pilot flight manual for the p-39k-l

8/6/2019 Pilot Flight Manual for the P-39K-L

1/35

*E S T R I C T E D

W,. CIHClHNAn".fIIll nfl.",,,,

T. O. NO. 01-110FG-l

PILOT'S FLIGHT OPERATINGINSTRUCTIONS

FOR

ARMY.MODELS

P-39I


2/35

RESTR.ICTEDT. O. NO. O''10FG.l

Published by authority of the Commanding General, Army Air Forces.

T H IS P U B l iC A TIO N M A Y B E U SE D B Y P E R S O N N E l R E N DE R IN G S E R V IC E T O T H E U N IT E D S T A T E S O R IT S A L l i E SInlf.ruc:JI'ans Appllc:able ta AAF 'llnannel.P.r"~f1Iph 5.d. 01 Army Rogul.. ion )8D5 ,oh.ive '0 .h. handlin!! of re-srrlcred printed m::auer is quoted belo" '!:

'.J., DilS~mlnuion of resrricred mliluer.-The inforrnarion cDnuine-di n resr ric [I :d do r;umen[1 i ilnd rhe rnend l:l l chul I!C 'ur is rin of ' rei [r icH~d m:neriit .1mOl)' be ~ht'n 10 ult ",,.,'ru, .tmU"lI ID Itt ill iht srrvirr 01 IIJ~Ur,itrd Sialtsalld In /,nlOIl.. of undDflbll'd loyult, DltJ dlsrrrticn rubo art rtJapt"di,,&ill Ci(H~,.l.tnrrl.ll u'rn' bur wilt not be cemmunlcared co (he public or [0 (hepre except by aUlhorized mili.. ry publi( ,.I.tions .".nci es."Instruc:tian. Appllc:able to Navy Persannel.Navy Rellulolions. Arlld. 75'/1, conins rhe lollo..-in" plI'"l!uphs ,ohcinll10 'he handHnlliof re s tricred rnarrer :

"Lb) RrJ/.irl,J m ..... m.y be disclosed '0 person. 01 di,cro.ion in .h.GDli "ernment .sen ic t wh~n i r appr :il rs tD be in [he public:: inreresr,

"Tt ) R.II.,i,.I.rI mOlle, m.y b. eli.clOIeel,under .ped.1 circum,nocn,ro prnon5 nOI in the Govemmmc: service when ic appears IQ be in rhepublic inreresr."The Bur.. u 01 Aeron.uric, Circuhr Lerrer No. ]243 furlher.n[o.:

'Th.r.lor e, it is ,.ql'.s red rh 11noval >CI;vi.iu check .hdr own locolfcogular;ons and procedures 10' mltke lure Ih:ill bandbcoks, se rvice inj;l.ruc:'~tiuns and erher ull.;a,J ,o.,hnic.1 publin.ions Ir. oclu.lly boinll: made.""llable .0 be.h civili.n . nd entisredpersonne! who h.ve use Icr .hom."General.These in5ltuCclonl pumi[ th~ il'lue o r resrricnd publinr.ions ro ciyiliantOnlr.C[ .nd nrher accredlred .chool.onlllllled in ,nininll: po.wnnd for GOYt! tnmcn[ work. 10 civilil.R cencerns conu'leI.nll: for oyerhJ:llul and re-pairor ilite-ralt or ilirr_rah Iccc.Slorirs, and 10 simjlar commercial OtRlni'Zl[io.nl..------------LST OFREVSEDAGESSSUED-----------,

LatestRevised. Date

NOTE: .1 . b"'''Y.bllck ~.rt!al.Ii,,~.,.o .h. Id[ or rh...... 1 On t... i~ pail"s, inel.lu'u, rhee..u:ru of ehe- U:Vl-llon. Thu: .line ~I cmined where more [hlln 50 percent Df the PJ,RI!u rn oilC 'd .

B ..... .v.Deleted ...,.. April 15. 19'f4C .......Dclered. ..... April 15. 19444 .............................. June 30, 194317 ............................ April 15. 19441 1 8 . April 15., 1.94419 June 30, 194325 April 15. 194430 April 25. 1943

ADDITIONAL COPIES OF THIS 'UBLICATION MAY IE OBTAINED AS FOLLOWS:Ai\F ACTIVITIES.-SubmilI'.quisi.;onl10 rhe Commlndi" .. G.neral .F.Jrfi.ld Air S e rv ic e Command. PlncrtonField.F.;rfi.ld. Ohio. A"',[llioD: Publin.iDnsDillribu.ion Btlnch, inlccordanc,e .. j.b .AA.FRe.,.la.]on No. 'lI. Alto. fo, eletail. 01 Technical Order didbll.ioo. see T. O. No. 00,25,.NAVY ACTIVITIES.-Submi. rcqua", 10 the Chi.f. Bur.,." of Aeronlut.ics, Navy O.p.nmonl. W.. hinll.an. 0, C. Abo. JH NavAer 00-500 lor detail, DOdluribUlion of .echni",] pub]iclliolU.BRITISH ACTI:V1TI.ES,-Subrni. requ.inme.nu on .Form 29'1A, in dupllc"'e, 10 Inc Air Publintlolls IUld.Forms S.ore, New Colle.c. L.. dbdl Lane, H.rroI"., YIHk.hire, En,IIDd.A RESTRICTED Revised April 15, 1944


3/35

------*------Published by the authority ofthe Commanding General,

Army Air Forces.----------*-----------

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RESTRICTED

R.evised 6-30-43

T. O . NO . Ol110FGl

. TH IS PUILlCA TION M AY I. USID IY 'E.SONNIL IIN'DIIINGSEIVICE TO THI UNITED STATES 01 IT S .AU IE S,.~..................

~..,*Panppb ,..Lof .A rmy. ReJUlalioa. 380-5 .m.liftlD !be .baodUngof "restricted"primrd m&1Ur ull l lOUdbe1ow.

"~ Diaemb:lalion of rcsuiCled martu.-Thelnformadoa t IOl: l ta ioedin ratriaI:d cIocummb and die _U cba.matrlnia of rauicud.material_, be pen.to_, p.r l(J . , , , I t _ , # hill ,h,wviuof''''U,,;,.tl SI.I" _tl 10""0"-1 01 _th.!I,tl lt1,_JI, _tl tlhq.,tio" whD coopn.thJ, ., GtH!".".,., 1 1 1 ' , butwiU 001: beromm1ll1la~ID the .p gb Ik Of ID die p~ DEept bylllllhorized .milltary publicIe l&do.1U _.-an

'l'bk pem Ubl:be .~ of "restricted" publicaooDi to civilian ronlnCt ~dochaKaedited ICbooIl en.pged ia tniniag penono . d for Government wOlk,to d Y i 1 I a . n CDIIUmI matntting for o"erhaul a n d repair of ma.ir or .innft-ries, aad . 1D .Iimilu commen:Worpaiutiom.

,.._-------- ADDmONAL COPIESAddiliooal oopia . of dusT~nia1 Order m.1 be leaued on BequWdofi, AA:FFoml10.2, uprac:ribed. in AA.F RerIadon 15.10.2. S..bmit rrqWiitiollli to: Co!nO!andlogGmeral, Air .Suvia: Com-ild, ~ltenon Field, Faimdd, OlGo.. A:bo, _ T. 0,No. OO-Z'.3 lot d.miJ. on dilU'!"bIldoDo .f Trdmial Orden.

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R.ESTR.ICTED


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RESTRICTED T. O. NO . 0 1-1 1 OFG-1SECTION I

DESCRI PTIONL AIRPLANE.n.Gmeral.-Thc model P-39Kl and model P-39l1

fighter airplanes are boch low wing monoplanes manu-factured by the Bell Aircraft Corporation. An AeroProduces three-blade propeller with hydraulic speed con-trol is installed on the P39K-t airplane. The P-39l.1airplane is equipped with a Curtiss hollow-hub, elec-trically controlled, constant speed propeller. The tricyclelanding gear and split type wingtlaps are electricallycontrolled, The brakes are hydraulically operated. Theoverall dimensions are as follows:length _ 30'2"Height, taxiing position, 9' 311 4 "Span 34'b. Entrance to tbe Cockpit.1. Entrance to the cockpit is made through tbe auto-

mobilecype door ou jhe right side of the cabin. Theleft hand door Is recommended only in case of emergency.An auxiliary latch (Fig. 2-1) is provided at the tOP ofeach door to secure it shut in .fl.ight. An emergency doorrelease handle (Fig. 7-50) is located forward of eachdoor.

Figure 2-Auxiliary Door Latch

2. FUEL, OIL AND COOLANT.Fuel-P39K.l, P-39L-l-

Specification AN-VV-F-781Octane 102

Specification A.E.C 124Grade 1120 or S.A.E. 20

Cold WCllther-Spedfication A.E.C. 127Grade 1100 or S.A..E. 50

Oil-P-39K-l, P-39Ll-

Coolant=-Presrone-c- Specification AN-E-2

3. PILOT PROTECTION.Armor plate is installed in front and rear of the pilo

The pilot is protected from enemy fire within the areshown in (Figure 3).

Figure 3-Armor Plate

4. POJPER PLANT.The Allison V~171063 engine 10 the P-39K-l an

P-39L-l airplanes is a vertical "Vee" typc, ethylene glyccooled engine, connected with the reduction gear boxthe nose of the airplane by an extension drive shaft.

5. CONTROLS AND OP.ERATIONAL EQUIPMENT.IZ. Pilot's Seal.

The pilot's seat is non-adjustable, and equipped wia conventional type .safety belt and shoulder harness wilocking and unlocking adjustments. The shoulder harnesis adjustable for individual size by operating the lock cotrol in the bottom left side of the seat.b. Aileron lind Elevator Controls,A conventional control stick is equipped with

"squeeze [ypc" trigger (Figure 4---:2) for firing the fuslage and wing machine guns, and a push burton (Figur4--1) for firing the 37 mm. cannon.

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RESTRICTED T. o. NO. 01110FGl

(I) CANNON TRIGGERBWITCH

(2) MACH INE GUNSTRIGGER BWITCH

Figure 4-COtIITO/ Stick Gripc. Rudder Control.Conventional foot pedals are provided. Each pedal

is equipped with toe brakes for control of either or bothmain wheels as desired. The pedals are adjustable to suitthe leg length.d. Aileron Trim Tab Control,The aileron trim tab control knob (Fig. 9-5) is

installed on the Boor at the left of the pilot.e. Elevator Trim Tab COtIITOl.The elevator trim tab control wheel (Fig. 9--4) is

located on the floor directly to the left of the pilot's seat.f. Rudder Trim Tab Control,The rudder trim tab control knob (Fig. 9-3) is

located on the floor directly to the left of the pilot's seat.

g. Landing Gear Controls.An electric toggle switch for control of the landinggear is mounted to the left of the instrument panelapproximately six (6) inches below the plexiglas cabinenclosure (Fig. 6-2). It is plainly marked "Up,""Down" and "Off." A landing gear clutch (Fig. 10-8)and an emergency hand crank (Fig. 10-3) are locatedon the floor to the right of the pilot to be used to raiseor lower the landing gear in an emergency. A landinggear warning horn (Fig. 10-9) is installed on the turn-over structure directly behind the pilot's head.b. Flares.

A hand type flare pistol is located in a slide fastenedcontainer on the left cabin door, adjacent to the arm rest.The flare cartridges are stowed in a separate compartmentlocated next to the pistol container.i. Heating fwd JIentllation,

Cabin temperature is controllable. Hot air from be-hind the prestone radiator and cold air from in front ofRevised 6-30-43

the prestone radiator enter ducts having outlets underpilot's seat. Two L-shaped handles located on the floorat the right side of the seat control the mixing valves.The forward handle controls the right hand duct and therear. handle, the left hand duct. For either handle: pushdown for hot, pull up for cold. Handles may be stoppedin any position, depending on temperature desired.

The nose guns are heated by the induction of cabinair, which is under positive pressure, to the gun breechesin the armament compartment, which is under negativepressure.

CAUTIONIn case fumes begin entering the cockpit thecockpit heater should immediately be switchedto cold air. This is to prevent prestone fumesentering cockpit through hot air duct in case ofbursted radiator or prestone line.

J. Fuel Tauk Gages.The fuel gage (Fig. 7-14) is located on the instru-ment panel. This gage is put in operation when (he igni-

tion switch and battery switch are turned "On" (Fig.7-30).

CAUTIONNo fuel gage is provided for the belly tankwhen it is installed.

k. Fuel Selector Val-lie.The fuel selector valve (Fig. 9-9), located on the

floor to the left of the pilot, is the conventional type withpositions for "Off," "Left," "Right," "Res." and "Aux."(Belly Tank).I. Radiator Shutter Controls,

There are two radiator shutter controls (Fig. 10).(1 ) Coolant Sbuuers> The coolant shutters control

(Fig. 10--4), marked "Open" and "Closed" is locatedon the cockpit floor to the right of the pilot'S seat. ,

(2 ) Oil Shullers.-The oil shutter control handle(Fig. 10-5) marked "Open" and "Closed" is located onthe fuselage turnover beam at the pilot's right hand.m. Parking Brake.The parking brake handle (Fig. 7-19) is located atthe bottom center of the instrument panel.

6. ENGINE CONTROLS.The engine controls are of the conventional type. The

throttle control may be locked in place by the frictionlocks, located on the throttle quadrant. Turn the lockknob (Fig. 7---61)clockwise to lock the throrrle in place.

4 RESTRICTED


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RESTRICTED T. O. NO. 01-11 OFG-l

1. OIL TANK R.EDUCTION GEAR BOX2. DATA CASE3. 37 mm AMMUNITION .RACK4. .50 CALI.BER MACHINE GUNS5. PILOT'S SEAT6. GLYCOL SUPPLY TANK7. .30 CALIBER. MACHINE GUNSB. AMM:UNITIONDOXES-.30 CALIBER9. OIL TEMPER.ATUR.E R.EGULATOR., LEFT HAND10. COOLANT RADIATOR11. PRESTQNE TANK

12. OIL TANK13. MOOR[NG KIT14. RADIO15. ENGINE TOOL KIT16. MAP CASE17.. BATTERYlB. .FlR.ST-AIDKIT19. AIRPLANE TOOL KIT20. OIL TEMPERATURE REGULATOR. RIGHTBAND21. .37 mm CANNON22. OXYGEN TANK. (SINGLE INSTALLATION)

Figure 5-Generol Arrongement, RighI and Left Sides

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RESTRICTED T. O. NO. 01-110FG-l7. PROPELLER CONTROLS.

Q. A~ro Propeller ml P-39K-I.~(I.) Set the Gove rn or c on tr ol to the desired R.P.M.

a an y giv D throttle setting. The propeller then will maio.-tn.io this R.PM ..under n.Ul1yingattiirudes.

(2) R.P.M.m '' 1 b changed by m e pe opeUe r , [o .D t to l.to a ny g iv en . throttle setting. The Aero propeUer, UDlilu~the Curtiss. has 0.0 manual control to increase or decreasethe blade nngles.

NOTEBecause this propeller is hydrnulicaUyope.rate.dtits oil level must be checked cll.refuUy and.regularly .

b. em'liss Pr0i'~lIer ouP-39LI:(1.) T'D ch ogc the prop lIer RP.M. wbenthe pro-

p llet control is in the "Autom tic'" position, sec theselector switch 10 "Auto" and adjust the propeller gov-ernor tD obtain the desired R.P.M.

( vI

Pigure 6-CoC'kpit, Righi Halld Siae of Selll

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RUTRICTED T. ,0. NO. 01-110FG 1,

figure 7-1,lItrume,1I Pm,el amJ Generdl Co~lef1il Amtugemeul for P~39K-l tmd P-39L-l

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1. ALTIMETER 32. LANDING LAMP RHEOSTAT2. GUN SIGHT 33. ENGINE CONTROL QUADRANT3. COMPASS 34. CANNON STICK SWITCH4. FLIGHT INDICATOR 35. CONTROL SWITCH

TURN AND BANK INDICATOR 36. HARNESS ADJUSTMENT5.37. .30 CALIBER WING GUN CHARGERS6. CLIMB INDICATOR38. OOMB ARM AND SAFE LEVER7. TURN INDICATOR39. BOMB RELEASE8. AmSPEED INDICATOR40. 37 mm SHELL LOADER HANDLE9. TACHOMETER41. 37 mm SHELL CHARGER HANDLEMANIFOLD PRESSURE GAGE42. RECEIVER CONTROL BOX. ENGINE GA.GE UNIT43. ENGINE PRIMER PUMP. PRESTONE THERMOMETER44. RADIO CONTROL PANEL

. CARBURETOR THERMOMETER45. STARTER FOOT SWITCH

. LlQUIDOMETER46. RUDDER AND BRAKE PEDALaoCK 47. HEATER SWITCH

OIL PRESSURE GAGE 48. RUDDER PEDAL ADJUSTMENTSUCTION GAGE 49. RADIO R.ELAY SWITCH BOX

. RADIO CLOCK EMERGENCY DOOR RELEASE HANDLE0.PARKING BRAKE FUEL PRESSURE WARNING SIGNAL LIGHT1.

0. .50 CALIDER GUN CHARGER TURN AND BANK THROTTLE VALVE2.1. GUN, CANNON AND GUN CAMERA SWITCHES 53. OXYGEN REGULATOR AND GAGE2. GUN SIGHT RHEOSTAT 54. GLYCOL SPRAY PUMP3. DATTERY SWITCH 55. PROPELLER DE-ICER RHEOSTAT4. FLAP SWITCH 56. RADIO CONTROL BOX5. AMM.ETER 57. LIGHT SWITCH BOX6. NAVIGATION LIGHT SWITCHES 58.. FLUORESCENT COCKPIT LIGHT7. PITOT HEATER SWITCH 59. DOOR LATCH8. F)JEL BOOSTER PUMP SWITCH 60. .50 CALIBER GUN9. PROPELLER CONTROL SWITCH 61. THROTTLE FRICTION LOCK0. IGNITION SWITCH 62. THROTTLE1. GENERATOR CONTROL SWITCH 63. OIL DILUTION SWITCH


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RESTR.ICTED T.O.NO ..01-11 OFG-l

o1. IG.NITION SW1T(tH2. THRO'ITLE CONTROL3. MIXTURE CONTROL LEVER4. PROPELLERPITcn C NTROLLEVERS. FUEL ELECTORW1TCH6. TRIM TAB CONTROL BOX7.8. EAT9. I\IACHINE GUN TRIGGER10. WIN W ROLLERn.. GUN SIGUT

Figure 8-Coc.kpi" Left H tJlld Side of Seal

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RESTRICTED T. O. NO. Ol-110FG-l

I. COCKPIT LIGHT2. UlliN VENTILATOR CONTROL3. HUDDEH TIUlII TAU CONTHOL

KNOB4. ELEVATOH TIU!\I TAB CONTnOL WHEEL5. AILEHON 'I'IUII1 TAU CO rraot,

KNOB6. SAFETY HAlt ESS7. HAIINESS nOLLEnII. ;\1.AllMOn GLA.9.

Figure 9-T,lrtlOlier Beam, Left Hand Side

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RESTRICTED T. O. NO . O I-llOFG -l

oo

LANDING GEAH 1-:1I1EIU;1-:'CYlfANn CJ!A "

.1 . rUE -TONE 'HU'ITt-:H CONTBOLOIL COOLEH 'JJ TTER ..ONTROL

EAHrHO 'E rt.ucsHAnNES~'IWLLEHII. LANDINI: GEAI! CLUTCHIIA.NJ)LE'i. LANDINI; (;EAI! WAHNIN(;

1I0HI\

Figure IO-TlirPlOI'eJ' Beam, RighI Hlwd Side

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Figure I3-Ftlel S)'Jlem

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(2) If the propeller switch throws our and will norremain in the "On" posicion, [he selector switch shouldbe changed by placing the wggle switch in "Dec. R.P.M."or "Inc. RP.M." as the needs require.

CAUTIONDo not change the R.P.M. more chan absolutelynecessary when the toggle switch is sec [0"manual" operation.

8. CARBURETOR ICE.Heated air may be used in the carburetor to preverl[ the

formation of ice or co remove ice already formed. A con-t.rol knob, located on the fuselage rum-over beam ar thepilot'S Ieft hand, is pulled our co admir warm air fromthe engine comparcmenc inca the carburetor. This knobis pushed in [Q admit outside air. To insure full rravel ofthe heat door, rotate the knob "clockwise" after pushingknob "in" and rotate knob "counter-clockwise" after

pulling knob "our." Knob should be rotated until itcomes against a positive stop.9. M ISCELLANEOUS EQU1PAlENT.

II. Relief Tube.A relief rube is located beneath the right side of the

pilot's sear.b. Data Case.The data case (Fig. 5-2) is artached to the under

side of the cop section of the fuselage gun comparcmemcowl.c. First Aid Kit.A first aid kit is located in [he aft fuselage and j,

accessible through the radio door marked "First Aid Kit"forward of the stabilizer.d. Mooring Kit,

A mooring kit (Fig. 5-13) is locared on the deckof [he aft fuselage.

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RESTRICTED T, 0, NO, Ol-1l0FG-l

SECTION IIPILOT OPERATING INSTRUCTIONS

1. B.EFORE ENTERING COCKPIT.a .. It is essential that the pilot DETERMINE THE

GROSS WEIGHT by referring to the WEIGHT ANDBALANCE CHART for the applicable airplane. TheP39K-I weight and balance chan is on page 23 and theP-39L-I weight and balance chart is on page 24. Checkthe listed basic and alternate tabulated items againstthose Ioaded in the airplane. If the airplane i.. loaded inaccordance with the "Basic Load Items" whose weightsare entered under two loading conditions in the "Alter-nate Loading (Pounds)" column, the gross weight willbe found listed at the bottom of the chan. If any itemstabulated in the "Pounds" columns are omitted in theloading of the airplane, deduct -tbe weight of these mis-sing items from the "Gross Weight" and the answer willbe the correct gross weight as the airplane is actuallyloaded.

A wise pilot, before he startsCarefully studies his maps and chartsWon't end his fiight far from his markAs IItasty dish for a hungry shark!

b. FLIGHT OP.ERATION INSTRUCTIONCHARTS on page 27 for P-39Kl and page 28 forP-39L-l are provided for fight planning purposes. Thefollowing outline may be used as a guide to assist person-nel in their use in FLIGHT PLANNING.

NOTEIf the Bight plan calls for a continuous Bightwhere the desired cruising power and air speedare reasonably constant after take-off and climbto 5000 ft., the FUEL REQUIRED and FLIGHTTIME may be computed as II "single section8igh!,"( I) Within the limits of the airplane, the fu

required and fiying time for a given mission depenlargely upon the speed desired. With all other factoremaining equal in an airplane, speed is obtained atsacrifice of range, and ra.nge is obtained at a sacrificespeed. The speed is usually determined after consideing the urgency of the Bight plotted against the ranrequired. The time of take-off is adjusted 50 as to hathe Bight arrive at its destination at the predeterminedtime.

(2) Select the FLIGHT OPERATION INSTRUCTION CHART for the model airplane and gross weigto be used at rake-off. Locate the largest figure entereunder g.p.h. (gallons per hour) in column 1on the lowhalf of the chart. Multiply this figure by the numband/or fraction of hours desired for reserve fuel. Athe resulting figure to the number of gallons set forin the chart footnote No.2, and subtract the total frothe amount of fuel in the airplane prior to startingengine. The figure obtained as a result of this computtion will represent the amount of gasoline available aapplicable for flight planning purposes on the RANGIN AIR MILES section of the FLIGHT OPERATIONINSTRUCfION CHART.

(3) Select a figure in the fuel column equal to,the next entry less than, the available amount of fuin the airplane as determined in paragraph 1. h. (above. Move horizontally to the right or left and sela figure equal to, or the next entry greater than, themiles (with no wind) to be flown. Operating valucontained in the column number in which this figuappears, represent the highest cruising speed possibat theraflge desired,. however, the airplane mayoperated in accordance with values contained undOPERATING DATA in any column of a higher nuher with the flight plan being completed at a sacrificespeed but at an increase in fuel economy.

(4) Using the same column number selectedapplication of instructions contained in paragraphb. (3), determine the indicated air speed and gallo

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per hour listed at sea level in the lower section of thechart under the sub-title OPERATING DATA. Dividethis "lAS" into the air miles to be flown and obtain thecalculated flight duration in minutes, which can then beconverted into hours and minutes and deducted from thedesired arrival time at destination in order to obtain thetake-off time (without consideration for wind) _ Toallow for wind, usc the above "lAS" as ground speedand calculate a new corrected ground speed with the aidof a flight calculator or by a navigator'S triangle ofvelocities.

(5) The airplane and engine operating values listedbelow OPERATING DATA in any single numberedcolumn arc calculated to give constant miles per g,dlonat any altitude listed. Therefore, the airplane may beoperated at ilny altitude and at the corresponding setof values given so long as they are in the same columnlisting the range desired.

CAUTIONRANGES listed in column Iunder "Max. Conr,Power" are correct only at the altitude given inthe chart foornore I, and the engine and airplaneoperating data listed under OPERATINGDATA will give constant miles per gallon ifoperation is consistent with values set oppositethe listed altirudcs.

(6) The flight plan may be readily changed at anytime n route, and the chart will show the balance ofrange at various cruising powers by following the"INSTRUCTIONS FOR SING CHART" primed oneach chart.

d. If the original flight plan calls for a mission requir-ing changes in power, speed, gross load or external load.in accordance with "GR. \'!VT." or "EXTERNALITEMS" increments shown in the series of "FlightOPERA TION INSTRUCflON CHARTS" provided,the total flight should be broken down into a series ofindividual short flights, each computed a - s outlined inparagraph 1. b. in its entirety, and then added togetherto make up the r ora l flight and its requirements.b. Obit/iiI [light clearance.(I) I (he event of war operations, secure radio

f reguency assignment for rh e flight.(2) If radio model SCR274 is installed in the air-

plane, be sure correct transmitter is installed and tuned

for proper frequency.(3) If radio model SCR522 is installed in the air-

plane, be su re correct crystals are installed for properfrequency.

(4) Be sure that the oxygen tank shut-off valveor valves (depending on whether one or two tanks arcinstalled) have been opened.

(5) ENTRANCE TO THE COCKPIT is madethrough [he right hand door. The door is opened bypushing in the upper end of the flush handle causing ir[Q hinge out, UPOD which it can be pulled upward, open-ing the door.2. ON ENTERING THE COCKPIT.0 Special check for night flying.

(I.) Tum battery switch (Fig. 7-23) "ON."(2) Turn cock] it lights (Fig. 7-58) "ON." The

three cockpit lights arc all controlled by the one switch.(3) Turn lefr fluorcsccnr light (Fig. 7-58) "ON_"(4) Turn right fluorescent light (Fig. 7-58) "ON."(5) Test-operate gunight rheostat (Fig. 7-1).(6) Tcst-opcrure the landing light by first operat-

ing landing light motor switch (Fig. 6-7). \\!hen lightis extended turn on the light switch (Fig. 6-8) for notover 3 (three) to 5 (five) sccurrds. Test ihe completeoperation of the motor switch (Fig. 6-7) by retractingthe light.

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RESTRICTED T. O. NO. 01-110FG-1(7) Test-operate "RED" .recognition light switch.(S) Test - operate "GREEN" recognition light

switch.(9) Test - operate "AMBER" recognition light

switch.h. Check for all Bights.(1) I.gnition switch (Fig. 7-30) "OFF,"(2) Fuselage guns switch (Fig. 7-21) "OFF."(3) Wing guns switch (Fig. 7-21) "OFF."(4) Cannon switch (Fig. 7-21) "OFF."(5) Landing gear control switch (Fig. 6-2)

"OFF."(6) Check that posicion of landing gear clutch

handle (Fig. 10--8) is in position for electric operationof the landing "gear.

(7) Flap Control Switch (Fig. 6---:2) "OFF."(8) Generator Switch (Fig. 7-31) "ON."(9) Parking Brake "ON." To set parking brakes

depress brake pedals (Fig. 7---46), and pull out on park-ing brake handle (Fig. 7-19).

(10) Adjust rudder pedals for correct leg length bypushing outboard on the spring loaded lever (Fig. 7--48)on the outer side of each rudderpedal, adjusting themto length and then release the lever, locking them inplace. BE SURE BOTH PEDALS ARE ADJUSTEDEQUALLY. Check for full right and left movements ofthe rudder.(n) Check for free movement of control surfaces.(12) Check. oxygen control valve and supply.

3. STARTING ENGINB.II.WITH AIRPLANE IGNITION SWITCH "OFF"

turn propeller over (2) two or (3) three completerevo-lutions by hand.

h. Turn Battery Switch (Fig. 7-23) "ON."c. Turn .Ignition Switch (Fig. 7-30) on to "BOTH."

The fuel quantity gauge, the carburetor air, the free air,and the coolant give readings upon operation of theIgnition. Switch. (The coolant will not register if itstemp. is below 50D C).tl. Turn Fuel Selector Valve (Fig. 9-9) to "RES.TANK."e. TumPropeHer Safety Switch (Fig. 6---:9) to "ON."

NOTESelection of the reserve tank is recommended asit provides sufficient fuel for both "WARMUP" and 'TAKE-OFF."

f. Set the Mixture Control Handle (Fig. 6---:10) tothe "IDLE CUT-OFF" range.

g. Set the Propeller Governor Control Handle (Fig.6---:11) to the full "FORWARD" position and turn Pro-peller Switch (Fig. 7-29) to "automatic."

h. Crack the Throttle (Fig. 7-62) open approxi-mately 1" (one) inch.i. Turn Electric Booster Fuel Pump Switch "ON."

Add prime engine. Priming completed TURN ELEC-TRIC BOOSTER FUEL PUMP SWITCH "OFF."i. Give the primer (.Fig. 7---43) (2) two or (3)th.ree

full strokes when engine is cold and Y z or (1) one fullstroke when engine is warm.k. Energize the starter by pressing the starter pedal(Fig. 7---45) downward with the heel and hold until theinertia .. f1ywheel sounds asthougb it has reached maxi-mum r.p.m. Then engage the starter by tipping thestarter pedal forward with the toe. Hold pedal until theengine fires regularly, then release. WHEN THEENGINE STARTS, PUSH MIXTURE CONTROLHANDLE (Fig. 6---:10) FORWARD TO "AUTO-MATIC RICH," AND TURN ELECTRlC BOOSTERFUEL PUMP SWITCH "ON."

NOTETHE ELECTRlC BOOSTER FUEL PUMPMUST REMAIN "ON" UNTIL THE TAKE-OFF IS ACCOMPLISHED.

NOTEThe fuel warning light (Fig. 7-51) automat-ically goes out when the engine runs smoothly.However at altitudes over 10,000 ft., the fuelwarning light will again go on showing that thefuel pressure has dropped. The Electric BoosterFuel Pump should be turned "ON" again tomaintain the necessary fuel pressure.

4..ENGINE nrARM UP.4. The engine should be warmed up at a speed that

is free fromvibration, UDder 1400r.p.m. During engi?e

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"warm up" resr-operare the flaps by placing the flapswitch (Fig. 7-24) in th e 'DOWN" position until theindicaror (Fig. 6-3) shows fully down. Then placethe flap switch in the "UP" position until the indicatorshows fully up.

h. Operation IS assured for flight when the OILTEMPERATURE GAGE (Fig. 7-11.) shows a rem-perarure of not less than 30 C and the PRESTONETEMPERATURE GAGE rhows a remperature of norless rhan 85C. The oil pressure gage (Fig. 7-11) mayflucruare during warm up, but this should subside whenrhe oil lemperacure increases, cveruual ly becoming prac-tically steady.S. ENGINE AND ACCESSORIES GROUND CHECK.

fl. j\/Iagne/os should be tested at approximately 2300r.p.m. when rh e engine is warm.

CAUTION.In checking individual magnclO. do nor testabove 2300 r. p.m. nor below 1500 r. p.m.ore (he loss of revolutions or manifold pressure

when switched ['Q one magneto a t a rime. \X/henever anengine is operared on only one magneto, the manifoldpressure rnusr nor exceed maximum cruising manifoldpressure to avoid detonation when firing on only oneset of spark plugs. It is important CO switch back (U"BOTH" and leave switch in rhar po ition until theengine has picked up the loss in r.p.m. resulring fromoperating on one magnero before resting for r.p.m. onthe other magneto. The normal loss when operating onone magneto should nor exceed 80 r.p.m. The differencein timing of the rwo magnetos results in loss of r.p.rn.or manifold pressure when operilting on either magnetoalone. This check should be made in as short a time 'ISpossible and should nor exceed 15 seconds.

CAUTIONOn engines incorporating auromaric boost con-trol, it is nece silry to observe the tachometerreading imrnr-d iarcIy after switching ro single

Release P(lrkillg Brakes Be/ore Take-O ff

Revised April 15, 1944

I magne(Q operating before th e automatic boostcontrol has had rime to compensate for [her.p.m. drop.h. Prope";r.-The P-39K-1 airplane is equipped with

an Aero products hydraulically operated propeller. Toassure efficient operation of [he propeller move the pro-peller pitch control handle located at the side of theengine control quadrant (Fig. 6-11) back and forthfrom 1400 r.p.m. co 2300 r.p.m. several times to free theoil in th e hydraulic unit rhen push forward (Q "Take-Off."

The P- 39L-l ai rplane is equi pped with a Curtiss elec-trically conrroltcd propeller, the automatic operarionshould be checked by (j rst setting the chronic lever (Fig.7-1l2) [0 2,00 r.p.m. wirh the pitch control handle(Fig. 6-11) in full low pitch posicion. The propellerpitch control handle should then be pulled back untilapproximately 200 r.p.m. decrease is observed, chenretur n to original setting. again repear, and (hen placethe control pitch handle in automatic posicion for"Take-Off."6. TAXII G INSTRUCTIONS.

fl. Release [he parking brakes by depressing bothbrake pedals.h. From a standing start it is not possible co starr a

sha rp turn in one direction .i the pla ne has been stoppedwith the noscwhecl pointed in rhe opposite direction.Get the airplane moving and (hen apply brakes in di r cc-lion of rh e desired tu r n.c. Clear rh e engine by ;1 "burst" of throttle and (;IXI

down the runway for take-off position. When the rhrorrlcis appl ied quick Iy there is a tendency for the airplane0 swing (Q rh e lef r. This is due [0 engine and propellerrorgue and may be easily corrected by application of"full right rudder" or a combination of "right rudder"and "righc brake."7. TAKE-OFF.a. Both cabin door must be tightly closed and rhc

auxiliary latch (Fig. 7-59) above each door securelyfasrcnvd. This latch prevents th e door from opening athigh speeds, In case of an emergency rest assured chatthe cabin doors can be immediately released as the emer-gency release handle (Fig. 7-50) breaks illI door fast-eillngs.h. It is recommended chat the rrirn tabs be set for th e

rake-off as follows:Rudder trim tab--4 graduations "Right Rudder."Elevator trim tab--3 or 4 graduations "Nose Up."

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RESTRICTED T. O. NO. Ol-llOFG-l

Aileron (Tim tabs-"Zero" setting.

NOTEPROLONGED IDLING OR TAXIING WILLRESULT IN FO LED PL GS; TI-IIS CAN BEREMEDIED BY A BURST Of THROTfLETO APPROXIMATELY 2200 H.P.lVI.

c. The coolant shutter control (Fig. 10--4) and theoil shutter control (Fig. 10-5) must be adjusted priurro "Take-Off" 10 suit prevailing climatic conditions.Further adjusrrnenr must also be made in flight (0main-min the necessary operating temperatures.

d. It is recommended that a mechanical take-off bemade. Because of the tricycle landing gear. ir is a goodpractice to ease the ship from the ground when an indiocared airspeed of 100 rn.p.h. is attained.

e. After reasonable altitude has been gained. (urn theLanding Gear Switch (Fig. 6-2) to "UP," raISIng rhclanding g(;ar.f. Turn rhc Flap Switch (Fig. 7-24) to "Up."(Assum ing the fla ps have been used in rake-off.)

g. Place the Landing Gear and Flap Switches to the"OFF" position.h. Now throttle down to a manifold pressure of ap-

proximately 37.5 inches h.g., reducing the engine speedto about 2600 Lp.m.8. IF THE ENGINE FAILS DURING TAKE-OFF,

LAND PLANE ON BELLY.WARNING

Oro p be IIy tilnk Iirst.Should the engine fail during take-off, pur the nose of

the airplane down and maintain flying speed. Raise thelanding gear if level ground is nor ahead and fully lower(he Haps. Then turn (he "Ignition" switch off and landstraight ahead.

WARNINGff a belly tank is installed. drop L[ before aforced landing.

9. CLlMB.- The best climbing speeds of these airplanesare as follows:a, Altitudes up to 5000 fr 162 ias.b. Altitudes 5000 fc. to 10,000 fr 160 las.c. Altitudes above 10,000 r 158 las.

with a drop of J rn.p.h. for every 1000 ft. additionalaltitude.

Revised April 15, 1944

10. fLIGHT QPEIVITION.a. Tu increase engine puwer during flight. ser (h

Mixture Control Handle (Fig. ()-IO) in the "AutoRich" posicion, adjust the propeller control handle (Fig6-11) CO the desired r.p.m. and then readjust (he mixture controls if necessary.h. To decrease engine power during flight. adjust rh

Throttle (Fig. 7-(2) to the desired manifold pressure.adjust the Propeller Control Handle (Fig. 6--11)obtain rhe desired f.p.m., and then readjust the mixturecontrol as necessary.11. GENERAL FLYING CI-lAUACfEIOSnCS.II. Fuel sclcccion was noted "Resen'L: Tu nk " fo

"Take-off."(1) After about (WCl1ty PO) minutes shift [0 Bell

Tunk (aux.) and run it dry.(2) Run "Right Tank" dry.(3) Run "Le(( Tank" dry.(4) Switch to "Reserve."

NOTE"Left Tank" will pnrrial ly rcfill i~ flight due lUvent return lines.

WARNINGNever turn selector valve !U ...Aux .," (Bellytank ] when it is not in .ral lcd.

b. In cruising flight, (he fullowing g,lges and theirespective readings give the must sacisfnccory indicationof the engine's performance:R_P.M 1600 to 240Oil inlet temp 60"C to 80nOil pressure (lbs.Zsq. in.) 60 to 7Presrone outlet remp " IOOC (Q IZOReduction gear box oil pressu rc (Ibs.ysq. inch) .... 60-12

CAUTIONIn the event any of the above mentioned operarion gages appear very irregular. it is recom-mended rhat the engine be thrortlcd down.Then, if the cause of the irregularity is nor ap-parent. land (he airplane and have the (roubleinvestigated and corrected.

12 . ENGINE FAILURE DURING FLIGHT,Should the engine fail during flight follow [he sam

procedure as recommended for emergency landing bcause of engine failure during "Take-off."

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RESTRICTED T. O. NO. 011l0FG1

13. STALLS.This airplane has good stalling characteristics. (about105 m.p.h. flaps "UP" or 90 m.p.h, with flaps "DOWN").The airplane will mush considerably at stalling speeds.The stall occurs first at the center section of each wingpanel and progresses outboard. To recover, allow thespeed to build up sufficiently Of approximately between130 and 140 rn.p.h, so as to completely unstall the center

section.14.. SPINS.

Q. Deliberate spinning is not recommended, However,if a spin occurs, rapid recovery can be made as follows:(1) First apply full opposite rudder.(2) Wait until rudder effect is noticeable tbe applyfull forward stick,(3) Aileron as follows and simultaneously with for-ward stick:(a) No ammunition in wings-aileron with spinwill help.(b) 300 to 1000 rounds in each wing gun box-

aileron against (left stick in right spin) is extremelyimportant,(4) The spin is usually oscillatory in rate and it. ismandatory that the opposite rudder be applied when thespin is at its slowest,(5) If the procedure above is followed, the airplanewill recover in one-half turn. If the procedure is nor fol-lowed closely, the airplane may not recover.

15, ACROBATICS,Q, Normal loops, slow rolls and Immelmans are alldone with case,b, The following acrobatics are not recommended:(I) Snap rolls.(2) Outside loops.(3) Spinnning,

Revised 6-30-43

16. DIVING.It is necessary to trim nose heavy when diving this air-plane, otherwise the airplane will make a severe pull outas speed is attained. The maximum permissible divingspeed is 523 miles per hour. 475 m.p.h, is the maximumrecommended indicated air speed.

NOTETo decrease the possibility of the engine mal-functioning and missing considerably, uponopening the throttle after pull out fromPOWEROFF DIVES, the following precaudonwill be rigidly observed:"'DO NOT CLOSE THE THROTTLE TOALLOW A MANIFOLD PRESSURE OF LESSTHAN 20 INCHES HG DURING DIVE."

WARNINGPull outs from dives at maximum permissibleindicated air speed are 10 be started at 9,750feet minimum altitude,

17, EMERGENCY EXIT.Trim airplane nose heavy and switch off. Pull erner-gency release handle and push out on doors.

NOTEDoor will release when handle is approximately90 to. side of ~irp[ane, Slightly bank airplaneand slide off wmg,

17a. IN CASE OF FIRE.CAUTION

Inca~e fumes begin emering the cockpit, thecockpit heater should immediately be switchedto co!d air. Thjs is to prevent preslOne fumesemenng cockpit through [he hot air duct .incase of a bursted radiator or presronc Iine,lB. APPROACH fOR LANDING.

1I. Turn the fueiselccror (Fig, 9-9) (0"Reserve tank"and turn on electric fuel booster pump.CAUTION

Never use left tank for "Take-off" or "Landing."b. Next, lower the landing gear at a speed not over200 rn.p.h. The "pop-up" indicators, one over each main-w~eel and one over the nosewheel in the right gun cowl,will show when the landing gear is fully extended forlanding. Also the "Position Indicator Panel" (Fig, 6--3)in [he cockpit will double check the position of [he land-ing gear. The warning horn (Fig. 10--9) will not sound

when the throttle is cut if [he landing gear is extended,c, Lower the flaps if desired or if necessary due toshort fields,d. Return "landing gear switch" to "OFF."e. Return "Flap Switch" to ..OFF ."

CAUTIONIn the event the landing gear does not extend,crank it down manually by means of (he emer-gency handcrank.

19 - RESTRICTED


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Never lower flaps at speeds exceeding /45 m.p.b.

f. Emergency operation of Landing Gear.(1) Place landing gear switch in "OFF" position.(2) Turn the landing gear dutch handle backward;

slow the airplane down co 130 m.p.h, or slightly less andby means of the ratchet emergency handcrank, operatethe landing gear down. If unsuccessful, reverse the ratchetand operate the landing gear up. Then again reverse theratchet and repeat.

(3) A normal approach is a glide. With flaps fulldown and no power applied, the glide path and glideattitude of the airplane are extremely steep and it is neces-sary to maintain a gliding speed of about 130 rn.p.h. inorder to have sufficienr control to level our before con-caning the ground. If a power on approach is made withthe airplane in about the landing artirude, a gliding speedof 110 m.p.h. will be comfortable.

g. The'l Land.(1) Forget that the ship has a tricycle rype landing

gear and make a normal type landing. This type landingshould be one where the nose of the airplane is well upand the main wheels touch me ground before the nose-wheel (In other words a landing artirude equivalent to(hat with a conventional gear). This type landing willresult in a landing speed between 95 and 100 rn.p.h, Oncethe main wheels touch the ground, the plane will withoutany help from [he pilot nose "Down" until the nosewheelis on the ground. There will be no tendency whatsoeverfor the airplane to ground loop or bounce.

(2) During the landing run, do not lock the brakeor apply them continuously. Itis recommended chat thebe applied, [hen released numerous times, thus preventing severe wear on the tires and overheating of the brakesStopping will be accomplished equally as well if done ithis manner, as it would by applying and holding on fulbrake.

NOTEThis point is stressed as application and holdingon fuJI brake will Jock the wheels and causeskidding, which wi ll , in all probability, ruin thetires on the main wheels.

(3) It should also be emphasized that due to thfavorable landing characteristics of the Airacobra, itnot necessary to land this ship at speeds above 95 to 10rn.p.h. In fact, the landing run increases greatly in relationto the landing speed, i.e., a pilot landing at 1)5 m.p.hrequires two times the landing run necessary for a landingaccomplished at 90 m.p.h.

(4) \""hile taxiing back to the hangar, the flapshould be retracted, the oil and coolant shutters shouldbe "Open."19. STOPPING ENGINE.The carburetor is equipped with an "Idle CutOff"

(curoff at about 1000 r.p.rn.) which stops the engine.a. Care must be taken after stopping the engine, t

rurn the ignition switch "Off," CO prevent any seriousaccident which would result from possible "Kick-Over"of [he propeller with the ignition turned "On:'

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RESTRICTED T . O . NO. 01-11 OFG-1

Slay Clear of Propellers

20. BEFORE LEAVING COCKPIT.Q. Turn fuel selector valve "Off."h. Place all cockpit light switches, picot heater switch,

fuselage light switches, erc., in "Off" position.c. Place battery switch in "Off" posi rion.d. Unlock auxiliary door latches prior [Q opening

cabin doors.

- 21 -

e. If oxygen has been used during flight, close valve toprevent leakage.2l. OIL DILVTlON.Oil dilution is recommended when outside temperarure

is below 0 Centigrade (32) F. The dilution of the oil isaccomplished prior to stopping the engine by operatingthe "Oil Dilution" valve switch (Fig. 7-(3) to "ON"for approximately four (4) minutes with the engine ru n-ning at approximately BOO r.p.m. The four (4) minuteoperation of the oil dilution valve switch is recommendedas [his period has given most satisfactory dilution whenoil and coolant temperatures have not been too high atthe rime of dilution. \Vhen coolant remperarures are toohigh (over lOOC_ for coolant and 70C_ for oil), it willbe necessary to shut the engine off and allow co cool;then again starr the engine and proceed as described above.

NOTEOne (l) quart of gasoline enters the oil systemper each minute of operation of rhe swi rch atapproximately 800 r.p.m. This will vary at differ-em r.p.m.'s, bur there is very little danger of overdilution.

RESTRICTED


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RESTRICTED T. o. NO.Ol~110FG~1SECTION III

FLIGHT OPERATION DATA1. WEIGHT AND BALANCE COMPUT ATlONS. 3. SPECIFIC ENGINE FLIGHT CHARTS A

T AKEOFF, CLIMB AND LANDING CHARa. The Weight and Balance Charts contained in thisSection are described, and their use explained, in Sec-tion 2. a. The easily understood Specific Engine Flight Chgive the minimum, maximum, and desired operable

ditions of the engine.2. FLIGHT OPERATION INSTRUCTION CHART.a. The Flight Operation Instruction Charts also con-

tained in this Section are described, and their use ex-plained, in Section 2.

b. The self explanatory TakeOff, Climb and LanChart contained in this Section gives the recommenoperation of the engine under varied conditions.

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RESTRICTED T. O. NO. 01-11OFG-l

A I A P LAN E III 0 DE LSWEIGHT a BALANCE CHART

_ p - = 3.9K-l = .B E _

BASIC LDAO ITEMS POUNDSWEIIiIHT EIIIPTY, il~CLUOI"11 IPrestone, 522 and 535 Radios, Oxygen, Deicing Fluid 5658.0FIXED GUN INSTAlLATION (51: ( 2 ) _ 5 o . CAL.~ LI. (4 1__3D CAL. 99 LI. _ "I>I~L'.fiXED CANNON INSTALLATION (S)! (1 )_37_.... 238L,. (I __ 1111 LI.FLEXIBLE GUN INSTALLATtOH(1): ( 1- -_CAL. LI. I. - - CAL.FLEXIBLE CANNONINSTALLATIONIII! i 1 1111====..b.L11,-. _----'I_L. _ 1111(QUIPNENT:- NAVIGATION LI. PtlOTOGRAPHIC. LI OXYGEN LI.

PYROTECNICS IFLUUETC.I l O L a .Armorplate and Glass 231.0 Lbs. 241.0CREW 1 I Z ( ) ( I L I .UNCWlIN!! PA .. .. . CHUTfS I 200 LI. OIL I 9~4J . I l i i ! : ud. g:Pal 1qear ~~X271 .0

TACTICAL WEIGHT EMPTY I~V 6663.0

___ LI.LI.. _ 493.0

ALTERNATE ITEMSALTERNATE LOAOING (POUNOS)

I

8.0

FUEL i. L I ' N o ~ ~ ; J _ ULI. ~[~ IIIPElIALL.I U . ' i l l : r ~I)Internal Overload __ 1. . . . . . . . _ ( _ _ IAux. Tank Overload li (____ (__I

---(--)

I W C I I II J I II _ A l _ t .FUfL Bomber Radiomstau,lnternal InternaOnly Only

1170 0 720.0 720.0

93.0 8 . 0

GROSS WEIGHT

- 23-

5000

EXTR" TANK lSI INSTALLATION (75 Gal. 45 Lbs.)li a. C _.)SOliS INSTALLATION ISII INTERNAL (I LI.t hU[IINIoL -5.O.OLI. OR ( ) lJTEIINAL .- ..~LI.TO " P E DOl N ISTAL L A T ION

A.... UNITION: ___iQQ_IIDI.__fi_O_CAL. 1200Ilos.__3_Q_cAL.____3Q_ IIDS. .. .3 . 7_ . . II __ liD. --II"

'"SIIENeE''' IAe8AOIE IIlAX.I ll.

274N and 515 Radio {-5 Lb,,,,s--;.),--- _262.0 262 0 262 0

-5.0

ISISS.O 8169.0 7648.018200.0 8200_0 7600.0

RESTRICTED


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R.ESTRICTED T. O. NO., 01-110FG-lWEIGHT a BALANCE CHART

AIRPLANE .. OOELS_ p -=3.9 .L_-l=.B E _________------------------

BASIC LDAD ITEMS POUND,! WEIGH,T EMPTY. II~CLUDIMG I }, Prestone 5 2 2 and 5 3 5 radio Oxygen Windshield Dejcjog Fluid 5 7 3

FIl(EO GUN INSTAlLATION IS}: I2 I5 _ Q _ CAL 1 5 2 _ . _ Q _u. 1 4 1 . . 3 0 .AL. 99 u LB G L O < . 5.QHT.4....:O._ LeAXED CAHNON IHSTALLAnON (511( 1 ). . 3 . .7 _f III 2.3.8...LL8. I 1 _ _ 1 1 1 1 1 1 LaFLEXIBLE GU N IHSTALLIoTION(5): I 1- __ CAL. Lt. I 1 _ _ CAL. l a .fLEXIBLE CA.NNOH INSTALLATION IS)! I ) 1 1 1 1 1 1 LB I 1 .. - 1 1 1 1 1 1 -----Le 49'.-EQU IPMENT :- NAVIGATION LS PHOTQGRA PH IC LB QXYGE NW_ejghlB

PYRQTECNICS IFLARES ETC.) 10 Q L!. EmptyArmor Elate and Glass 2 3 1 . Q 2 4CREW 1 .aoo OIL 1 9 . 4 Incl ucr:-Z-Gal. ~a~Box-- 27~OOLB EA. INCll.I]l NIl PARACHUTE.S 1 LB. U.S.GAL IIIIP.GAL. ) LB.

TACTICAL WEIGHT EMPTY 6 7 3 8ALTERNATE LOAD ING ( POUNDS)A LTER N A TE ITEMS MAXMJM _Alt

FUEL lBomber Radio.11~H"'La.J.~

I FUEL 16LB.PER u.s. GAL. - 72 LB. PEA IMPERIAL GAL. } u s GAL. I~Ll fDternal InternalNormal I Q 4 (_-)Internal OVerload __l_ ( __ Only OnlyAux. Tank Overload 7 5 -(--)1 1 7 0 _ 7 2 0 7 2 0-- ---- -_ ( - I(---)-_.- ---- --- -- L J -- -_. - Add ---EXTRA TANK lSI INSTALLATION ( 7 5 Gal. 45 Lbs.) Add1 . 1 Gals 1.1 Gall: .EXTRA 0Lb.......i!1.REQUIR EO - " IIIUN IS SI


28/35

RESTRICTED T. O. NO. 01- 11OFG-1

I II II,,( / ) 1...J 1LLIi:IW~~~4-1-_ II Ia..Sd~~ e n l e nctrt>ll ' f">I' I r0...,0..1, ,

I ,I I

z:~11)tilZoi=czoCo)II:ILlCZ::Iu.I

~II::J: 'I-

~~o 10 I()W. I() N It)~ 0-u l~NIS

N,..:, . . , 10101010NNNN"_;NNC'lJNU:

- 25 - RESTRICTEDeviled April 15, 1944


29/35

RESTRICTED T. o. NO. Ol-110FG-l

Vl...JWoo:EwzClzw

I-a: ,I1

~.t ~.~8 ~S !ou r I~~ ~ . : ; -~ e ..~ ~-i 000 a 00 00 Q ;a: ._ ; ~!I '" '" 1000'" a '"0LL t>. 0 0 - N. 10 C a or 11.o e ~ . . " , N IIfl N- N'\t - ~~UI 0 t---t----1f---+----{,'::'nIu 0 '- - ' : : ; 1 000 000 a a a ~~ .J8 o n 00 000 0a 0w~ ~ ~SI ~;:; ~ ~ ~ ~ ~ ~ !~

. _ ; 1 9 i 1LL .,0o o-~8 .._c 000000000~ a ~ 0100..,..,0 00",>- o C I I . ~ - = ~ : ~ : ~ ~ :! ~ ~; t--t.;~""->0000000",0t;l

= ~oll: N! '" ~ = . . . . !01 tD Z~

-.. .'"~!-woz


30/35

RESTRICTED T. o. NO. Ol-llOFG-l

I i ::J:oZoI-o~a : :t;~Zo~wa. .oI-::I:C)_ ,u.

I-o!oJ~III:li:.:1110llol.. :t:~oCI-~3:~~.J.Jw"-a ::o - a : :wlol-a : : " -col(

IIlZw~a : : c n:li;C) w-II::"-oe-L..!a ::

- 27- RESTRICTED


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I1I11Ig :

l . I . . . . . . . J ~Io 1 - ,1-"' > - 1z, _JI~ I~ L l J I~I~ aJltnxlilJ

; _ i - ,~IJI011011I") 1 " )1c . . 1 d . 1I II IIe

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_J_JWLcIro.Q:wwI-a:"'-eI:eI:"'zw~Q:Vl= > ;


32/35


SECTION IVOPERATIONAL EQUIPMENT

I.OXYGEN EQUIPMENT.(1. Oxygen will be used when operating above 12,000

fcc. pressure alrirude.h. The pilot's oxygen mask hose has a rubber bayonet

connector. Be absolutely sure the mask connector will fitthe regulator output connections before starring the air-plane'S engine.c. The shut-off valve or valves for the bottle or bot-

des, depending whether there is a single or dual installa-tion, should be upened before each flight and closed aftereach flight to prevent possible leakage.d. Oxygen duration is 2 Y 4 hours at 25,000 feet with a

Type A9 regulator.or

4 V I hours at 25,000 feet with a Type A9 regulatorand two (2) oxygen bottles.2. AUXILIARY FUEL TANK OR BOi\W RELEASE.a. The bomb release handle or the auxiliary fuel tank

release handle is located on the lower left hand side of theradio panel just under the primer handle (see Fig. 19.)h. The bomb release control (used only when carry

ing 500 lb. bomb) is located on the floor directly in frontof the pilot'S scat and to the left of the propeller shaft.(See fig. 13). This control is in "Safe" position whenpulled back. Before pulling the "Release" on radio panel(marked Tank Release), push the "Release Control"forward into "Armed" position then the "Release" maybe pulled.c. Before releasing the belly rank, be sure that the

elector valve has been turned to one of the wing tanks.Then pull the release control.

The belly tank fuel line will automatically pulloutof the retainer inside the tank which holds ir in place.

NOTEThe auxiliary belly tank should always be re-leased before engaging in combat.

3. OPERAI'ION OF COMMUNICATION EQUIP-I\IENT.

d. Radio Se/-SCR53,)A Opera/jug l nstructions,

( 1) Before attempting to operate the SCR535ARadio Set, the detonator circuit should be checked asfollows:

(2) The detonator located in the Radio Receiver(BC-647A) is set off when a voltage of the requiredvalue or higher is placed across its terminals. This willoccur if the inertia or crash switch is operated or the twobuttons marked "DANGER" (located on the right handside of the radio control panel in the cabin) are bothpressed at the same time.

(3) When the airplane is on the ground for ilnylength of time, the detonator plug should be discon-necrcd from the detonator. (The detonator plug attachesto the deronaror located in the left hand side of theRadio Receiver, which is on the aft cabin deck.)

(4) Always test the detonator circuit to make cer-tain there is no voltage at the plug before arcaching itto the detonator. A test lamp, attached to a bracket onthe a_ft left hand side of the turn-over beam is used totest for voltage in the detonator circuit. Attach thedetonator plug to the test lamp circuit at the male recep'tacle near the test lamp. If the lamp lights there is voltageat the detonator plug and it should not be attached tothe detonator or destruction of the Radio Receiver willresult.

(5) If there is current at the detonator plug, asindicated by a lighted test lamp, it is probably due tothe inertia switch being tripped. To rest the inertia switch,proceed as follows:

(a) Remove rhe small adjustment setting wheelfrom its storage location on the top of [he inertia switchand use it to rum the small square shaft on the forwardleft hand side of the switch, in a clockwise direction untilthe Stop is reached. Then press the burton on the top ofthe inertia switch, remove the adjustment setting wheel,and then release the pressure on the button. (A springin the inertia switch will rotate the small square shaft ina counter-clockwise direction until it is automaticallystopped.) The inertia switch is now reset and [he restlamp should be out indicating no vol rage at the deron-nator plug.

NOTERe-attach the adjustment setting wheel to thetop of the inertia switch.

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RESTRICTED T. O. NO. 01-11 OFG-l(b) Rap the inertia switch lighrly with [he

knuckles and if correctly set the switch will not be trippedby chis test jarring and the rest lamp will remain off,

(6) The detonator may be tired not only by theinertia or crash switch but also b), a manual control onthe radio control panel in the cabin, This manua l conrrolconsists of two protected buttons marked "DANGER."To fire the detonaror both of these buttons must bepressed at the same time. To make certai n rh is manualdetonator control circuit is in operation, artach the dew-naror plug co test Iarnp circuit and press both "DANG ER" buttons at the same time, This shou Id Iight the testlamp, indicating chat the circuit is in operation.

(7) If the test lamp does not liglH when the two"DANGER" buttons arc pressed at the same time, eitherthe circuit is not in operation Of the test lamp is burnedout or broken, Replace the test lamp with a new one and;lgain test the circuit by pressing [he buttons. If the restl amp lights, the system isin opcrution.

(8) The deronaror circuit conrrullcd by the two"DANGER" buttons by-passes the inertia switch and isentirely independent of it. Therefore. pressing the"DANGER" buttons will not trip the incr tiu switch.

(9) The above tests have indicated that the inertiaswitch and the push butrons are in working conditionand si nee [he inertia switch has been reset and [he U!Stlamp is nor lighted it is permissible [Q artach the deto-nator plug-to the deronaror at the left hand side of theRaliio Receiver.

(10) The detonator plug should nut be inserted inthe detonator until the airplane is ready to leave on amission over enemy territory and should be disconnectedwhen the airplane is on the ground for any length oftime,

NOTEAlways test the detonator circuit before attach-ing the detonator plug, co the Radio Receiver.

b. The SCR-535-A Radio Set is a recognition set onlyand cannot be used for communication.

I (I) To start the radio equipment place the radioswitch, located on the radio control panel in the cabin,In [he "ON" position.(2) To stop the equipment, push the radio switch

Reyised 4-25-43

on the radio control panel to (he "Off" posicion.c, Radio Sel-SCR-522-f'1. 0IJt~/'(/tilig l nstrnctio ns,

(1 ) To start the radio equipment, push the butto"A," "B," "C' or "D" on contrul box BC-C,02-A, whiis located on rh e radio cont rul panel. Each hun.on metioned above sclccrs a different crvstul controlled IgueJ1(Y chunnc l. (The cummanding ofhccr will ginstructions regarding the f n:gul.'nq' r haruu-l ro be uscdAn irrdirator Tarnp below each channel-selector huuushuws the opl'f,l[Ur which channel is being used, Dimmmasks ar e provided to prt:\'t:nt glare from tlu: channeindirurur lamps during night opcrution. 1'\10\'e the dimmmask lever tu the Il'ft to cover the chunncl-ind ic.ulamps.

(2) After pressing rhe channel-selector huuonallow approximately one minute for the vacuum tubes- W;I[l11 up before art empring to usc t he rudio,

(3) Plac!.' t hc "T,-H.-V,-O," switch in thl.' "\'_0position for throttle but ron contrul of the rru nsrnrt t

(4) Tu t ra nsm ir, huld in the button on the th rotthand lc, close the microphunc swi rch (Ioca red in the oxgl'11 rnask ) and speak in to the m ir ruphune. (r\lway~ tuoff the microphone switch when rhe radio is nut in uit is advisable co develop (hi~ h.rbi r, sinc wheneverint crphonc sptem is used, f ail urc [0shut ofr the micrphone switch will permit exchange of outside noisbetween stations in [he circuit.)

(5) Since there is a slight delay in transferring frothe receive co the transmit con di riun. JU' [0n:];IY op"r.t ion, ir js advisable to begin thl' 111.'s~,lge with a mc.mingless wurd like "he llo" which will actuate the switching rncchanisrn and insure rhut the messagc is transmitted in full.

(6) To receive. release the button on the rhrottlhandle.

(7) Tu Stop the equipment, press the: "Off" burtoon the "T,-R,-V,.o." switch panel.

WARNINGThe opi-rarion of this radio cquipmem involvesthe use of high voltages which arc dangerousto life. A dangrruus potential exists un both therrunsrnittcr and rcrcivcr whenever the equip-rncnt is in either the transmit or receive condi-tion,

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RESTRICTED T. O. NO. 01-110FG-1

SECT ION VARMAMENT

1. GUN SIGHT OPERATION.The P-39K-l and P-39L-l airplanes are equipped with

an electrically operated gun sight located in me cabinabove [he main instrument panel (Figure 8--11) in linewith the pilot'S eyes. The gun sight is controlled by arheostat (Figure 7-22) located on the left hand auxil-iary switch panel.2. GUNS.

Each airplane is equipped with a 37 mm. cannon locatedin the forward fuselage and firing rhrough me nose ofthe airplane, two (2) .50 calibre machine guns located inthe forward fuselage of the airplane and synchronized tofire through the propeller blades and four (4) .30 calibermachine guns located rwo (2) in each wing. The cannonand machine guns are manually charged by the pilot andelectrically fired from the cockpit.3. GUN LOADING.Loading 37 mm, Cannon,To load the 37 mm. cannon on the ground pull the

cha.rging handle twice and the loading handle once. Thiswill leave a live round in the chamber ready to fire. Ifthe cannon jams in the air, pull the charging handle onceand then the loading handle once.Loading 20 mm, Carmon.The 20 mm. cannon can be charged from the groundonly, There are no charging or loading controls C O be

operated by the pilot.Loading 50 Cal. Fuselage Guns.

Pull [he operating handle completely to the rear "cocharge," Release Operating Handle "to load." (Do nothold onto handle while it is rerurning to the forwardposition). To lock mechanism to the rear (gun safe), pulloperating lever full rear and down. Lever should thenscay [0 the rear. To return to barrery position, knocklever up. After guns have been fired and barrel is hot, donot lock action in the intermediate position. Reason: Theheat of the barrel will explode the cartridge. \"X'ith thegun action open chis will cause flashback into the cockpitand armament comparrmenLLoading 30 Cal. IF! i ,Jg Guns.Pull floor charging handle (one handle for each

gun) full up "to charge" and RELEASE "to load." To

hold gun open, pull handle full up and engage olive allcharging cable above the slor in the rim of the chargingcable hole through the floor.4. GUN OPERATlON.The gun switches (toggle type) (Figure 7-21) are

located on the left hand auxiliary switch panel; theseswitches select the gun to be fired. Firing is then accom-plished by depressing the trigger (Figure 4) locatedOn the forward side of (he pilot'S control stick. Itwill firesimultaneously all the guns selected by the toggle selectorswitches. The cannon toggle switch is located on the lefthand auxiliary switch panel; firing is accomplished bydepressing the push button located on the (OP of thehandle of the pilot's control stick. In the event one ormore guns jam, the others will continue to operace.

NOTEBe sure a.1I gun switches are in the "Off" posi-cion before landing.

5. BOMBING EQUIPJ\1ENT.Provisions are provided on [he P-39K-l and P-39L-l

airplanes for the optional insrallarion of a 500 or 600pound bomb or auxiliary fuel tank [0 be carried on thebottom of the airplane. The installauon consists of abomb release handle" Armed" and "Safe" lever and (herelease bracket to which the bomb or tank is attached.a. The bomb release handle is located on the lower left

hand side of the radio control panel. To release pull up-ward and afr.b. T be "Armed" and "Sate" lever is located on [he

left hand side of che cabin floor adjacent (Q the pilot'sSCat. The lever pushed to (he forward position arms thebomb for ex] losion before it is released. This lever incor-porates a spring loaded handle which must be pusheddown [0 release the locking pin from (he senor beforethe handle can be moved.c. The release bracket is installed on (he lower surface

of the wing center section and includes a spring loadedhook device which releases the bomb automatically, whenthe bomb release handle is pulled in the cockpir.

CAUTIONIf it is desirable co remove a bomb afrer landing,make certain the "Arm" and "Safe" handle issecured in the "Safe" position before releasing it.

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APPENDIX IU. S.A.-BRITISH GLOSSARY OF NOMENCLATUREU. S. A. BRITISH

Accumulator Should 001 be confused with electrical accumulmor or batteryAnti-friction bearings _ Ball and roller bearingsBattery (electrical) , Electrical accumulatorBlade connecting rod Plain connecting rodBlock test Bench test under engine'S own powerBombardier or Bomber Bomb-aimerBox-end wrench _ _.._ Circular-ended wrench (for hexagon)Cap screw Setscrew or screwCenter of inboard wing pnnel.. Center sectionCheck valve (hydraulic) _ Non-rerum valveClevis Fork joint or knuckle jointClosed spanner-wrench with internal Jugs orsurface lugs Ring SpannerCouer pin Split pinCrock (used in hear-treatmem) Earthenware jarCylinder (hydraulic) _._ ..JackFillister head screw Cheese headscrewFlar head screw Countersunk head screwFlight indica lor Artificial horizonGall _ _ To fret or scoreg:~~in~~~~.s>..:::::::::::::::::::::::::::::::::::~:::::::::::::::::::::::::::i~d~~ance testGround (e lecrrical) EarthGross weight _ AI I up weightGyro horizon .Arrificial horizonGyro pilot. _ Auromaric pilotKerosene ParaffinKnuckle pin (used on rndial engines) Wrist pin or anchor pinLock washer. Spring washerManifold pressure BoostOil pan SumpOutboard panel Outer planePad Often used to designate thar portion of 11 raised machined surfacedesigned for mounting accessories, etc,Palnur Type of lock nulParker Kalon screw (sheet metal screw) .Piston pin Gudgeon pinPropeller AirscrewReticule (gun sight, etc.) GraticuleRound head screw _ , Cup head screwScreen FilterSetscrew _ Grub !CrewShip AircraftSlushing comoound COrrosion iohibiterSocket wrench Box spannerSpanner __ _.._ _ _. ._. CvspannerSpanner wrench Ring spannerStabilizer-Horizontal _ _ _ Tnil planeVertical FinSu.ck _ Manifold (inlet or exhaust)Sylphoo _ __ _ ..AneroidTachometer _._ .. Engine speed indicaeorTag LabelTest dub _ _ Test fani~:dt..~~;:::::::::::::::::::::::::::::::::::::::~:::::::::::::::::::::::rii~;~ion indicatorValve (fuel or oiJ) _ COCkWeight empty _.Tare

pilot flight manual for the p-39k-l

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