i] \ iF iP if PILOT’S NOTES FOR _ MUSTANG III PACKARD MERLIN V-1650-3 ENGINE PROMULGATED BY ORDER OF THE AIR COUNCIL A IMePROoUERD AY PERMUBIONOF TWE UNITENOTES TO USERS “Tats publication ia divided ino five pans Descriptive, Handling, Operating Dats, Emergencies, snd Ilustrations, Part T giver only @ brief description of the controls with ‘which the pilot should be acquainted "These Notes ate complementary to A.P. 2095 Pilot's Notes General and ateume a thorough Knowledge of its contents. All pilots should be in possesion of a copy of A.P. 2095 (see AM.O. 493/43) Words in capital letters indicate the actual ‘markings on the controls concerned Additional copies may be obtained from ADP.ES,, Fulham Road, SWV.3, by application fon R.A.F. Form ag4a, in duplicate, quoting 1 number of this publication in full—A.P. 20250 PN. Comments and suggestions should be fo warded through the usual channels 10 the Air Ministry (D.T.F).z Aue Mnsisray Aum Pouuicarion 20230-—P.N, Fane 1044 Pilots Notre MUSTANG II PILOT'S NOTES LIST OF CONTENTS PART 1—DESCRIPTIVE INTRODUCTION FUEL AND OIL SYSTEMS uel tanks Fuel cock Ful booster pumps Priming pump Oil stem MAIN SERVICES Hydraulic sytem Proumatic ayer Electial system AIRCRAFT CONTROLS Rudder pedal Flying control loting gear ‘Trioming tab controls ‘Tallwheel lock ‘Undercarriage selector lever ‘Undercarriage warning lights Flaps Braker RE Compass ENGINE CONTROLS ‘Throtle Mixture control Propeller contol Supercharger Carburetor sitcinake Engine starting Coolest radiator and oil cooler shutters 3Pant t—eomtineed OPERATIONAL CONTROLS Gun-fring Gun nesting» Bomb release gear OTHER EQUIPMENT Ventilation Heating Windscreen defrosting Instrument lighting Oxygen PART 1L-HANDLING Management af ful system Preliminarieg Starting engine and warming up t ing engine and installations Stalling Spinning Diving Aerobatics (Chek fist fr lending Landing Miatanding eam approach Alter landing PART IIl-OPERATING DATA Eagine dats, Packard Merlin V-1650-3 Flying limitations Pesition error correction Maximum performance ‘Maximum range Fuel consumption and eapacty 4 PART IV—EMERGENCIES Hydraulic failure... Beno drop tnt eng Parachute ext First hit Ditching Incendiary borabe IEF destrocton PART Y—ILLUSTRATIONS Simplified fuel syatem dgeam Tnsirument panel. Cockpit—por side Cockpit—starbourd sideAm Punticanion 200501 "ils Notor PART I DESCRIPTIVE INTRODUCTION 1. The Mustang LIL is 2 low-sviog monoplane single-seat fighter of metal eoeatruction. Its powered by a Packard Merlin V-1630-3 engine Ried witha 4-blade Hamilton ‘Hydromatic constant-speed propeller. Four os in. guns are ited, two in each wing, and there is provision for ‘carrying up t© 2 % 500 Tb. Bombs, oar under each win. FUEL AND OIL SYSTEMS 2 Roel task —Two 76} Imp. gallon (ga 1S. alls) tanks Ihe feds one In cach wings and provision made for areying ‘ether two 62] Imp. plow (75 US. gallon) ‘Smbat drop tanks or two 125 mp. gallon (150 US. fall) ferrying drop tanks, one under each wang. On Fee ncratt a1 ip, gallon (bs US. gan) suniary fant cat be cared fate fossa. "The vapour ern fine fom tie erburtor i connected tothe pore main tank, The drop tun are satomatcallypresauraed by {i peaure fom the esau sde ofthe asoum pun, Sve which the plo sno cota. For releave of op fake para 28 ‘Too diectreading ful guage are provided forthe tn a oto each eo he cp oar Fol tre aot pronided for he drop tank On tet cats fel gop fr the onclge tank behind the falc et soulde 3. el cock i) On rary seat with no ein flage tank One © Peateaot cick as proved below the fon eth punch nuked MAIN TANKS, RIGHT DROP TANK, Gre! LEFE DROP TANK. When the etre tne (0 MAIN TANKS, both tate ate comeced tthe {gnc trough menseum valves Wife telco ‘ PART I—-DESCRIPTIVE turned to ither of the drop tanks, the fuel will How from that tank dizer to the engine, and not into the sain tank (Ow later averaft with provvon for ausiliary fuselage tank —"The fue selector cock, which has no OFF postion, is Delow the front switch panel, and the fel shut-off valve is operated by a lever bende the select. The selector ‘cock has five postion FUSELAGE TANK, MAIN TANK LHL, COMBAT DROP TANK RH COM- BAT DROP TANK LH, MAIN TANK RH. When the selector ie tarned to ether of the main tank positions, both main tanks are connected 40 the engine throug non-return valves, et the booster pump il only be os in the tak slected, so ta the engine willbe fed largely fom the selected min tank. When the selector is turned to ether of the drop tanks, the Fuel wil How from that take dieect 10 the eaine, sad pat into the main tanks, Fuel booster pumps (Ox early aiterafe with mo ausiary fuselage tak Fick toain tank ie Bite with am electric booster pump; the theo switches are on the Font witch panel and have thre position—NORMAL, OFF, EMERGENCY; the foe elector must also he'at whe MAIN’ TANKS postion for the booster pumps to function. The NORMAL position is used for saring the engine and in ight, and {ives a fuel pressure of 12 Iby/q.n. without engine pump unning. The EMERGENCY postin is used for ake ‘off ori the fuel pressure falls off due wo engine pump failace and given a preamre of 14H1b. [ain without engine pump running. Tn Aight, the Booster pumps can be ued ‘to control the relative emptying of the main tanks by itching of one ofthe pups (8) On later aiteraft with provision for ausiliary fuselage tanh Both rain take snd the foelage tank ate pro- vided with booster pumps: there is one master booster ‘pump witch on the front witch panel with theee pore Yons—NORMAL, OFF, and EMERGENCY. The fel selector cock switches on the booster pump in the tank selected if the master svteh isa either NORMAL. for EMERGENCY,PART I—DESCRIPTIVE 5. Priming pump.—The priming. pump ison starboard side ofthe ixtrament panel. ‘To operate, push in handle and twist counter-lockwise to unlock. ‘Then \eithdraw handle and pump. After prising is complete, post handle home andl turn clockwise 10 Tock 6. Oi system (i) The ollank hae a capacity of :2°5 U.S, gallos (10-4 Imp. fallona) plus 31 US. gallons (2-6 Imp. gallo) (i) On early srcraft he cil cooler shutter is hydraulically operated, on Inter aiemft it in electrically operated. Tn both cases the shatter can cither be controlled auto ‘matically by a thermawtt of manually. See pars. 35. (ii) An oil dition aystem is provided; the ewitch ie on the front switch pancl. MALN SERVICES 1. Hyde system (] The rake sytem andthe engine-pumap-operated hydrau~ lie system both draw fluid Gom the sume hydraulic reservoir: atberwite, both have entirely separate pipe lines. A reserve aupply for operation of the brakes is trapped in the reservoir. (i) The engine-driven hydraulic pump operates: Undercarriage and fairing doors Flaps Radiator shutter (on early srcraft) Cll cooler shutter (on eay aircraft) (Gi) A hydraulie accumulator is ‘Sted which provides a ‘reserve of hydraulic prewure when the engine pump is fot running. An unloading valve directs engine pump Dresure back to the reservoir when the accumulator presrure reaches 1,000 Th /sqi. (Gx) A bandpurmp ix provided on the right of the seat for ‘operating the flaps, and, om early aireraft, the radiator fad oil cooler shuiters, when the engine pump is not ‘running; to operat handpuanp, pll out bandle and evist. ‘anti-clockwise to Jock. Then put selector lever to desired position and work handpump up and down. 8 PART 1—DESCRIPTIVE 8 Poeumatic system—An engine-driven vacuum pump operates the gyro instrament, and the prewure ade of ‘the vacuum pump i wed for pretsurising the drop tanks, {if feed. ‘The suction gauge should normally indicate bab inches of mercury. lectrical system —Au_engine-driven generator and battery supply current at 24 vals for operating: Electrically operated instruments ‘Cockpit lighting Fluorescent lighting for instruments Landing lamps [Navigation lignts (Undereatsiage warning ights Gunfiring snd heating Gunsight Camera Radio Preavure-bead ester ‘Control for supercharger gear change eletro~ poeumatic cat Oil dition aclenoid Engine electric warter and booster-oil Fuel booster pumps Bomb releaue gear, if fitted ‘Thermosutic switches for radiator and oil cooler shutters and on later eireraf, operation of shutters Master switches for the generator and the battery povided on the sarhoard switch panel; the geoerat Sitch ahould alwaye be on.” When the master battery Sitch ia on, the other circuit will be on when thei respective twitches are closed. A ground-battery socket, ie provided on the starboard side of the Fuselage. The airerafe battery should be switched off whem usiog = round starter batery [A cow of circuit trvakerr ie provided on the sturboard fitch panel ; there will spring out i theic respective reuse averladed, and can be reece by pushing them inPART 1—DBSCRIPTIVE AIRCRAFT CONTROLS to. Rader pedals.—The rudder pedals are adjustable for Jog reach in fight. Push the adjuing lever om the inside cof the pedal tomards the centre ofthe aircraft ro dverguze the locking plunger, then push pedal to desired postion tnd release’ lever, "There are five posible positions; take gure that both pedals are in the ame position. Flying control locking wear.—TIhe locking gear for the fying contois ie on the Moor in front of the contol ‘clu. To lock the controls, all back the locking feat, pul out the plunger and engage icin one of the rw0. Toles in the log on the bottom of the control column. ‘When the locking gear it engaged ia the lower hole, the ‘lying controls and the tailwhee! are locked. When the locking gear is engaged in the upper hole, the ying controls are locked but the talwheel can swivel 360 ‘his position ie wed when the aircraft isto be towed the ground. .. Trimmlag tab contrls.—Control handwhecls and indi- ators for elevator, aileron sid rudder timming tabs are mounted oa the port side of the cockpit. The move- levator: Clockwise Nose down Ailerom : — Cleekvise Right wing dows Rudder; Clockwise Nove right “Teitwhee! lock:—The sailwheel can cither be locked torthe rudder controle snd steered over u range of 6° either side, or eelensed to allow itt eastor normally. "The ale ‘rhe! is locked in the steerable position when the control ‘Column ie held back pat the neutral position, To unlock tailwheel, pat conto! column folly forward : it will be felt to unock ae the columa passe through the nevirl position ‘Undercarriage selector lever.—This lever ison che port side of the sockpit near the floor. When the full weight ‘Of the areraft ison the wheels the undercarriage selector tsannot be moved to UP and the undercarriage cannot be trined. Before selecting DOWN or UP, the selector lever ‘st be moved to earboard to release the catch which PART I—DESCRIPTIVE cnqages in slots a the UP and DOWN ponitiona, If DOWN has been aclected and the firing doors have started to open, te selector cannot be set to UP unt the operation has been competed. DOWN can be selected before the undercarriage has been fully retracted, Tn the event of fsluce of the onderearriage hydraulic fyetem, the undercarriage fairing doors may be released by pulling ove the red. knob marked EMERGENCY PULL TO OPEN LANDING GEAR PAIRING DOORS; when this ie operated the main hydraulic system in bypaned allowing the faring doors and the ‘undercarriage ro fll under thelr own weight. For emergency operation of undercarriage ee pura. 15. Undercarriage warning lights (i) Om all aircraft red warning light and test button are fitted below the windscreen. With the wheels locked up the light comes on when the throte is lest than one third open ‘With the wheels between Jocks the red light comes on i any throttle opening, and when the wheels are lock-d down the light oes out ‘Thin warning light does not indicate the position ofthe svheel doors, (8) On some siceat, additional undercatrnge warning Tights aceon the port side of the iatrument panel, ‘The cone Tight indicates the talwheel postion and the outer lights the main wheel. Tadiations are “Locked doves Green ‘Locked up or between locks Red ‘The lights may be dimmed for night use by turing the central knob anticlockwise and they may be tested by Dressing the knob in Flapa—The flaps selector is on the aft face of the eon ‘rol shelf on the port side of the cockpit. The fp selector quadrant js notched at the UP, 20%, 207, 3° 4", and 32° positions, and to obtain any of chest Tap ‘ketinge the atleaor ie’ moves to the appropriate notch and Ieft there. A bar is provided acrose the quadrantPART 1-DESCRIPTIVE at the 20° (TAKE-OFF) postion. Te can be rotated parallel to the quadrant 0 permit greater flap angles Yo be obtained: when earying the large Terying op tanks the flaps mus: not be lowered. more than 2otand the bar should be Kept set across the quadrant to prevent further lowering. A Hap positon indicator ia painted on the lending edge ofthe port fap, and can bbe'seen fram the cockpit window 7. Brakes (@) The brakes are operated by toc extensions on the ruder pedals and may be used difcrentlly. (i The PARK BRAKE handle ix om the bottom eeutre of the inatrament panel. ‘Te park, pull the fondle out lightly, depres and thea release pedals, then release handle. To release the parking brake, depras pedals 18, RL. compass.—An RL. compaas is Sted which, on moxt slrerf operater won the battery witch ison. On some Aircraft there ie also ewitch on the front switch pane] ‘which most he on for operation of the RT. compare ENGINE CONTROLS 19. Throttle —The thrortlc quidrsnt has x stop at the takt-of boost position; if the spring catch, i lited and the throte lever is moved filly forward, 6 inches boost can be obtained for combat.” The throttle lever ftition control is the toler of the two knobs on the ‘quadrant. A boost contre override is Sted on most ‘uerat on the lefchand aide ofthe instrument panel, but this control has been rendered inoperative. Mixture control —A. Bendix-Stromberg injection car- burettor is fited. The IDLE CUT-OFF ponition ie sed in starting and for stopping the engine. ‘The lever ‘must be moved down to AUTO LEAN, or RUN peaition er the engine has ben started, Although on some ircralt the quadrant alo has marked oa it AUTO RICH find FULL RICH, theve positions have been rendered Inoperative and itis ot posible to move the lever beyond AUTO LEAN. The minture strength i automatically PART [DESCRIPTIVE controlled by boost aud eipim., and above 46 inches and 2,700 rpm, the mixture gradually cheno, "The friction ‘ontcl forthe mixture and propeller lever isthe larger of the two knobs on the quadrant 1. Propeller control ‘The constant-specd lever for the ‘qblade Hydromatic propeller moves forvard to give High pa. bach co give low r p.m, and govern between 300 and 1,860 rp The supercharger gear change is oper ated by an. elecro-aneumatie ram controlled by am tanervid which, when she cockpit supercharger switch fet st AUTO, changes the superebarger to HIGH gear at proximately 20,500 fect when the areraft is eliting tnd back to LOW geac at approximately 1500 feet whet the aircraft is dexcemting. Por crusing in LOW gear hove this altitude, the supercharger gear change switch can beset to LOW. On later aircraft the nwitch ix pring loaded aod can be held up to test HIGH gear on the ground. Ie ill spring back to the LOW gear position ‘when ceased. A HIGH gear warning igh is provided on the right of the selector switch which should show when HIGH gear is engaged ether onthe ground or inthe air. Carburettorsiedintake—On most steraft there are two slrintakes, one of which incorporate after, The contol forthe ae-intake ison the left-hand shelf, should be in the forward RAM ATR position stall mes except fer ‘ound cunning, ake-o and landing on sandy oF dusty ‘ivfelds or when ying through sandstorm, when the UNRAMMED FILTERED AIR positions. old be se (Gna few early areraf there is oar ter but there i an alternative ware intake, In thie cate the contral it fully back for NORAAT. and moves forward through 8 range of pasitions to ICING: ‘The conteal should be ‘opt at NORMAL unless icing occur Engine starting —A normal direstcruniking lectrie starter is ited; a hand-crank and extension Ioe stating are also provided in the starand hes! well "The socket for the hand-crank extension i in the lower aft gine cowling on the stachoar tlePART 1-DESCRIPTIVE 25, Coolant radiator and oil cooler shatters —The radiator fod the ol cooler cach have their own adjustable shutter ‘Om cari areraft both shutters are hydraulically operated, ‘on later aircraft electrically operated. They may ether be ‘manually controlled, or automatically cntrolled by their fespective thermostatic switches ‘The radiator thermo- fat bepine to open the shutter at go" Cand at 110°C. the radiator shutter ie fully open; the oll cooler ther- ‘mostat begins to open the shutter st 50" Cand a Bo" C. the ol cooler shutters fully open. The catrolfrradiator dando cooler shuttersare two switches cn the par cockpit ‘wall, cach being marked AUTOMATIC—OPEN CLOSE. The ewitchesfor electrically controlled shutters have a safety cach to hold them in the AUTOMATIC pontion. Onaieraftin which che shutters are bydraslic- Sly operated, under manual entrl they can only be Fully ‘open or fully closed; on arcrat in which the abutters fate electrically contolled there is « neutral. position ‘midway beeween the OPEN snd CLOSE positions so tha intermediate settings of the shutters ean be obtained bby returning the switch to dhe neutral position when the levied seting is obtained; there is, however, 00 position indicator either for the rudistor or for the oil cooler shutters. “Using the anual contol, the cletieally ‘persed coolant shuster takes 20-25 seconds, and the fll cooler shutter 10-15 seconds, to operate from closed to fully open, vice versa. OPERATIONAL CONTROLS 36. Gunirng.—The maneer switch for the o'5 inch guns and the camera gun is on the left-hand switch pane, and tut be on for operation of guoe or camera, Te act up to the GUNS AND CAMERA pontion, the tigger fm the front of the cnteol column wil re camera snd irons simultancousy: if sce down to the CAMERA Potion, the trigger will fre the eamers gun alone Wanwixo, If continous bunt of between so and 75 rounds i red, very High barrel tomperatares are reiched tnd the guns may fire whether the master witch i on or off 4 PART 1—DESCRIPTIVE 27. Gun heating —The ing ace heated clecrcally, "The gum heater switch is Beside the gun rarer switch, Wheo the muster switch ihn, the eamers gun heaters functor, automatically when the tempersture drops Bomb release gear-—The bomb safety switch on the leftchand switch panel must be on befare the bombs en be released by the electric release butian on the contol coloma. When Mod. 336 ix incorporated, the safety switch in replaced by two switches for selecting ether ‘ing bomb. ‘The bomb contol handle om the lefchand sritch panel has theee pontoas-—LOCK, SEL. (aelee- tive) and SALVO. Bombs cannot he released with the contra handle at LOCK, ‘To release bors normally: () Put bomb contol handle to SEL. (@) Set Fasing switches at desired (6) Safety mestch READY (or where Mod. 536 ie incor Porsted selector twitches as desired), {(@) Proms release button on top of control colon, "This will release both wing bombs simaltancouly If this falls to relewe bombs, they can he dropped ‘mechanically (after fusing them as abore) by liking the ‘guard on the bomb control handle and moving fully forward to SALVO, If the fusing switches are lft of, ‘moving the bomb easel handle to SALVO will release ‘bombs unfused Nore.—When drop tanks are cared ax an alternative to bom, they may be released hy either of the two methods described above OTHER EQUIPMENT 28. Veutlation—The COLD AIR vestiating conte! is fon the oor at the forward rightchand comer of che plc's seat, and is adjustable in our positions. Move the lever to the right for more ai Care must be taken ‘ot to tread on this control at it i easily broken, “eating —Warm sir frm the coolant radiator ix admited to the cockpit by the HOT ATR cootzl on the right-hand side ofthe pil’ seat, which rotates clockwise to let ia tore heated air. usro PART 1—-DESCRIPTIVE Wimiscreen defrosting—Warm xir from the coolant tdiater fs allowed to play on the sriodcreen when the DEFROSTER contra on the Hoor at the forward lef= hand corner of the pilot's seat, i turned clockwise. Instrument lighting.—Twouorescent lights are pro- vided, ome on each ake ofthe cockpit. The control for the left-hand light ison the cone switch panel, and for the right-hand light on the starboard switch panel. To ‘vtch on, tra the Hecatat fully tothe START position Tani light hae warmed ups then tem hack to gee the fesied amount of fight. {The theostat eam be at at ay position.) Oxygen-—To obtain oxygen, it i only necessary to plug in the exygen mask. Ar the working ofthe demand Fegilator depends upon the suction applied tot i ‘sential thatthe oxygen mask should bea good smog ft. For normal operation, the red emergency knob on the dernand regulator (atthe forward starboard wide of the ‘ockpit) should be OFF and the AUTOMIX control thonld he ONG then when the oxygen mask has been plugged in, the reglstor is atin operation and regulated hy the user's breathing, a mixture of oxygen and suitable forthe altitude being delivered. If the AUTO. ‘MIX contro is OFF, the air supply is eut out und pure snyzen will ow to the mask through the regular ny time when lack of oxygen in noapected AUTOMIX Should be set OFF; thi will reduce the oxygen endur- face of the sireratl The AUTOMIX control i to bbe turned OFF at heights above 3o,coo feet, but if adequate oxygen supply is available, ie ahould prefer ably be turned off at heights above 20,000 feet. At the Inter altitude the oxygen consumption will be about ag per cent grester with the AUTOMIX contr fff than 00, ie abou 4 hours with AUTOMIX off above 20,000 feet; tit percentage will gradually decrease and vl be zero at 30,000 fees, when the endurance will be about 3} hours. ‘The emergency control is provided co Dypats the regulator mechanism, if this should become faulty; when the emergency kaoh is ON pare oxygea will 6 PARY 1—DESCRIPTIVE ow ata igh ied exe ireapectve of abitude: thi igh low will quickly reduce the oxygen supply avaiable, and therefore the emergeaey control shoud only be se ot ‘when absolutely necessary and for ax short time ae ome A hinker Anw indicator on the inatnasent panel shows ifthe regulator in working propery; iit et in motion by the plo’ breathing. A warning light at the bottom rightchand comer of the instrument panel indeates when the oxygen presure is dangerously” low (r00 Thsq.n), ‘The normal. presure Js 36s f,sg.in_ and proasure guuge ie provided to the Jeft oF the warning lightAim Pentscarton 20250—P. Pils Noter PART II HANDLING 34 Management of fuel sygem (Barly aivraft with no fuslage tank (2) Starting and warming wp—Set fuel selector to MAIN TANKS and suitel left boortr pump to NOR- MAL, so thet felis wed iret from the eft main tank, to which is connected the carburetor vapour return (0) Take-off on MAIN TANKS with left booster pump twitched to EMERGENCY to ensvre that the fol presure i high (6) In fight.—Fly for 15 minutes on the MAIN TANKS, ‘with left booster pump svitched to NORMAL and then, ‘i eareying drop tanks, change over to RIGHT or LEFT DROF TANK. Use drop tanks alternately to maintain lateral trim. When both drop tanks are emptied, change back to MAIN TANKS and fly for a least 45 minutes vvth lef boorter pump NORMAL. before using the right tank, Later aircraft sith fuselage tank fie. (@) Starting and warming-up. Fuel shutoff valve on. Set fuel selector cock MAIN. TANK L«H. apd set ‘booster pump master switch to NORMAL, so that fuel ‘a ned Fist from the left main tok, to which ie con- nected the carburettor vapour retuea (8) Take-aff 0 MAIN TANK 1.1. with booster pump twitched fo EMERGENCY to ensure that the fuel pressure is high (©) Jn fight —Switeh booster pump to NORMAL and continue 10 fy on MAIN TANK Lil. for about t3 minutes. If not carrying drop tanks, change over and fly on FUSELAGE TANK until itis empty. If caring trop tanks, ly on FUSELAGE TANK. until at least 40 8 PART I1—-HANDLING Imperial gallos (48 U.S. gallons) have been used, to improve trim and maby, then change over to either drop tank. Use deop tanks alternately 29 maintsin Inter {vie until both are emptied ‘Then change over and tly on FUSELAGE TANK with booster pump switch NORMAL. When itisempy fy x ‘MAIN TANK LA. for a least 15 minutes before chtng- ing to MAIN TANK RH. Nore —With either system the quantity of fuel in the Jeft main tank should be checked periodically: ‘ensue tha iti not being overfilled through the Yapour return line. A small of petrol the cock- Bit may be am indication thatthe lft main tank [a overfll (4) Landing —Land on either sain tank with booster pump at EMERGENCY, (ii) Dropping combat tends —Drop tanks should be jetioasd only in straight and level tight 35. Preliminaries () Switch ON battery switeh and check undercarriage indicator, () Test operation of Sing control (Gi) Check apa UP. If ferrying tanka are carried, check that bar is set across fap quadrant atthe 20° postion. (ie) Check the following: Gener ss oN ‘Bomb control handle Lock All tomb and gun switches <. 1. OFF Allciuit bretkers = Tn (9) Enaure that mixtre control is in IDLE CUT-OFF ‘and then check the operation of each booster pump thus: (0) With no fuclge tank fted ‘With fact selector cock at MAIN TANKS, eritch ‘each booster purep in turn to NORMAL and EMER- GENCY, and note fuel pressure.PART 11—HANDLING (8) Wat fuselage tk fitted With fuel shut-off valve ON and matter booster pump witch NORMAL, selet MAIN TANK LL, MAIN TANK RH, and FUSELAGE TANK and note fusl pressute in each case Repeat with manter booster pump {itch at EMERGENCY. (vi) Switch OFF berery and have ground starter battery plugged in. 36 Starting engine and warming up Novs.—The mitre conrel must bein the IDLE CUT- OFF position at all times shen the booster pump is on sod the engine fe aot running, to avai rik of fire (@ Set fuel selector cack so MAIN TANKS (or MAIN TANK LAH), fuel shut valve ( ftted) ON, (a Set engine contro a follows: 1 open IDLE CUT-OFF Speed contol fully forward Coolant idistor shuner =... AUTOMATTIC Gi cooler shutter... . AUTOMATIC Carburettor iene RAM AIR (ee par. 2) Supercharger . Avro Tenition : OFF (li) Have the engine tumed by hand fort least tro revel tions of the propller. (Gv) Switch left or master booster pamp 10 NORMAL— fel pressure gauge should show ro-12 Ib, /sgin. (©) Prime the engine 3-4 full stroke ifthe engine ie end rea mroken if the engine is hot, immediately before sorting (si) Switeh on ignition and pres starter switch, ‘Turning periods muse not exceed 29 seconds with « 30 seconds ‘alt between each. Additonal priming should he given ss soon atthe engin fires and shouldbe contioued uni 1 ie running, PART II—HANDLING (ii) When the engine ix running regulaly, move minture contra to runing poston and stop priming. I engine shoves signs of being avercrich, return to IDLE CUT- GFF until ic i running smoothly. (Gil) Tf engine fie to tans (@) Stop priming and move mixture control ty IDLE CUT-OFF. (@) Wit tll propel stops rotating, then switch off ignition. (6) If the engine hasbeen overprimed, open the throttle And have propeller turned several evoltions (Gx) When the engine running satisfactorily, turn of ming purap (push and turn to lock). (2) Open throttle ad warm up at 1,200 pam, (x) Switch on master batery switch and Have ground batery dioconnected. 37. Testing engine and installations While warming xp: (9 If drop tanks are cared, check operation of all tanks ‘by turnig fuel cock to each in turn. (i) Check tempersures and. preaures, and test operation ‘of hydraulic system by ralsing and lowering the Mapa Hiydrwulic premure should be 1,000 Ib After warming up to 8" C. (el) and 60" C. (colon [Nore.—The following checks should be carried out aftr rept, inspestion other than daly, or st the pilot's discretion, and with the tail tied down ‘Normally they may he redaced in accordance with local instructions {ip Test each magneto atx preczutonary check. (G9) Open up to 3,300 epi. and check operation of constant speed propeller pm should drop to. 1,800, with ‘onirol fully hack. Return speed) contal lover fully forward, (©) Open up to the ake-of stop and check take-off boort (61 inchs) and r-pan. (3000). (Tail ted dovn). (i) Throttle back go 2300 rpm. and check each magneto fn turn; the drop aboald not exceed t00 fp (i) Check that generator ix chargingPART L1—HANDLING 8 Taxying (i) Chock operation of brakes when starting to taxy (i) When making hort radius turns, the control eolusan must tae held forwaed ofthe neutral potion to ‘wheel to swivel (Check Hist for takeott Sliding hood, if fied ‘T—Trimming Tabe (@) wi Billed fuselage tank 1 20° of fap are used, trim should be" more tall heavy ‘han the above settings for ero fap. udder" 5° sigh ‘Akron octal P—Propelir Speed contol fully forward PoFud Check contents of tanks Fadl cock MAIN TANKS. MAIN TANK LH. Left, or master, booster pomp Switch EMERGENCY ‘Up, or 20" down for shortest ‘When fuselage tank i fled, 20" Hap is recoramended fot tke-off from gras sified. Supercharger i= ATO pr wet Carburetor ae intake RAM AIR (xe pars. 23) Radistor shutter AUTOMATIC i cooler shurter AUTOMATIC RL compass awitch oN Gifted) PART II—RANDLING 4p. Takeott (i) Tony forwacd « few yards with the stick back to ensure that the talwheel iv locked before opening up. Hold stick back to keep talwhee Jocked, and do not aiteapt to raise the til during the eary par ofthe ran. This will help to eliminate any tendancy to swing. (i) Open the throttle slowly to the takeoff position, if 62 inches boost is required: 40 inches boost is sufieicnt for ‘normal take-off (Gi) The aireraft in very blind forward during the erly part, oF the take-off run. (iv) The sirraf will take-off ber in al down astrude, (0) There ia tendency to sing t0 the left which can be ‘easly held on the rudder (ci) When carrying full useage tank, there ix some pitching su the aircraft leaves the ground owing to reversal of tick lode, (vi) Do noe star to climb until a speed of 150 mph. LAS, bb bees atsined. (vil) When the large ferrying drop tanka are cnrved the selon ‘may cause the undereamiage downlocks to bind and prevent the undercarriage fom being retracted; to {lease dowalock, yaw the airerat from tde vo side. (jx) Tf used, rune laps at g20 fet. Raising the Paps cniscs a nose-up change of wim. (2) Switeh eft o¢ master booster pump to NORMAL 41 Climb. —The speed for maximam rate of limb approximately 160 mph LA'S. up t0 300 feet 44%, Geoweal ying (i) Stabiley —Bvcepe when carrying full furelage tank, the aircraft is stable longitudinally, aerally, ard diree onally. When the faseage tank in ful, the aircraft ie longitudinally unstable in all conditions of fight, and tends to tighten up in tums, until at least 40. Tp. fallons (48 U.S. gallons) have been consumed from the fuselage tank, no mancuvres other than very gentle turn shouldbe attempted. aPART H—HANDLING The carriage of wing bomb or deop tanks with Fall fuselage tank rechices this icaahiity, hence abonld i be necessary to jetion wing loade while still carrying uel inthe fuselage tank, the pilot should expecta sudden change of ean and increase of instability (i) Change of win Undercarriage dow Nose down, ps down Nowe down editor shutter open Nose dover ‘The directional trim chenges as apes and power are varied, (ii) The elevator and rudder timing tab controls are and smust be used with care (iv) Flying at le alitade in rain or bad wiility Lower aps to 20°, reduce speed to 350 mph. LAS., and inereate pn. 3,700, Chick rar and oil tempers cures frequemy 43. Stalling (i) The stalling speeds, engine off, are: Flape and undercarriage up’ «go mph LAS, Flape 20° dawn, undercarriage down 85 Flaps fully down, sndereareage own Nl aet ‘When no ful iv carted in the fumclage tank, sight tail bullesing occurs about 3 to 4 mpuhy above the sal at which the right wing drope gently. With Fuselage tank Fuilor half fll, there sno bafeting to give warning of the approaching stall, but a series of stick reversals fccure just above stalling speed, atthe stall the right wing drops sharply, and wmless immediate recovery {tion it tken, a spn may develop. The contol ealuran touwt be pushed Grmly forward for recovery (ii) The itera sinks raply ae stalling speed is approached lis) If the eonteo ohn is eld bac a the stall, a wing will drop very rapid and the azcraft will Beome inverted (0) High pod stall Uf the srera is stalled in a weep turn ‘ether sing will drop very raid. The stalls preceded by pronounced juddering. Recovery ie immediate if the pretnure on the control column i related, 4 PART I1—HANDLING 44 Shing i Stinning i ue permived when drop tanks ofl inthe fusclage tank are carried. = (ip Pacts opin ae mxtoestaredbelow 1,00 fer anlthe cinta tobe trot ck before warn the pi > sey asia be niente oot me tan ve ae (i The nw fa seply asthe pine anere. The spn tenda be etece uneven (pci gine The SBih lenag down Cones Atop wa te nee on above te orion, and speeiog up a the nx all fn sok es Une fall elle bpp ine aie ln of the pen the opine deeping the nerf tena to recover unacied by the. let 1 oral {econ ation in tan afer two thes ae es com ised abe rant scorers tamed U recovery cine i dlyed el four ta have heen comple, thereof econ ice fr Sa oo tar, tl te cat then seve Frat ft apis to the et have ben produced by mining ‘wih engoe ony the engine shouldbe trod back See, then the spn ul reer tothe normal type i toreree, the pin shold renin Hat on tretlag teat tnd taking oral recovery action, the arcraft thoald be Hoy rocked fore end oft by fall movement tthe contel core, opeing op he engine an these fed forund aa hong backs pale bck (0) Raped of leas 80 mph TAS. shoud be nained Tatts wing oot of the eoig dive (x) The average ot of ight in wo tur (lo ih) mele eres ak gree 45: Diving-—The nica avery mend in he diva Unie cea fel in the furcage ak, i hecomes bghly tty. ned tone wy to the ihe Tae tendeney iteremc with creas fe sped and should e contre iodo un ofthe der ah Tas ab pera ad fects and shout be ued wih cre. ben oo a wg bom ary cord they shea i Donte be dropped fr paling ot fom he dive; bt Tey mut be rapped during the pllou coer ssl atta mite map 35PART 1—HANDLING With fuselage tank half fll, the szeraft becomes in creasingly nose heavy asthe ape increases; care shod he taken mot to impose excenive Knadings iy 00 rapid recovery fom the de, Which might ovees the Acrobatics Flick munewvres ere not permited. When carryin tombe oF drop tanks ‘or with fae in fusclae tanks serbuticy are prohibited. Watch al" prere caeully during serobatice, and sid more Han » mowsetary di Al the normal escbates are ery 10 perform, but » large amount of height may be let dung sore mse res and am ample margin mn te allowed for reaver. Rolls should noe be performed below rooos fect ‘The following speeds in m.p.h. 1.8, ate recommended; Rell ne ae-359 Loop é 300 Hilf ro of loop 350 Climbing roll 38 Upward roll io (Check Hist foe Landing Radiator thuter + AUTOMATIC Oil cooler shutter 2) automatic (Carburetor airintake RAM. AIR (ice para. 23) Lower flaps 2° and reduce speed to 170 mph. LAS, Open sliding hood, if fitted. UN Undercarage’ .. DOWN. Check indicator PPropeller Speed cooteal fully forward PFlape Sl Fully down (unless carrying ferrying drop tanks, whea only 20" may be wed) F-Fuel MAIN TANKS, Deaired_ booster pump EMERGENCY Nova.—If carving ferrying drop tanks it may be neces- sary to yaw the airraf from side to side to ‘cage the downlocke 6 PART H—HANDLING 4% Landing () Arproceh weeds in mph. LAS. Fy Flaps fully down up Engine assisted 10§ 130 Glide He te (i) With glide approach or fgpless landing, considerable float will be experienced after fattening out. UF landing ‘vith fll combat drop taka the above speeda should be increaed by 10 mpi LAS. If i should ever be neces to lane with one drop tank on, do no lower more than 29° lap, and Taod with the al up. Tit ia necessary to land with ul oteage tank, the ype should not be allowed to drop below 142 mp.b. LAS, ‘on the tur in, which should be gentle. ‘The normal approach apeeds quoted above are sasfactory. During the hold-of, the contol column must be pushed forward ‘owing to reversal of sick load. 40. Mitanding () Open throtles 10 climbing boost position (with ful fuselage tank, takeof boost position) and retrim as ecessay. (ii) Raiee undercarriage inmediatly. (Gi) Climb at abour 14 mph. LAS. with taps fully down, ‘Watch oll and coolant temperatures. (iv) Ralae the ape to 20° at safe height of about 300 feet and retrim nove hea.PART I1—-HANDLING ys tee aes Tot | Gee oe | ee ee. | Se Pyctnioars | Mire MSporses | on OD. i i | em Deven Tae | agers ion a ‘are a TAS “gomph | uemph | termek pee oe (Sony Two [¢ OVERSHOOT, she of minus sofect | Opn tevie te end ech em ie Ssmed eter elon tary pooch jt ac ‘Reyer OE tn ouch doom ror Maer QE ies 7 A ing ) Rane fy before tcsng. Tum OFF bones purge, 1 eB s mio! a al frvard ‘iy Bue fly on er parking (ones erring ering drop ‘Sn pera people talking hm (i) Spin i {Fy When enrne top, swieh OFF ignition and turn OFF fue {0 Nupred’at seca ra MMos ame a saz Am Postscartox 20250-—P.N. PART III OPERATING DAT. 5% Engine data—Packard Merin V-1650-3 (@ Pael—120 octane. (i) Of See AP. a4641C37, (ii) "The principal engine limitations are a fllows: ewe | _- Temper C._ [Max Deceased Room ie MAX TAKE-ORF) TOracert. M |so00 6 | 18 28 swico go | pote inches bot ny be ne for 5 nu, nL, PRESSURE: ‘MAXIMUM + get oi NORMAL. elt ei, MINIMUM POR CRUISING to ain MINIMUM. FOR IDLING 12 jeain ‘MINIMUM TEMPERATURE FOR TAKE-OFF, Ol ie COOLANT: we. (is) Fuel premure: Normal 3/36 Thitgin. Mim. for iding 9 Ibeqin. 2PART I!!—OPERATING DATA 3. Flying timitaions (@) Maximum speeds in ea.ph. LAS. (4) Diving Without bombs or drop tanks With s00 b, bombs oF combat tank With {ose fb. bombs With fereying tanh (}) Flaps down 10 laps down 20° Flaps fully down (0) Underearrnge down Bombs clearance angler Dive Clim Bank Maximum wight: ‘Take-off fom prepared nanweays or good gras airfields, rage All forme of fying, 9300 1b. ‘his seight (9,309 Ib.) includes full guni and ammuni- tion and fll permanent wing fuel tanks, Acrobatics and spinning are permitted, except shen carrying wing borba or tanks, or when carrying fuel in tiiary Funlage tank. See para, 45. lls of any sore should only be pracaed above 10,000 feet, When carrying external boots oF canks or ausiliry fuselage tusk, spinning and aerobatics are not permitted Fighter mancuvees should be avoided a= far av posable and care should be taken in pulling out of dives and in turns at high speeds to vod ipasng excesive loadings. When fuselage tank is filed, fying must be resected to straight and level and oo smanmuvres other than very seatle turns should be attempted until at least 40 mp. Fallon (48 US. gallons) have been consumed (vil) When earrying 15000 Ib. bombe, these should on mo sccount be dropped separately. ye PART IL—OPBRATING DATA 4: Postion errar correction, Corrections for postion err are as follows: =e Sf ele piety x60 mph, LAS. from SL. to 30,000 feet 155 mph. LAS, from 32000 to 35,00 fet ge mph. LAS. from 35,000 to 40,000 feet 4g mp.h, LAS, above 42,000 feet (i) Combat Set supercharger gear change to AUTO, r-p.m. to 3,600, and throtle lever fly forward, Eimated recommended speed 85 mph. LAS. “To obtain sny desired LAS. fy at 1800 rpm. ith supercharger aviteh LOW and obin the TAS. by fsjorting boost, but do not exceed 46 inches, IF the desired opeed cannot be obtained at 46 inches or Ful trot, focresse pm as necesary up 10 2,700. At high altcudes,(f the LA.S. cannot be obwained at 2.700 pam net supercharger switeh to AUTO. ‘When fying at low rp.m. it will probably be necessary ta car the en eer 5 mies by nrg om 7. Fuel conmumption and capacity (@ Consumption in the rich mixture range Gallonspbour Boot Rpm. Imperial 0.5. & 300 as or 3200 ra 15 3PART II!—OPERATING DATA PART I1]—OPERATING DATA 8) Consumptio |e Bie Te Ss wey even soe cab ie CConsumptions in the weak mixture range at mediam altader: RPM, 2/8) £18] alg RESERVED FOR RANGE CURVES TO BE ISSUED HSI S BY AMENDMENT the weak mixture range at high alti- Boe Svan ee wR | plies freer ssf oornee (0) Fuel expaciy operat 0.5. wallons gallons Two tain taake—each 761 ‘Two combat drop tanks—each |. Gab 3 Fuselage tank (i ited) a 5 Two ferrying drop tanks esch ta z g zPART II1—OPERATING DATA VED FOR RANGE CURVES TO BE ISSUED BY AMENDMENT Am Fouuicarion 20as0—P.N. Pilots Noter PART 1V EMERGENCIES 8 HYydealie faire (9 Undercarriage 1 the whee fil wo lower: (@) Select undercatiage DOWN, and pall out EMER- GENCY handle, ‘Thee bypass the normal hydraulic System and allows firing doors and wheel to fll under their own weight (2) Rock the aircraft from side to side to lock the wheels (The EMERGENCY handle mut be pushed in before rormial opention of hydraulic syste can. be resumed, Flapa Select desired fap ange. If engine pump i nat effective, attempt to lower flaps hy handpump. ‘There ie no other method of lowering Haps. Radiator and oil cooler sutters (hydraulically operated types enly) Set switch ta OPEN of CLOSE, a8 desire handpump. ‘Return switch to scutral when simount of opening is obtained; sbout 20 to 39 fll Skrokes are required to open or shit the shutters come pletely ‘Bomb or drop tank etisoning, ~To jettison bombs or drop tanks, life guard and push bomb control handle fully forward to SALVO. ‘This will recase bombs unfased. Nove IF i ie neecsary to jettison wing tanks or bombs ‘while there i rll Tae in the fuselage tank, the pilot should be prepared for a sudden change Of trim and decrease in stability Parachute exlt-—Pull red emergency handle on st board stindow rail ad push straight up on hood. 3PART IV—BMERCENCIES 6, Flrstald klt-—The frstaid kit i stowed above and be- hind the plo’ seat between the overturning pylon strut Ge. Ditching (0) 1c is strongly recommended that pilot should avoid itching and should bale out veheaever possible. Even when fying a low cruising speed a ax level, if te pilot takes immediate action, a height of about Boo ‘eet ean be quickly reached, thus allowing the pilot to bale out ‘Should, however, ditching be unavoidable, wing drop tanks or bombs should be jettisoned; speed must be reduced as ‘much as posible, and flaps should be lowered Jo". Ditch along the top of the swell dipping the wing dip on the windward side in order that this should trike the water re. ‘This will result in a heaty swerve, but will reduce the tendency to dive. ‘This mancruve alla for very necurate jndgment of brig. Incendiary bombs —Stowage for two incendiary bombs is provided on the cockpit floor IFF destruction —The destructor buttons and switch re oa the starboard cockpit wal/ DROPPABLE, COMBAT TANK por Ta | ue 62 4 ie 76% (MP GALLS } 75 US. oosten m sovscnulh \ouu \ SIMPLIFIED FUEL SYSTEM DIAGRAMFlight Measurements of the Directional Stability and Trim on the Mustang III with Various Modifications to improve the Directional Stability By H. V. Becker, B.Sc.(Enc.) and D. J. Lyons, B.Sc.(ENc.) CommunicaTep BY THE Principal Director oF ScientiFic ResgARCH (Arr), Ministry or Suppiy Reports and Memoranda No. 2317 January, 1946* Summary.—Measurements of pedal forces, rudder angles and sideslip angle have been made to assess the directional handling qualities of the Mustang ITI with a horn balanced rudder for comparison with :— (a) the Mustang I aircraft, (2) the original Mustang ITI aircraft, (c) the Mustang ITI with the N.A.A.t modification of a dorsal fin and anti-balance tab, (a) the Mustang P51-D with extended fin, the results on which are reported fully in Refs. 2, 3, 4 and 7. The results with the horn-balanced rudder show that : (1) The pedal forces to produce sideslip increase approximately as the square of the speed, and do not therefore show the objectionable tendency to lighten off at very high speeds as exhibited by the Mustang III with or without the anti-balance tab on the rudder. (2) With a balance tab gearing of 0-45 : 1, the pedal forces to avoid sideslip due to change of throttle setting or forward speed are lower than on the original Mk. III or modified Mk. III with dorsal fin and anti-balance tab. (3) The extended fin gives a slightly better solution than the horn balanced rudder. All the technical work and the preliminary drafting of this report was done by Mr. H. V. Becker, who subsequently met his death while flying as an observer in the course of duty on experimental work at the Royal Aircraft Establishment, . Farnborough. . 1. Introduction.—The introduction of a more powerful engine and a four-bladed propeller to the Mustang aircraft (the resulting type being known as the Mustang III or P51-B) gave rise to serious changes in directional trim and stability as compared with the original Mk. I or P51-A; in particular the forces to produce sideslip were reduced to very small values especially at high speed, where dangerously large angles of sideslip could be induced for small pedal forces. Several accidents involving structural failure of Mk. III tailplanes were attributed to the asymmetric tailplane loading when the aircraft had been inadvertently yawed due to these small pedal forces. Consequently N.A.A. introduced a retrospective modification consisting of a small dorsal fin and geared antibalance tab on the rudder. Flight tests of this installation were undertaken both in America, by N.A.A., and in this country, by R.A.E.™. *RAE. Report No. Aero. 2110, received 29th April, 1946. t N.A.A.—North American Aviation Corp. (87775) Z 3 Ne ot mys 7 \This modification made the pedal forces to sideslip the aircraft increase, by increasing the b, of the rudder ; the dorsal fin merely helped to delay the stall and did not provide an appreciable increase in , at moderate sideslip angles. It was expected, and found by test, that the pedal forces to trim with throttle setting change or speed change also increased, and these trim changes had been objected to by the pilots as being already too large. It was thought at the R.A.E. that it would be more logical to increase the 1, of the aircraft rudder fixed or free without making the rudder heavier, and two modifications were considered. ~ (a) The addition of a horn balance to the rudder to increase the rudder-free stability (a small increase in , rudder fixed would also be expected from the slight increase in gross fin and rudder area due to the addition of the horn). (6) An increase of fin area without change of the rudder balance arrangements. Of these the second was considered the better as the 7, was low in any case, but the first would obviously be easier to apply retrospectively. Accordingly a horn-balanced rudder was designed and built at the R.A.E. for retrospective fitting to the Mustang III, FX 854 being tested. While awaiting delivery of the N.A.A. modification kit, tests on an unmodified Mk. III and on a Mk. I aircraft were made to establish a basis for comparison; the qualities of the Mark I were considered to be satisfactory. The results of these tests have been reported in Refs. 3 and 4. This report gives the complete results of the tests on the horn-balanced rudder tested in conjunction with a dorsal fin for direct comparison with the anti-balance tab modification, and the main results from the previous tests on the Mk. III aircraft'** have been represented to form a complete comparison between the three installations and to demonstrate their relative merits. Finally, as results of tests on a Mustang P51-D in America with a larger fin have been made available to us, we have made a comparison as far as possible between the results obtained from these tests and those obtained by the R.A.E. on the horn-balanced rudder. 2. Range of Tests.—In order to assess the directional stability and the changes in directional trim, measurements have been made of :— (i) Pedal forces and rudder angles te produce steady sideslip from the trimmed condition at various forward speeds (ii) The pedal forces to prevent sideslip on altering speed, rudder trimmer fixed, through the complete speed range at constant throttle when trimmed for a low speed (150 m.p.h. A.S.I.) and a high speed (450 m.p.h. A.S.I.). (iii) Pedal forces to prevent sideslip on changing the throttle setting at constant airspeed at varied airspeeds over the complete speed range. A few check measurements of tab power were made, and good agreement was obtained, with those obtained with the rudder without horn balance**. The forward speeds at which measurements were made were 148, 243, 335 and 433 m.p.h. E.A.S. and the power conditions were—Engine on—2,700 r.p.m., +58 in. Hg. boost, and Glide—2,500 r.p.m. The tests were made in the neighbourhood of 5,000 ft. Tests were first made on the horn-balanced rudder installed on the Mk. III fitted with a dorsal fin and using no balance gearing on the rudder-trim tab. Subsequently, tests were also made on the same installation with the rudder tab geared up to the rudder as a balance tab with an 0-45 : 1-0 gearing. 23. Installation and Instrumentation.-3.1. Details of Installation. —Details of the aircraft used for all the tests are summarised below :— Mustang III Aircraft Mustang I i | + anti-balance | + horn-balance Orginal tab and rudder and | dorsal fin dorsal fin Airframe No. 1,25 AG 391 — FX 854 Allison a 7 Packard Merlin Engine Type .. | V-1710F3R V-1650-3 or 7 Make... | Curtiss Electric Hamilton Hydromatic Diam. (ft.) 10-5 11-25 Airscrew No. of blades, 3 4 (Paddle) Solidity .. 0-032 - 0-037 Fin area* not including dorsal (sq. ft.) .. 26-0 26-0 26-6 26-6 Fin aspect ratio .. te oe oe “1:57 1:57 1-71 1-71 Rudder area (behind hinge) i ae 10-3 10-3 10-7 -10:7 Rudder tab gearing... Sw. | COO F9 0-5 0 and 0-45 . (anti-balance) (balance) * Defined as in Ref. 8, i.e. including body area under the fin. The alterations of tab gearing (when acting as a balance or anti-balance tab) made during the tests were quite easily obtained by making up different ends for the tab-trimming jack and the dorsal fin consisted merely of a fairing riveted to existing structure. The addition of a horn balance needed some special stiffening to the top of the fin and the upper rudder hinge, as well as to the top of rudder to take the extra horn loads. A three-view general arrangement of the Mustang III with horn-balanced rudder is given in Fig. 1, and drawings of the fin and rudder with and without horn given in Fig. 2. 3.2. Instrumentation and Instrument Accuracy.—The indications of angles of sideslip, rudder angle, pedal forces, tab angle and airspeed were all noted down by the pilot from visual indicators in the cockpit: either the standard flying instruments were used after being specially calibrated or special desynn instruments were added to the instrument panels. The instrumentation described in this paragraph, and the flight technique of measurement was identical to that used to obtain the results of Refs. 2, 3 and 4. 3.21. Angle of sideslip.—Angles of sideslip were measured by a vane-type desynn transmitter mounted 11-67 ft. from the centre-line of the aircraft on a boom 4 ft. ahead of the leading edge (approx. 0-75 x local chord). When calibrated on the ground this instrument had an accuracy of + 0-3 deg. and a range of + 15 deg. It was expected from wind tunnel tests on a similar aeroplane that the position error on sideslip angle would be negligible. 3.22. Rudder angle.—Rudder angles were transmitted by a desynn transmitter situated in the body beneath the fin and operated by links to the final push-pull rod operating the rudder. The range of the instrument and rudder was +- 30 deg., with a calibration accuracy of + 0-3 deg. 3 (7775) Ag3.23. Pedal force.—A pedal force instrument incorporating a desynn transmitter was mounted alternately on the port and starboard pedals. The range of the instrument was + 90 Ib. and the accuracy when calibrated on the ground was -~|- 2 Ib. 3.24. Airspeed.—The airspeed was read on the pilot’s A.S.I. Instrument and position error corrections have been applied so that the airspeeds quoted should be correct to + 2 m.p.h. 3.25. Tab angle.—The aircraft tab-position indicator was calibrated (backlash had been removed during the previous tests). The accuracy when calibrated on the ground was +0°5 deg. ; no corrections have been made for stretch in the circuit due to aerodynamic loads, as it was considered that such corrections would be small. 4. Flight Technique of Measurement—4.1. Pedal Forces and Rudder Angles to produce Side- slip. —The aircraft was trimmed with wings level and zero rate of turn at the appropriate forward speed and engine condition for the test; then given amounts of sideslip were applied using rudder, keeping the aircraft with a zero rate of turn by using the ailerons to apply the appropriate angle of bank. Pedal force and rudder angle required to generate such a steady sideslip were then noted by the pilot. N.B.—It was found during these tests, that if the pilot trimmed the aircraft with wings level and zero rate of turn at high airspeed with any throttle setting, the reading of the sideslip vane checked with the ground zero; but at a low speed (148 m.p.h. E.A.S.), with engine on only, the sideslip vane indicated as much as 3 deg. sideslip to port. Assuming that the position error of the sideslip vane is zero for all engine conditions, and we have. no evidence to the contrary for the position in which the vane was placed, this indicates that there must be a sideforce on the aircraft induced by throttle opening. This phenornenon has been recorded on other aeroplanes (both in tunnel® and in flight*) and is thought to be associated with a change in side force on the body due to slipstream. As the pilots found it much easier and more accurate to fly on the vane sideslip indicator rather than on the bank indicator (i.e. either the “ sideslip ” indicator of the Reid and Sigrist instrument—which is just a pendulum and thus records bank when the rate of turn is zero— or the artificial horizon), once the trim tests described in this section had been completed, the remainder of the test flying was done with reference to the vane sideslip indicator. Thus, the trim-change tests described in the following paragraphs all refer to a constant sideslip angle, not necessarily to a constant bank angle; the only flight condition in which this alteration in condi- tions makes any appreciable difference in the manner in which the aircraft is flown is, as stated above, at low speeds (below 250 m.p.h.) with engine on. 4.2. Pedal Forces and Rudder Angles to prevent Sideslip on Changing Speed.—At the given engine condition, the aircraft was trimmed with zero sideslip and zero rate of turn at either the low speed (148 m.p.h. E.A.S.) or the high speed (433 m.p-h. E.A.S.). The speed was then varied with constant engine conditions and the rudder angle and pedal force needed to maintain zero sideslip were measured at the chosen speeds. 4.3. Pedal Forces and Rudder Angles to prevent Sideslip on Changing Throttle Setting.—At the chosen speeds, the aircraft was trimmed with zero sideslip and zero rate of turn for either throttle fully closed or fully open. The throttle was then either fully opened or closed and the change in rudder angle and pedal forces needed to maintain zero sideslip and zero rate of turn were noted. Time was allowed for the conditions to settle down after the throttle movement, and for the airspeed to be adjusted back to the chosen value, so that dynamic effects were not included in the measurements. 5. Results.—5.1, Pedal Force to produce Steady Sideslip—The pedal forces required to produce various angles of sideslip for the horn-balanced rudder, with and without the rudder tab geared as a balance tab, are shown in Figs. 3-6 (Figs. 3 and 4 with full throttle and Figs. 5 and 6 on the glide). By taking the slopes of the (sideslip angle), pedal-force curves at constant speed over =£ 5 deg. of sideslip, values of the pedal force per 7 deg. of sideslip have been obtained and are 4