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JRJacobs
02-12-2005, 11:42 AM
The following are from the original manual (US Government no copyright), from the chapter entitled €œPilot Operating Instruction€
These have been excertped to remove paragraphs that are not modeled in IL2/FB/AEP/FB. as an example the entire section on use of the Autopilot for the F5 was removed. You wanna fly full real! here's what the manual says

PILOT'S FLIGHT OPERATING INSTRUCTIONS
FOR ARMY MODELS
P-38H Series, P-38J Series, P-38L- L-5 and F-5B AIRPLANES
Chapter €œPilot Operating Instruction€

1. FLIGHT RESTRICTIONS.
a. MANEUVERS PROHIBITED,
(1) Snap rolls and intentional spins.
(2) Continuous inverted flight.
(3) Airspeed or accelerations in excess of those given on the DIVE LIMITS placard (figure 25) which is posted in the cockpit of each airplane. Do not exceed 3.5 G's negative acceleration.
CAUTION
Extreme care must be taken during acrobatic maneuvers which require a downward recovery.
Acrobatics should not be attempted at altitudes below 10,000 feet.
b. AIRSPEED LIMITATIONS.
Maximum Allowable Condition Airspeed (Indicated)
Diving . . . . . . . . . . . . . . . . . . See Placard (figure 25) Section II paragraph 18
Landing gear extended. . . . . . . . . . . . . . . . 175 mph.
Flaps 100% extended. . . . . . . . . . . . . . . . . 150mph.
Flaps 50% e x t e n d e d . . . . . . . . . . . . . . . . . . 250 mph.
Landing light extended. . . . . . . . . . . . . . . . 140 mph.
300 Gal. droppable tanks installed.......250mph.

3. ON ENTERING PILOT'S COMPARTMENT.
a. CHECK FOR ALL FLIGHTS.

(3) (a) Check' operation of outer wing tank booster pumps by checking the fuel pressure.
(4) Oxygen pressure (figure 4-34) 400 to 450 Ib/sq in.
(5) Bomb selector switches (figure 4-20) ON and arming switch (figure 4-24) SAFE. (These positions insure that tanks or bombs may be dropped quickly in the event of engine failure at take-off.
(6) Throttles (figure 4-2) 1/10 OPEN. (3/4 inch.)
(7) Propeller control (figure 4-4) INC RPM. (Full forward.)
20) Fuel quantity (figure 8-20 and 21) adequate. Check the fuel level in outer wing tanks by pressing the low level test button (figure 12-4), or, (on modified airplanes) by operating the low level test switch on the side of the warning light box.

b. SPECIAL CHECK FOR NIGHT FLYING.€"Test by operating.

(1) Landing lights (figure 5-7). (Not more than 5 seconds for test.)
(2) Recognition lights (figure 7-13). (Not more than 10 seconds for test.)
(3) Cockpit lights (figure 5-11).
(4) Fluorescent lights (figure 5-5).
(5) Position lights (figure 5-6).
(6) Spot light (figure 4-1).

4. FUEL SYSTEM MANAGEMENT.
a. GENERAL.€"€¦ On all airplanes equipped with outer wing tanks, two low level warning lights are installed on the forward left-hand side of the cockpit. These lights automatically come on when fuel for approximately 5 or 6 minutes of engine operation remains in the tank.
b. NORMAL USE.

Note
Never exceed 250 mph indicated with 300 gallon droppable tanks installed.
(3) To release droppable fuel tanks:
(a) Raise flaps and landing gear.
(e) Press the release button (figure 4-27) when flying at an angle not greater than 30? from the horizontal.
(f) Full fuel tanks may be dropped without danger at airspeeds up to 400 mph. Empty 150 gallon tanks should be dropped only while flying at an airspeed of 160 mph or less. On late airplanes, droppable tanks are equipped with displacement struts which increase the safe dropping speed to 350 mph.

5. STARTING ENGINES.
Note
Engine fire extinguishers are NOT installed in this airplane. Strict adherence to the following instructions as to mixture control positions will reduce the possibility of fire. If fire does occur, shut off mixture control, tank selector valve, electric fuel pump, and ignition to the affected engine.
b. On unmodified airplanes check the .operation of the fuel booster pumps (figure 12-3 or 13-4). The fuel pressure with the engines not operating should be 15 to 16 Ib/sq in.
e. Turn ignition master switch (figure 5-1) ON.
f. Turn left ignition switch (figure 5-18) to BOTH.
g. Hold the starter switch (figure 5-3) to LH (lefthand) until the inertia starter has reached maximum rpm.
h. Push the engage switch (figure 5-4) to LH, still holding starter switch to LH, and prime as required.
i. As soon as the engine definitely fires, place the mixture control (figure 4-6) to AUTO RICH.
j. Return the mixture control to IDLE CUTOFF if the engine does not continue to run.
k. Stop the engine if oil pressure does not register within 30 seconds.
l. Start the right-hand engine by repeating the preceding paragraphs 5/b through /'k.

6. ENGINE WARM-UP AND ACCESSORY CHECK.
a. Keep the RPM under 1400 until the oil temperature reaches 40?C (105?F) or shows a definite increase of 10?C (18?F) and the oil pressure is steady below 75 Ib/sq in.
b. While the engines are warming up, test the communication equipment with the control tower, or with another airplane.

7. EMERGENCY TAKE-OFF.
a. When necessary, take-off may be made without the normal engine and accessories ground tests provided that the oil pressure is steady below 85 Ib/sq in. and that the oil temperature has shown a definite increase of at least 10?C (18?F) since starting. If necessary, use the oil dilution system to reduce the oil pressure.

8. ENGINE AND ACCESSORIES OPERATION GROUND TEST.
a. Extend and retract the flaps (figure 7-2) to check the operation of the hydraulic system. When both engines are operating at 1400 RPM, fifteen to twenty seconds is the normal extension time; twenty-five seconds is the normal extension time if only one engine is operating at 1400 RPM.
b. Check for normal fuel pressure (figures 8-7 and 8-14) 16 to 18 lb/sq in. with electric fuel pumps OFF. Check for idling pressure of 9 Ib/sq in.
c. Increase RPM to 2300.
(1) Check propeller control levers (figure 4-4) DEC RPM then INC RPM (full forward).
(2) Check propeller selector switches (figure 4-5) DEC RPM then INC RPM, then return to AUTO CONSTANT SPEED. Be sure that propeller warning lights (on P-38H only) glow when selector switches are out of AUTO CONSTANT SPEED.
(3) Check magnetos. Maximum normal drop, 100 RPM after shifting from both to either left or right magneto. Engine must run smoothly on either magneto.
(4) With the generator switch (two on later airplanes) ON, check the voltmeter (figure 5-8) for approximately 28 volts and the ammeter (two on later airplanes) (figure 8-12) for charge.
(5) Move intercooler flap controls to OPEN (if installed) and check operation of turbo-superchargers by opening throttles individually to take-off power (see specific engine Flight Chart in Section III).
CAUTION
Do not operate engines at take-off power for more than two or three seconds while on the ground.

JRJacobs
02-12-2005, 11:42 AM
The following are from the original manual (US Government no copyright), from the chapter entitled €œPilot Operating Instruction€
These have been excertped to remove paragraphs that are not modeled in IL2/FB/AEP/FB. as an example the entire section on use of the Autopilot for the F5 was removed. You wanna fly full real! here's what the manual says

PILOT'S FLIGHT OPERATING INSTRUCTIONS
FOR ARMY MODELS
P-38H Series, P-38J Series, P-38L- L-5 and F-5B AIRPLANES
Chapter €œPilot Operating Instruction€

1. FLIGHT RESTRICTIONS.
a. MANEUVERS PROHIBITED,
(1) Snap rolls and intentional spins.
(2) Continuous inverted flight.
(3) Airspeed or accelerations in excess of those given on the DIVE LIMITS placard (figure 25) which is posted in the cockpit of each airplane. Do not exceed 3.5 G's negative acceleration.
CAUTION
Extreme care must be taken during acrobatic maneuvers which require a downward recovery.
Acrobatics should not be attempted at altitudes below 10,000 feet.
b. AIRSPEED LIMITATIONS.
Maximum Allowable Condition Airspeed (Indicated)
Diving . . . . . . . . . . . . . . . . . . See Placard (figure 25) Section II paragraph 18
Landing gear extended. . . . . . . . . . . . . . . . 175 mph.
Flaps 100% extended. . . . . . . . . . . . . . . . . 150mph.
Flaps 50% e x t e n d e d . . . . . . . . . . . . . . . . . . 250 mph.
Landing light extended. . . . . . . . . . . . . . . . 140 mph.
300 Gal. droppable tanks installed.......250mph.

3. ON ENTERING PILOT'S COMPARTMENT.
a. CHECK FOR ALL FLIGHTS.

(3) (a) Check' operation of outer wing tank booster pumps by checking the fuel pressure.
(4) Oxygen pressure (figure 4-34) 400 to 450 Ib/sq in.
(5) Bomb selector switches (figure 4-20) ON and arming switch (figure 4-24) SAFE. (These positions insure that tanks or bombs may be dropped quickly in the event of engine failure at take-off.
(6) Throttles (figure 4-2) 1/10 OPEN. (3/4 inch.)
(7) Propeller control (figure 4-4) INC RPM. (Full forward.)
20) Fuel quantity (figure 8-20 and 21) adequate. Check the fuel level in outer wing tanks by pressing the low level test button (figure 12-4), or, (on modified airplanes) by operating the low level test switch on the side of the warning light box.

b. SPECIAL CHECK FOR NIGHT FLYING.€"Test by operating.

(1) Landing lights (figure 5-7). (Not more than 5 seconds for test.)
(2) Recognition lights (figure 7-13). (Not more than 10 seconds for test.)
(3) Cockpit lights (figure 5-11).
(4) Fluorescent lights (figure 5-5).
(5) Position lights (figure 5-6).
(6) Spot light (figure 4-1).

4. FUEL SYSTEM MANAGEMENT.
a. GENERAL.€"€¦ On all airplanes equipped with outer wing tanks, two low level warning lights are installed on the forward left-hand side of the cockpit. These lights automatically come on when fuel for approximately 5 or 6 minutes of engine operation remains in the tank.
b. NORMAL USE.

Note
Never exceed 250 mph indicated with 300 gallon droppable tanks installed.
(3) To release droppable fuel tanks:
(a) Raise flaps and landing gear.
(e) Press the release button (figure 4-27) when flying at an angle not greater than 30? from the horizontal.
(f) Full fuel tanks may be dropped without danger at airspeeds up to 400 mph. Empty 150 gallon tanks should be dropped only while flying at an airspeed of 160 mph or less. On late airplanes, droppable tanks are equipped with displacement struts which increase the safe dropping speed to 350 mph.

5. STARTING ENGINES.
Note
Engine fire extinguishers are NOT installed in this airplane. Strict adherence to the following instructions as to mixture control positions will reduce the possibility of fire. If fire does occur, shut off mixture control, tank selector valve, electric fuel pump, and ignition to the affected engine.
b. On unmodified airplanes check the .operation of the fuel booster pumps (figure 12-3 or 13-4). The fuel pressure with the engines not operating should be 15 to 16 Ib/sq in.
e. Turn ignition master switch (figure 5-1) ON.
f. Turn left ignition switch (figure 5-18) to BOTH.
g. Hold the starter switch (figure 5-3) to LH (lefthand) until the inertia starter has reached maximum rpm.
h. Push the engage switch (figure 5-4) to LH, still holding starter switch to LH, and prime as required.
i. As soon as the engine definitely fires, place the mixture control (figure 4-6) to AUTO RICH.
j. Return the mixture control to IDLE CUTOFF if the engine does not continue to run.
k. Stop the engine if oil pressure does not register within 30 seconds.
l. Start the right-hand engine by repeating the preceding paragraphs 5/b through /'k.

6. ENGINE WARM-UP AND ACCESSORY CHECK.
a. Keep the RPM under 1400 until the oil temperature reaches 40?C (105?F) or shows a definite increase of 10?C (18?F) and the oil pressure is steady below 75 Ib/sq in.
b. While the engines are warming up, test the communication equipment with the control tower, or with another airplane.

7. EMERGENCY TAKE-OFF.
a. When necessary, take-off may be made without the normal engine and accessories ground tests provided that the oil pressure is steady below 85 Ib/sq in. and that the oil temperature has shown a definite increase of at least 10?C (18?F) since starting. If necessary, use the oil dilution system to reduce the oil pressure.

8. ENGINE AND ACCESSORIES OPERATION GROUND TEST.
a. Extend and retract the flaps (figure 7-2) to check the operation of the hydraulic system. When both engines are operating at 1400 RPM, fifteen to twenty seconds is the normal extension time; twenty-five seconds is the normal extension time if only one engine is operating at 1400 RPM.
b. Check for normal fuel pressure (figures 8-7 and 8-14) 16 to 18 lb/sq in. with electric fuel pumps OFF. Check for idling pressure of 9 Ib/sq in.
c. Increase RPM to 2300.
(1) Check propeller control levers (figure 4-4) DEC RPM then INC RPM (full forward).
(2) Check propeller selector switches (figure 4-5) DEC RPM then INC RPM, then return to AUTO CONSTANT SPEED. Be sure that propeller warning lights (on P-38H only) glow when selector switches are out of AUTO CONSTANT SPEED.
(3) Check magnetos. Maximum normal drop, 100 RPM after shifting from both to either left or right magneto. Engine must run smoothly on either magneto.
(4) With the generator switch (two on later airplanes) ON, check the voltmeter (figure 5-8) for approximately 28 volts and the ammeter (two on later airplanes) (figure 8-12) for charge.
(5) Move intercooler flap controls to OPEN (if installed) and check operation of turbo-superchargers by opening throttles individually to take-off power (see specific engine Flight Chart in Section III).
CAUTION
Do not operate engines at take-off power for more than two or three seconds while on the ground.

JRJacobs
02-12-2005, 11:43 AM
9. TAXIING INSTRUCTIONS.
The airplane taxis easily and forward visibility is good. Use differential throttle control for turning to save the brakes. There is no danger of nose over or ground loop should it become necessary to turn sharply or to apply full brakes.

10. TAKE-OFF.
a. Check the following:
(1) Top hatch€"LOCKED IN PLACE. Side windows cranked (figure 13-2) CLOSED. Side window ratchets (figure 13-3)€"ON.
Note
Open side windows will cause buffeting of the tail section.
(6) Turn the course setting knob (figure 24-4), the elevator trim knob (figure 24-9), and the aileron trim knob (figure 24-7) to check operation of the units.
(2) Propeller levers (figure 4-4) INC RPM (full forward).
(3) Propeller selector switches (figure 4-5) AUTO CONSTANT SPEED.
(4) Mixture (figure 4-6)€"AUTO RICH.
(6) Dive flaps (figure 9-2)€"UP. (P-38L and late P-38J airplanes.)
(7) Wing flaps UP. Wing flap lever (figure 7-2) CLOSED. Up to 1/2 flaps may be used for short take-off run.)
(8) Flight controls free and proper movement
Note
Look at surfaces for this check, to see that they move in the right direction.
(12) Droppable tanks or bombs prepared for immediate dropping by turning bomb selector switches (figure 4-20) ON and arming switch (figure 4-24) to SAFE.
(14) Rudder, elevator tab 3? back and aileron tabs ZERO.
(15) Taxi a few feet straight down the runway so that the nose wheel will be in line when take-off power is applied. Maximum performance take-offs require holding the airplane with brakes at the end of the runway until engine power reaches the desired setting. Because of the tricycle landing gear, there is no tendency for the airplane to take-off by itself, and no feeling of lightness as take-off speed is reached. Start to ease the control column back at about 70 mph, then at 90 or 100 lift the airplane into the air.
(16) Hold brakes, open throttles to 46" Hg. 3000 RPM.
(17) Release brakes and keep manifold pressure below 54" Hg.
(18) Retract landing gear as soon as practical after leaving the ground.
Note
Retract the landing gear immediately after the airplane is off the ground so that the flight may be safely continued in the event of one engine failure after take-off.
(19) Reduce manifold pressure to 43" Hg. at 2600 rpm after clearing all obstacles.

11. ENGINE FAILURE DURING TAKE-OFF.
a. If one engine fails before the airplane leaves the ground, close both throttles immediately and apply full brakes. If it is going to be impossible to stop on the runway, retract the landing gear by turning the landing gear control release knob and raising the landing gear lever.
b. If one engine fails after the airplane leaves the ground, but before the safe single-engine airspeed (120 mph) has been reached, close both throttles and LAND STRAIGHT AHEAD. Retract the landing gear if it is not possible to land on the runway.
c. If one engine fails after reaching the safe airspeed of 120 mph and after the landing gear has started up:
(1) Reduce power enough to regain control, then apply power gradually. Hold enough rudder to prevent the airplane from skidding and hold the wings level.
(2) Release droppable tanks or bombs over an unpopulated area.
(3) Trim rudder tabs.
(4) Set the mixture on the dead engine to IDLE CUT-OFF.
Note
Do not apply so much power that the airplane cannot be held straight with the rudder. A manifold pressure of 45" Hg. at 3000 RPM should be enough to accelerate the airplane to a good single engine climbing airspeed of 165 mph.
(5) Feather the dead engine's propeller.
(6) Turn OFF electric fuel pump of dead engine.
(7) Circle the field and land, do not make turns into the dead engine unless trim and speed have been establish.

12. CLIMB.
a. Mixture (figure 4-6) AUTO RICH.
b. Intercooler flaps (figure 5-12) OPEN (if installed).
c. Refer to the Take-off, Climb and Landing Chart in Appendix II for the best climbing speeds at different weights, powers and altitudes. The average best-climbing- speed at sea level is 160 mph.
d. On P-38H airplanes, carburetor air temperature is critical in a high power climb between 15,000 and 25,000 feet. Above 25,000 feet turbo-supercharger overspeed is critical. Excessive temperatures will cause detonation and very rough engine operation resulting in loss of power and probable engine damage.
(1) On P-38J, P-38L, and F-5B airplanes with intercooler flaps OPEN, the manifold pressure is limited by the rating of the engine up to 25,000 feet. Above 25,000 feet, turbo-supercharger overspeed is again critical.
e. The following maximum manifold pressures are to be used for "War Emergency" only. Never exceed 60 inches Hg. In a climb above 25,000 feet these limits indicate the approximate values at which the turbo-supercharger warning lights should glow. In level flight it should be possible to obtain the manifold pressure shown below at slightly higher altitudes.
P-38J, P-38L
Altitude P-38H and F-5B
Feet B-13 turbo B-33 turbo B-33 turbo
up to 7,000 60 60 60
20,000 55 55 60
25,000 45 52 60
30,000 35 49 53
35,000 30 44 45
40,000 20 36 37
Early P-38H airplanes are equipped with type B-13 turbo-superchargers. Later P-38H airplanes and P-38J, P-38L, and F-5B airplanes are equipped with type B-33 turbo-superchargers.
f. Refer to the Specific Engine Flight Chart in Section III for power time limitations.
g. Refer to the Take-off, Climb and Landing Chart in Appendix II for rate of climb. Note correction to be made during hot weather.

13. GENERAL FLYING CHARACTERISTICS.
a. Due to the counter-rotating propellers, there is no noticeable torque effect in any two engine flying with this airplane. Rudder and aileron trim tab settings do not require adjustment as a result of changes in airspeed and power.
b. TO INCREASE POWER IN FLIGHT.
(1) Move mixture controls (figure 4-6) to AUTO RICH if maximum cruising power is to be exceeded (see Specific Engine Flight Chart in Section III).
(2) Move propeller controls (figure 4-4) to the new RPM.
(3) Move throttles (figure 4-2) to the new manifold pressure.
c. TO DECREASE POWER IN FLIGHT.
(1) Move throttles (figure 4-2) to the new manifold pressure.
(2) Move propeller controls (figure 4-4) to the new RPM.
(3) Re-adjust the throttles.
(4) Move mixture controls (figure 4-6) to AUTO LEAN if permissible.
e. On P-38J, P-38L, and F-5B airplanes the intercooler flaps should be open for take-off and climbs and nearly closed at all other times. Carburetor air temperature should not be allowed to exceed 45?C (113?F). P-38H airplanes are not equipped with intercooler flaps.
f. Flight operations should be planned from the Flight Operations Instructions Charts in Appendix II. When using these charts, make sure that the chart being used is applicable to the airplane. Charts are clearly marked to indicate the airplane model, the weight, and the external load items carried. If the weight or external load is to be changed during the flight, be sure to use the proper charts.
g. The airplane is stable at all normal speeds. The airplane becomes slightly nose-heavy when the flaps and landing gear are extended. Release of droppable fuel tanks causes no noticeable change. Two-engine cruising below 170 mph indicated airspeed is not recommended because the airplane requires more attention and range is not increased.

JRJacobs
02-12-2005, 11:44 AM
15. STALLS.
a. With power OFF, the airplane stalls at the following indicated airspeeds at the gross weight noted:
15,000 Ib. 17,000 Ib. 19,000 Ib.
Flaps and landing gear UP 94 mph 100 mph 105 mph
Flaps and landing gear DOWN 69 mph 74 mph 78 mph
b. As stalling speed is approached, the center section stalls first with noticeable shaking of the airplane, however, the ailerons remain effective.
c. In either "power-on" or "power-off" stalls with flaps and landing gear up, the airplane "mushes" straight forward in a well-controlled stall. With flaps and landing gear down, there appears to be a slight tendency for one wing to drop. There is, however, no tendency to spin. Under these conditions, the nose drops slightly and, as the speed increases, the wing will come up.
16. SPINS.
a. Deliberate spinning is prohibited because the spin tends to flatten out after two or three turns. When this occurs, the control column is forced back and engine power must be used to help get the control column forward. Before flattening out, normal recovery may be made without power. Recovery is made' by applying full opposite rudder and easing the control column forward.

17. ACROBATICS.
CAUTION
Cage all gyro instruments before engaging in acrobatics.
a. Although such maneuvers as loops, Immelmanns, and rolls are permitted with this airplane, the pilot is cautioned to exercise extreme -care in acrobatic maneuvers which require a downward recovery as the loss of altitude in downward recovery is very rapid. In general, acrobatics should not be attempted at altitudes below 10,000 feet until the pilot becomes familiar with the speed at which the airplane can gain and lose altitude.

18. DIVING.
CAUTION
Manifold pressure must be kept at or above 20 inches Hg. during extended shallow dives in order to prevent possible malfunctioning or misfiring of engines when throttles are opened after the pullout from the dive. In steep dives with dive recovery flaps extended the throttles may be closed completely without danger.
a. The diving speed is restricted as indicated on the placard (figure 25) €" a copy of which is posted in the cockpit of each airplane. As the airplane approaches the critical speed, it becomes rapidly nose heavy and starts to buffet as if it were about to stall. If this condition is allowed to develop, the nose heavy condition will become more pronounced, and it will be very difficult to pull out.
b. The speed at which the above condition occurs depends upon the altitude and the acceleration (or G's) which is being applied in a pullout. Figure 25 shows the placard consisting of three curves of indicated airspeed plotted against acceleration and indicates the safe range at the altitudes shown on each curve.
c. For example: If a straight dive is made in excess of 360 mph (indicated) at 20,000 feet, the airplane will become nose heavy and start to buffet. Or if a pullout of over 4.5 G's is made at 300 mph at 20,000 feet, the same condition will be evident.
d. When the above conditions are noticed, the following action should be taken immediately.
(1) In accelerated maneuvers (dive pullouts or steep turns) buffeting may be stopped by reducing the acceleration.
(2) In steady dives at high speed, buffeting may be stopped by reducing the airplane speed and pulling out using minimum acceleration. Use the elevator tab (figure 4-35) if necessary to assist recovery.
WARNING
Elevator tab must be used with care in order to prevent an extreme tail heavy condition after buffeting stops.
f. DIVE RECOVERY FLAPS.€"P-38L and Later P38J airplanes are provided with dive recovery flaps to improve the dive recovery characteristics of the airplane.
As described above, the airplane without these flaps becomes very nose heavy and starts to buffet above placard dive speeds. This condition is caused by a high speed stall and a consequent decrease in lift in the wing producing the nose heavy condition.
The dive recovery flaps which are installed under the wings between the booms and the ailerons, restore the lift to this portion of the wing and thus cause the uncontrollable nose heaviness to occur at a higher speed. The flaps also add some drag to the airplane, which in conjunction with the higher allowable dive speed, permits safe dives at a much steeper diving angle.
The dive recovery flaps should be extended before starting the dive or immediately after the dive has started before a buffeting speed has been reached. If the airplane is buffeting before the dive recovery flaps are extended, the buffeting will momentarily increase and then diminish. With these flaps extended, the nose heaviness is definitely reduced but the diving speed should never be allowed to exceed the placard by more than 15 or 20 mph.
With the dive recovery flaps extended before entering the dive, angles of dive up to 45? may be safely accomplished. Without dive recovery flaps extended, the maximum angle for extended dives is 15?. Diving characteristics are better with power off than with power on.
WARNING
Although the dive recovery flaps greatly improve the diving characteristics of the. airplane, dangerous buffeting and nose heaviness will still be encountered at diving angles above 45? if the diving speed is allowed to exceed the placard limits by more than 15 to 20 mph.
20. APPROACH AND LANDING.
a. GENERAL.€"The landing technique is similar to that of airplanes with conventional tricycle landing gear and the landing attitude is about the same; i.e., main wheels first, tail slightly down.
Note
Extreme tail-low landings, possible only with flaps UP, may cause the fins to strike the runway.
(1) With the landing gear DOWN and flaps at MANEUVER, start the approach at 120 mph indicated air speed. When the approach is assured, put the flaps all the way down, come over the fence at 110 mph. flare off to about 80 mph and wait for contact.
(2) If, for some reason, the flaps cannot be lowered, land a little faster and allow for more flare-off and a flatter gliding angle.
b. NORMAL LANDING.
(1) Tank selector valves (figures 13-8 and 13-9) to MAIN or RESERVE, whichever contains the most fuel.
(2) Mixture controls (figure 4-6) AUTO RICH.
(3) Propeller levers (figure 4-4) to about 2600 rpm position.
(5) Landing gear (figure 4-32) DOWN (not over 175 mph).
(7) Wing flaps (figure 7-2) DOWN (not over 150 mph).
Note
(8) Intercooler flaps (figure 5-12) OPEN unless operating in extreme low temperatures. (If installed.)
(9) Flaps UP before taxiing.
c. CROSS WIND LANDING.
(1) Same as the normal landing. The tricycle landing gear reduces danger of groundlooping from landing in a reasonably strong cross wind. If the drift seems excessive, the up-wind wing may be lowered until just before contact.
d. SINGLE ENGINE APPROACH AND LANDING.
CAUTION
Concentrate sharply on your approach€"because once you have fully extended the flaps, and the landing gear or descended below five hundred feet, you cannot again circle the field and you must make a landing. If, however, the flaps are not fully extended and your elevation is still five hundred feet or more, and you want to go around again, proceed as follows before beginning to circle: Apply as much power as can be held, at the same time retracting the landing gear. Accelerate to at least 160 mph, and Raise the flaps (unless they are already fully raised). Do not make turns into the dead engine unless trim and speed have been establish. It is recommended that the inexperienced pilot practice single engine landing by completely closing one throttle and setting the corresponding propeller lever to the "DECREASE RPM" (full rear) position. With this procedure the throttle engine will present nearly the same drag as a feathered propeller and if necessary both throttles may be opened to go around. Don't forget to push the propeller levers forward if it is necessary to go around.
(1) Secure radio clearance for emergency landing.
(2) Turn aileron control booster OFF to conserve hydraulic power for landing gear and flap operation.
(3) Start approach allowing 1000 feet above field for each two miles away.
(4) Extend landing gear at 160 mph.
Note
Allow more time for landing gear and flap extension when only one engine is operating.
(5) Extend flaps to MANEUVER position at 140 mph.
(6) Reduce power carefully as needed.
(7) Neutralize rudder tab.
(8) Continue approach at not less than 120 mph.
(9) Do not extend full flaps until certain the airplane will make the field.
10) FURTHER INFORMATION.
(a) At rated power, 44" Hg, 2600 rpm, the airplane will barely hold altitude with landing gear extended and flaps UP.
(b) With landing gear extended the airplane will not hold altitude at any flap extension.
(c) Things to avoid:
1. Extension of landing gear or flaps except when necessary for landing.
2. Accelerating throttle rapidly from reduced power to full power.
3. Low flat approaches with landing gear and flaps fully extended attempting to drag the airplane into the field with power. The technique should be developed to be always reducing power on the approach and avoid being forced to apply excessive power at low airspeeds.
e. TAKE-OFF IF LANDING IS NOT COMPLETED.
(1) Open throttles to take-off stop and after propeller rpm has stabilized, push propeller control forward to take-.off position.
(2) Retract landing gear.
CAUTION
Pull the airplane up in a climb sufficient to stay below 15O mph indicated airspeed until the flaps are retracted.
(3) Retract flaps and proceed in normal take-off technique.

Extreme_One
02-12-2005, 02:52 PM
Very informative.

It's amazing what is modelled in this sim.

Flakenstien
02-12-2005, 04:30 PM
It is amazing the work that Oleg and team have done when it comes to the modeling!
I have original copies of various "flight manuals" and these aircraft fly like they should in real life http://forums.ubi.com/groupee_common/emoticons/icon_wink.gif
Get yourself some 300 gallon drop tanks and exceed the recommended speed in the above post and tell me what happens! LOL!!

VF-29_Sandman
02-12-2005, 04:41 PM
2 of the things that isnt modelled: if u lower full flaps yet abort landing, u can still circle the field. from what it says in the rl conditions, that wouldnt be possible.
2nd part being about engine failure on takeoff. tho engine failures for all the planes isnt modeled, if they were, to have a failure in the 38 would most likely be disasterous for probably 95% of those trying the 38.

it wasnt much of an aerobatic bird in rl, and that's the way it is in fb. but on the other hand, dive/level acceleration of this plane was a big thing. it just seems that the 38 in fb is slightly underpar in level acceleration, but dives does get to the point where it will run away from u if u allow it.

things that 99% of fb pilots dont do: engine warmup. apparently, the 38 required the temps/oil to be 'just so' or if u didnt, possible engine failure would happen.

other non-modeled areas: mixture control, fuel booster pumps, intercooler flaps for the L and J. sounds like this bird was a handful just getting off the ground, much less surviving in a combat arena.

Blackdog5555
02-13-2005, 04:08 AM
Bong (in his P-38) would come in for his landing. drop gear and loop while cuting the engine then... in for the three point landing at the end of the loop. Of course he was good.

EnGaurde
02-13-2005, 04:17 AM
bong also crashed his p38 maneouvering.

io think it was bong.

mighty post.

great data.

bravo.

http://forums.ubi.com/images/smilies/25.gif

Krt_Bong
02-13-2005, 01:22 PM
I have made quite a few one engine landings but a one engine take-off is to be avoided religiously- BTW often wonder why no superchargers modelled?

Treetop64
02-13-2005, 01:28 PM
<BLOCKQUOTE class="ip-ubbcode-quote"><font size="-1">quote:</font><HR>Originally posted by Krt_Bong:
I have made quite a few one engine landings but a one engine take-off is to be avoided religiously- BTW often wonder why no superchargers modelled? <HR></BLOCKQUOTE>

Some aircraft had superchargers that activated and changed stages automatically when certain altitudes were reached, though the pilot had to turn on the "auto mode" inside the cockpit. Otherwise, they had to activate and switch stages on the supercharger manually.

I beleive there are supercharger setting commands in the controls menu, but you have to map commands to them - by default they are unmapped.

"Treetop"

Stackhouse25th
02-13-2005, 01:32 PM
S chargers are automatic