p-38pilot.pdf

-RESTRICTED-

FOR OFFICIAL USE ONLY

PILOT'S FLIGHT OPERATING

INSTRUCTIONS

FOR

ARMY MODELS

P-38H Series, P-38J Series, P-38L-1

L-5 and F-5B AIRPLANES

This publication contains specific instructions for pilots and should be

available for Transition Flying Training as contemplated in AAF Reg. 50-16.

Appendix I of this publication shall not be carried in aircraft on combat

missions or when there is a reasonable chance of its falling into the hands

of the enemy.

Published under join! authority of the Commanding General, Army Air

Forces, the Chief of the Bureau of Aeronautics, and the Air Council of

the United Kingdom.

NOTICE: This document contains information affecting the national defense

of the United States within the meaning of the Espionage Act, 50 U. S. C.,

31 and 32, as amended. Its transmission or the revelation of its con-

tents in any manner to an unauthorized person is prohibited by law.

• RESTRICTED-

1. AIRPLANE.

(a) CONTROLS.—Flap action is controlled by

the lever (figure 7-2) on the right-hand side of the

cockpit. When the lever is placed to UP, DOWN, or

MANEUVER, the flaps will automatically stop at the

desired position. The lever should be returned to

CLOSED as soon as the end position is reached. The

control will not go to the DOWN position until the

trigger on the lever is lifted through the notch just for-

ward of the CLOSED position.

a. GENERAL.

(1) The P-38H, P-38J, P-38L, and F-5B airplanes

are twin boomed, single place monoplanes manufac-

tured by the Lockheed Aircraft Corporation. P-38H,

P-38J, and P-38L are fighter airplanes. The F-5B is a

photographic airplane. Hydraulically operated landing

gear, flaps, brakes, and coolant shutters are provided.

(Late airplanes are equipped with hydraulically boosted

aileron control.) The approximate overall dimensions

are as follows:

Note

When using maneuvering flaps, the flap lever

must be left in the MANEUVER position. If

it is moved even slightly forward and then

returned to MANEUVER, the flaps will ex-

tend completely. (This condition is corrected

on late airplanes.)

Length ..................... 37 feet 10 inches

Height (top of prop rad.). . 12 feet 10 inches

Span ........................ 52 feet 0 inches

(2) The armament is mounted in the nose of the

fuselage, and armor protection is provided as shown in

figure 2. Photographic airplanes are protected by armor

the same as the fighters, but all armament is replaced

by cameras.

(b) POSITION INDICATOR. —On the early

airplanes, flap position is indicated by the flap and land-

ing gear position indicator on the instrument panel. On

late airplanes the flap position is indicated by a small

pop-up lever (figure 3) on the trailing edge of the left

center section just inside the boom. This indicator pro-

jects above the wing whenever the flaps are not full up.

b. FLIGHT CONTROLS.

(1) TRIM TABS.—Trim tabs are mounted on all

the movable surfaces and are controllable from the cock-

pit during flight. Airplanes equipped with aileron con-

trol booster do not have aileron trim tabs.

(3) SURFACE CONTROL LOCK. —The surface

control lock (figure 7-10) is stowed on the right-hand

window sill and extends across the center of the cockpit

when in use. On the late airplanes this lock does not lock

the rudders.

(2) FLAPS.—The flaps are a Lockheed modified

Fowler type.

these airplanes most of the aileron control force is pro-

vided by hydraulic boost; the remainder is applied by

the pilot. Figure 15 illustrates the control linkage. Con-

trol cables which control the boost mechanism are

mechanically connected to the control surfaces, allow-

ing manual flight control in an emergency. The aileron

boost shut-off valve (figure 9-5), is located on the right

side of the cockpit near the pilot's control column. In

addition to this valve an automatic by-pass valve is in-

corporated in the mechanism to allow free movement of

the ailerons in case the hydraulic pressure should fail.

IMPORTANT

The ailerons ride approximately one inch

higher with boost OFF. This change in trim

is normal.

c. LANDING GEAR. (See figure 16.)

(1) The landing gear lever (figures 4-32) controls

the extension and retraction of all three wheels. A lock

on the lever prevents the lever from being moved out

of the DOWN position when the airplane is on the

ground (when the left main shock strut is compressed).

If this lock fails, or if it is necessary to retract the land-

ing gear on the ground because of engine failure at

take-off, the lock may be released by rotating the land-

ing gear control release-knob (figure 4-33) in a counter-

clockwise direction.

(4) AUTOMATIC PILOT.—A type A-4 automatic

pilot is installed in the F-5B airplane. The automatic

pilot control unit is on the instrument panel; the shut-off

valve (figure 24-10) is below the instrument panel; and

the automatic pilot oil pressure gage (figure 33-10) is

on the center control stand.

(5) DIVE RECOVERY FLAP. —P-38L and late

P-38J airplanes are equipped with electrically operated

dive recovery flaps which are controlled by a switch

(figure 9-2) on the pilot's cont.rol wheel. The dive re-

covery flaps will extend or retract within two seconds.

(6) AILERON CONTROL HYDRAULIC

BOOSTER. — P-38L and late P-38J airplanes are

equipped with hydraulically boosted aileron control. On

1. Spotlight (normal position).

18.

Propeller lever vernier knob.

Friction control.

Bomb or tank release selector switches.

Bomb or tank release indicator lights.

Cockpit light.

Gun (or camera) compartment heat control. (Cockpit heat

on later airplanes.)

Arm-safe switch. (Bombs.)

Arming indicator light.

'Safe indicator light.

Bomb or droppable tank release button.

Spare indicator lights.

Spotlight alternate position socket.

Cockpit ventilator control.

Gun sight dark glass stowage. (Early airplanes only.)

Landing gear control handle.

Landing gear control release.

Oxygen pressure gage.

Elevator tab control.

Engine primer.

2. Throttles.

19.

3. Surface controls lock'clip.

20.

4. Propeller controls.

21.

5. Propeller selector switches.

22.

6. Mixture controls.

23.

7. Propeller warning lights (P-38H only).

8. Carburetor air filter control. (Late airplanes.)

(Control not used on early airplanes.)

24.

9. Propeller circuit breaker buttons.

26.

10. Gun charger handle (on early airplanes only).

27.

11. Ignition switches.

58.

12. Cannon trigger button. (Machine gun button on forward

29.

side of wheel.) (Switch arrangements vary with different

30.

airplane models.)

31.

13. Propeller feathering switches.

32.

14. Parking brake handle.

33.

15. Microphone button. (Location varies with airplane model.)

34.

16. Gun charging selector knob (P-38H only).

35.

17. Landing gear warning light. (Early airplanes only.)

36.

23.

(2) POSITION INDICATOR.

with a separate reservoir and separate lines. Pressure is

supplied by the hand pump. When the emergency sys-

tem is in use the hand pump source selector valve is

DOWN and the bypass valve is CLOSED. (Late air-

planes have the bypass valve incorporated in the source

selector valve.)

On P-38H, early P-38J and F-5B air-

planes, the landing gear position is in-

dicated on the instrument panel by the

flap and landing gear position indicator.

A light on the control stand, and a warn-

ing horn operate when either throttle is

closed if the landing gear is not lock-

ed down. On later P-38J and F-5B, and all

P-38L airplanes, the position indicator

and warning light on the engine control

stand have been replaced by a warning

light (figure 8-24) on the instrument

panel. The warning light glows whenever

the landing gear is in transit - not

locked up or down. With either throttle

closed the warning light glows unless

the landing gear is down and locked.

e. ELECTRICAL SYSTEM.

(1) GENERAL.—On P-38H and early P-38J air-

planes, the 24 volt electrical system is powered by a

generator on the left engine and by a battery. F-5B,

P-38L, and late P-38J airplanes have a generator on each

engine and a battery. On fighter airplanes the battery

is in the left boom, and on photographic airplanes the

battery is in the nose compartment. The battery switch

(figure 5-15) cuts out the battery, leaving the rest of the

system operating on the generator(s). The generator

switch (figure 5-16) (two switches on late airplanes,

figure 8-11) turns off the power from the generator,

allowing the system to draw power from the battery

only. The ignition master switch (figure 5-1) is not con-

nected to the airplane's electrical system, and turns off

the ignition only to both engines.

(2) CIRCUIT BREAKERS AND FUSES.—On late

airplanes, circuit breakers are used to replace the fuses

previously located in the nose gear wheel well. These

circuit breakers are mounted along the right forward

side of the cockpit (figure 6) and act as fuses to auto-

matically break the circuit whenever an overload occurs.

They may be reset by allowing a short interval for cool-

ing and then pushing the button.

(3) BRAKES.—The brake system is not connected

to the main hydraulic system. No emergency braking

system is provided. See figure 18 for brake system dia-

gram.

d. HYDRAULIC SYSTEM. (See figures 14 and 16.)

(1) Normal system pressure (figure 8-22) is be-

tween 1100 to 1400 psi, surge to 1600 psi permissible.

See Section IV for emergency operating instructions.

(2) There are three separate systems of operation

for the hydraulic equipment in this airplane.

(a) The normal system operates all the hydraulic

equipment (except brakes) using hydraulic pressure from

the engine driven hydraulic pumps and hydraulic fluid

from the top half of the main hydraulic fluid reservoir.

(b) The auxiliary system operates the same

equipment and uses the same lines as the normal system

except that the hand hydraulic pump furnishes the hy-

draulic pressure and the fluid comes from the bottom

of the main hydraulic fluid reservoir. When the aux-

iliary system is in use the hand pump source selector

valve (figure 17-4) is UP and the bypass valve (figure

17-3) is OPEN.

Note

It is not possible to tell by visual inspection

whether or not a circuit breaker is open.

(3) LIGHTS.

(a) LANDING LIGHTS.—The landing light is

located under the left wing and controlled by a switch

(figure 5-7) on the main switch box. P-38H airplanes

have a landing light under each wing, with individual

switches. With the switch ON the light turns on and

extends. On P-38H airplanes, when the switches are

turned OFF the lights turn off, but remain extended.

On F-5B and early P-38J airplanes when the switch is

turned OFF the lights remain ON and extended. Later

P-38J and P-38L airplanes have the landing light re-

cessed in the left wing leading edge. The landing lights

should not be used unnecessarily, as the life of the lamps

is approximately 25 hours.

Note

It will be impossible to build up pressure with

the hand pump unless the aileron boost valve

is OFF and the coolant override switches are

OFF. The coolant override valves have a fixed

bleed in the system when the switches are in

the override position.

landing gear in case of complete failure of the normal

and auxiliary systems. The emergency system is equipped

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