and BRIG HT. C ur ren t for
o f the system. The oxygen cyli nders may b e refil led
the left w i ng posi t i on l i g h t passes th ro u gh a p a i r of
withal![ removal from the a i rp lane, by means of a fi l ler
twisted w ires to reduce magn e t i c in fluence on t he re­
valve ( figure 1-25) located on t he lower left side of the
mote compass.
fusel age. Normal fu ll p ressure of the oxygen system is
400 ps i . For oxygen d u rat io n at d iffer e n t a l t i tudes, re fe r
to oxygen duration chart ( fig u re 4-7 ) .
I N TE RIOR L I GHTI N G .

I nstrument light i ng i s pro v ided by t w O fl uorescent Note

l ights, one on each si de of the i nstrument pa n e l . A ro­
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 ,
a nd a separate r h eo sta t controls i ntensi ty. In a d d i t ion ,
a cock p i t l i g h t is i n stal led on each side of the coc k pi t .
On ear ly a i r p l a nes , p r ovisi on is made for st o w in g
As an airplane asc en d s to h igh a l t i t udes, where
the temperature is normally qu i te lo w , the
oxygen cylinders become chilled. A s the ty l in ­
ders grow colder, the o x yg e n gag� pressure is
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

'.5 1.3 6.1 4. 9 3.6 2." 1 .2

40,0 7.3
'.5 6. 1 4.9 3.6 2.4 1 .2

'.5 7.3 3.6 1.2

35,0
'.5 7.3
6.1
6.1
4.9
4.9 3.6
2."
2." 1 .2
. �.
�; .
6.3 5." ".5 3.6 2.7 1 .1 0.9- 0 >-
3 0,0

Ii
6.3 5.4 4.5 3.6 2.7 1 .8 O.t

5.0 4.3 3.6 2.9 2.2 1 .4 0.7

25 ,0
6.0 5. 1 4.3 3." 2.6 1 .7 a.9

4.1 3.5 2.9 2.3 1 .1 1 .2 0.6

20,00
6.7 5.' ... . 3.9 2.9 1 .9 1 .0

3.2 2.7 2.3 1 .8 1 . .. 0.9 O.s.

1 5,0 '.2 7.0 5.' 4.7 3.5 2.3 1 .2

2.7 2.3 2.0 1 .6 1 .2 0.8 0.4

1 0,0
1 0.' 7.1 6.2 4.6 3. 1 1 .5

BLAC K FIGURES INDICATE DILUTER LEVER 1fOIU& 0• .,••"

TOP FIGURES INDICATE DILUTER LEVER � "
CYLINDERS: TWO TYPE [)"2, TWO TYPE F-2

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

OXYGEN OXYGEN. The diluter lever man ually

or 100%
operates the a i r shutoff v a lve , al lowing t he regulator
OXYGEN REGULA TOR.
to deliver pure ox yge n when the lever is in the 100%
Eady a i rp lanes use the AN6004 oxygen regu lator, w h il e OXYGEN position. During normal usage, the d i luter
l a ter ai rplanes use the A- 1 2 dilu ter-demand regulator lever is le f t in t he N O R M A L OXY G E N pos i t ion to allow
( 1 , figure 1 - 5 ; figure 4 -8 ) . The regulator is in s ta l l ed on air and oxygen to mix in the proper proportions for any
the right side of the cockpit, j ust aft of the instrument g iven a l t i tude.
panel. The AN6004 reg ul ato r has a d iaphragm w h ich
EMERGENCY VALVE ( AN6004 REGULATOR ) . The
actuates a valve, pe rmi t ti ng oxygen to flow through the
regulator has an independent o xygen emergency valve.
regulator, where i t mixes w i t h free air in va ry i ng
Whe n t he valve is turned counterclockwise, a con tinu­
amounts in accord ance with barometric pressu re. A con- '
ous stream of oxygen is allowed to by-pass tile regu lator
trol allows the user to close the air intake, thus causing
and flow to the mask.
pure oxygen to flow to the mask. The regulator also has
an emergency valve, which causes oxygen to by-pass the DILUTER tEVER ( A- 1 2 REGULATOR). The d i l u ter
regul a tor and flow directly to the mask. A take-off line lever on the A- 1 2 regulator is mar ked "AUTO. MIX."
d irects oxygen into the blinker flow i ndi ca tor to show and has ON a nd OFF posi tions . With the d i l ute r lever at

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 .

B e fore cach fl ig h t req u i r i ng t h e use of oxygen, c h ec k

r ill' s y � r e m as fo l l ows :

I , Check o x )' gen p r essu r e gage fo r i nd i ca ti o n between

)00 a n d I � O ps i if n i g h t fl i g h t or fl i g h t above 1 0,000
feu i� p l a n n e d . I f i t is ddi n i t c l y k n o w n t h a t a ma:l i m u m
fl ig h t a l t i tu d e.: o f I O,noo feet w i l l not h e exceeded or
n i g h t fl y i n g i s n o r co n tem p l a t e d , r h e p ressure i n th e
( l x y gl:n s y s t e m m u s t he at lease I on ps i p rior to fl i g h t .
Shou ld : 1 1 1 \' d(luht l: x i s t , h o w e v e r , as to a d v e rse '.. eae her
u)nd i r ions t h;1 t m .. ), he enco u n tered on a l o n g range
fl i g h t , the o x y gen s)" t c m m u s t be c h a rge d to fu l l
' :t I ':tC' i r y b e fore t:th· o ff.

2. Check rq � u l a ro r d i a p h r ,\g rn for l e a kage, w i t h d i

l u t e r l e ve r s e t a t N O R M A L O X Y G F N ( O :- i f A - 1 2 regu ­
l ;J t m i , h �' p l a c i ng open e n d of mask w re g u I ;Jtor t u be
ag a i fl \ { m o u t h a l l d b l o w i ng l ig h t l y i n to i t fo r abo u t
') seco nds. A n y escape o f a i r f r om t h e regu l a t O r i nd i c a tes
e i t h e r it l e a k y d i a p h ragm or a fa u l t y check \ a l v e i n the
109-73- 1005
" i r i n l e t , and the reg u l a t o r m u st be repl aced b e fo r e
fl i g h t . figure 4-8

57
Section IV T. O. No. I F·S 1 D· l

gun i nstallations is possible : (1) t h ree fixed . 5 0-caliber

guns may be i nstal!ed in each wing, w i t h 500 rounds
( 400 ro u n d s in l a te a i rplanes) of amm u n i tion for each
i n bo<lrJ gun and 270 rou nds for �d ch center and out­
board gu n ; ( 2 ) the ce nter g u n may � removed, <lllow­
i n g the inboaEJ guns to carry 500 ro unds ( 4 00 rou nds

in I<lte a i r pla nes) each and the outboard guns t o carry

5 00 rounds each. A mmu n i t i o n contai ners are mounted
in the w i ng s ; empty cases are ejected t h rough the bot to m
o f t h e w i n g . G u n chargin g i s maaually accompl ished
on the ground before flight. The guns are norm a l l y
bore sigh ted w i th a po i n t of convergence at 2 5 0 o r 300
yards. A GSAP gun camera, installed in the l ead i ng edge
of the left w i ng, i nboard of the guns, is operated au to
Figure 4·9 mar ically when the h'Uns or rockets a re tired an d may be
operated independently.
side of the instrument panel. The armament equipment
derives its elearical power from the 2S voh J i rect­ G U NNERY EQU I PMENT CONTROLS.
current system.
GUN SAFETY SWITCH. The g u n safety switch ( fig­
ure 4. 1 2 ) , located on the r i gh t of the g u n sight,
has th ree positions ; OFF, GUN, and CAM ERA A :-I D S. G HT.
GUNNERY EQUIPMENT.
On combat m issions, the switch sh o u ld be mo v ,e d to
Gunnery equipment consists of com p l e t e provision fo r GU N as soon as (he airplane is safe! y off t he ground.
installation and opera tion of six fixed . 50
-
ca l i ber ma­ Wich the gun safety swi tch at GU N, p re ss i n g the trigger
ch ine guns mounted in the win�. Each gu n is provided a l l the way back tires the guns and operates t he camera
with a Type ]- 1 or J.4 electric guo beater. Ei ther of twa simu l taneously. When use of the s i g ht and camera only

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

fixed o p t i c a l s y s t em p r ojects on the refic>cror g l ass a c ro ss

s u r ro u n d ed by a 70 m i l r i n g . The 70-m ; 1 r i ng can he

h l a n ked ou t iw t lw re t i c l e llIas k i n g lever Oil t h e left

o f the s i g h t . Nor m a l l y h la n k ed o u t , the r i ng is used

only in case of m e c h a n ica l fa i l u re- of [ h e g y ro or fo r
g ro u n d s t r a fi n g . The g y ro o p t i c a l � y S [ C !1l p ro j lx t5 on t h e
GUN AND CAMERA
T R I GGER SWITCH r d l e c t o r ,L', L1SS a c i rcl e of SIX d i : l fn n n d s � ll r r oll n d i ng a
i:(' n r r a l d o r . The d i <l m c t e r of t h l" c i r c i c is " a r i e d h ;
c h a n g i n g t h l' s u r i n g ( ) f t h e ' p a n sca l e I c n? r Oil t i ll' face
o f t h e sig h t llr hy r o t a t i n g the l h ro t t l e [ w i , t g r i p .

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

i fl � l a l [ed. t h e s i g h t gy ro rnO l O r i s t u rn ed , I n by a s w i tch

lOCIted o n the s e l ec to r d i m m e r r,w e ! . S w i t c h pos i r ions

a r e O N and O F F . W h en the K l ·j B s i g h t j, u>cd , t h i s

s w i tch is n o t i n st a l led ,wd t h e s i ght g y ro i s t l l r n c-d o n
when t h e h a t tery - d i scon nect swi rch is moved to rhe IN

Fi g u re 4 1 J pos i t i o n .

is d e s i reJ. t h e s w i t c h s h o u l d hI.: pos i t i o n l.:d at CAMERA

AND S I G HT.

T R IG G !: £{ . The g u n t r iggl:f, loc,l ted on t he cOH t r o l

s t ick g r i p ( f i g u re i I I ) , h as t w o pus i t i o n s . W i t h the g u n
�;d e t y s w i t c h .I t ( i t ; i': , I'rcs, i n g t h e l r igger to t h e fi rs t
p{ )� i t i () n o p era te� t h e cam era o n l y . Prcss i n g t h e t r iggcr
.'> t i l l f a r t h e r to rhe scto nt\ pos i t i o n fi re� t h e guns a n d
opera t c > t h e l a f ll c r :� S i fll ll ! t ;l neOu \ l y . O n so m l" c a r l }' ;i l [

p b ne " ( h e t r iggl:!' is w i red �(} t h a t g u n and Cllll l' r,(

p pera t i o n j., t h e s a m e at hO l h t r igger pos i t ions On t he,£,
a i r l ' l .HH':�, o n l y the pos i t ion of the g u n s a f c ! }' sw i t c h
d e t c r m i r'cs w he t h e r g u o .) a n d camcra, or elmera a l om
operates. A p lacard on t h e a r m a m e n t sw i tc h pand of
t hese a i r p l a nes reads " C A U T I ON-FI RST T R I G G E R
P O S lTI ON FIRES G U N A N D CAM ERA . "

G U N H E ATER SWITCH. T h e g u n heater s w i tc h ( fig

u re ·i 6) is located on the ri gh t s w i tc h panel. On
m issions t h a t require gun h ea t , t he g u n heater s w i tch
m ust be moved to the ON posi t ion i m med i ately after 1. Sight dimmer rheostat

the eng i ne is s t arted. The sw i tch shoukl be r et u r ne d to

2. Gyro molor switch
t h e O F F pos i t ion before land i ng u po n com p letion of the I K- 1 4A only)
m iSSIOn .
3. Gyro selector ,witch SELECTOIl PIMMER CONTROL P A N E L

GlJN CHARGER HANDLE. A gun c h arger handle is

f � .>l O l 5 1 1
Stowed i n each g u n bay for manuall y charging the
guns before fl ight. Figure 4- J 2

59
 T. O. No. 1 F-S l 0- 1

SIG H T DIM M E R R HEOSTAT. On early a i rp l a ne s,

the s i g h t d i m me r rheostat ( figure 1 -6) is l ocated on the
selecror-d immer control panel, below the left side of
t h e i ns t r u m e n t s h roud, a n d has BRIGHT a nd DI M posi­
t i o n s . On l a t e a i r p la n es, t h e s i g h t d i m mer rheostat is on
the front sw i tc h panel ( fig ure 1 - 1 5 ) , below the instru­
ment pa n e l , and h as OfF a n d ON pos i ti o n s . The rheostat
can be set a t i n termed i a te p os i t i o n s for var y i ng d e gr ees
of bri II i a nce.

G Y RO S E LEC T O R SWITCH. The s i g h t g y r o IS co n

trol led by a s e l e c t o r s w i tch ( figure .4 · 1 2 ) with F I X E D,

F I X E D & G Y RO, and GYRO pos i t i o ns . The t h ree posit ions

a l low t h e s ig h t to be used as a fixed s i g h t , comb i ned
fi xed and co m p e ns a t i ng s i g h t , or c o m pe ns,l t i n g s i g h t
o n l y . D u r i n g b n d i ng, t h e sw i tch s h o u l d b e a t F I X ED

to p re v e n t d amage to g y ro. T h e gyro s e l e ct o r sw i tch

i s l oca ted o n t h e se l ector· d i m mer panel below t h e left
i n s t r u m e n t s h ro u d .

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.

Before take-off, check t he s i g h t as fo l lows : N -9 G U N SIG HT.

1 . G u n safety s w i tc h at C A M E R A A N D SIGHT. Early a i r p l a n es "re equ i p p e d w i t h t he N·9 g u n s i g h t

2 . G yro selector s w i tch at F I X E D & G Y R O. Both reticle
i mages s ho u ld ap pea r on reflector g l ass .
3. Rotate s i g h t d i mmer rheostat to obta i n des i red
ret icle bri l l ia nce.
4. Pick a p o i n t on horizon; make sure gy ro ret i c l e
i m ag e dm is superimposed on fixed re t i c l e cross.
5. Rotate t h ro t t l e twist g ri p to check op e ra t i o n of
gyro r e t i c l e i mage c i rcle from m i n i m u m to m a x i m u m
range.
F I R I NG G U NS W I T H K - 1 4 A O R K · l ·4 B G U N
S I G H T I NSTALLED.
( fig u re ) · ! ) ) , w h i c h d ocs not com pute t he lead f o r t h e
p i lo t . T he ret ic le i m ag e of t h i s sig ht, a l t ho ug h i t i s o n l y
a f e w i nc h es f r o m t h e p i l o t ' s e y e , is m a d e to l o o k as i f
i t w e r e at a d is tance i n f r o n t o f t h e a i r p lane. There i s
n o need f o r const a n t read ju st m en t o f focus, a n d t h e
s ig h t m a y be v iewed w i t h bor.h e y e s ope n . T h e p i lo t
may move h is head i n relation to t h e s i g h t w i t h o u t
d is t u r b i ng the a l ignment o f the t a rg e t . A b a l l b a n k i nd i ­
cator i s mo u n ted o n t h e N-9 s igh t, a nd t h e ba l l must be
cente red d u r i n g gun fi r i ng . If the ba l l is to either s ide,
t h e b u l l e ts w i l l be off t h e target.

Norma l fl i g h t operation o f the s ig h t i s acco m p l is he d N 9 S I G HT CONTROLS .

,IS fo l l ows :
S IGHT D I M M E R RH EOSTAT. T h e rheostat for con
1 . G u n safety switch at G IJ N . t r o l l i n g the i n te n s i ty of the reticle i mage i s loca ted b e
2 . I d e n t i fy t a rge t ; t h e n set span adj u st m e n t lever to low t he cenrer of the i nstrumen t panel, on t h e fro n t
<:orrespond w i t h span of t arget a i rpla n e. switch p a n e l , a n d h a s OFF and ON pos i t ions, w i t h a n y

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.

SIGHT f i LA M E N T SWITCH. A sight fi lament s w i t c h

reticle c i rc l e, and rotate t h rottle twist grip u n t i l d i a m
eter of gyro re t i c l e circ le c o rr es pon d s to target size.
( fi g u re ':; 1 3 ) is located o n t he lef t side o f t h e s i g h t a nd
.1. Frame t a rget w i th g y ro reticle c i rcle by rota t i ng has a n A LT E R .
'
FILAM T pos it ion. I f the light i n t h e
twist g r i p as range ch a ng es . Track target smoo t h l y for s i g h t f a i l s to go on, t h e f i lament selector sw i tc h s h o u ld
one second ; t h e n fi re. be mo ved to '
A L T E R . F I L AM T.

60
 T. O. No. I F-S 1 D- l Section IV

F I R I NG GUNS WITH N-9 SIGHT I NSTA LLED,

S i nce the N - 9 sight is a noncompu c i ng reflex type w' i t h

a fi xed reticle, n o control is provided o t h e r t h a n t h e
rheostat for retide b r i l l iance_ T h e pr i n c i pl e of oper'l
t i o n is the apparent p ro j ec t i on of the r e t i c l e i m age i n
space, w h ich i s sim i lar t o h a v i ng t h e re t i e l f' i mage
s u pe r i mposed on the ta rget. W hen t h� target is f ramed
by the re t i cle, t h e guns may be fired by d e p ress i n g t h e
t r i gge r o n t h e con trol g r i p ,

G U N CAM ERA.

A Type N-4 o r N-6 gu n camera is i n s t a l l e d in tbe: lead

i ng edge of the left w i ng. The camera can be set for 1 ( . '

.1 2 , or C; 1 frames per second . The d i a p h ra g m stops a r ':

m a r k e d " B " ( brigh t ) , " H " ( hazy ) , and "D" ( d u l l ) t ', l
a llow for various light con d i t ions. On ea r l y a i rplane"
the ca m era o pe n i ng is covered by glass. D u r i ng take
offs and landi ngs, the g l as s is l i k e l y to become scratched
or obs c u red ; therefore, o n late a i rplanes, the camera

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

at F I X ED and using [he gun s igh . .

BOMBING EQUI PMENT CONTROLS .

BOMB (T A N K ) -ROCK ET S E LECTOR SWITCH. The

bom b ( t a n k ) - rocket se l ec t o r switch ( 3 6, figurc 1 6) is
loca ted below t h e left side o f [he instrument panel and
has threc posi tions : S A F E, BOT H , and 'l RA I N _ W i th [fte
selecror s wi t c h at SAFE, bombs or tanks will not release
w hen the bomb rel ease outton on t h e control stick is
pressed . W i t h t h e swi tch at 80TH, both bombs or d rop
tanks w i l l release s i multaneously when the bomb re
lease bu t t on is pressed. W i t h the switch a t TR A I N . t he
left bomb or d rop tank w i l l d rop wht:n the bomb release
bu t to n is pressed, and t he r ig h t bomb or drop tank w i ll
d rop when the burton is pressed a g a i n . On some e ar l y
a i rpl anes, S E L position replaces the T RA I N pos i t ion.
A i rplanes w i t h zero-ra il rockets i nstalled have the
a

bomb-rocket selector swi tch located on the front switCh

Figure 4- J 3 pa n el . ( See figure 4 9.) O n these a i rplanes, the sw itch

61
Section I V T . O . N o . I F-S 1 D- l

has ROCKETS, S A F E, BOTH, an d TRAIN positions. T h e

add i t ional ROCKETS pos i t ion per m i ts t h e rockets to be
fired when the rocket co n t ro l p a n el swi tches are set as
desired a nd the bomb- release button is pressed.

BOMB ARMING SWITCHES. The bomb arming

switches ( 37, fig u re 1 -6) are located below the le f t side
o f the instrument panel ( figure 4- 10) on late airpla nes.
and on t h e front switch panel on a i rpl a nes with zero
ra i l rockets installed. There are three a rmi n g switches :
two nose a r m ing s w i t c h es, m a r ked " L E fT" and
"RIGHT " ; and a t a i l-arm ing switch. O n early a i r
planes, a l l t h ree of the swi tches have two pos i t ions,
ON and O F l'. W h en chem ical tanks a re carried on early
airpl anes, the left and right nose arming swi tches must
be moved to the ON pos i tion until smoke appears a t t he
chemical tank and ret u r ned to OFF. On late airplanes.
the twO nose-arming s w i tches have t hree pos i t i ons :
CH E M . R E L EASE for usc when chemical tanks are in
sta l l ed, N OS E ARM for u,e when bombs a re i nsta ll ed ,
(34�
and O.F . The t a i l arm i ng s w i tc h has two positions,
T A I L ARM a nd OFF. The Off posi t i ons of the swi tches
Do not reletlse file bf)lnbs wilen YOII tire
per m i t the bombs co be dropped safe.
si'eslippilll lnOre tlttln S tlqrHS in tI .,er�
tittll 'ive bectluse of tile 'tlllier f)f reletlse'
/)()mbs ftiHinl illtf) 'he pmptll,r.

4. A fter bomb release, move arming s w i t c hes to O F F

The NOSE A R M pos i t I on of the nose-arm ing
and bomb- rocket s e lector s w i tch t o SAFE.
swit ch on late a i rplanes must not be llsed when
E M ERG ENCY BOMB AND DROP TANK RELE A S E .
chemical tariks are instal led, to prevent i nad
vertent d i scharge of chemicals. Two bomb salvo hand les ( I S, fi g u re } · 4 ) . located aft
of t he i nstrument panel on the left side of t he cock p it,
BOMB-ROCKET R E LEASE BUTTON. The bomb· can be used to release the bombs o r drop tanks manu
rocket release b u tton ( figure 4 - 1 ] ) is located on the a l ly in the event of failur e of the normal electrical re­
to p of the con trol s t ick gri p. Depressing the button lease. The two h andles are mounted side by s i de and
fires t he rockets or releases the bombs ( or d rop tanks ) may be o pe ra ted s i m u l t a neously w i t h one hand. To
accord ing to the po s i tio ni ng of the bomb- rocket selector drop bom bs in safe condition, have bomb ar m i ng
switch. swi tches at OFF.

R E L E A S I NG BOMBS.

The following proced. u re may be used to release bombs : ROCKET EQUIPMENT.

1. Move bomb arm i n g swi tches to desi red position
l.ate airplanes are equi pped to carry 10 zero-ra il rockets
for nose or tail a rm i ng . attached torwo pads on the u n d er si d e 'Of the wing.
2. Place bomb- rocket selector switch to T R A I N or These rockets are aimed using th e gun sight at FIXED
BOTH position as des jred . pos i t i on. If bo m bs or drop tanks are carried, on l y six
3. Press bomb-rocket release button on control st ick rockets may be carried. The rocket armament switches
g r i p m o me n ta r i ly to release bombs_ If bomb-rocket are located on t h e from swit ch panel on a special rocke t
selector switch is at TRAIN, the bomb· rocket release but­ panel insert. ( See fi g ure 4-9.)
ton will release only t h e left bomb. Pres i ng the bomb­
ROCKET EQUI PMENT CONTROLS.
rocket release button aga i n will release the bomb on
the right rack_ BOMB-ROCKET SE LE CTO R SWITCH. For rocket
fi ring, the bomb-rocket selector sw i tch , located on th e
Note
front s w i tch panel, is used in conj unction w i t h the
Bombs m a y be released when the a i r p lane is rocket con tro l pa n el ( figure 4-9), a n d should be at
i n an y pit c h atti tude from a 30- d eg ree climb ROCKETS. This completes the rocket.firing circuit. Set­
to a vertical d i ve. t i ng the rocket con t ro l panel as desired releases rockets

62
 T. O. No. I f-5 1 D· l
wi- ,en the bomb-rocket release buttoD on t h e control
st ick is pres.
Note
When the bomb-rocket se] ecto r switc:h is at
ROCKETS, the bomb releas,: circuits a re inoper­
ative.
BOMB· ROCKET RELEASr..: BUTTON. For rocket fir·
ing, de presi n g the bomb-7'ocket release button ( fi gure
4- 1 1 ) 00 the control stick releases rockets ei tber one a t a
t i m e or a l l rockets io w.tio, provided the bomb·rocket
sel ect or switch is at ROCKETS and the rocket wn trol
panel is set as des i red .
ROCKET RE LEASE CONTROL SWITCH. A rock et
rel ,ease control switch ( figu re 4-9), with OFF, SINGLE,
AUTO pos it io ns, is located on the front sw itch panel.
a nd
When the switch is at AUTO, all t he rockets fire in t ra i n
when the bomb-rocket release button is depre ss ed for
approx imately one second . Mov in g the swi tch to S I N GLE
a l l o ws one rocket to fi re each time the bomb· rocket
release button is de p ressed.
ROCKET DELAY SWITCH. A two -pos it I O n rocket
delay switch is located on the rocket panel. The switch
is moved to DELAY to nose·arm the roc kets for an in­
sean t's d e lay upon i m pact. Th e a l ternate switch pos i t io n
is I N ST.
ROCKET COUNTER CONTROL. A rock et counter is
incorporated into the rocket pa n el and has a control
knob located adjacent to its window. The counter shows
the rocket to be fired by number a nd should be reset
to 1 at t h e sta r t of a mission.
N ote
Th e fi ri ng order of the rockets s i ng l y or in
t ra i n is as follows: I , 3, 5, 7, and 9 on the left
w i ng, 2, 4, 6, 8, and 10 on the righ t wing.
( Rockets 7, 8, 9, and 10 are not i nsta l l ed when
bombs are carried. )
FIRING ROCKETS.
To tire the rockets, th e fo l lowi ng sequence should be
fol lo wed :
1 . Turn rocket counter d ia l to 1 .
2 . P l ace bomb· rocket selector switch 10 ROCKETS
position.
N o te
When this switch is in the ROCKETS pos i t ion.
the bomb release ci rcui ts are inoperative .
3. To nose·arm rockets for delay upon impact, turn
rocket de lay switch to DELAY.
4. To fire rockets singly, move rocket release control
switc h to SINGLE and pres bomb-rocket release b uttoD
on cont rol stick once for each rocket .
Sedion IV
5. To fire all rockets i n train, move rocket release
control switch to AUTO and hold bomb-rocket release
button depressed for approximately one second.
CHEMICAL TAN K EQUIPMENT,
Chemical tanks may be in sta l led in lieu of bombs on
the bomb rack on each wing. To release chemicals from
the chem i ca l tanks on early a irpla nes , place nose-arm­
ing swi tc he s at ON position u n t i l smoke appears; then
re turn s w i tches to OFf. On late ai rplanes, chemicals
are released hy ho l d i n g the nose - a r m i ng switches up at
CHEM. REL EASE u n t i l smoke appears, then rel easing
them to These switches are spring- loaded to retu rn
OFF.
to OFF from (he C H E M . RE LEASE posi tion. The chemical
tanks are released i n the same manner as bombs d u ring
normal and emergency release.
MISCEllANEOUS EQU I PMENT.
ANTI·G SU IT PROVISIO N .
A n a i r pressure outlet connection on t h e lefr side of t h e
pilot's seat prov ides for anachment of t h e a i r pressure i n­
take cube of the anti-G su it. A i r pressure for the infl ation
of the anti-G suit bladders i s s u ppl i ed from the ex­
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
pressure to the dro p tanks. I f d rop tanks are instal led
on the a i rp lan e, the acceleration force ( G - Ioad) requ i red
to ac t u a t e the M 2 valve should be approximately 3 to
3Y2 G because of the a pprox imately 5 psi pressure
e xe r t ed in t h e tanks. I f drop tanks are not i nsta l l ed,
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
s u i t in p ro por t ion to the G-force imposed. For every
1 G accelerat io n force, a corres pond i ng one psi air pres­
sure isexerted in the a n ti -G suit.
DATA CASE.
A data case is fastened to the access door on the un de r­
side of the fuselage, j ust forward of the tail whee l. ( See
figure 1-3.)
TAIL POSITION LIGHT LENSES.
On the l ate airplanes, a case containing three tail pos i­
tion l igh t lenses ( red. green, and clea r ) is accessible
through the data case door.
MAP CAn.
A map case ( 26, ligure 1-4) is located to the left of the
seat.
63
Section IV T. O . No. I F-S 1 D-l

DROP MESSAGE BAG. RELIEF TUBE.

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.

ENGINE C RA N K . AIRPLANE TIE-DOWN .

E a r l y airplanes h a ve an e n g i n e crank and extension
tu be stowed in brackets at the ba ck of the right main
land ing gear well. On l a te airplanes, these parts are
not i n c l uded .
ARMREST,
A fol d i n g armrest is located on the left longeron, aft of
the engi ne coarro! quadrant.
Tie-down points are provided on each wing. each main
wheel axle, and the fuselage. A flush moor i n g ring is
provided on the lower surface of each w i ng, approxi
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
gear axle. For fuselage tie-down, the t ie-down rope is
passed through the l ift tube below a nd afr of ( he in­
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

Instrument ma r k i ngs s howing t h e var ious operating

o p er a t io n below 2000 rpm in high blower.
l i m its are i l l us tra t e d in figure 5 - 1 . In some cases, th e
m a r k i ngs represent l i m i t a t ions t h a t are self-expl anatory
and t h e refore a re not d iscussed i n the
r es t r i C t i o ns or l i m i tat ions t ha t do not
tex t O per a t i n g
.

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 :

ANGLE DOWN MAXIMUM

WARNING
lAS
(DEGRU5) (MPH)

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

1 600 2700 rpm Continuous

2400 rpm Maximum Crui�e
2700 rpm Maximum Conti n u o u s
300 rpm Take-off. Mililary, a n d
War Em ergency P O W I? '
f1!1� 3 JOO rpm M a x i m u m D i v i n g O v e r s pe " d

CARBU RETOR AIR TEMP C OOLANT TEMPER ATURE

1 SoC to 40° C Normal 60°C Minimum Take-off

� - 1 0° C t o + 1 S o C Caution (Danger of Ic i ng) l 00°C- 1 1 0 o e Normal
� SO� C Maximum ( Danger of Delonolion ) � 1 2 1 °C Maximum
1 2SoC Maximum ( - 9 Engines )
109-51-648

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

20°C Min imum

70 °C-80°C Normal
- I OSoC Maximum

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)

HYDRAULIC PRES S U RE SUCTION

8 00- 1 250 psi Normal ( System Pressurixed) 3 . 75 in. Hg M i nimum
60 psi Caution ( Min for Operation) 3. 75-4.25 in. Hg Normal
1 2 50 psi Ma x i m um 4 . 2 5 i n . Hg Maximum
0- 1 SO psi Normal (Sydem D e pressuri % e d \

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.

\. PROHI BITED MANEUVERS.

"-1\' }� No i n t e n t iona l powt:r-on s p i f!�' o r s n a p ro l ls ar� per­

m i tted.
moq
a s it is i m poss ible to I n a good snap roil a n d

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:

th .. 11 2 � g a l l o n s i n the f u selage fuel t a n k .

N o ,It: r o h a t ics a re p e r m i t t e d <N i t h fuel i n t h e fusel age

ta n k .

N o a e r o h,l [ i cs are permi tted when drop tanks a rc ,n­

s ta l led .

No a e ro ha t i cs arc pe r m i tted i f l OOO-pound bomb s are

i ns t a l l ed .

I n n:f (ed fl y i ng must be l i m i ted to 10 s ec o n d s because

o f l l ls� o f oil pressure and fa i l ure of t he sCJvenge p u m ps
to opera te in an i n vert ed pos i t i o n .

r ..� . ' ''' �- '_.-

ACCELER ATION L I M I TATIONS.

The a i rp l a n e is l i m i ted to a max i m u m pOSl t l Ve load

. -,,,, . factor of H G a n d a max i m u m nega t i v e load factor of
-4 G. These l i m i t s apply only when the clean a i r p l a n c
,.
.
�. .

. g ross weig h t docs n o t exceed ROOO pounds ( d es i g n g ross

• .• .

. .
.
- 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
OPEUTING 1tv,4t .Lu,u
BASED ON DESIGN GROSS WEIGHl
To ob t ai n n e w l i mit load factor for g reater gross
w e i g ht, d i v i d e 64,000 by n e w g ros.s weight.
Figure 5-2
OP ERATING fLIGHT LIMITS.
The Operating F l i g h t L i m its c h a rt ( figure 5-2) s h ows
the G-l i m i tations of the a i rplane . Various. l o a d factors
are sho w n vertical ly along the left side of the charr,
and various i n d icated a i rspe eds are shown hori zontally
across the center o f t h e chart. The horizontal red l i nes
at t he top and bottom of the c h arr represenr the maxi
m u m p os i t ive and maximum negative allowable load
factors. The vertical red l i n e ind icates the l i m i t d i v e
speed of t h e airplane. T h e c urve d l i nes s ho w the G a t
w h ich the airplane stalls a t va r i o us a i rs pee ds . T h e upper
curved l i ne shows, fo r ,example, t h a t a t 1 50 mph the
a i rplane stalls in a 2 . 5 G turn, w h ile at 200 mp h the
a i rplane does not stall until more than 4.5 G is a pp li ed .
The upper and lower lim i t s at the right s ide of t h e chan
show th at the maximum posi t i ve an d negati ve limir
Joad factors ( + 8 G and -4 G) c a n be safel y appl ied up
to the limit d ive speed of the airplane.
Section V
(8 0 0 0 P O U
C ENTER-Of-GRAVITY LI MITATI ONS.
A ny con fig u rat ion of external load th a t the a i rplane is
des i gned to carry may be i n s ta l l ed without exceedi n g
the CG l i mits. To p revent the possibility of an adverse
a f t CG con d i t i on, w h i c h would cause unsatisfactory
fl ight characteristics, the f u se l a ge fuel tank c a pa c i ty i s
res t r icted t o 65 gal lons maximum. N o flight should be
pe rmit ted w i t h more t h a n 65 g a llo n s in the fuselage
fuel tank because of the pos s i b il i t y of a s t i ck force re
versal d u r ing an accelerated ma neuver such as a dive
pul l-ou r . A forward CG c o nd i ti o n exists when less than
25 ga l l o n s of fuel rema ins in the fuselage fuel tank. I n
t h i s case, landings s ho u l d be performed w i th caution,
particularly during flare out and immediately after
tollchdown, to prevent nosing over.
WEIGHT LIMITATIONS.
There are no weight limitations to observe, since the
external mounting provisions preven t overload ing.
69
Sect ion V T. O. No. I F-S1 D-l

70
 T. o. No. 1 1=-5 1 0-1 Section VI

G E N ER A L � h o l d s g o o d w h e n reco v e r i ng f r o m a n y Hal l . Rdease

t he h:lck press u re on the s t ick <l nu pi('k li p t h e d ro p p i n g
T h e a i r p l a ne i s s t able at a l l normal load i n g s . The d i rec
w i n g w i t h oppos ite ru d d e r . The speed at wh ich a �ta l l
t i o n a l e r i m changes as speed and hor�epo w e r o u t p u t
occ u rs can vary w i dely. depcn d i ng o n t he g r o s s w e i g h t .
a r e va ried. T h e t r i m t ab con tro ls a re sen s i t i v e a n d must
( See fig u r e G ! . )
b e used v e r y care f u l l y t o preve n t overtri rn m i n g . A n
elev ator bobwe i g h t i n t h e elevato r con tro l s y s t e m a r t i N o te

fi c i a l l y loads the co n t rols to h e l p preve n t o v eraccc lerat· T h e a i r p l a n e e ffect s i t s o w n r e l o v e r y f r o m a

i o g d u ri ng t ig h t turn s or p u l l-outs hecause o f t h e l i g h t s ra l l i n a s l ow s peed t u r n hy p e r fo r m i n g a

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.

The a i r p l a n e has a compara t i ve l y m i l d s t a l l . T he air­ P R A C T I C E STAllS.

p l a ne doesn't w h i p at t h e s ta l l, nut rol l s I'ather s lo w l y
The fol l()"w i n g p ra c t ice s ra l b w i l l ac q u a i n t you w i t h
a n o has very li t t l e tendency to drop i nto a spi n . \V hen
t h e s t a l l t fa i t s a n d s t a l l s peed o f t he a i rp l a n e u n d e r
you release the st ick and ruoder, the nose d rops sh a r p l y
v a r i o u s fl i g h t cond i t i o ns. h ) r bo t h p ( ) w c r un a l ld puwcr­
a n d the a i rplane re c ov er s f r o m t h e s ta l l a l m ost i ns t a n t l y .
off s t a l ls. sec p r o pd l c r co n t ro l to o h ta i n 2 7 00 rpm. R e
\'V h e n a complete s t a l l is reached, a w i n g d rops. I f YOIl t a ul ( h rot t l e � n1 ( ) ( ) ( h l y [() l (l l l in l I g i o r I '( ) ",l:[ o i i
keep p u l l ing back o n t he s t ick w h en t h e w i n g d rop�, s t a l l s ; set m a n i fo l d p ress u re a t 5 0 i n . H g f o r power o n
t he a i rplane faUs i n to a steep spiral. In a stra i g h t pOVl'er­ s t a l ls.
off sta l l, some warnin g i � g i ven about 3 to -1 mph above
P R A CT I C E ST A L L -(; F A R A N D F L A I)S DOW N.
t h e s t a l l by a s l i g h t e l e vator buffet. A h i gh-speed s t a l l
POW E R O F F , ST RA I G H T A H F A D.
is preceded b y a sharp b u ffet i ng a t t h e e levators a m i
I . C l use t h r o t t l e.
w i ng root, but recovery is almost i m m e o ia te w hen pres­
sure on the stick is released_ The normal proced.lre 2. (Je<lr d o w n at 1 7 () m p h .

71
Section VI T. O. No. 1 F-5 1 0- 1

l AS · M PH ( POWER OFF)
BASED ON FLIGHT TESTS

G R OSS GEAR UP GEAR DOWN

WEIGHT FLAPS U P FLAPS 450 DOWN
LB

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

' STALL SPEEDS WITH ROCKETS A R E ESTIMATED.

109-93- ! 730

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·

4. Esta b l i s h 1 30 m p h g l i de and raise to landing

p l ane and tight en turn with ele vator u n t i l s ta l l breaks.

6.
nose

a t t i t ude. As sta l l breaks, recover w i t h s tick forward, and

4 5 i n . Hg.
5 . H o l d this atti tude uncil sta l l breaks; observe char­
advance throttle smoo t h l y to

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

t he n reduce t h ro ttle t o 3 0 i n . Hg. ON, STRA IGHT A H EAD OR I N TORN.

6. Raise gear and flaps. I . Cruise thro c de setti ng.

L R a i se nose ro about a 4 0 -degree climb atti tude

P R ACTICE STAL L-G EA R AND FLAPS DOWN,
stra ig h t ahead, or use a gen tle c l i mbing turn right or
POW E R OFF, MEDIUM BANK.
left and t ighren t u rn w i th back pressure u n t i l s ta l l
1. C l ose throttle. breaks.
2 . Gear down at 1 70 mph. 3. A s sta l l breaks, effect normal recovery, advanci ng
3. Lower f u l l fl a ps a t 1 60 mph. throttle smoo t h l y to 45 i n . Hg.

1 . Est a b l is h 1 30 mph glide. ,L Retard t h rottle to cruise power after recovery.

72
 T. O. No. I f·5 1 D· l Section VI

SPINS.
POWER·OFF SPINS.

For spin characteristics. see figure 6-2. In general. spins

i n th is airplane are uncomfortable because o f heavy Upon in
osci l lations. Occas ionally. the left s p i n oscillations wi l l of spin, the plCIM snaps
a

1 /2 to_· .. In tt. diMcti..

of the spjn.
dampen o u t after approximately three turns, but t h e

r i g h t spin oscillations will not. When controls are ap.

plied to starr a spin, the ai rplan.e snaps one·half turn
in the d i rect ion of sp i n , with the nose dropping to
near vertical. A t the end of one turn, the nos e rises to or
above the horizon and the spin slows down, occasionally
coming a l most to a co mpl e t e stop. The a i rp l ane then
snaps one-ha l f turn with the nose dropping to 50·60
degrees below the horizo n a n d continues a s during the Att.r OM tum, the
noN riHt to or
fi rst turn. The fo rce requ i red to hold the controls in the abo_ horbon and
spi n n i n g p os i t i o n is q u i te heavy, and some ruddt!r buf· spin al--.t stops.
fet becomes noticeable. When con trols are appl ied for
reco ve ry , the nose d rops to near the vertical posi ti o n
and the s p i n speeds up a n d t hen steps in one to 1 1)j
t urns.

POWER-OFF SPIN RECOVERY. Snap. 1 /2 turn ovain andl

ckops 50 to 60 de,
both a le f t a n d a
no..
Recovery p rocedure is the same i n
below horizon.
right s p i n . As soon as you apply oppos ite rudder. the
no se d rops s l ightly. The s p i n speeds up for about 1 1;4
tu r n s a n d then s t ops. The rudder force is l i ght at fi rst.
becomes very h eavy for about one second i n the fi rst
one-half turn, and then d rops to zero as the s p i n stOps.
Recovery is effected in the normal manner as fo l lows :

I . Co n trols w i t h spin.

2. A pply full o p posite rudder.

.� . Stick ne u tral after airplane responds rudder ( as

swps 1 .
ro

rotation .

4. R udder to n c u t r a l and com p lete r ec overy as spin

ends.

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

d i v e too s oon a fter t h e sp i n stops, y o u w i l l Upon application of c:onkols for

,�ovet'YI nOM dropa to near
a l so feel a rathe r heavy h u ffe t i ng i n both the
vertical and 'PIn 'PHck
e l e v a tor a n d rudder. The remedy fo r this co n ­ up, then atop. in . ". t.
d i t ion is t o release some of t h e back press u re 1 - 1 14 turM.

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

d i rectional c ha ng e requ iring definite pressure o n t he

rudder pedal in p ro p o rt ion to the amount of yaw
d esired.

TRIM TAB CON TROL.

Trim t a bs are very se ns i t i v e and s h ould be used w i th

care.

LE VEL-FLIGHT CHARACTERISTI CS.

LEVEL-FLIGHT STA B I LITY.

Level- fl i g h t stab i l ity is good, wi t h normal control pres­

s ure requ i red for desired effect.

LOW S P E E D .

A t l o w speed, the c on t ro ls tend to become s l ightly

mushy b u t con trol is still good .

1fIatuW«J CRU ISE S P EE D .

Powe/-on spins (Ire extremely t/(lngerDus in Con trols are p os i t i v e a t t h is speed, a n d c o n t r o l s t i c k

this (llfp/(Ine. forces a r e norma l .

POW E R·ON S P I N R E CO VERY.
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
s r i ck i n neutral u n t i l recovery i s effected. A s ma n y as
fi ve or s i x tur ns are made after fudder is a p p l ied for
recove ry , and 9000 to 1 0 ,000 feet o f a l t i tude is lost.
FLIGHT CONTROL EFFECTIVENESS.
AILERON CONTROL.
The ai r p l a ne has sealed -ba lance a i lerons. A fabric dia­
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
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.
ELEVATOR C O N TROl.
A t normal s peed s , e l e v a t o r conrrol is very goo d and
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 .
MANEUVERING FLIGHT.
MAN E U V E R I N G-FLIGHT STAB I L ITY.
Combat maneuvers s h o u l d never be attempted w he n t he
fuselage t ank contains more t h a n 2 5 g a l l o n s of fuel, as
t he t a i l - h e a v y cond i t ion cou ld cause a reversa l of control
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
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
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
back pressure is n e eJ e d lip to m a x i m u m G loaJ.
to
MAN E UV E RA B I LITY.
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
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
angle.

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. DIVE RECOVERY.

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.

Figure 6-3 s h ows the altitude used in a pull-out from

divesw i t h a constant 4 G or 6 G accelera tion.

FLIGHT WITH EXTERNAL LOADS.

DROP TANKS.

A t h igh speed ( i n excess of 400 mph), buffeting will

The anti-G s u i t should be used wi t h a con­ be encountered i f the airplane is carrying 75-gallon
stant 6 G pul l-out. d rop tanks.

..

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

Figure 6·3 (Sheet J of 2)

76
 -

T. O. No. I F-5 1 D-l Sedion VI

., )

ALTITUDE LOSS
CONST ANT 6 G PUll·OUT

PULL-OU�

ANOI.I Of. DIVE

"

: .
-1
• -

ltll5 ": .
"

figure 6-3 (Sheet 2" 0# 2)

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
s� t)�
/, /'
E NG I N E.
USE OF TAKE-OFF (MllITARYl POWER.
It is often asked what the consequences will be if the
') m i n u t e l i m i t at Take-off Power is exceeded. Anot her
frequent i n q u i r y is how long a pe ri od must be al lowed
after the speci fied t i me l i m i t has ela psed unti l Take-off
Power can aga i n be used , These questions arc difficult
to answer, si nce the t i me limit spe cified does not mean
that eng i ne damage w i ll occur if the l im i t is exceeded.
Ins tead, the l i m i t means that the total opera t i ng t i me at
high power should be kept ro a reasonable m i n i m u m
i n t h e i n terest of prolong i ng engine life.
I t is gene rally accepted that h igh power opera tion of
an engine results i n i n c r eas ed wear and necess i tates
more freque n t overhaul than low-power op :rat ion.
H o w e v e r, it is apparent that a certain percen tage of
o pera t i n g t i m e must be at full power. The t; ng ine manu­
faccurer al lows for t h is i n quali fication tests i n w h ich
much of t he runn i ng is done at Take off Power to prove
abil i t y to w i thstand the res u l t i ng loads. I t is established
in these runs that the engi ne w i l l handle susrained h igh
power w i t hout damage. Neverthe less, it is still the a i m
o f the manufauurer a nd t o rhe bes t i n terest of t h e pilot
to keep w i t h i n reasonable values. t he amount of high-
Section VII
power t i me accum u l a ted in t he field. The most satis­
factory method for accomp lish i ng this is to estabiish
t i me l i m its that w ill keep pilots constantly aware of
( he des i re to hold h ig h-power periods to the shortest
period t h at the flight plan w i l l a l low, so that the total
accumulated t i me and res ulting wear can be kept to
a m i n imum. How t he t i m e at h igh power i s accum ulated
is of secondary importance; i.e., it is no wo rse from
the standpoint of engin e wear to operate at Take-off
Power for one hour s traight t h a n i t is to operate i n
twelve 5- m i nute stretches, prov i ded e n g i ne tempera­
t ures and press ures are w i t h i n l i m i ts. In fact, the former
procedure may even be preferable, as it elim i nates tem­
perature cydes w h ich also promote engine wear. Th us,
if fl ight cond it ions occasiona l l y requ i re exceed i ng
t i me lim its, t h is should not cause concern so long as
const ant effort is made to k eep the over all time at T{lke­
off P o u'er to the minimum practicable.
A not her factOr to be remembered in opera t i n g engines
at h igh power is that full Take off Power ( 30DO rpm
a n d 61 i n_ Hg) is to be preferred over take-ofl rpm
w i t h reduced man ifold pressure. This wroccd ure res u l ts
i n less eng i ne wt:ar for twO reasons. f i rst, the h igher
res ulting brake horsepower decreases the ti me req u i red
co obta i n rhe objective of such h igh-power operation.
A t take-off, for example, the use of full power decreases
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

factor, t a k in g off at reduced power is comparahle to move excess fuel fr o m o i L

starting with a p prox imately one-th i rd of the runway

be h i nu the airplane. There fore, full power should
always be used on ta ke-offs.
SPARK PLUG FO ULING.
E n g i ne rough ne�s m a y be the fi r s t s i g n of s p a rk p l u g
lead f o u l i ng, hut to d�te r m i ne w h et be r t h e p l u gs are a r
WAR EMERGENCY POWER. fau lt, c l e a n out e n g i n e by advanc i ng pr ope ll e r control

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

fu lfi lle d . base for la n d i ng to determine troub l e.

--

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

to us. cllam " not..:

o
"

At given rpm, read maximum manifold ,. • regkHI beiow curves.

fof o,.,atlon obove tu,.. ,.1On. .
• Standotd �Y conditions.
e At lIiv� manifold ptflfU,., � minimum rpm • If wrte i. encount. illCNClM rpm
for ofM'otion aMve .urge regloA. or decr"" maldfold p'..I41", or both.
124-\13-1720

Figure 7- 1

SUPERC HARGER SUR GE. CA RBURETOR ICING.

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

charger s u rg i ng res u l ts when the a i r fl o w t h r o ug h { h e temperature as high as 3 2 ° C ( 90 ° F ) and w i th tem­

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.

Detonation is the result of one type of abnormal com­

still rising i n t h e cyli n der .
is wasted t rying to push the pis t on down wh ile i t i s
The power impulses are
uneven, horsepow e r falls olf, and the engine can be
bust ion of tbe fuel-air mixture. The other pr ev al e n t
damaged from excessive p ressu res and tempera tures.
form of abnormal combustion is preignition. When
de to na t i on
ma t e ly
occurs, combust ion
80 percent of the charge is bur n i ng
point, the rate of combustion speds up tremendously,
.
is normal until approx i�
At that
Pr eig niti o n may be ind icated by backfiring through
the carburetor and possibly by a rap id increase in
coolant temperature. When preigni tion is encountered,
res u lting in an explosion or nearly instantaneous com­ the thrott ie setting should be reduced immediatel y , as
bustion. This explosion actually p ounds the cylinder in severe cases, co mp le te piston, valve and/of cylinder
walls, producing knock . T h is knock, or pou nd i ng of destruction can OCC U f i n a matter of a few seco nds.
the cy li nd er w a l ls, can cause an engine failure. I n an
ai rplane, the knock i s not heard because of other engine
and p rope11 er noises. However, detonation can be de
FUEL S YSTEM.
tected by observing the exhaust for visible pu ffs o f b I a(k

.
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.

Take-off and climb should be accomplished with fuel

tank selector hand l e at MAIN TA NK L.H. because the
deto nat io n i s evident, throttle reduction is the most
vapor separation l i ne from the carburetor re tu r ns to
i mm ed ia te and s urest remedy. When detonatioll occurs.
this ta nk . Fuel vapors flow from the carbure tor to th is
power is lost. Co ntribut ing cau ses of detonation a re as
follows : lank at the rate o f approximately one gal lon pcr hour.
At alt i tude, use fuel from fuse lage fuel t an k until 25
l . Low octane f ue l .
gallons remains, to have ideal CG c o nd it ion for land i ng.
2. H i g h coolant temperature caused b y too l o n g a
Then c r u i se on drop tanks a lternately u n t i l they are
climb at too Iow an airspeed or by too lean a mix ture.
empty. Continue fl igh t using both main w i ng tanks
.3. H i gh mi xture temperature caused by use of car­ al ternately, to prevent wing he avi ness , u n t i l they are
buretor heat or by high ou tside air tem perature. empty. Then use fuel from fusela ge ta nk d u r i ng landing.

4. Too high man ifold pressure w ith other conditi ons

favorable to detonation.

5. I mfJroper mixture caused by faulty carburetor or

too l ea n a mixture.
The fuel booster pump sw i t c h m ust be ON d u r­
ing fl i ght to ensure an adequate fuel s u p pl y .

PREIGN ITION. Note

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 .

INSTRUMENI FLIGHT PROCEDU RES

F l y i n g the a i r plan e i n all w eathe r conditions requires verify i ts o pe r a t ion . Then turn p i cot heater s w i tch OFF

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
,

ba r should re t u rn the correct pos i t i o n f o r t h e a i r

t he fol lowing add i t ions

1 . Check to be s u re you have LF-MS ed i t i o n ( Radio

to

plane i n a t h ree- po i nt a t t i t ude. T e m pora r y v i b r a t i o n ( ) f

Fac i l i ties Charts), AN 08- 1 5-2 (USAF R ad i o Data and t h e horizo n b a r is perm issible.
f l ight Information ) , and T.O. No. I F- 5 I D- l ( Flight
Handbook, formerly AN O I -60J E- l ) . Note

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 ­

3. Check s u c t i o n gage for p roper i ndication. zo n t a l pos i t i o n w hile the a i rplane i s be i ng

if the bar r ips more
4. Check that pitot head cover has been removed.
taxied stra ight a he a d , or

than 5 degrees d u r ing tax i i ng rums, the in­

Turn pirot heater s w i ech ON and have o u tside obse r ve r
strument is not operat i ng properly.

85
 Section IX
8 . Obta i n station a l t i m e ter setting (sea-level baro­
me t r i c p ress u re ) from co ntro l tower operator, When
the a l t i meter is set, the poi n ters should i ndicate the local
fi e l d e l e v a t ion . If t he a l t imeter registers within 75 feet
of t h is e levation, i t may be used, p rov i ded error is prop­
e r l y cons i d ered w h e n the i nstrument is reset during
fl ig h t .
9. Check opera tion o f turn and-bank i nd i cato r
se rv i n g proper re s po nse o f need le and ball when turns
a re made d u ri n g ta x i i n g.
1 0 . Check rate-of c l i m b i nd icator needle at zero.
1tote
If n eedle does not indictlte Utr>, ttlP in­
strument panel. If it still indicates incor
rectly, nave it tid/listed.
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 .
1 2.
Check carburetor ram- a i r control lever at
A I R.
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
ra nges.
H. Check opera t i on of a l l rad i o equipment. A d j ust
f l l n i ng o f req u i red r a d i o equ i pment as desired.
I N ST R U M E N T TA K E-OfF.
Prepara t i on, power s e t t i n gs, take-off, and climb s peed s
a rc i d e n l ical to those used i n normal take off. Use flaps
.. hout 2 0 degrees down for best obs tac l e cle a ran ce.
86
T. O. No. i F-S I D- 1
1 . When c leare d for cake-off, taxi t o center o f ru nway
and align a i rp la ne as nearly as possible s t r a igh t dow n
centerline of r u nway . Hold air p lane with b rake s a nd
set d i rectiona l gyro to published runway head i ng .
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
s t ead ily to gate to obtai n Take-off Power as quickly
by ob­
as possible and still maintain direction control a ga i n s t
torque.
3. Do not attempt to lift tail too soon , as this increases
rorque action. Push ing the stick forward u n lock s the ta i l
w heel, thereby making steering d i fficul t . The best take­
o ff p roced u re is to hold the tail down until sufficient
s peed is attained for rudder control, and then to ra ise
the ta i l slowly .
4. M a i n t ai n d i rectional control by refer e n c e to di­
rectional gyro. Take off as a i r p lane reaches normal
V F R take-off a i rspeed.
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
5. Raisc gear as soon as a l t i me re r and rate-of c 1 imb
i n d icator beg i n to register a c l imb.
6. Establish a normal climb.
7 . Ra ise fl a p s when s u ffi c i en t a i rspeed is a t t a i n e d a nd
a l l obs tacles a re cleared. No s i n k is noticeable w hen t h e
flaps a r e raised.
8 . Reduce throttle setting and p r o pe l ler con trol
se tt i ng to c l i m b at 2 700 rpm and 46 in. Hg.
I N ST RUMENT CLIMB.
1 . T r i m a i rplane at c l i mbing speed of 1 7 0 mph.
­ 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
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 .
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
sary. T he most sati sfacwcy cr u i s i n g is o b ta i n ed at 32
RAM co 36 in. Hg a t 2000 r p m. A d j ust trim with caution so
as not CO overtrim. M a i n t a i n lateral trim by means of
a i l e ro n t rim tab for any unequal fuel d istri bution i n
ma in f u e l tanks. Use f ue l out o f fuselage tank first u nt i l
2 5 gallons re m a i ns , s o t h a t CG is favora b le fo r a n y
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
ensure the lowest fuel consumption on a
long-range m ission, the h ig h est m a n i fold pres
sure cons istent w i t h the Flight Operation I n ­
s truct ion Charts s h ou l d be used w i t h a n y g i ven
 T. O. No. I F-5 1 1).1 Section IX

rpm setting: However, to minimize spark plug HOLDING.

fouling resulting from prolonged cruising at
For hold ing with mlDlmum fuel cons umpt io n, see
low power (especially in the range from 160
Maximum Endurance Chart (figure A-9) for power
to 190 rpm), high power ( 300 rpm and 6E
settings at alti tude where holding operation is being
in. Hg ) should be used cont i nuously for one
accomplished.
minute e':ery 30 minutes when the fuel supply
is adequate.

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) .

Procedure for landing under instrument conditions

by use of directions from ground.controlled approach
radar e q u ip me n t after letdown on a. radio range (figure
9- 2) is as follo ws :
Turn on defroster 10 or 15 minutes before
descent, to avoid f o ggin g of ca n op y and 1 . Establish con t ac t with GCA over GCA pickup
windshield. point,

�adio �Mge LETDOWN PROCEDURE

FUB. SBlCTOR FU INfERNAL TANk
MIXlU · ..

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

TYPICAL GCA PATTERN

INfI WITH: ,,� ,/ MISSED APPROACH
l.AHDIHG GEAR HANDLE Dff
WING flAPS 15 DEGR EES ALL TURNS A R E S INGLE-NEEDLE-WiDTH
SPEED 1 40 MPH l A S ( 3 DEGREES PiER SEC)
PltOf'B.l. 2700 RPM
OlL AND COOLANT SHUTTERS
AUI'OMAfK'

Fig ure 9-2

2. H o ld 1 40 mph lAS u n t i l final t u r n is completed, ICING.

f u n n i ng th rough GCA prela n d i ng cockpi t check as in
Ice normally adhe res to the w i n d s h i e l d , w i ng, stab i l i z e r ,
s t ructed by GCA con t ro l ler.
ve r t ical fi n , and forward po rtions o f the d rop t a n ks.
�. A fte r complet i ng turn to fi n a l approach and be­
fort' i n terce p t i ng glide path, lower flaps 1 5 to 20 de­ A t the fi rst s ig n of ici ng, ch ange a l t i tu d e i m med iately

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

control lever a t V N RA M ,'\I ED F I LTERED A I R and , o n l a te

M I SSED-APPROACH GO-AROUND. a i rp l a nes, caebun'tor hot-a ir control lever at HOT A 1 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

1 . Ope n t h ro t t l e smoo t h l y t o -is i n . H g. acc u m u lates on w i ngs, m a ke wide, s h a l low t u r n s a t a

2. M a i n t a i n w i ngs level, nose s t r a i g h t . greater speed than normal, especial l y d ur i n g approac h .

) . Land i n g gear u p. U�e fl a p s w i t h care. Remember, s t a l l i ng speed i n c reases

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

;Hld s u flic1!:nt a i rspeed is rea ched. d i t ions.

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.

It is imperative prepare the airplane before

Flight through a thunderstorm should
avoided if at a l l possible. Thunderstorm tIying that you

demands considerable instrument experience enteri ng a zo ne of turbulent air. If a storm cannot be

a nd should be i n tentionally undertaken only sen , i ts prox im ity can be detected by radio crash static.

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.

2. Check 260 mpb cruising speed power set t in gs for

possi b le to avoid storm areas. At night, it i s

spe . ( See figure 9-3.)

o f ten i m pos sible to detect ind ividual StOrms
a nd find the i n·between clear areas.
comfortable penetration

3. M ixture control NORMAL.

4 . P i cot heater switch ON.

5. Ca rb u re ror ram-air and hot-air control le v e rs ad­

j us ted as req u i rec,l.

6. Check suction g-a ge for proper reading a n d gyro

instru ments for correct setti ngs.

7. T u r n off any radio equ ipment rendered useless by

stat ic.

8. Tighten safety belt. Lock s h o u ld e r harness .

9. A t n ig h t , t u r n cock p i t l ig h ts f u l l hright, ad j ust

s e a t l o w , and don · t stare o u ts i d e o f a i rp la ne.

Do not low e r l a nd i ng gear or flaps, as they

dec rease t he aerod y n a m i c effIciency of the
airplane.

I I\; THE STOR M .

'kItVUWuj W hen i n t h e t h u nderstorm, f o l low t hese proced ures :

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.

2. Devore a l l a t t e n t ion co fly i ng a i rplane .

Note 1. Expect t u rbulence, preci p i ta t ion, and l ig h t n i ng.

Don't a llow these condit ions to cause u n d ue conce rn.

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)

I NDICATED A I R S PEED - MPH

1 20 200

A VERAGE GUSTS
(30 FPS)

HIGH GUSTS
(43 FPS)

DESIGN GROSS WEIGHT - 80 LB 109-93-1677

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 .

COL D-WEATHER PROCEDU RES

D u r ing cold-weather ope ra t io n , norma l operatin g pro­ 2. Check t h a t engine h a s been preheated I n acco rd ­
ced u res, as outli ned in Section II, must be rev i sed co ance w i t h fo l low ing ch art :
i n clude special i nspection requirements and opera ting
proced u res necess itated b y arctic conditions. Successful P R E HEA1 CHART
low-temperature operation is depen d e n t u po n t he pro
Preheat Time
cedu re s that follow, especia l l y t h o se prep<l ra t ions ma d e O u t s i de Air Temperature (Min ute,,)
d u ring engine sh u t d ow n and pos t fl ig h t servi cing.
A ho ve l 8 ' C (0" f ) o
- 1 8 " ' C t o -2 5 " C ( O O f CO -lO'F) to
-B C t o 29 ° C ( - l O (' F t o -20" f' ) 20
BEFORE ENTERING AIRPLA N E .
- 2 9 " C to -34 " C ( - 2 0 " F to - 3 0 "' F ) 30
1 . M a ke thorough check o f a i rplane for freedo m
- 3 4 c' C to -4OO C (-30 " £ to -'�(F F) 40
from frost, sn ow , and ice. Include surfaces, controls,
- 40 " C to ,'1 6 ° C ( -40"F to - 5 0 ° F ) 50
s hock strLlt�, h y d r a u l ic pis ton s, vents, breathers, vte.

;\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

Note WARM- U P A N D G R O U N D CHECK_

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

to r he h ea t e r i n take. P u l l p rope l ler t h rough I, srarH'd, to i m p r ov e fuel yaporizarion ,I n d combustiun

manua l l y to Jete r m i ne n e ed for add i t i o n a l and to reli m e hackll f i ng .

preheat. 2 . D o n o c i n C fl';JSe e n g i ne , pet:d a l ,oye I :' 0 0 rpm

u n t i l (i i i tem peramrc r i sc;; to 20 C 1 6R Fl .

� . ( ; ro u n c! r u n e n g i n e f,,[ "lO m i n u t es to remo \ c ex­

f u e l f r < HTl n i l i f t he re i s ;l n y poss i h i l i t y o f () \ e r

ON E N T E R I N G A I R P LA N E .
ec,s

l . Check that cock p i t , i ns t rll m e n t pant:!' a n d \� i n J ­ d I l u t ion,

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

) Check con l roh :lnd t r i m tabs tor proper opera t i o n . r u n - u p.

) . Make s u re t h a t a l l p re h ea t equ i p m e n t h a s been C I H"l k w m g fLi p operat ion.

reOlO\ e J .

I. ;\1ake , U fe t h M a n adequate ,l ll x i i i , l c y PO\\ t:r CH I

, 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

il,l I l y a nd (h;1I t h ere i s fl u i d o i l a t " Y " d ra i n i m m e J i

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.

STA R T I N G E N G I N E . L H u l d h r a kc\ ,1 0,1 r u n u p c ng l l1l' u ll o l sl'. l r k p l ug,

hd . l l l
n U f m a l s ta r t , fol l o w i ng proce d u r e o u t l i ned i n
h u r n c lea n and e n g i n e i , upe r.l r i n g > m u, l t h h
i\1 , l k e
, he r k i og rIl agne ru�.
,I

:-,eu i u n [ I . as ,(Jon <IS pm� 1 h le d i r e r p ro pe i i e r 1, p u l kd

t h ro u g h . More ( ha n n u r m a l p r i m i n g i, requ ired at low
1 C h eck fl i g h t U l f t t fll/-' for f r c e d o ll o f rJ\(l \ e m C Il ( .

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 ­

IS o bt a i ned . I t i s 11m cOfl!>iden:J h a r m f u l 10 p r i me c o n

e l , l W I n d u r i nt: u k c -(J H .

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.

At 'Uri o f u k l' u r"i r U ll . ;!<.j. ,lllCC t h r ou l e , \'; Ll p i d l y , I ,>

pO.\ ' l h lc·. ra ted Tak(· ( ) t f Powcr is (lh­

[) " no! open m i x t u re con t ro l u nt i l e n g i n e i.,
to e m U fC tha t
( ,1 i n a hk.
ti r i n g , w preve n t exec" f u e l i n i nd uu iu n ' r "
[em. II IL1 '> n o t , L l r u:J , l f t c r ;1 m I n u t e,

l l t L f . l n k i ng . d l �t' llg.1ge sta r ter :l l l d a U o\"\" SI M l e r

t ( l co, , 1 f o r u n e m i n u t e hefo fl' 1ll,l k i n g a n o t h e r
,l [ t e m p t .
D i sUHl t i n u l' taKe olf if n:q l l i reJ power nO(
,lv,l i Lt h le, h('c,I l I,C
IS

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

of g ro u nd oper;J t i o n , �wp engine

r u nway, opcra t e land i ng gear and II a ps t h rough seve ral
co m p l e t c cycle,> to p r ec l ud e t he i r freez i n g .
l in ­

!lwd i a te l y a n d i n\ es t i gate, co p r e ve n t l' X('(:�S

wear and lbm age. 2. T u r n on gun a nd g u n camt:ra h eare rs .

91
 T. O. No. 1 F-S 1 D- l Section I X

Note WARM- U P A N D G R O U N D CHECK_

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

to r he h ea t e r i n take. P u l l p rope l ler t h rough I, srarH'd, to i m p r ov e fuel yaporizarion ,I n d combustiun

manua l l y to Jete r m i ne n e ed for add i t i o n a l and to reli m e hackll f i ng .

preheat. 2 . D o n o c i n C fl';JSe e n g i ne , pet:d a l ,oye I :' 0 0 rpm

u n t i l (i i i tem peramrc r i sc;; to 20 C 1 6R Fl .

� . ( ; ro u n c! r u n e n g i n e f,,[ "lO m i n u t es to remo \ c ex­

f u e l f r < HTl n i l i f t he re i s ;l n y poss i h i l i t y o f () \ e r

ON E N T E R I N G A I R P LA N E .
ec,s

l . Check that cock p i t , i ns t rll m e n t pant:!' a n d \� i n J ­ d I l u t ion,

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

) Check con l roh :lnd t r i m tabs tor proper opera t i o n . r u n - u p.

) . Make s u re t h a t a l l p re h ea t equ i p m e n t h a s been C I H"l k w m g fLi p operat ion.

reOlO\ e J .

I. ;\1ake , U fe t h M a n adequate ,l ll x i i i , l c y PO\\ t:r CH I

, 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

il,l I l y a nd (h;1I t h ere i s fl u i d o i l a t " Y " d ra i n i m m e J i

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.

STA R T I N G E N G I N E . L H u l d h r a kc\ ,1 0,1 r u n u p c ng l l1l' u ll o l sl'. l r k p l ug,

hd . l l l
n U f m a l s ta r t , fol l o w i ng proce d u r e o u t l i ned i n
h u r n c lea n and e n g i n e i , upe r.l r i n g > m u, l t h h
i\1 , l k e
, he r k i og rIl agne ru�.
,I

:-,eu i u n [ I . as ,(Jon <IS pm� 1 h le d i r e r p ro pe i i e r 1, p u l kd

t h ro u g h . More ( ha n n u r m a l p r i m i n g i, requ ired at low
1 C h eck fl i g h t U l f t t fll/-' for f r c e d o ll o f rJ\(l \ e m C Il ( .

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 ­

IS o bt a i ned . I t i s 11m cOfl!>iden:J h a r m f u l 10 p r i me c o n

e l , l W I n d u r i nt: u k c -(J H .

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.

At 'Uri o f u k l' u r"i r U ll . ;!<.j. ,lllCC t h r ou l e , \'; Ll p i d l y , I ,>

pO.\ ' l h lc·. ra ted Tak(· ( ) t f Powcr is (lh­

[) " no! open m i x t u re con t ro l u nt i l e n g i n e i.,
to e m U fC tha t
( ,1 i n a hk.
ti r i n g , w preve n t exec" f u e l i n i nd uu iu n ' r "
[em. II IL1 '> n o t , L l r u:J , l f t c r ;1 m I n u t e,

l l t L f . l n k i ng . d l �t' llg.1ge sta r ter :l l l d a U o\"\" SI M l e r

t ( l co, , 1 f o r u n e m i n u t e hefo fl' 1ll,l k i n g a n o t h e r
,l [ t e m p t .
D i sUHl t i n u l' taKe olf if n:q l l i reJ power nO(
,lv,l i Lt h le, h('c,I l I,C
IS

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

of g ro u nd oper;J t i o n , �wp engine

r u nway, opcra t e land i ng gear and II a ps t h rough seve ral
co m p l e t c cycle,> to p r ec l ud e t he i r freez i n g .
l in ­

!lwd i a te l y a n d i n\ es t i gate, co p r e ve n t l' X('(:�S

wear and lbm age. 2. T u r n on gun a nd g u n camt:ra h eare rs .

91
Section VI T. O. No. I F-5 1 D-l

E N G I N E OPERATION I N FLIGHT. 2. Turn o ff all nonessential electrical equipment a t

On later a i rp l a n es, use carburetor h ea t as re q uired to

least one minute before fi n a l a pproacb, t o reduce bat­
tery load w hen generator cuts out.
i m p ro ve fuel vaporizat ion and comba t carburetor ice,
b u t do not use carburetor heat abDve 1 2,000 feet , as 3. Pump brakes to c h i p away any accumulated ice.
resu l ta n t e x ce ssi v e l y lean mixtures w i l l cause e n g i n e
rou g h ne ss d ue to the effect of heat on the alti tude com­
pe nsator of the carburetor. STO PPING EN G I N E .

1 . D i l u t e eng ine in accordance w i t h t h e fo llow ing

table for a n t i c i?a t ed starting temperatures. M a i n ta i n

oil temperature below 5 0 u C ( 1 2 2 C F ) , o i l pressure above

I S psi, and 1 300 t o I SOO rpm d u ri n g d ilution period.
Shut down e n gi ne with di l u t i o n switch e ng ag ed.

2 . The fo l l ow i n g table g i ves d i l ution time for both

stan dard d i l u tion orifice ( 0.062 5 - i nch diameter) and
w i nter ized orifice (0. 1 i I - i n ch diameter) . T he portion
o f t he chart below rhe l i ne ( i n excess of 10 percent
d i l u t i o n ) is i nc luded for a irplanes equipped w i t h a
T h ompson cen trifuge.

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

- 1 2 "' C ( 1 0 ' F ) 3 1.5

·- 1 8 C C ( O ° F ) 4 10 2.0 10
- 2 1 ° C (-5 ° F ) 5 2.5
23 ° C ( - WO E) 6 3.0
-26 ° C ( - 1 5 ° £) 7 3.5
-29 °C (-20 ° F ) 8 20 4.0 20
-32 ° C (-25 " F ) 9 4.5
-34 ° C (-30 ° f ) 10 5.0
-37' C ( - 3 5 ° F ) 11 5.5
-40 ° C ( -40 ° F ) 12 30 6.0 30

O P E RAT I O N OF AIRPLANE SYSTEMS DU RING Note

FLIGHT. Do not d i l ute in excess of 10 percent unless a
Thompson centri fuge is insta l led on the- en­
1. Operate cock p i t heat and d efrosting system as
req u i red.
gine. D i l u t ion over 10 percent w i l l cause
s cave n ge system fa i l u re and a dangerous loss
2 . I n crease p ro pe l l e r s peed mo m e n t a r i l y by approxi of oil at h igh po w e r settings..

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.

BEfORE LEAVING A I R PLANE.

DESCENT.
1. Release b r a kes after wheels are chocked.
S i nce tempera t u re inversions occur frequently in t he
2. Leave canopy slightly open to a l low air circulation
w i th i n cockpit, to prevent canopy crack ing from d i f­
arctic, avoid eng i n e overcooling d uri ng descents. Also,
turn o n w i n ds h i e ld d ef ros t ing system to a voi d fogg i n g
descenc.
fere nt i a l contraction and to decrease windshield and
of t h e canopy before
canopy frosting.
3. Whenever possi ble , leave a i rpl a ne parked with
hd l fuel tanks.
A P P ROACH.
4. Have battery removed when airplane is parked
L Use carburetor h ea t when outside air tem pera ­ outside at tempe ratures below -29°C (-20 ° F) for more
tures are below _ 1 2 ° C ( lOU F). than 4 h ou r s or for any extended period of time.

92
 T. O. No. I F-51 D·l Section IX

HOT-W EATHER AND DESERT P ROCEDU RES

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 .

should be protected as much as pos sib le from excess ive

temperatures. Tires should be checked frequently for
signs of blister ing, etc. TAKE·OFF.

1 . A n t ic ipa te a longer take-off roll in h igh temper­

arures. ( Se Take-off Distances Ch art figure A-4.)

,

BEFORE ENTERING AIRPLANE.

2. Check carb ur etor air and coo la n t temperatures
Check airplane for freedom from sand and dust ( fungi
closely dur in g take-off.
i n tropic climates ) . Include control hinges, hydraulic
pistons, shock st ru ts, etc, in this check. Remove pro­
tective covers and dust plugs. APPROACH.

Switch t o filtered car b ur eto r a i r for l anding.

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 ) .

BEFORE LEAVING AIRP LANE

S IARTING ENGINE.
L Leave canopy partly open to pe rm i t air circula­
1 . Use normal starting procedure as ou tli ned in Sec­ tio n within cockpi t .
tion I I . Avoid overpriming. 2. Make sure that protective covers an d dust p l ugs
2. Use fi l tered carb u re t o r air for s ta r ti ng and ground are installed on engine, canopy, pilot tube, air ducts.
opera tion as requi red . and other parts as req uired.

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
,
;.

\� . ' [-'
-

TABLE O F CONTENTS. PAGE

I ntroduction . . . . .. . . . . . . . . . . . . . . . . . . . . . . .
A i rspeed Installation and Compressibility
Correction .... . . . .. .. ....... ........ . . 95
Free A i l· Temperature Correction ' .... . . . .
.. . .. .. . 97
.

Example-Use of Correction Tables . . . . . 97

Take-off Distances . . . . . . . . ...... .. . . . . . . ..... . .. .. . . . 97
Climb . . . . . . . . . .. . 97
La nding Distances . . .. .. .. 98
Maximum Endurance .98
Combat A llowance . 98
Flight Opera tion Instruction Charts . . . " " " " . . 98
Use o f Charts . . " "" " 98

INTRODUCTION. AIRSPEED I NSTALLATI O N AND

There are cwo ways to perform a m ission. The right COMPRESSIBILITY CORRECTION.
way can be determi ned from the information presented A n A i rspeed Installation Correction cable ( fig ure A- I )
in the charts on the fol lowing pages. If a pilot chooses permits. compu cing cal i b rated a i rspeed ( CA S ) from indi­

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
. . �

AI RSPEED COMPRESSIBILITY CORRECft'

SUBTRACT CORRECTION FROM CALI BRATED

PR ESSU R E
ALTITUDE

109-93-1734

Figure A- J

96
 T. O. No. 1 F-S I D- ' Appendix I

FREE AIR TEMPERATURE ��

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

10 17 DA TA BASIS: FLIGHT TEST

24
DATA AS OF: 9-2-53

12 21 lO9-\j3 - 1 H 5

Figure A-2

fREE AIR TEMPERATURE CORRECTION. When a Type AN583 5 - 1 dead-reckoning computer is

used, CAS usua l l y must be corrected for compressi b i l i ty
Since no free a ir temperature gage is provided i n this
error.
airplane. a chart for converting indicated carbltlre co r
Cali brated ai rspeed (CAS) 3 0 2 mp h
air temperature to f ree a i r temperature is given in figure
A-2. The corrected free air temperature can be used
Compressibi lity Error -9 mph

Equivalent A i rspeed ( EA S ) 293 mph

with ca l i brated a i rspeed to obtain t rue airspeed.
Use this value of EAS with the dead reckon ing com­
puter to determine the true ai rspeed of 438 m ph _

EXAMPLE-USE OF CORRECTION TABLES.

A n a i rp l an e is fiying at 25,00 feet p ressure altitude.
T AKE-OFF DISTANCES.
The ind icated carburetor a i r temperature is - 1 5 ° C,
and the ind icated airspeed reading is 300 m ph . What
The Take-off Distances charts ( figure A-4) give take-off
ground run distances and total distances to clear a
50-foot obstacle. The charts are tabulated for several
is the true airspe ed ?

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.

Indicated carburetor a i r tempera ture - 1 5 ° C

Corre ct io n to obtain free a i r CLIMB.
temperature
Best climb speed. fuel consumption, time to c l i mb, and
Corrected free air temperature rate of dimb ( using M i l i tary Power 0:- Normal Power)
can be determined for d i fferent configurations from
Use these values of CAS and free air temperature with
Ty� 0-4 or Type G - ! a irspe computer to determ ine
the M i l itary Powe r and Normal Power Climb charts
A·5 and A-6) . A fu e l al lowance for warm· up,
the true a i rspeed of 438 mph.
a
( figures
taxi, and take-off is l i st ed i n the column labeled "SEA

97
Append i x I T. O. No. I F- S 1 D - l

L E V E L . · · F u e- ! req u i reme n t s l i st e d a t other a l t i tu d es i n · USE OF C H A RTS.

c l u d e t h is a l lowance p l us t h e fuel req u i red to c l i m b
from s e a l e w ! . F u e l r e q u i re d fo r an i n . fl igh [ climb from
one a l t i t u d e to a n o t he r is the d i fference between the
t a h u lated f u e l r eq u i red to cl i m b to e ac h al t i c u d e from
st:a l e v e l .
LAN D I NG DISTA N C ES.
The L a nd i ng D i s tances c h a r t ( fi g u re A 7 l s h o w s t h e
d i st a n ces r e q u i r ed for g ro u n d ro l l and f o r l a nd i ng over
a 50 foot obst acle. D i s t a nce s fo r l a n d i n g s o n
s u rf ace ru nway. a r c f u r n ished f o r sev er a l a l t i t udes a n d
gross w c i g h t s . l k s t s pe ed s arc s h o w n f o r power off
To use the charts, first select t he F l ight Operation I n ­
struction Chart appl icable to your fl igh t plan, deter­
m i ne d i n t h i s a i r p l a n e by gross we i g ht at t a k e o ff and
by e xter n a l load. Then e n te r the c h a rt at a fuel q u a n t i t y
eqmt l t o , or If'�s tha n , rhe tota l a mo u n t in the a i rp l a ne
m i nus a l l a l lowa nces . ( Ranges l is.t ed for eac h fuel q u a n ·
t i t y a re b as ed on u s e o f the e n t ire q u a nt i ty in le ve l fl ight
w h e n cr u i s i ng a t t h e recommended opera t i ng cond i
t i o n s . ) F u e l a l iowa nce fo r w a r m - u p , t a x i , take·off, and
c l i m b i s obta i ned from t he d e s i red c l i m b chart ( figure
a hard­
A 5 or A · G ) . Other al lowances based on the type o f
m iss io n, terra i n O ller w h i ch t h e fl i g h t i s t o b e made, a n d

a p p ro a c h . D i s t< l n cC's g i ve n arc a i r p l a n e re q u i re m e n t s w e a t her co n d i t ion s a fe d i Ctated by l oca l po l icy. I f y o u r

u n d e r norm�d s e r v i ce cond i t i o n s w i t h no w i n d a n d w i t h fl i g h t p l a n ca l ls f or ,1 cu n t i n u o u s fl i g h t at reaso n a b l y

f Ll p .� f u l l d o w n . constant cru i s i n g p u w c r, cum p u te thl: f u e l rey u i red a n d
fl i g h t t i m e as f o r a s i n g l e see r i o n fl i gh t . O t herw ise, t h e
fl i g h t m us t be broken u p i n t o sec t ions and each l e g o f
MAXIMUM E N D U RANCE. t h e fl i g h t p b n n ed sepa rately. T h e fl i g h t p b n m a y b e

A i rspeeds, power se t t i n g s , and f u e l flow r a t es f o r m a x i c h anged at a n y t i me e n r O u t e , a n d t h e c h :1[ t w i l l s how

m u m e n d u rance fl i g h t a n: s h o w n i n t h l: lVbx i m u m f n t h l: bala nce o f range a v a i l a b l e a t vil r i l ) u s c ru i s i n g PO\V ­

d u ran ce c h a rts ( fi g l l re A �) ) for several co n ft g u r a t i o n s crs a n d a l t i t ud es if t h e i ns t r u c t i o ns p r i n te d a t t h e top
a nd a l t i t u des. T h e M a x i m u m f n d u ranc(· c h a r ts g i ve of t h e c h ,l r t a r c fol lowed .
the power sett i n gs a n d f u e l flows f o r max i m u m lilll!'
in t h e a i r a n d s ho u ld not b e co n f used w i t h t he " M A X I ·
M L M A l l{ R A NG E " sec t i o n o f t h e F l ig h t Opera t i on SAM P L E P R O B L EM S _
I n s t r u c t i o n Cha r ts , i n w h ic h t h e power s et t i n g a n d f ue l
P H. O B LE M 1.
fl o ws are f o r m a x i m u m clis;alJcc. n o t ma x i m u m time.
A bomb i n g f u n m u s t b e made o n a ta r ge t 2 3 1 statute
m i les f ro m the ho m e fie l d . A secondary target, 70 statute

COMBAT ALLOWANCE. m i les from the bomb ta rg e t and 2 7 5 mi les from the

The C o m h a t A l lowam:t: c h a r t ( fi gure A - 8 ) s ho ws t h e home fi e l d , is to be s t ra fed to lend · g r o u n d s u pport.

\ a r i a t io n w i th a l t i t u de i n m a n i fold pr es s u re a nd f u d M i l i ta r y Power w i l l be used d u r i ng the rllns o n b oth
fl ow a t Take off P ow e r ( M i l i t a r y P o w e r ) . t a rget areas. The bomb r u n w i l l be i n i t iat ed f ro m 5 000
feet a l t i t u d e , t he g u nnery runs w i l l he m a de a t sea level
p l u s 5 0 feet, and r u n i n to the bomb t a rget w i l l be made

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

C HA RTS . de tect i o n . The r u n ro t he secon dary target will be made

"on the deck" as we l l . M a x i m u m Con t i n u o u s Power
To ass i s t i n se le ct i n g t h e e n g i ne o p e r a t ing cond i t i o n s
w i l l be us ed on h ot h of t he se legs. After co m p l e t i on
req u i r ed fo r o h t a i n ing va r i o u s r a n g e s , F l i g h t Opera t ion
of t he g u n nery r u n s, a c l i m b fr(lm sea l e v e l ro 1 0,000
I n st r u c t i o n Cha r t s ( fi g u r es A - lO t h rou g h A - I 6 l arc pro­
f e e t w i l l be m a d e on course to t he home fi e l d . Cru ise
v i d ed . Each c h a r t is d i v i d ed i ll to ft ve m a i n co l u m ns .
back w i l l be at l O,OOO feet. ( See fi g ure A · 3 )
D a ta l i st ed u nd e r \. u l u m n I is for e m e rgency h i g h spenj
c r u ; s i n g a t M a x i m u m \.o n t i n uo u s Power. Ope ra t i ng \'\! r i te d o w n t h e co nd i t ions o f t h e problem :
co r d i t i o ns i n \.u l ll l1 l n s I I , I l l , I V . and V g i ve p ro g res ­ Requ i red range ) 7G s t a t u te m i les
s i ve l y g r e a t e r ran g e, a t lower cru i s i ng speeds. R a n ges Wea t her . CA V U
s h o ..,'n i n a n y c o l u m n for a g i v e n fuel q u a n t i t y can be Wind . . . 0 m p h on a l l l egs
o h t a i ned i l t v a r i o us a l t i t u d es hy use o f t h e power set­ A i r p l a n e bas i c wei g h t 7 1 .1' > p o u nd s ( i n c l udes
t i ngs l i s ted i n t he l ow er h a l f o f t h e c h a r t in t h e same tra pped f u el and o i l ,
c o l u m n . The speeds q u oted on the chart arc t h ose ob · a nd m iscel la neous
t a i n ed w i t h g ross w e i g h t eq u a l co t he h i gh l i m i t of t h e equ ipment)
c h <.l r t w e i g h t ha nd . Speeds afe shown to the n e a res t 5 \. r ew w e ig h t ( o n e ) 2 .) 0 p o u n d s
m p h . No a l l o wa nces arc Imlde for w i n d , n a v i g a t io n a l O i l ( 1 2 . 5 ga I ) 9 3 p o u n ds
error, s i m u l a t ed combat, f o r m a t i o n fl i g h t s . e t c ; t h e re ­ M a x i m um i n ter n al f u e l
fore, such a l l o wa nces m u s t be m ade as r eq u i re d . ( 2 -i 5 ga l l _ ! 170 p o u n ds

98
 T. O . No. 1 F-S 1 D- 1 Appe n d i x I

K- [ lI B g u n s i g h t . .. . . . . 1 40 pounds A f ter t h e g u n nery r u ns are completed, the air p lane is

A rmament ......... ... . ......... 1 3 S 0 pou nds ( i ncl udes fl own to 1 0,000 feet o n co u rse co t h e home field. T h e
1 000 rounds ammuni­ Normal Power C l i m b chart ( figure A - 5 ) s hows t h a t 2 S
t io n , gun cam e r a , two ga l l ons is r eq u i red to c l i m b to 1 0 , 000 feet, less 1 5 ga l ­
500-pound general­
lons warm-up and t a ke - o ff allowance, or 1 0 gallons
purpose bo m bs and ,
(25 - 15 -.co 10 gal lons ) . During the c l i m b, a d istance
items necessary for
of 22 s t atute m i l es i s covered.
i nst a l l a tion)
Total gross wei g h t . . . . . . . . . Io" n s po u nd s Collecting a l l the required fuel a l l owances :
General reserve for u nexpeCted
Now c h at the co n d itions of the R i g h t arc determ ined,
d i fficu l t ies 42 g a l lo n s
i t i s nec essa ry to e s tabl i s h a fl i ght p l a n . S i n ce the chans
Warm-up, take-off, and cl i m b to
g i v e on l y cru ise ranges under n o - w i n d cond i t ions a nd
50 feet . t 5 ga l lons
do not i n c l u d e a n y reserves, it is necessary fi rst to com­
Nt i t i tary Power al l ow a nee . 2 8 gal lo ns
pute all a l l owan ce s and reserves t hat w i l l be req u i r ed
C l i m b from sea level to 500() fee t . 7 ga l l o n s
to cover warm-up, t a k e-off, c l i mb, M i l i t ary Power
Dest'ent t o s e a l e v e l from
opera t i o n , a nd any u n e x p ec t ed d i ffi c u l ties. Deter m i n e
5 000 feet . a g a l lons
fuel a v a i l a b l e fo r cru ise fl ig h t b y deJll c t i ng necessary
Cli mb from sea level to
fuel a l l o w a nces and res e rv es from a c t u a l fuel abo a r d 1 0 ,000 ieet 10 g a l lons
as fo l l ows : . . 1 0 2 gal l o ns
Tota l fuel a l lowant'e
General reserve for u ne xpecte d
Therefore, the actual f u e l avai l ab l e for c r u i s i n g is 1 -0
d i ffi c u l t i es ·1 2 ga l lons
ga l l ons ( 2 4 5 - 102 _c: l ;U ga llons ) . I n r h e c l i m b from
Note in Co l u m n V o f fig u r e A - I a t hat at 5 000 feet, · i 2 sea level to 5000 f e e t, a wtal o f 1 3 s t a t ute m i les was
gal lons o f f ue l represents one heHir's fl y i n g c i me. A one­ covered so that t h e tOtal range, 011 t he first l eg , to he
hour fuel reserve i s c ons i d ere d sufficienc for t h i s m issio n . flown w i t h l\-l a x i rn u m Co n t i n uu us Po wer is 2 1 8 stat ute

W a r m - u p , take-off, a n d c l i m b to m i l es ( 2.) 1 - 13 2 1 8 m i les ) . By reference to figu res

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

m a i n i ng two legs ( I :i.� 64 79 g a l l o n s ) . The second

-

T h i s fi g u re is obtai ned by m u l r i p l y i ng t h e M i l i tary

leg is figured the same as r ite fi rs t, lIs i ng fi g u r e A - IO ;
Pow e r fuel cons um ption at sea l e v e l ( g i ven i n t he Co rn ­ remember, the bom bs w e re d i�pm,ed of, a t t h e end ()f
ha t A l lowance chart, figure A - 8 ) by t h e total t i me s pent the fi rst l eg. Col u m n I ( figure A - 1 0 1 shows a trlle air­
at t h is powe r ; i.e., 5 m i n u tes on bomb target ( 5 m i n u tes speed of .� l 5 m p h w i t h a fuel now of il6 g p h . The f u e l
X .) .0 gpm =". 1 5 gallons) + 5 m i u u tes ground support requ ired f o r t h e seco nd l eg of 7 0 staf l l te m i les is 1 1)
( ') m i n utes X 2.') gpm :..c 1 2 . 5 gal l o n s ) =: 2 il gallons. gal lon� ( 70 -;- :1 I 'i . 0 . 2 2 2 hour, and 0 . 2 2 2 hou r X 8(i
gph . . c 19 ga l l ons ) . T h i s leaves GO g a ! l on s ( 7') 1 9 . (iO
-
.

Climb from sea level to 5000 feet .... . . 7 gal l ons

gal lons) for the homeward-hound leg. S i nce 22 s t ,l t ll t e
T h e Normal Power Climb chart ( fig u re A-5 ) s hows m i les o f t h is l e g i s covered cl i m b i ng t o 1 O,OOD feer, t h is
thac 2 2 ga l l o ns is req u i red to climb to 5000 f ee r . less l ea ves a d i s ta nce of 2 S 3 s t a t u t e m i l es to be fl o w n
ilt
1 5 ga l lons warm - u p a n d take-ofl a l lowance, or 7 gallons 10,000 feet w i t h the W i Ilg rack con fig uration. By refer­
( 2 2 - 1 5 :- 7 ga l l o n s) . Observe t ha t a d i s t a n c e of U ellce to flgu r e A - l O , it c a n be 5een t h a � the p o w e r sc:t­
ti ngs i n Co l u mns I l l . I V . or V w i l l g i ve the req u i red
sta t u t e m i l e s is covered d u ri n g the c l i mb to bomb - r u n
m i l eag e .
a l t i t ude. Therefor.:, t h e cl imb to bomb ing a l t i tu d e
s h o u ld be s tar ted U m i les out from ( h e target f o r ar­ Going from Co l u m n I I I to CD l u m n V g i ves a pro ­
r i v a l o v e r the target a t the proper altitude. gress ive increase i n range a t i.l sacr i fice i n s pe e d a s ,v e i l
,

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

PROBLEM 2 . Co l u m n IV of figure A I O. Note in Column IV that the

re m a i n i ng 2 5 3 stat ute m i l e s of cru i s i ng requ i res only
S u ppose t h a t the eS l l rn a t e o f ) m i nu tes of M i l itary
16 ga l l ons of fuel. T h i s compares w i c h the 55 g a l lons
Power each of the ta r g e t s low, a n d the a c t u a l
re q u i red to travel t h e d istance using Col u m n I I I
at was roo

t i me s p e lH was I f) m i n u tes p er t a rget. T h e refore, the

same

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

i ncreased ') 5 g n l l o n s [( [ 0 m i n u tes X .1 . 0 g p m 50 u m n IV i nstead o f Col u m n H I , i s 9 ga l l o ns (55 - 16 --= 9

ga [ l o ns ) , \\' h ic h at 5000 feet re p resems an add �t ional
to

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
!

g;J I l o[!s } , a n d co o s i J era t i t l n o f t h e rema i n d e r o f the

m a x i m u m ran g e o r the eq u i vall!nr of 50
(<) -'- 47
at

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

umn [ I I . figure A - IO ) , t h e add i t i o n a l M i l i ta r }' Po w e r I f for so m e reason r h e 5 5 -gallou reserve i s t o be con

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

MODel , F 51D ENGINE (5), (I) V - 1 650 7

•• ,5 DEGREES CENTIGRADE . I � DE G REES CENTIGRADE · 3 , OfGREES CENTIGRADE +- 5 5 DEGREES CENTIGRADE

PRE,SURE
a.o 'WIND )C-&:NQr WIND H RC' WIND )Q.�I\jDl WIND r:,:'1 ..'''10 )() II:Nor WIND IUQ 'HIND )().I:NO' WINO
GROSS ALTITUDE
WEIGHT GIIOUNO TO Of"i' GP.OUNO TO Clf .. i C"OUNO TO (l(.-.II GQ:OVN� ' 0 ettA; caov "' o 1 0 C l Ed GROUND 10 ( L f U (;4tOUNO T O ClEAIiI CII:OUND 10 elEU
'UN 50 " oesr RUN Y:) f T Ofl�T 'UN � P os�r g'JN !oC " oes; 'UN 50 I T C!Si 'UN }O IT oa!ll RUN 50 n OI.H 'UN }O fl DIS!

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

51 1 3 50 2 2 00 650 1500 800 1 350 1 650 2850 950 1 6 00 21 50 3200 1 1 SO I �50

I
-- -
1 000 1 4 50 2300 700 2650 850 1 500 20r,O 3050 1050 1 700 2350 3400 J 250 2 0'_ 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

REMARKS, 1 . Tlke-o!! dlslances 3 n" ;;lI r c rJ.! � requlrE'menls

under normal �en"'C-f rond l t �nn5o
2_ T :.t !< e � off Po.' e r , 3000 rpr.1 6 1 In. HV .
3 _ F l aps u p _

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

MODEL , F 5ID ENGINE [5), ( 1 ) V - 1 650 7

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

MODEl, F-51D ENGINE(S} (I) V - I BS O 7

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((

IS(I) 46 175 SEA lEVEl In H 15(1) 1000

700
--
0 0
----- 0

700 23 7 26 46 185 \,00 185 46 23 5 1"1 �SO

'� - .. �. _ . - ;;-
�
SZ i
1
80 23 50 _ 190 �),00 _ .
. 46 _ S� _ >/00
_

300 123 33 67 F, T, 185 2C.<.O IUS F T. 24 . 87 850

20 0 --zi. 54 - -- -. 46 180 21 00 �oo- I 46 8" - 34 • \33

_ ;::�
. -
' �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;

DISTANCE PMI' fUEl (2) (2) 'vB

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

DATA AS OF 6 1 - 53 FUEl GkADf, 100/ 1 3 0

lASl'O ON FLIGHT TEST rUEl DfNSIT"(, 6. 0 LB/CAL
.

Figure A·5. Normal Power Climb (Sheet ' of 2)

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

MOOEl, F-5lD ENGlNE(S), ( 1 ) V- 16�0-7

CONFIGURATION, TWO 50 LB BOMBS OR CONfIGURA TlON, TWO 50 LB BOMBS OR

TWO 7 5 GAL TANKS TWO 75 GAL TANKS

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

1 1 SO 0 0 48 175 !.I'A LEVEL 175 46 0 0 1 50

lZOO 13 4 22 46 185 5.00 195 48 20 3 11 1500

1200 28 8 28 46 1 90 10.00 190 48 25 7 22 15SO

1200 13 35 48 1 90 1 5 .00 1 90 46 31 10 35 1550

90 114 17 42 F.T. 185 20.00 185 F. T. 36 14 50 1200

800 91 24 52 46 180 25.00 180 46 43 18 69 1050

550 124 31 114 F . T. 175 30.00 175 F . T. 51 23 93 850

I SO 194 46 84 F . T. 165 35.00 165 r.T. 62 31 129 450

r . T. 155 010.00

CONfIGURA TlON, WING RACKl! CONFIGURATION:

GlOSS WEICHT, 10, 200 POUNDS Of! LESS GtO�� W�IGHT,

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

1500 0 0 15( 1 ) 46 175 SfA LEVEl

1550 10 3 20 46 185 5.00

15SO 22 6 25 46 190 1 0 .00

1 80 34 10 30 46 190 lS.00

1300 48 13 36 r . T. 185 20.00

l l 50 86 17 42 46 180 25.00

900 88 22 SO r.T. 175 30.00

500 121 29 59 F . T. 165 35.00

. .- --

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

DATA AS 0' 8- 1-53 fun GAAD£: 100/130

.A5(O ON FLIGHT TEST fUfl DENSITY': 8.0 LB/GAL
109-93 - 1 778

Figure A-5. Norma' Power C'imb (Sheet 2 01 2)

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

" " ""

NoP CAS
\ M PH) c----
(A!)

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

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

450 120 30 1 30 61 IMO 75.000 l RO 61 I 11 1 20 7� HOO

---

�"+:� 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

(1101 1'11) (M I'II) I---- ----.-

-,--- ---�
MP (AS C"�
nOM �f" HV(l Al mUDE
RATf Of
CLIMB tIN t'91
(2)

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

f---- ---.-+--- --�----.-

sa 58 20.000 II 1 2 50

-
- -

- .-
. - -

-
- --- --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
-

t-----+---. --- ---- ----

-

:
_ .-

-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
---

OATA AS Of 8 - 1 -5 3 f UEl G" ..D£. 100/130

eASEO O N fLIGHT TEST fUEl Of NS'" 6 . 0 lo /G A L
B
1 O� - 9 3 - 1 7 7 5

Figure A-6. M ilitary Power Climb (Sheet J of 2)

1 06
 T. O. No. I F·5 1 0- 1 Appendix I

W AD e

MILITARY POWER CLIMB CHART

f" o nn Z 4 1 !

I I I Jun S I )

STA N DARD DAY

MODEL F-SIO ENGINE(S), (I) v - 1 6 50-7

( O W ,GiJ' ''' i ON TWO 500 L B B O M BS O R CQNfICJU'ION TWO SOO L B B O M BS OR

T WO 7 5 G A L T AN KS TWO 1 5 CAL T Ao'i KS

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

H:)') ,'lr) [, 1 5n f . 1'):;'

6'\ 0
4 5:) t :! 4 77 1 j)

R 5 'o\A P. !( S lE G E N D

RAT E O f C U�IB · F E ET PEI1 �!1 � U n :

-
I . W .l. r n > u p , w.
..... : , .};\u t.a. 1\ � - ; )E a nU'.v:lr.c e ,
') 3000 rp r.'"
3 . H J !d t l llk J. � \t l ; ;w ' j P · l w e r l'" d. m : f) l mu m
!!l ST A � C I-; ST." E'T E � l l . E S
TI M E · M I � l; l � S
4 , R I '.Iv. e r sh lft J. 'd'.,r.'
.. ,J. � I ' : .
fLEL - US . G A L V �S
MP - M " ; f ,'C LO PR ,::'S L'R E
C .U - C A U B H A r F. D A I RS P E Ii D
r.T. · n:u. T H R C f T I . F.

D A ":A J, S o� B � l - SJ fu El G � ..\.G E 100/ 1 30

f--" � 1..: :" 0"'" F l . \ ( ; H T T E .':) r �\.Jn m. �Slry 6 . 0 t EL/GAL
1 0 9- 9 3 - 1 7 7 6

Fig ure A-6. M il itary Power Climb (Sheet 2 of 2)

1 07
Appendix I T. O . N o . I F-S 1 D- l

W ADe

" urm } 1 1 1) LANDING DISTA NCES

( J I j UH " J ) (FElT)
STAN DARD DAY

MODEl F-51D fNCINE(S)< (I) V 1 6 50-7

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

(M PH) (\11'11) "U.l \0 II ',0 " ( ; & \ r

',U 1 11l ) 1 - \(1 n va::.l.
r , { ) II � I "f U r 11 1 ) 1 \ -" J <I
- . " -
-
-

'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

REMARKS 1 L.lIt<.lwr ct l. c., t.a n c e � ,I rl' .. t r p\aoe rl" l ul r l ! I I l I � I I L" I fGIN(1

undt"f n o rm ,, 1 :-; p r v l C'(' ('UIHj ! t l un� . II\S - I N D I C A T E (1 AlI1S P f: E O
2. F I .l p,,; f u l l dow n UUST . OIiST A C L f.

OAJA to ', ()I H t 5J t U f T CHi'll)! 1 00/ 1 30

r, A ',! ll ( II / F l U ; t l T TF.ST I I J l t 1 ; l rl',I / .., 6 . 1 1 LB/C�A L

Figure A - l . L a n d i n g Dista n ces

1 08
 T. O. No. I F·5 1 D· 1 Appendix i

COMBAT ALLOWANCE CHART

MILITARY POWIR

STAN DARD DAY

MODEl, F-S1O ENGINE(S), (I) '/- 1650-7

PRESSURE II' TLMf LIMIT FUEL

&town MIXTURE lIMJT FlOW
ALTITUDE RPM C OO LA NT
POSl11ON I'OSlTIOtO
(fEETl liN 1'191 {MINI T�MP('C) (GPM)

Sf A LEVEl 300 61 LOW NORMA L 15 121 2.5

1.00 300 61 LOW NORMA L 15 1 21 2.5

4.00 LOW NORMA L 15 1 21 3. a

0.00 300 61 LOW NORMAL 15 1 21 3.a

8,00 300 61 LOW NORMA L 15 121 3.0

10.00 300 51 LOW l'ORMA L 15 121 3. 0

11. 00 300 61 LOW NORMAL 15 Ul 3,0

14,00 300 f. T . LOW NORMAL IS 1 21 --1-_ 3. 0

1 6JXXl 300 F , T. LOW NORMAL 15 1 21 Z. 5

1 3.00 3000 r, T . LOW NORMAL IS 121 2.5

1Q.00 3000 61 olGH NO RMA L IS 1 21 3.0

noo 3000 61 HIGH NORMA L 15 121 3.0

<4,00 3000 61 HIGH NORMA L 15 1 21 3.0

16.00 3000 61 HIGH NORMAL 15 1 21 3.0

28 00 3000 r. T. HIGH NORMAL 15 121 3.0

JO.OO 300 r. T . HIGH NORMAL 15 1 21 2, 5

J2.00 3000 r,T, HIGH NORMAL 15 121 2. 0

34,00 300 F.T, HIGH NORMAL 15 1 21 2.0

J6,OO 3000 F.T. HIGH NORMAL 15 1 21 1.5

38,00 300 F. T . HIGH NORMAL IS 1 21 1 S

40.00 3000 r,T, HIGH NORMAL 15 121 1.0

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·

Figure A-B. Combat Allowance

1 09
Appendix I T. O. No. I F-S 1 D- l

W A De

F o r m 1. 4 1 L: MAXIMUM ENDURANCE CHART

( J I Ju.n S I )

STAN DARD DAY

MODEL F·5\D ENGINE(S). (\) Y - 1 650 - 7

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

\; O H �LA L 1 750 140 lEVEl \L 42

.
36 S!:A 140 30 1 600
- - ---- -- --

;, O R M A L 1 750 35 1 40 5.00 140 30 1 600 L n

- ---

56 N O H �'!t\ L 1 800 36 140 10.00 140 31 1 6 00 ' I Oii�l.\ L 4"

60 :-;OH MA L 2050 35 140 15. 00 140 30 1 700 49

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

G<O$5 WEIGHT, 1 2 , 200 TO 1 0 . 300 POUNDS 1 0 . 300 POl'NTlS O K LESS

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'

43 NOFO,'A I 1600 31 145 1 35 29 1600 NOR\tA L 39

----. .
SEA LEVEl
.

5.00
--- -- ---
NOH�l/\ L 31 1 35 l\ O H �jA l.
-
45 1600 145 29 1 600 41
-- - -

48 :-; O H �l\ L 1 600 32 14S 10 00 1 35 29 1 GOO !'0H�1h L 44

51 �Of! M,\ L 1 7 50 F. T . 145 15.00 1 35 29 1 7 00 X O H \.!,\ L "7

-- .- -
56 :\OH�·.. L 2 1 00 F.T. L45 :10.00 1 35 F. T. 1 9 50 51

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

DATA AS Of : 8- 1 - 5 3 fUEl G'AOE 100/130

MSHl ON: FLIGHT TEST Fun OffSStTy: 6 0 L8/G." L

1 09 - 93 - 1 780

Figure A-9. Maxim um Endurance (Sheet J 01 2)

1 10
 T . O. No. I F-51 D· l Appendix I

WADe

MAXIMUM ENDURANCE CHART

\1)
Form l 4 J U

I I I J,.n

STAN DARD DAY

MODEL, F-SID ENGINE(S), (1) V - 1 8 50 - 1

CONFIGURATION, TWO 500 La BOMBS O R CONfiGURATION, TWO 500 La BOMBS OR

TWO 75 GA L TANKS TWO 75 GAL TANKS

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

GPH RfM {fEET} (MPH)

R MIXTURf GPH

40 NOHMA L 1600 29 HD SEA LEVEL 140 1600 NOR MA L 37

--

42 NORMA L 1 800 29 1 40 5,00 140 28 1600 NORMAL 38

44 NOHMA L 1 600 29 1 40 10,00 140 26 1600 NORMA L 41

'-

-- .- - -.
47 NORM,\ I 1 700 29 140 !f0 1700 43
NO!< MA L
- .

51 � O H MA L 1 950 I F.T. 1 40 10,00 140 26 1 80 NORMA L

_�
2000 NORMA L 50

30,00

- - .
- - - - --- --.
- - -
-- ,--- - -- -

-
40,00

..�,OO

CONFIGURATION, WING RACKS CONFIGURATION

GROSS WEIGHT 1 0 , 200 POUNDS OR !JESS GROSS WEICHT

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

GPH RPM MIXTURE

Al
MIXTURE MP MP RPM GPIl
[fELT) (IN H!;II

-, -
36 N 0 r' MA L 1 600 25 140 SEA lEVEl

37
- -'
-

--' --- -
NOI1M.� L 1 600 25 140 �.OO
.-. - -

39
--

NORMA L 1 600 25 140 10,00

- -
- ----- --- -
41 NOHMAL 1 700 25 1 40 ,�,oo
. - -

44 N O R MA L 1 800 24 140 ;>(), OO

46 NOllMA L 2000 24 140 2S,00

51 NORMA L 2100 25 140 30,00

. -----
3S,00

.0, 00
--

lEGEND

CAS · C A UBRATED AIRSPEED

GPH - F U E L CONSUMPTION

F, 1:. - FULL THROTTLE

1 . Use high blower (Ilr altitudes
be low heJ,\')I line.

DATA AS Of 8 - 1 - 53 fUel G A D E R , 100/130

BASED ON FLIGHT TEST fUEl DENSITY, 6 0 LB/GA L

109 93 - 1 781

Figure A-9. Maximum Endurance (Sheet 2 of 2)

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

c: �1·:) l. f � M" 'v"f 11 .. f COCLA1'-'T TCT A L

IN
.. LIM I T S IiG PO�II Ct� P05Ir'O�j liMiT
n;MF CPH

�
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

"'0 RANGE !N Ail' .. , l e' S

US.
R Ar' � C. c. Ali MILES O)/ NGt , ",-/
US ,
RANG[ IN AIR M l l f S

!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
..

220 1 90 300 260 60 335 29(1

""
245 210 240 I

: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

2700 �mMAL I t;OHMAL

60 408 6 "

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:

( 2 ) H I �.h bio\le r .tbov€ h(',j\'Y 1 1 .)(',

1,I.' 1r. d , l'f:'f·c r V e , ;)nd ('omba l c4 !:i req u I re d , AI 9)00 th grrh .. eq�hl '.\ ! l � �( � J I �)f A I. P R F. S 5 U I ! E ,\ LT 1 T U O r

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 �
- ""<
>< ::

F - 5 1D STA N DA R D DAY TWO 500 LB BOMBS OR

� �=
.. E �
TWO 7 5 GAL DROP TANKS
- -
ENGINE, S ) , (I) V - 1 650-7 C HA R T W E I G H T L I M I T S 1 1 , 2 00 TO 9800 POUNDS

LOOTS lI.OWU MIXTUilE '1M!

emergency high-sped cru{slng only.

ON "" POSIOO"'" POSITION �IM'T

°C give progressive increase In range

1"�STRlJ C T l O N S f O R US:NG (HJ.1n SE':t.'cl (·9 .. '(0 .n fUEl eolu"," eQual 10 0' 1<:1\ Thon NOTES: Column I is for

at a sacriJic:e in speed. Air miles per gallon (Ml/GAL) (no

MIN 5· C
omooJnl o f fuel ' e b e 10
"9"1 or !e�' Q .. d �.It:ct RANGE
3000 1 35 .. ,ed for ('v'1'''9 I Mo'' hOfllonlclly C o lumns II , ro . IV . and Y
WAR 67 LOW 5 210

wind), gallons per hr (GPH) , and true a i rspeed (TA S) > T e

vc;ll.1e equal 10 or greOItH thon 'f-Ie \lolu1e or naut,(ol 011 mile, 10 bll! flo .. n Vf'tllCo!ly b�lovr
67 21 0

a pproximate values fOt" refcr-e nc e . R a n�e values are for an

EMER 3000 13
and Oppo).le ..-(Jlve r.�o,e,r d�s .. ed ("";'11'19 olt.hlCJe :A.�TI re-od rpm, 'I"Ioro,fold pre-nvre-

a ... erage a i r plane flying alone {no wind)( .

{ M P j orod MlxrURE � c l I ; " g ft·qv"eo Refe' 10 cor.e�pond;n9 c.olvrnn o"d 011i7l.rde fOr ne ..
3000 81 LOW 15 1 3 5°C 1 80
' po..,.er �t1,ng1 .. hen grOH .. ejg�1 foils below I . m " � 01 '�i\ chan
POHJ!Il 3000 51 HIGH MIN 135 · C 1 80

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

985 855 290 1 050 915 1 1 80 1 05 0 1 305 1 1 35 290 1400 1 220

2 70
250
:I 91 5 795 980 850 1 1 00 955 1 21 5 1055 270 1 300 1 1 30

: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

winJ, reserve, and combat ilS rt'Q.uH'(·d.

Make a l l ow3 n c e f u r w ar m · UP. � k e - o f f . and c l i m b p l u s a l lo w a n c e {or
A l 10, 000 Ib gro." w e i g h t Vrilh 2 1 0 ga l of ALT - PR ESSUR!: A LTITUDIr

(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

ENGINE(S), (1) WEIGHT

� -

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

SUST R A,CT FUEl ALLOWANCES NOT A V A I L A B L E FOR C R u rSING (l)

-
::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

lviI/C A L} (4_ 5 5 ST .. T . (3 . 96 NA UT _ ) MI/CAL)

., 1 30 195 1 70

..
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")

S O< ROCKl!:TS PLUS ONE 1 1 0 GA L DROP TANK AND

F-51D STA N D A R D DAY
��
E �

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 ' !

COLUMN I COLUMN COLUMN III COLUMN IV COlUMN V

1
FUEL(I) F U E L( 1
R A N G E iN AIR MilES US. R A N G E' IN A I R MILES R A N G E IN AR MilES RANGE I N AIR Mll£S US. RANGE IN A IR MIlES
GA L GAL
SlATUTE NAUTICAL 5TATvTE NAUTICAL srATU'f NAlJHCAl STATUTE NAUTICAL STATUTE NAUTICAL

SL' I H I't A ( r f U E l AllOWANCES NOT AVAilABLE FOR C R U I S!NG ( I )

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

<:) SPECIAl NOHS

LEGEND
<:) EXAMPl�

W i n d , re.ser\'E' , Cl o d combat �iS requlrpd.

(1) Make a l lo\loo'd n c e fo r w J r m - u p. t..lke--oH, a n d c l i m b plus � l lowJnC':t' t o r

- 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,)

Ar'YI .1\ .."r.I L�(· ; L r p LJ nt"> ( ! \ IO(' .Iio!lt' (nc1 \l, l n d ) ( l ) .

__ r,pr . I '( I p. l . l t e v . l l u €' � f l ) r n"! i�r�n(·t>.

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

( O t UN.N I .. OI U'.. N II ( O:" L /.'. r-. I C Ol U :\� ."'" IV COI U M t-J. V

CF Lll
t: � . .... . r .-, ... I �

..
lOS
Ci ..\ l. (.A l
. "

' · .! t ;·-: : '

1 040 l OI S 1 1 1 :1 1 220
925
1400
9S0
3 30 1 :?J IJ
l O:!O 1 1 10 JOO l HO

855 74� 960 1 0 50 1 1 50 l ono 1 1 80 l 0 25

:-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

2700 4 6 0 1 " ' : ] I�Hl

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�

Q) 2700 2 1 00 252 219 1 600

2400 4 2
46 t\OI"l\i;\L �l 290 252 ) (1,)Q 2450 S()I u\lAI 'j"; 273 237 39 65 t RSO 1 6 . 5 � 1u.1A L 5 !J :! 0 2 � oo 48 210 1 83

(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.! .
' . . �

r-.;()ii.:'W\ 1 , . . . ,. ,L 'n l l , I., .

- - -­
I PM I' ( . 1 11
·r�" : " )( r f )Nc., I �)It U\I'l(, ' " Akl ',el .. . , f'iJ " ' " If' J I;f t • " 1,.. " �" " ,,,L I" . .. ' I��> In"" , · J I ...... rgt: l l c y

. .... . ", . ..."

�()'I r.�: C,d lltllll I !:"I (II" hl�h-d lJ.!t!d l'rultilng on l y .
1 ) '-, '('

(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

n d l r u (' .J I n s pt:: t Hl (TAS) .. r6

E M F! / � ](,(J() 61 t�Ci (}.·v\l M I :-.I I J :. C :' 0 0 ." I . to ! " UI! o j ., ; 1 " •. ; " " ' e , t . , 1, .. 11, '1.,,1,. u l l .,. \,,,i.J .... . 1 1 .1 ., : u ' r i / l t ..- ! I I ,"q)O ' r- d . • d l ! HI
A I r 1 l 1 1 lt:1$ l Jt:r g .

n'rcrC I I l: t! , J /.Jl lt{tl V o1 Il1.t: .I:I.

'N l l l d ) , 1-(., Il ] " I H "\ IlI' r I I r ..

111(. 1-1 .I Y t: J ,., g , ' o L t r tJ ] . J I l . , f J y ln� (nil

61 I i ) \'.' ,', LIJ (MA : 15 I 3 �l o C 1 HO ,I P P f ' IX l l l lolt.- v " l u r-- tj i l , r ..J l' e ( u r :ln
61 ! , ( J ] ll'.V\ J M J �� 1 35"C I UIJ ,l l l l l l e wln d} (I�.

t-- ------ - f U n. II ' 1-----

----. ----+---+----..., I· u � r.(l ,O------f
C O l UMN 1 C O L U M N II COLUMN III COlUMN I V COLUMN V

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.

'lL.'ti' ''' A ( 1 J u f l A t I O W A N( f t. r-V;f ,,"VAil A!:.l ( f ( ) 11 ( 1I IJI'•• r-.. c) l j

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

3�E CliLUb I' ll 356 F . T NUI !MAL 7 2

I SElf e ll LUh N 11 5iNUJlMhL fI.4 7 . 5 ,NUHMI 2110
2100 4 6 I'C li MA I. 9 � 370 322 2�00 4 3 . ; N(;I IMIIJ. � il 309 22CO 3 1 3 272 7�.000

2700 ",C'IM.A! F . T NUI<MAL M

27(l{j 4 6 N< ! I <A<IA I. 9 3 349 303 2500 43. 33� 291 2 1 �O 70 304 264 70. 000 noD r . T N{JltMAl el
4 6 N() J j M,A. L 1 03 3�2 :'1)6 2800 H NCI/IM L 95 343 29H 2400 F.T �I 322 2 80 2 1 50 291 253 I ' 000 2000 " T p.j l , 1 1MAJ. �lI 211

-
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

t � 1 {:.ftJ-.l' dt'!'duc t l � tJ.Jt � 1 .. l low.. nc:�1:S (J! 20

-
W i n d , r" I'1I'� r \'I:, �flr1 \.'In,lJ:.tt 4/'1 r�4 u t T o) d , A f 1 1 , 000 I t. Kl'fJHI i "'P. I V,ttt wl t il 2HO tr.l J of A LT - i · ! t !':SHUHr. A I :I I·i IJ1JI!

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

�';C' T ES : L:;0iVrl1rl , !� r,lr q:ner,,!0nC\' I) t�h - S r�t.>d C )" u l S l q, onlY

..
LIMITS
� I� "'v 90�1:'ON f>O�lTIOr-. " M.r GPH

�
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

· \ rl,:lj . !!'.� l lD n,, p('r hr ((j P H ) . J nd t r u e

H . l llfTP V,:r l llf S : \ r l.' !(if a !';
�
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 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
. .

knob. tri m tab control . . 20 . . . . ..

Air p la n e Ti c d ow n 62
.. ' . . . . . .

64 button. bomb rocket release . .

Ai rspeed I n s t al l at i on and 61
. .
Correction
- . . ., . .

9 5 . 96 switch, bomb ( tank) -rocket seleane . . .

Ai rspeed Limitations s w i tch es bom b a r m i n g 62
C o m p ress i b i l i t y
(i 'j .

A m me te r release. emergency bomb and drop tank 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 . .

A pproach Buttons, Control

cold weather p rocedu r e 92
35
se e applicable system
hot-weather and desert procedure 9.�
87, 87, 88 c
61
instrument
, 1 . 5

58
Armament Equipment Camera, Gun
also , ee: B o m b i n g E q u i p me n t
7

switch, gun safety .." ' ' __

t rigg e r . . . . . . 59
.22
Camera, G u n . .

2 2 , 23
Gu nnery Equ i pment
controls . ,
Canopy
Rocket E qu i p m en t
. . .

S i g h t. K 1 4 A or K 1 4 B Computing G u n handcrank . _ _ _ . . . . . . . . . .22

Sight, N-9 G u n . . . 2 2, 22
.

handle, emergency release

T a n k E q u i p ment. Chemical emergency o per ati on _ _ . . . 47
_ _ _ . . . . . . . . . . . . , _ _ _ . _ _ . ,23
.

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
-

Bail out 45, lever, ram air control ,

1 (, ... 81
46
Battery icing
switch. battery disconnect
, .

19 . . . 69
.

Befor.' Entering A i r p l a n e
Center-of-Grav i ty Limitations .
. . . . - . . - . . . ... _____ . . _ _ _ _ _95
.

airspeed installation and compressibility correction . . 95, 96

Charts ......
90
.. . .

cold wt'ather procl'dure

hot-weather and desert pr oce d u re _ _ .. 9 7 1 04, 1 06
. .

climb .
. . . . . . . _ _ _ ___ . _ . . . . . . _ . . _ . . 98, 1 09
9\ . . ,

Before Leaving Airplane .

cold w ea t h er procedure
combat allowance
92
37 . . .. . . . .. . . . .

- . .... . flight operation instruction _ _ _ 9 B , 1 1 2- 1 1 8

93
. .

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

PAGE NUMIIERS IN aOLOFACE DENOTE ILLUSJRATIONS

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
_ _ _ _ _ _ _ _ . .___ ___ _ _ _ _ _ _ _ _ _ _ ____ _ _ _

oxygen duration _ 56 flight cha racteristics . . 74 . _ __ _ _ _ .... _ _ . . . _ _. . _ _ ____

sta l l i ng �peeds _ 72 wheel, trim tab co n t rol 20 _ _ _ _ _ _ _ _ .... _ _ .... . . ____

take·off d istan ces _ ________ _ . . . ._ . . _ . . 97, 102 E merg e n cy Procedures ... 39 __ _ . .

use of _ . . _. . . . _ . . .. _ . . .. _ 9H also 5 e e applicable system

sa m ple prob l em , t rai n i n g mission _ . _ _ 98, 1 0 1 bail·out . 4 5, 4 6
Checks dit chi ng _ _ '1 5 , 45 . _ _ ___ .___

a irp la n e prefligh t ch eck . _ _ . . . .____ __ _ __ .. ___ ___ _ 31 emerge ncy entrance . . 44, 44 ___ . ____ _ _ _ . . . . . . . _ _ _ _ _ .. _ . . __ . .

engine postflight check 56 fire . _ . 4. �

. . _ _ _ . . _. . _ _ _ _ _ _ . _ _ _ .. _ _ ...... __ . __. . . .

engi n e prefligh t ch eck _ ... :I I l an d ing emerg e nci e s .44 __ _ ___ . . . . _ _ _ _ _ _ ___ .. ___ _. . . . _

e xter io r i n spect ion . _ . 2 7 , 28 smoke e limi nat ion . 44 ____. . _ _ _ .. _ . __ . . _ _ _ _ _ _ _ _ _ _ _ _ .. _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ . _

grou nd tests _ _. ._ . . . . . . .� O Engin e _ _ _ _ _ . . __ . . . . _ ___ __ _ ..1

_ _ _ _ _ _ __ _ _ _ _ _ _ _ _ . . _ .. _ _ _ _ _ _ _ _ _ _ _ _ _ _ .. _ _ _ _ _ __ _ _ _ _ _ _ _ . _

cold. wea ther proc e du re __ . . 91 air restart . . _ _ _ _ .. __ . . . . W

hot weather and deserc proced u r e . . 9� _ carburetor air . . . . _. . _ _ _ _ . . _ . ____. . ____ __ _ .. __ _ . ._ 7 , 8, 9, 1 1
i m e rior check _ _ _ . . . . . . . 28 lever., hot-air con trol _ _ . ._ _ _ _ _ _ _ . . . . _ _ _ _ _ _ _ _ _ __ 7
___ . . _ _ _ _ _ _ _ _ _ _ _ _

night B ights _ 28 lever, ram-air c on t r ol _ _ _ _ _ _ _ .. _ _ _ . . _ _ . . . __ . ,.

oxygen system p refl ight _ _ . . __ . . . . . . 57 controls _ _ _ _ _ _ _ _ _ _ .. _ . . . . . . _ _ . . . _ _ 1
pre-traffic·pattern check _ ___ _ _ 34 control. mixture _ . . _. . __ .7
sight prefli g h t . K 1 4 A o r K 1 4 13 co m p u ti ng gun . (,0 th ronle _ . . _ . _ _ . _ . .____ . _ . _ . 1
traffic·panern check _ _ . 35 cooling systems _ .. _ 8, 1 0
. . .

Chemical Ta n k Equipment . - - 63 a ftercooling system II

Circuit Breakers 16 coolant speci fica tion 24 .

Climh _ 34 . _ handle. coolant flap emergency release _ 11 _

climb charts . . _ 97 , 1 04, 106 switch, coolant radiator air control _ _ _ _ _. _ _ _ _. . _ _ _ 8, 1 2

_ _ _ _ _ _ _ _

i n s t rumen t flight proced ure 86 _ _ . ._ crank . ___ _ � . .

Cockpit 4� fai l u re - - - . 3 9 . 40

en tra n ce . . . 2 5 , 26, 28 . . __ forced landing . . _ 4 1 , 42.

emergency 44, 44 _ .. __ . . maximum glide 4 I, 41

.

rheostat. l i ght ' " ..55 fire 43 _

smoke elimination .44 _ . . . . . . _ .. ___ . _ ignition system ..... __ .. .. . . . 12

Cockpit Heating and Ventilating System sw itch 12 _

see Heating and Ven t i l ating System. Cockpit indicators 13

Combat A ll owa n ce . 98 , 1 09 l i mitations _ .. _ _ __ __ . . . ._ 6 5 , 66
Commun ication and Associated E l ec t r o n ic Eq u i p m e n t 50, 5 1 operation . 79
anten nas, ra d io S3 ca rb u re to r i cin g . . . . l:l l
co m m a n d radio. ANfARC 3 52 cold-weather procedu re during flight _ 92
command radio, SCR· 5 22 · A 51 deto n a tion _ . 82
h o m i n g adapter, A N I ARA 8 54 . g!ou n d operation _ . 29
iclen tif catioo radar, AN I A PX 6 . . 54 . __ __ _ _... _ Military Power, use of _ _ 79
identification radio, SCR--695 A 54 __ _ _ .. _ _ _ _ _ _ _ _ _ _ __ _ ___ . __ postflight check _ 36
panels, alternate commun icatioo cootrol __ 52 prefl ig h t check . . 31
range receiver, BC 4 5 3 - B _ 53 p reig n ition . . _____ ._ _ _ _ _ . . 82
Compressibility Effects _ . 68 shutdown, hot·weather and desert procedure . . 9,
Controls spark plug fouling __ 80
s e e appl i ca b l e system starting ____ _ _ ___ __ . __ . . . . 28
Control Surface Lock _ . . . 19, 1 9 cold·weather lJrocedure . . . . . . _91
Cool i n g System, E n gi ne hot-weather and desert procedure 93
see Engine stopping . . . . ._ _ _ _ _ _ _ _ __ . 16
Cr a n k , E ngi ne . _ . . 61 cold-weather procedure 92 __

Cross �ind I.a n di n � . . . . . . . 34 sup erch arg er surge . . _ __ . . 8 1 . 81

Cross·wind Take-off -q War Emergency Power, use o f 80
Cruising Flight, Instrument . . . . . 86 overhearing 48 . .

pan el , control 13
D
_ _ _ _ _ _ _ _ _ .. __ _ ____. . _ _ _ _ _

primer system __. . _ _. . _ _ _ _ __ _ . 12 _ .

Data Case
_ _ .

(,3 pri mer, hand -operated . _... _. 1 2

Defrosting System
__ _ _ _ _ _ .. _

49 switch . 1 7. _

knob. control _ 50 quadrant, throttle . 7

34
. . __ . . _

Descent _ . . _ _ __
regulato rs, a utom a tic manifold pressure 13
cold-weather procedure . 92 starter system . . . . 12 . . _

instrument fl ight proce d u re _ 87 sv. i rch U

Desert Procedures 9 ." supercharger . _ 11 _

Dero n a r i o n , En �ine . . . . 82 light, high-blower wa rr. i ng II

Dimen�ion,. A i rp l ane . I sw itch, control II
Di t ch i n g Ii ), 45
E n trance 2 5 , 26
D i v es . 7 5. 76
emergency en tr an ce 44. 44
(',i
_ . . . .

Drop Message Bag . .

Exterior l., spection 27, 2R
Drop Tanks External Lo a ds, Flight With . . . . 75
Fuel System
_ _

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
_ . .
_

PAGE NUMBERS IN BOLDfACE DENOn ILLUSTRATIONS

1 20
 T. O. No. I F-5 1 0-1 INDEX
Flight Cha ,.ctarlstlcs - Oxygan Sy .....

Flight Characteristics . . . . . . . . . . . . . . . .. . . . ..71 K

Flight Control System . . . . . . . . . 19 Kit, First-aid . . . . . . . . . . . . . . . . . . . . . . .. . . . . . .. . . . . . . . . . . . .. . . .. . . . . . . . . . _ .. . . . . . . . . . 22
.... . . . ....... . . . . . . . . . . . . .... ..... .... 19
..

controls . . . . . . . . . . . .. . . . Knobs. Cootrol

control stick . . . . . . . . . . . . . . . . . . . . . . . . . . ... . . . . . . . . .. . . . . . . . . . .. . . . 19, 59 see applicable system
knob, aileron trim tab cont rol . . . . . . . . . . . . . . 20
lever, rudder pedal ad justment . . . . . . . . . . . . . . . . . . . . . 20, 20 L
lock, conrrol surfac£ . . . . . . . . .. . . 19, 1 9 Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. _ . . . . . . . .. . .. . . . .. . . . . . . . . . . . . . . 34
wheel, elevator trim tab control . . . . . . . . . ..' . . . . 20 after landing . . . . . .... -.... . . . . .. .. . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
/light characteristics . . . . . . . . 74 cross-wind landing . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
. . . . . . . . . . . . . . . . . . . . 98, 1 1 2-1 1 8
. . . . .. . . . . . . . . . . .98. 1 08
Flight Operation Instruction Charts distances . . . . . . . . . . . . . . . . __ . . . . . . . . . . . . .

Forced Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4 1 , 42 ernerglfncies . . . . . _ . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . ... . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . .44

Free Air Temperature Correction . . . .. . . . . . . . . . . . . . . . . . . . .. . . . . . . . . 97. 97 heavy-weight landing . . . . . . . . . . . . . _ . . . . . . . . . . . . . . . . . . . ._ . . . . . . . . . . . . . . . . . . 34
Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 1 4 , 15 minimum-run landing . . .. . . . . . . . ... . . . . . . . . . . . . .. . . .. . . . . . 34
controls . . . .. . . . . . . ... . . . . . . . . . ... . . . . . . .. . . .. . 1 6 night lan d ing . _....... . . . .. . . . . . . . .. . ... . . . . . . . . . . 34
handle, fuel tank selector . . . .. . . . . .. . . . . .. ._ . . . . . . . . ._ _ . . . . . . . . . . 1 6. 1 6 normal landing . . . . . . . . . . . .. . . . . . . . _ . . .. . . . . . . . . . 34, 35

levers, oomb or drop t a n k salvo . . . . . . .. . . . . . . . .. . . .. . .... . . . . . . . . 16 Landing Gear System . . . . . . . . . . . . ... . . . ... . . . . . . . . . . . . . . . . . . ._ . . 20

lever, shutoff . . .. .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ... . . . . . . . . . . . . . . . . . 16, 1 6 controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20

switch, booster pump . . . . . . . . . . . . . . . . . . . . _ . . . . . . . . . . . . . . . . . . . . . . .. . . . 1 6 handle . . . . . .. . . _ . . . . . . . 20
drop tank emergency release .. . . . . . . . . . . . ....... . . . . . . . . . . . . . . .48 han dle. fai ri n g door <.-mergency rel ease . 21
drop tanks, flight with . . . . . .... ...... ....... ......... . . . . . . . . .7 5 e merge n cy o pe ra ti on . . . . . . . . . . . . . 47
failure . . . . . . . . .... ....... .... . . . . .4S indicators .... .. ...... ... . ... . 21
fuel quantity data . . .. . . . . . . .. . . .. . . . . . 14 horn, war n i ng ...2 1

gages, fuel quantity . . . . 16 lights, warning . . ..... . . . . . . . . . .. . . . . . . . . .2 1

operation . . . . . . . . . . . .. . . . . . . . . . . . . . .. _ . . _ . . . . . . 82 Landing Light Switch . . . . . . . .. . . . . . . . . . 5 5 , 55

Level flight Characteri�tics . . . . . . . . . . . .. . . . .74

G Levers
Gages see applicable system

see ap p l i ca bl e system Lighting Equipment 55

Generator .... 16 exterior . 55
��re . . . . . . . . . ... " switches, position l ight . . ....55
. . . . 47
switch, generator discon nect . . . .. . . .. . . .. . . . . . . switch, l a n d i n g light . . . . . . .. 55
19
inte r io r . . .. . . . . . . . 55
Go-around . . . . . . 36, 36
..55
. .8 8
rheostat, cockpit light . . . . . . . . . . . . . . . .
missed-approach
rh eostats, instrument panel iight 55
Ground controlled Approach . .
Lights, I nd icator
. .. 87, 88
Ground Operation, Engine 29
see applic?ble system
Ground Tests . . . . .. . . . 30 Locks
. 1 9. 1 9
cold-weather procedure . . . . . . . . . . . 91 control surface .
hot-weather and desert procedure . ... ........... . . .93 shoulder harness 23
Gunnery Equipment . 58
illso 5ee: Camera. Gun M
Sight. K-14A or K 1 4 B Computing Gun Maneuvering Flight . . . . . . . . 74
Sight, N-9 Gun Maneuvers, Prohibited .... 68
comrols . . .... .. . . . . . . . . . . . . . . . . . . . . . . . . . . .. . 58 Map Case 63
handle. gun charger 59 Max i m u m Endurance . . . . .98. l l D
switch, gun heater .5 9 Maximum Glide 4 1 , 41
sw i tc h , gun safety . . 5H Min i m u m run Landing �4
trigger . . . . 59 Minimum run Take-off 32, 3 5
Missed-approach G o a t' o u n d . . . . 88
H Mixture Control .7
Handles, Control
N
see applicable system
Night Flying 90
. . . .49, 50 . 28
i n terior check .
Heating and Ventila.ting System, Cockpit .
.
controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . 49, 49
landing . . . . 34
handle, cold-air control . . . . . . . . . . . . . . . . . . . . . . . . . . 49
take off " . . . .�.l
knob, cockpit hot-air control . . 49

Heavy-weight Landing . . . . _ .. . . . . . . . . . . . . . . . . . . . . . 3'1 o

Holding . . . .. . _ . . . . . . . . . . .. . . . . . _ . . . . .. . . .. . . . . . . . . . . . . . . . . . . . . . . .87 Oil S yst em . 1.)
.

Homing Adapter, ANfARA-8 . . . . . . . . . . . . . . . . . . . . . . . _. . . . . . . . . . . . . . . . . . 5 1 , 54 con teo l s 14

Horn. Landing Gear Warning . . . .. . . . . . . . . . . . . . . . 2 1 switch, oil dilution .. 1 4
Hot-weather Procedures . . . . . . . . . . . . . . .. . . . . . . . 93 switch, oil radiator a i r control . . . . ... . . . . 11
Hydraulic Power Supply System . . . . 1 8. 1 9
indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . ... . 14
failure . .. . . . . . . . . . . .47 oil specification . . 24
On Entering Cockpi t . . . . .. . . . . . .. " 2/l
Ruid specification ' . 24
cold weather procedure .. 91
hot-weather a n d desert procedure . . . .. ..... . 9 :;
Operating Flight Limits . . 6'), 69
Icing . .. . . . . . ... .... . .88 Oxygen System . . . . . . . 55
Identification Radar, ANi APX-6 .5 1 , 54 oxygen duration . 56
Identification Radio, SCR 695 A . . . . .. . . . . . . . . . . . . 5 1 . 54 preflight check .. 57

Ignition System .. . 1 2 regulator 56, 57

switch . . .. . . 1 2 con tr ols . . . . . . . . . .. . . . 56
I n dicators knob, emergency 57
see applicable system lever, diluter 56
Instrument Flight Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .85 valve, emergency . . . . 56
Instrumen ts. . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . " . . . . . . . . . . . . . . . . . .2 1 ind icators . . . . . . . 57
markings . . . _ . . . . . _ . . . . . . . . . . . . . . 65. 66 gage, pressure 57
rheostau. instrument panel light . . .. . 5 5 indicator, oxygen Row .57
Interior Ch eck . . . . _. . . . . . . . . .... . . . . . . . 28 light, oxygen "ressure warning . . . . . . . ..57

'AGI NUMIERS IN BOLDfACE DlNOn ILLUSTRATIONS

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

ox y g e n " sr c m 1: Sroppi�g [ n g i rl<: 1 (,

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

Prohi hited M a n e u vers ('S

T
P rope l k r h
('o n t rol 1 \ l a d Po\ i c ion L ig h [ I.t'n 'it.." (d
g oV<.:rnor fa i l ure .f )
Ta i l \\1 I> t:': I S t (' n i n g 21
T a � e - (Jff 12
R ,,/ , ,, ,,'( , : A ftlT Tak,·-C!ff
Bdore Ta k e off
Rad ar. A N .' A PX-(, luentiflcation 51, ).j (old \\ t:atht· r pro( cdu rc 91
Rau io. A :'>I / A R C - ' Com mand 51, 'i 2 cross -wind !ak�-off _1.\
Radio Ra nge Letdowll Pr oc edu r e 87 d i, tann,s . 97. 1 01
Radio. SCR 5 2 2 - A Co m m a n d 'i 1 . 5 1 en g in e fa i l u re d u r i ng t a k e-ofT . .1 9. 40
Radio. SCR-fi9S-A Identification 5 1 , 54 e n g i n e fa i l u re du ring rake off r u n . \9
Ran ge Recei ver, BC- 4 5 , B 51. ) h o t-wea ther a n d Jese�t procedure 9\
Regu l a t o rs in� t rll m ent fl ig h t procedure 86
see a p p l icable system rn i n i rT' ll m - r U n t a k e ofT 32, , .\
Re l i e f Tnbe ta ke-off
n ig h t '1
Rl1eo st a ts normal take off ,2
see applicable syste m
Tank E q u ipment, Chemical (, �
(, 2
. -
Rocket Equipment . Tax i i n g )0
cont r o l s .62 cold·wea t h e r procedure 91
buttOn, bomb-rocket release . 63 Thronle 1
co n t rol . rocket ('ounter (, ., q u a d r an t . 7
s w i tch, bomb- rocket se l ecto r (j ? Th u n derslornh flight I n R9. 90
switc h . rocket del a y (j l Tic-d o w n . A i rplane 64
s w i tc h . ro c k et release control (j \ Traflic-f'at1ern Check 35
rockets. firing (,:1 Trigger . 59
R udder .. .. ... .. 19 Trim Tabs .. . . . 1 1)
Right c h a raneristics 7/+ fl i g h t charactcri�e i( ; 7,i
knoh. t r i m tab con t ro l 20 . 20
kn oh. a i l e ro n t r i m lab conlrol
l e v e r . pedal ad justment 20. 20 k n ob. r lld d e r trim tab con trol 20
w h et:!. e 1 e v a r o r t r i m tab c o n t rol . . 20
s
S ea t 23 w
h a ndi�, shoulder harness lock .. . 23 Wa r m - u p and G ro u n d C h ('ck
Servicing Diag ra·m . 24 cold-" eather proccdur.. 91
Sight. K - 1 4 A or K- 1 4 13 Compu t i n g Gun 5 9 . 59 h O I-wea ther and desert pror(-d u re 1).\
c o n t r ol s . '5 9 Weight I
grip, thrott l e t w ist (,0 (inlitations (,<)
rheostar. s ig h t dimmer . (,0 w (· i l' h t a n d b.la nce 2)
switch. gyro m o to r . 59 \X'ing F l a ps 20
sw itch. gyro selector 60 h a n d t .. 20

PAGE NUMBERS IN BOLDFACE DENOn ILLUSTRATIONS

1 22