PILOTS HANDBOOK OF FLIGHT OPERATING INSTRUCTIONS FOR NAVY MODELS FGE-3, F6F-3N | F6E-5, F6E-5N AIRPLANES NOTE: 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.Figure 3 Atrplane - Front View, Wings Fold — SECTION I DESCRIPTION Le AIRPLANES 4s GENERAL+~The airplane 1g © Class VF single faenging, single place, folding low wing fighter de- signed to take off from the deck of an airerart, carrier and land either in an arresting gear or fon land, It 4s equipped for catapulcing fron @ car- rer deck. by DIMENSTONS.-The over-all dimensions of the airplane tre as follows: Length 33 ft 10 tne Yesght. (propeller in 9 pt- position) 14 ft. 3 ine Span (wings ~ spread) a2 fe. 1 ine Span (wings ~ folded) 16 ft. 2 tne 2. POWER PLANT. ‘the engine 4s a Pract & Whitney Twin Row Model A-2800-10, 16 cylinder, two stage radial, geared BEL, Take-off rating, 3000 BP at 2700 RPW at sea Level, Recommended grade of oll varies with pre- valling temperatire, Follow latest service instruc tons ni applicable technteal orders FUL. ~ Grade 100/190 aN-F-28- OIL ~ Grade 1120, Specs AN-WW-4r-466n. 2s PROPELLER. ‘Te propetior 4s 4 three bladed Hantiton Stand~ ard liydromatic, 19'1" dianater. The basic prop~ eller pitch settings at the 42" radius Low Pitch - 26° ign Pitch ~ 65”4. PILOT PROTECTION. The pilot is protected forward and aft by armor plate, siso by a hullet proof windshield, Eneny gun fire originating within the areas s1lustrated tn Appindix I should not reach the pilot. Be ARMAMENT. The armaont consists of six .50 calibre nachine gins Located in the outer wing panels with a nax- Anus of 2400 rde. of azmunition. Tao 1000# bombs ‘can be carried under the center section or one full Sized torpedo under the belly. When the airplane 4s operating with the torpedo or 10008 bomb under the belly, 100 gallon droppable fuel tanks can be carried under the wing center section. Fleure 4 = Sliding Hops Lock Controt 8, ACCESS To, AIRPLANE. Access to the corkpit 18 gained from the rignt hand side of the aleplane- Push in the button (see Figure 4) located just below the windshield th Slide hood aft. 7. cocker sear. pon gaining access to the cockpit adjust the seat to the necessary helght. The control lever for vertical adjustment 1s located on the right hand side of the seat} maxinus adjustaent 1s 67. The control lever for adjustment of the shoulder type harness 4s located on the left hand side of the seat. wake certain the harness straps are over the erossear, 8 OXYGEN SYSTEM. as The shatterproof oxygen cylinder of 511 cu- in. capaetty 15 Tocated on the aft side of the crash bulkhead. The cylinder should be charged to 1900 Ins. per s+ tn. The shut-off valve handwheel ex- tension 4s located to the left of the pilot's seat. bs The attuter Jomand type regulator with breath ing tbe and facepiece ts located on the bulkhead to the Left of the pilot's seats to Section Ve VENTE HANDWHRET. COUNTER-CTOCKAISE TO CLOSE MUTATE MANDWHREL. CLOCKWISE TH oes 9. FUEL SYSIEK A. TANKS.-There are tho main fuel cells Tocated eft and right of the canter Line of the wing center section. The reserve cell 4s Io lage under the pilot's seat. 41 at fated in the fusel- gallon droppable 1 tank ts carried under the belly of the air= Planes Wo 100 gallon droppable fuel tanks can be Anstalied on the 1000# bord racks Tocated under the wing center section. TANK CAPACETIES, Loft Main = 87.5 U.S. gals. 72.0 Imperial gales Right Main ~ 87.5 U-S- gals. 72.9 Imperial gals. Reserve - 75.0 U.S. gals. 62.5 Imperial gals. Droppable 150.0 US. gels. 194.0 Imperial gas. be RESERVE TANK WARNING LIGHT.~The reserve tame fwel Level waming Light 1s located on the fuel con trol panel on the left hand side of the cockplte When the reserve tank contains 50 gallons or less the Light will glow. The fuel quantity gage shall then be closely watehed and the pilot shall fly at the most economical speed, if possible. LEAVE LAMP ON BRIGHT - ROTATE T0 BIM. Figure § ~ Harness Strap Adjustment‘c+ FURL TANK SELECTOR VAIVie-The fuel tank se- lector valve dial has the following designations, OFF RPT MAN RESERVE RIGHT MAIN DROPFABLE Fading counter-clockwts: Figure 6 > Fuel Tank Selector value ‘The vapor return line frou the carburetor Leads to ho Fight main tank, and may discharge as much as eight gallons of fuel per hour. note To prevent overflow, when opersting with full right main tenk, always use aboot 15 gallons from 1t before drawing fuel from other tanks. 4. AUXILIARY BLECTRIC FUEL PUMP S¥ITOH.—This switch 4s locaten on the Left hand side of the cock pit forward of the engine control quadrant. The switch shall be ON when starting engine, when shift= {ing from one fuel tank to another, and at any other time when use of auxiliary punp 1s necessary to maintain adequate end steady fuel pressure required for proper engine operation, 8s DROPPABLE FUEL TANK SWITCH.-A spring Loaded srlteh 4s Located on tha Left hand side of the cocke pit Just above che con flaps control. A safety guard 48 provided to prevent inadvertent operation. f. FUEL PRESSURIZING SYSTEM CONTHOL.~The fuer tenks are equipped with the Bendix Fuel Pressur- tzing Syaten. The manual slut-off valve for this system 4s controlled by & push-pill "I Rendle 1o- feated on the fuel control panels PULL TO RELEASE PRESSURE PUSH 10 RESTORE PRESSURE nove ‘The pressurized system 1s effective at altitudes above approx. 12000 tt. and 4s used for operations at higher altimdes than otherwise can be realized #ith the use of the auxiliary fuel pump only and for high altitude econoateal erutsing. fn combat, the pressurized system shal? be disengaged and the altitude exintatned with the use of the auxiliary electric fuel puap. In avent that 1 1s essential to use the pressurized systen for sctis~ factory engine operation, any punotare of the fuel eel] necessitates tuming off the pressurized systes for at Least one minute prior to re-use to effect satis tactory sealing of the self-sesling cells. Ur, PRESS desired 17 pete Allowable = 16-1865 Pests winimum Idling 7 peste + FILLER CAPR.-On Left hand Side of fuselage for left wainy on right hand side for right auin fand res ae dee) Vases g Ree ee Ba: OR To al TANK QRELEASE A * STS Tey) Figure 7 ~ Fuel Controt fanetJo. o1L system. ae TANK: The O11 tank 1s Located in the upper part of the meine accessory conpartrent, just for aril of the firewall. Aceoss $s gained to the filler and sounding rod by releasing the Yaus-fastened, nor Located on the Left hand side of the engine conling, The maxian filling capacity of the tank 16 19 Pas. gallons leaving « three jallon foaming ‘hw thnk 4s provided with a warm-up compart be TAPERED: CHNTOL VALVES (1) Tie oiL system incorporates an automatic rovairy O82 temperature control valve installed on Hue OL capers This valves La confunction wit the cooler, maintains the ofl-in temperature at Approxtaately 71°C (160%) to THE (125°H) «The ShUCCOF Hhich controls flow of cooling air to the ir cooler ix manially operated. The off cooler Shutter and Intercooler flaps open ang close to~ kether, and are operatod by the sane control. 1m the F=8 al eplane these untte Rave Undividual con trots. 2) Tas conttor valve causes the oL1 to by= pass he conten when the olf-From-englne tenperatare is holon SH°C (10H), directing the ontlet ott Fromongine back to the bottom of the osL tank for warmups Consequently, Ue Cank supply of o11 ts virtually by-pessed when starting the encine, until the of L-tromengine tonponttiire reaches approximately Ha%C. The OLL 1s then paKsed through the core of the cooler and returned to the top of tae ot] tank. vihen the engine ts not operating, a cheek valve walt prevents olf flow from the tank to the engine and back through the oil-out Line from the engine to the control valves DY INLET THMPERATIIRES ° Wine for Take-off & fast 40 Destrod 20-89 Maxtaun Level flight 85 Maximum Climb 100 prt, PRessuRes: Poses Pestred, at 2000 APM at 60°C 75-0 Miny at rated RPM at 100°C 8 Mins at 2100 at 0c 60 Mins ee 1200 at 5° 50. Mine (ling 25 5 OTL DITWTION SwiTEH.-The O11 dtiution swicen {is located on the fuel control panel. For off dilu- tion procedure see Section 11. Hy MYORAULIC SYSTEM. 4, GENERAL. -Thi's airplane 1s equipped with a for the operation of the Following (1) Wing Flaps. (2) cont Flaps. (9) Landing Gear ~ Main and Tail Wheels. (4) Intercooters and 41 Cooler Shutters. (5) Wing Hinge Locking Pins. (©) fun Charging. ‘Tho hydraulic reservoir filling level capacity is 1.7 gallons. Use fut, ANA Speciftoation AN-WW- 0-366 (red color) « >. ORAL OPERATION.The hydraulde system is normally operated by the engine driven hyraulic Pump, and its vardeus functions are governed by hydraulic selector control valvess The norm] hyd- raulie systen operating pressure x 1800 p.s.i., land the normal pump pressure 18 zero except shen operating sone circuit (1800 prsst+). the syste pressure gage 1 located on the right hand shelf. ¢. AUXILIARY OPERATION. (2) The hydraulic hand pump 18 Located on the cockpit floor to the right of the pilot's seat. Uso this pump to operate the system if the engine riven punp 18 not functioning. When the hyemruLic hand pump 1s used, the hydraulle hand pup selector valve sontrol must first be turned to the desired position marked on the adjacent nanepiates. This control 1s located on the right hand cockpit shelf. hen this selector valve 4s moved, the systen pres ure gage indicates the pressure In the particular hydraulic eireutt selected. Thus, If the valve 1s kept on SYSTEM, the system gage will indicate mal- functioning of the engine puap If pressure falls below 1200 p.s-t. also a aalfuettoning of any ctr cout may be found by watching US gage while moving. the selector from potnt to point. The positions of the Lever. for the operation of the various con trols are as follows: (a) Systen, (2) Ming Flaps Onty. () Aanding Gear Only. (a) Gun Charging, Wing Hinge Lock, Engine: Cont Flaps -Figure @ ~ Hydraulic Hand Punp Selector Value wore When this gontral lever 4s not being used Lo operate one of the above hydraulic units, keep 1t on the SYSDEM pusition. (2) In the event of hydraulic system future, ‘due to an opening 4m a Line or unity each Individual systea oan be checked with the hydraulic hand pump- Approximately eight to ten strokes are sufficient to determine whether or not pressure can be buts’ up in that systom. When the Leak 15 located, the PLLoE shall then refrain from using the damaged Syston in order to retain the hydraulic fluid for operation of the othar units. 12, WING FOLDING & SPREADING. ‘4s GENERAL, (1) The wings are spread and folded mannally from the ground and aro automatically Locked in tthe folded position. The wings are Locked in the Spread position, and unlocked before folding, by hydraulleaNly operated locking pins controlled from tthe cockpit. The two position hydraulic Lever valve control operating the locking pins, 18 located on the right hand shelf, The wing safety Lock pins ure operated by = "I" handle control Located on the lowar center control panel. This control ts used to safety the main looking pins after the outer panels are moved to the SPREAD position and the main locking pins are FULLY IM. These eatery Lock ins, vnon engaged, prevent the aain Lesking pins Tron disengaging, regetiless of hydrautte pressure. (2) As the sarety sock pins ‘are withdraen during the folding operation, red warning ey! indters ‘appear through the upper surface of the wing center Section, one om the Lett and the other on the right hand side. Sefore take-off, chock the cylinders which wil be flush with the wing surface if the wings are spread and Locked properly. b. To FoLD wines. () Wing Flaps ~ uP. @) disengage Surety Lock Pins - To Unlocks puch “1 mmndhe LPT & FULL UP. (9) Push lever on Wing Folding Hydraulic Valve Control operating the main Locking pins te FOLD po- sition ~ FORWARD. (@) Operate hydrauitec mand pump 4F engine ts not running. Hand pump selector on SYSTEM or WING LOCK position. (©) Push wing panel back until folded lock engages CAUTION The clearance between part of the wing and cockptt enctosure during folding is smalts therefore, do mot fold winks with anyote standing on walmuay, or with aras or any part of the body projecting outside of the cockpit. e+ £0 SPREAD WINGS, 1) Wing tape = uP. (2) Push Lever on wing folding hydraulic valve control operating the main Loeking pins to SPREAD position ~ AFT. (@) Release Jury Jock pin Lock control handle Located in the wheel well. CAUTION LIfe wdag tps when releasing Jury tock pin Before sprendiné outer pareis. W) Tp engine ds not running, place hand pump selector valve on SYSTEM and puap until system gaze reads about 1500 prset+, BEFURE pushing wings UP to SPREAD position, TRIS aperation W122 charge the hydrauiteaecumator Which has suffteient capacity to engage the main Locking ping the snstant the wing reaches the SPREAD position. After pins are congaged, pup a fer wxtra strokes to rake Sure pine are FULLY HOME. (9) ngage Saroty Lock - ta LOCK, push °" Inandle FULL DOWN snd RIGHT. (©) Check red warning flag to make sure of Ate retraction flush with top surface of wing WARNING Do not altou the wings to fall free vhon spreading as datage nay result 10 the wing Folding axis.Figure 9 ~ Wain Electrical Distridueion Panel ~ F6F-3 13. ELecTRrCAL sysTeM. 4, DESCRIPTION.-Zhe electrtcel system includes genorator, battery, switches, rheostats, clrcuse, Dreskers and Lights controlled mainly from the elec trical distribution penel and sriteh box. The fol- Lowing-untts operate electricall: WING FLAPS VALVE GUN SELECTOR & MASTER SWITCHES ARRESTING HOOK GUN TRIGGER SwCTcH PRIMER ‘Guy GausRA AUXILIARY FUEL PUMP OUN SIGHT Liowts (GUN HEATING (avTowaTC) COCKPIT HEATER —_DROPPABLE FUEL, TANKS-RELEAEE PITOT TUBR MEATER FUSING & SELECTING OF BOMBS BOB RETEASE Dy GEWERATOR & BATTERY. (1) Te generator normelly supplies the cur rent for the olectrical system, and 1s the sole soures of power for normal operation of the trical units, after the ongine has started. tec (2) The battery switch, located on the elec trteal distripution panel, has two positions: OM ‘and OFF. Battery switch qust be in OFF position hefore leaving airplane. Recognition Lights and 10 Radio Control Switches are not affected by this switch. They are enorgized regadiess of battery switch position vigh thetr respective control. Nore The battery awiteh eust be ON to pries and start the engine. C+ BURCTRICAL DISTRIBUTION PANEL & SWITCH Box.— The electrical system of the sirplane is controlled mainly by switchosy theo fon the electrical distribution panel and awiteh box, which 1s Located on the right hand cockpit shelf. Operation of the controls on the electrical Otstritution panel 4s directea by the instructions prtiited on the adjacent nameplates. ts and elroutt breakers SwrToHEs Seotion Light Wing Running Ligne Priner Taft Running Ment Battery Formation Lights (2) Gun Selectors Bomb Selector Gun sight Boab Fusing ‘oun camera arresting Hook Gun Master Pitot tube HeatFigure 10 ~ Main Electrical istribuion Panel ~ F6F-5 AKBOSTATS ~ LLCAETS. cnarttoasd Mectrical Panel Cockph t Gun Signe CIRCUIT BREAKERS MANUALLY Hase7) Radte (2) Gun Cenera Solenota mn Sight Recognt tion Lights Exterior Lights Gun fleaters (2) Instruments Panel Receptacle Cockpit Lignes Compass Bond Fusing Aerasting Hook Cockpit Hester Droppable Tank 4+ VOLT-AMWETER.-the volt-aazeter 1s located on the Slectricel distritution panel. Tt normally shows Kenerator aapores. Battery volts uay be read by Pushing tha button on the face of the aeter when the engine is not running over the gencrator cut~ An speed. System volts are read when te generator Ls operating at engine speeds above 100 RM. (es COCKPIT LIGHTS.—The cockpit Lights are con- trolled by. the cockpit sghts rheastat located on the electrical distritution panel. The intensity of the chartboard light and the electrics! panel Light {2 regulated by the rhoostat for each one, marked on the adjacent naneplates. Turning any of these rheostats to tho OFF position will shut off the Lights they control. f. EXTBUOR LIGHTS.-The exterior Lights are com trolled from the electrieal distribution panel. Landing Section Wing Running ‘Tail Running Formstion nove Landing Lights are instalica in carly airplanes and night fighters only. B+ FLUORESCENT LIGHTS.—The Fluorescent Lights are controlled by rheostats Located on the Lower center instrument panel, To start the Aights, cum a Figure 11 ~ Fluorescent Lights Control - FaF-3 Only utthe rheostats from the OFF te the START position, fend hold there Cor a few Seconds until the iignts turn ON.'Then, curn the rhoostat to dim or bright position. in order to obtain ordinary or bright Lights, turn the head of the Light 90% te which ever 18 desired. If the Lights fail to operat oth the fluorescent Iighta circuit breaker reset button. he APPROACH LIGHT SWITCH.-This switch 4s pro- vided in the wid-fuselage junction box thereby making At possible to open the approach Light circuit when simulating carrier operations on land. Prior to carrier operations, the switch lecated tn the mid= fuselage Junction Box should be checked to inaure that At ds dn the OFF peestton 4, SPARE LIGHT BULBS.-A spare bulbs container 48 provided in the fuselage at Station #127. A spare Duld for the gun sight As held in place by a clip mounted on gun sight mount bracket. On the FSF-5 Airplane, spare instrument panel bulbs are Located fen the left hand side of the instrument panel. Figure 12 ~ Recognition Lei 3 Controt Je-MECOGNITION LIGHTS SWITCHES.~Te recognition Lights und keying switches are located on the right hand shelf, A witch 1s provided to select each Light as desired. Throwing any suiteh opposite the Steady position will not cause the light to glow util the recognition Lights keying switeh 4s op- erated. If any light fate to operate, the cfrcult breaker, for this ctrcutt located on the panel, should be pushed. Xk, PITOT TUBE HEATER. ~The pitot tubs heater auitch 18 located on the distribution panel, This itch shall be turned ON when icing condi tions ‘are encountered. If apparently incorrect airspeed Ae indicated during Seing conditions, cheek the Position of the switch to be sure it 49 in the ON position. 2 Figure 13 ~ Rudder Pedal Adjustment Lever Ww, conrrous, 4. AIRPLANE CONTROLS. () RUDDER CONTROL.-The rudder pedals are Suspended from a horizontal bar below the instru ont panol. See Figure 13. The pedals are adjust= able to four positions by a toe Lever on cach inner pedal arm. With toes on adjustment Levers, push Pedals all the way FORWARD, then with toes under Pedals bring AFT one notch at @ tie until desired position 1 attained Check that each pedal hi Fatcheted past the samo nuaber of notches. Adjust ment of the rudder pedals automatically adjusts the brake pedals to the saxe relative position. Figure 14 = Surface Controls Locking device (2) AILERON AND ELEVATOR CONTROLS.-A conven tional type stick, equipped with pistol type Rrip Provided with gun trigger and bomb button is in Stalled in the airplane. To lock controls noutral= ze rudder pedats and hook up the lashing devicFigure 18 - Trim Tao Controls (Q) TRIM TAH CONTROLS ~The trim tab controls for the Left alleron, elevators ant rubice are mount ed 45 8 UnEt On the JEM hand side of the cockpit nore lin the FOR-5 airplane the ailerons are equipped With spring tabs to Lighten tne control forces. Their operation is com Plotely wutomatic. The Loft aileron tab Also operates as @ trim tab dn the usual (4) WING FIAP CONTRO, SYSTEM. (2) GENERAL. The wing flaps, of the Lo¥ drag types are actuated by four hytraulte oy? inders controlled from the pilot's cockpit. Two cylinders fare dnstalled in each wing, one inboard and one outboards (&) HYDRAULIC CONTROL VALKE.-Daring normal conditions the flap hydraulic control valve, govern ing the cylinders, 1s operated by an clectric servo motor controled by a toggle switch located on the Left hand shelf, adjacent to the control quadrant. SNITCH FUAWARD ~" FLAPS UP SWITCH AFT ~ FLAPS DUM If electric power falls, the flaps are controlled by the wing flap sanual control lever Located on the lover left hand side of the cockpit. If the norsal hydraulic pressure systen fails, the flaps fare controlled by the auctliary hytraulie pressure Syston, Le.) the hytteulle hand pump Located to the right of the pilot's seat im conjunction ith Une hydraulie hand pup selector valve Located on the Fight hand cakplt shelf. ure 16 - Hing Flaos Flectric Control Switer (c) COMPHESSTON SPRING ENITS.-Four bioW= up spring units, one connected to each flap, are arranged to allow the flaps to Dlow-np™ with ine creasing asespecd, These automatically control the Clap ansto dn Plight when the flap linkage 18 all the way outy 4.0.5 when the flaps are down. Thi Feature 1s not controllable fron the corkpit hed 4s entirelY Anependent of the hysleaulte cylinders. The range of flap angle ts 50° at 9) Knots atespeed and up to 15° at 180 Knots airspeed. nore Le the wing flaps fail to operate ciec- tically, push the ekreule breaker reset Dutton edjacent to switch Co restore pavers ke they Still do not function, operate the manual flap control located to tne Left of the ceekpit seat. (4) AUTUMATIC CONTROL SYSTEM.-The Paps WiLL not com down at speeds tn excess of 170 Knots. even though the electric control switen as in the FLAPS DUWW position, An airspeed switch, Located {in the wing center section, 1 connected in paraltol with the airspeed indicator. The airspeed switch iT] autoxatically retract the flaps when the air sspecd exceeds 170 Knots. {¢ the flap switeh 1s Lert fon the FIAPS DOWN pas ition, this switen witl ex tend the flaps agein wien the airspeed drops below 470 Knots. (©) MANUAL, CONTROL (AUXILIARY) .-In the event of electric power failure, the flaps are raised or Lowered by opsrating the spring loaded controt Jever located on the loxor Left hind side of the coekplt. BFigure 17 ~ wine Flap Manual Control PUSH DOW & FORWARD — FLAPS UF PUSH DOWN & AFT = FLAPS. DOHN center = NEUTRAL WARNING Tt ts Important to presa the red handle our to disconnect motor then aie red handle feruard or aft. If thts handle ts Forced without first pressing tt down, sertous danaso WIL result to the eteo trle motor splined shaft and the rubber eluten, After operating the [tap controt manually and electric pover ts restored put handle tn neutral poateton. The above control appites to atrplanes By. Aero Aumbers 04759 and subsequent. (2) EMERGENCY OPERATION.-In the event the engine driven hydraulic puap 18 not operatings the wing flape are raised or lovered by operating the hydravlle hand puap in conjunction with tne hya= roulic hand pump selector valve located on the right hand cockpit shelf. (See paragraph 11, Hydreulle systes.) 1, Flap Switch - DOW oF UP as required. 2. Manual Control Lever Located on the Left hana side of cockpit - in flape DOWN oF UP Position as required, 1f electric power has also fatlea. 3. Lever on hand puap selector valve, Located on the right hand cockpit she? = WING FLAPS. 4, Operate hydraulic hand pump. There fare approximacely 35 double strousa required: to i extend the eylinder and approxiaately 25 double Strokes required to retract it. nove Keep hand pump selector valve control on SYSTEM position when not being used. Figure 18 ~ Hand Pump Selector Valve (5) TANDING GEAR CUNTRULS. (a) GENERAL.-The airplane 15 equipped vith hydraulically operated main and tall whecls which tare retracted or extended by double acting hytraul- Se cylinders. The operating prossure 1s normlly Supplied by the engine driven nydraalte pump or by the hand punp for auxiliary operation. An air cylinder supplies pressure for emergency extens ton of the wheels. (©) NORWAL OPERATION.-The main and tail Wheels are normally retracted or extended by manual ‘operation of tie two position square knob control Lever located on the left hand instrument panels This square lnob lever 18 distinct in appearance froa any other cohtrol, being designed to prevent inadvertent retraction or extension of the landing gpar by the pilot in flight. LEVER UP ~ WHEELS RETRACTED LEVER DOWN ~ WHEELS EXTENDED CAUTION Nake certain landing gear control Lever te tn fully lowered postion before take off and tandtne. wore Te Landing gear #ALL not Lower complete= Ly above 18 Knots indicated airspeed. (e) AUXILIARY OPERATION.-In the event that the engine driven hydraulic puap 1s not operatingthe mein and tail wheels nay be retracted or ex- tended by operating the hydraulic hand pump in con junction with the hand punp selector valve on the right hand shelf. Set the square knob control lever to the desired position, move the and pump sAwctor valve Lever to LANDING GEAR and operate hand pump- Approxinately 90 double strokes required to Raise: Approximately 70 double strokes required to Lover: nore Wnon Lowering by hand pump, considerebly loss effort ill be required if the air speed is reduced to 100 Knots or less. (2) EMERGENCY OPERATION 1. In the event of complete hydraulic system failure, the main and tail sheels may be fully extonded and Locked by aanual operation of the landing gear energency Pelease "2" handle con trol located on the Lower center control panel. The emergency Landing gear extonding systen con sists of the "I" control handle, an sir bottles valves and pipe Lines. nore To EXTEND main and tail wheels, pull "1" handle FULL DUNN and LOCK, Use this con trol st oF below 90 Knots. 2. When the “17 hand up locks are released, the air systen vent valve fe fs pulted, the closes, the air bottle valve opens, and the ON-OFF hydraulic dump valve opens, a11 functioning sinul- taneously. This system ¥S1L operate regardless of the position of the square knob control Lever. No other pare of the hydraulic systen 1s affected by Normal operation of the Landing gear hydraulic syster is restored when the the use of this control "Ty handle is returned to Sts norms) positien. This Should not be done unté1 after lending and the reason for hydraulic failure detersined. Pine required to Lower ~ 10 seconds approxinately. CAUTION The wheets cannot ve (overed More than once by this control therefore, do not onerate {1 until you are eure that hand pump systen vill not functlon. If the emergency ayaten Ls operated at higher atrapeeds than {¢ can ov-rcone, the gear WELL cone doun part way and tratt. any anal Leak tn the aysten might therefore dissipate enough of the 1iaiies sumply of atr vith the result that the gear wit! not extend completely, Ply a8 stouty a8 possible before onerating thts control ant hold thts stow speed until the gear is down and locked. SUP At ts desired to make & wheels up landing after the Lending gear hes been lowered by the emergency control, the wheeks nay be re tracted by placing the emergency "I" hanille control back to dts normal positions square knob control lever to wheels UP position, hand jump selector valve Co LANDING GEAR and operating the hand punp. 4. To read the dunp bottle air pressure, turn valve to open position only Long, ‘enough to road gases then close. Unly a Slight hand pressure {= required when closing the valve pressure 1960 p.5-1 Bottle ner Bue! { TURN THAT cocKDIT HEATER OFE CIE nck ean nee (eo) WHERT. Loe 1, The nechantoal intercomnector, be tween the Lanting gear square kiob control lever and the mutoracker arm on the Teft hand shock struts prevents Landing gear retraction on the ground, The control Lever cannot be moved into the retracted position unless the left oleo is fully extended nplen occurs im fish oniys (Operation canple cely 2.0m the ground, & mechanical lock prevents the drag strut Knuckle from breaking unter ney Loading condition. In flight, as the wheels retract, this Lock is released during the intttal motion of the hydraulic éylinders. The position of this lock 19 indicated electrically by a micro switch operated by the Lofk {t+elf connected to the posdtion Snscator n the cackyst (0) POSITION OF MIESELS INDICATUR.-The po sition of the main and tail wheels are shown on the combination flap and landing ebar indicator, Aveated on the Left hand instrument panel. See No. 16, Figure #1 This indicator, in Adi thon to show Ang the approximate position of each whe=1, also Shows whether or not they are locked up or down 8Figure 19 - Tait Wneel (bce Controt HE WHERE, ERSTE LOCK. 1 The tad whee! drag Link $5 equipped with @ Lockpin which Locks the easter in the teatl= Ang position. The Lockpin Is rontreltahte by vable from the Leck lever Located on thm pilot's lett hand shelf. The primary purpose Of the Lovk 43 te price the possibility of grout Looping in Lanting. LEVEN EURNARD = CASTER LUeKED ROAET CASTER UNLOCKED 4 Lock the tail wheel damertiately ater taxiing into position for take-off. The tail wheel WALL then remain locked during Light and during Lending. Untork pleted in order to f or the landing run hes Deen €os sLstate taxiing: nove For carrier operation leave the tall whee! caster unlocked. (8) ARRESTING HUDK CONTROLS. (a) ELECTRICAL UPERATIUN. The arresting hook switch and cdreuit broakers are located on the electrical distribution panel. To FXTEXD the hook, throw the contral switeh to the OUT posttton (right). when te Nook 18 Hully extented, Che Light adjacent to thr switch will glow. The running OUT of the hook will #180 turn on the approach Light, tn the wing. Tf the hook fails to operate, push the elreust breaker reset button. CAUTION The pttot shalt (naure that the sutton ts 14 the Rook out pasttton prior to Land txt aboard a carrter. (®) MANUAL UPERATION.—The "T" handle ar- resting hook emergency control 1s Tocated on the Dulkhend art of the pilot's seat on the Lower Left hand side. This control #i1l not retract the hook. To extond hook, pull "I" handle and release - Repeat approximately five strokes. If the arrest ing hook is fully extended, the pilot will be unable to pull the manual conteol through a full steoke. Figure 20 ~ Engine Control Quadrant ‘bs PONE PLANT CONTROLS. (2) ENGINE CONEROL QUADRANT.-The engine con= trol quadrant is located on the Left hand shelf and 4s equipped with @ friction aajustment hand sneel, Located on the inboard side, to adjust the Friction on the throttle and propeller governor control levers. It*contains the following controls SUPERCHARGER ~ AUXILIARY TWRUTTLR, WITH MICROPHUNE SHITCH waxTURE PROPELLER GOVERNOR & VERNIER HANDWHERL, (2) SUPERCHARGER CONTROL.-The supercharge control lever 48 located on engine control quadrant. FORWARD = NEUTRAL. ceNreR ~ Lon RATIO art - — aioH Ratro (9) SUPERCHARGER SHIFTING PROCEDURE. (@) Do not shirt the suporcharger control, tore often than at five minute. Intervals, while An flight except in an exergency, to allow the dis~ Sipetion of heat from the elutches. The control must be at the extremity of its travel in eitherratio to prevent eluteh slippage and to insure the availability of rated power at all Ciges. At least once during each five hour period of operation in NIGH oF Law ratio, shite to NEUTRAL for & period of five minutes to eliminate sludge accumulation in the clutches. If operations require exception to this practice, de-siudge at the earliest oppor tunity. Failures have resulted from o41 carbonation due to excessive tine between de-sludgings. (p) To change fron NEUTRAL to LOW ratio of from Lit ratio to HIGH ratio, the following, pro- eedure shall be used: 1. Hletard throttle as necessary to voSd exceeding dysired manifold pressure atter shift. 2, Reduce RPM If practicable. a. Shite rapiaay. 1, Readjust RIM, throttle setting as necessary to obtain desired power: (c) To shift trom HIGH ratio to LW ratio oF from UM ratio to MENIRAL, the following pro- cedure shall be used 1. Shift rapiany Be Meadjust HM, throttle setting to obtain desired power. WARNING: Never clage tnrnttte even momentarily fand auold as far as posethte ery abrurt movement of the (rattle) unit? oreratine tn OW oF 10H blower. (@) Bloner shifts should be made at the alti tudes specified in the Spoettic Eagine Flaxht Chart, Figure 9. The snount which the manifold pressure should be decreased before shifting co the next higher blower ratio ts best lesmed by experience. Until PantLiar with the atrplane, reduce Uke manifold Pressure {7 to 47 before shifting. The amount of surge in manifold pressure depends on ‘or qutekly the auxiliary stage regulator rescts,and this may vary "ith temperature conditions, and from sir- plane to airplane. (©) The euctiiary supercharger regulator permits any desired mnifold pressure below mitt tary Power Limits to be obtained with the throttle alone venvh operating in the auxiliary stage (either Luw or WIGH blower) at any altitude below erstical al- title. Use of the auxiliary supercharger below the recommended shift altitudes, however, will cause 1 rise in carburetor air Ceaperature whieh is un- lesirable. Such use Will also cause an increase in fut consumption, because power that would other Wise be available at the propeller is wasted in Griving the auxiliary seage. (6) Under certain conditions, use of the aurillary stage at lower altitudes than secessary WALL resule in the phenomenon of “surge” in the Auciliary stage system. The surge is @ breakdown in airflow Somewhat analagous to the Stalling of nairfoil. It 4s brought on by attenpts to operate at very Low ainflows (mall throttte opening) with high dmpetser speeds (high blower REW)- Tt 1s nest Hikely to occur when ali the Following condi tions Altitude ~ aout 25000 re, 2. Supercharger = HUGH. 3, WM = Ca) 2200, (B) 2800, 4. Manifold pressure < (a) petow 207, {b) below 10" 5, Vutsiie aie temperature ~ 10° to 20°C below standard, note 1t 45 important to observe that the pomr being sed cout be obtained tn 1 blower. (2) Surge W117. be exideat by very rout and probably by x FURbIing noise sound in the ductiog. The watural engine operat io for Youd "puttin: Feaction Woullt be to Tease up hy retarding the throttle: This would only ageravate the cond land might cesult in the engine quitting al togethers If the condi tion is recommized, 14 ram be Limknated promptly by any one of the following rourses of 1. Shirt to the next Lower blower spent Unless he tactieal situst ion mais this sites irable 2. bpen the hroLtte and reduce EW to maintain desired poter. 5. Shift to alternate air (0) 14 ts rerommended that pilots explore the reeion of operating condirions deseribal, so that they my learn to recognize supercharger saree whon St 45 encountered. It 4s unlikely that it can be found unless outside air teaperature 4s belon Standard. Uperating for short periods in the surge range "ill do no heen, but I¢ stould not be alloted to continuo as heavy Surge way open up leeks in the intercoolers or ducting. The cemastion 1s not really sunject to porrect ion by dasign changes and 1t 48 therefore desirable that paluts De thoroughly Cam {Liar with the phenomenon, and ethos oF deal ing sien dts v(4) ENWENE: THKUTTLE CoNTRUT.. Thy vontest lever 18 Le throtete ted on engine control qusrant. LevEIE Houma THMUETES ors) Leven apr = TuWweTTeS Cheeta (5) MECTIN Comer. (a) The mixture control bas Uhre etteet Ave post tions Tot: cne-une Att TFA AuTi RICH ‘Die Fourth postion, "H. RICHT, has been oF shown bbe renileret Inoperstives and therefore no atienpt Should be made 10 use Ht. Fuel WiLL be stischarxe into the supercdarwer at any fuel presume above four posed. shen the atyture control $s tn any po Sirton except IDLE COT-UER. The mixture contrat Should be: kept tin the IDLE CUT-UKE poset ton ehen= ver tle engine 1S Rot running €o Insure against Hoong of the supercharger in case the amet liary fuel pump As Smads rtentty tanned ON nore. tipon stopping the wnt, particularly in hot weuther, fuel trapped Sn the carbur tor (with the mixture contrat tn D1! CUR) may botl Crow the residual heat of the engine. The abnormal ly high vapor Pressure can Jaz Fubber-Lippest vapor vont needles in their Seats so that faulty vapor liminstion may secur Sequiont. operation oF UntLL such time as the present cubher= Upped mendes can be replaced by all feongine. Thereforey Steel nordles, operating activities have been advised Co place the mixture control dn AUTO LEAN (after smuteine down with EDLY CUT-OFF) until the engine and ac~ cossory compartarnt have cooled: This provedure requires thut adequate precautions be taken to Unsure that: + The auctitary fel pup 1s turned OFF before Stopping engine 2. The mixture control 4s placed in DLX CUP-MFY aX Soon as practic fable after the engine has cooled. | Netther (ie main battery switch nor the auxtiinry fel pump switch fy Carned ON unt SL the ontrol has ben cheeked to see thet dt ds tn Ibi CHT-oFF 18 CAUTION Patture to apserne these tremeut (aay may result tn bytraulte Inch and rot fatture a9 vett a8 an nbyinus Fire hazard (®) AUTH RICH snomdd be used For take oft, Landing approach, ant 11 ground operation. Te 4s Iso @vatlable for ali tlonsl cooling union adverse conditions tit mould otherwise require & reduction tn poser oF excesstye opening of the cowl flaps to natntain cylinder heat Comperatuees «thin allow ble Late: fo) AUTO LEAS. shouts ber 6 operations exeept on bore, for all fight ‘ool ine vont Sears nore Unneressary use of ANT RICH Shute be voted shen fer possible berause of 1h Fesulting dnereuse in furl comm (a) Tests have shorn unary 4 n property adjusted, prosent carburetor settings moter very slose to best economy at 60" porwr and below. Foy this reasons manual Ivaning 4s not recommended land should not Be sttempted, unless there $s cons sive evidere that carburetor metering 18 errat (o) When rewutar Pv ieing and adjustment oF carburetors cannot ho maintained, 16 1s rer ommended that frequent tank tests be run during routine flights In order to detect tefoot ive metor= ing proaptiy. The following procedure 4s rerommensted: Lo “Top off Jefe wing tank just before take-off, Po not use uel from this tank until aloft and At usual cruising altitute, tetm fateplane for Level flight wt ust) erubsing 1A. 3. Set selector to test tamky and termine elapsed tian (in minutes dart swons) to run tank "ry" Ges Indicated by drop in tuel pros Sure). lwweord elapsent times KIM, pressure alcitae, outsdie air temperature, and [AS during test 1 test tank refilled from measuring wedtately after Landings have founs of eal tbrated pump. Accurate Rewsurement {8 escent Lal. Record Fuel required5. Compare fuel consumption with ree= ons of previous flights. (IAS, (re8s Night, configurations porer ontitions, and seneity alti tune ust be approximately the sare for Fishes compared.) A difference in fuel consumption of wore than £42 nay be considered an indication of umatisfactory metering. CAUTION fhe carburetor vent Line normajly re~ turns not wore than tuo quarts of fuel fer hour tothe right nain tamk, If i- ther vent valve sticks, thereturn flow nay anount to several gallons fer hour, and will cuuse a false indication of ouer-richness during tanh tests. £ sit. ple qround check of retura flow can be node by having vent Hine disconnected at firewall or carburetor, and turning the auxéliory fuel puap OF. (00 10f STsRr suOTNR WAILE verr TM IS DIS- covrscren.) (9) If vor-rictness As definitety shown by tests, amt aajusteent or replaconent of the of fenling carburetor 1s not practieable, sanual leaning may be Used at approximately SOL power, and Selo, Lo ronteal eixture strength. The following method should be used: 1. Fly Level at desired IAS, using 32" Hg. (but not more) oF full throttle, AUTO LEAN, 1300 to 1700 APM. If TAS 18 too high at 92" (or full throttle) and 1300 RPM, reduce MP as necessary. Avlow 4 Tex atnutes for engive Lorperatures to stabilize, then note heed temperatures. + Move mixture control story out. Of AUTO LEAN toward IDLE CUT-OFF Uuntt1 surging of REM deging. Then move wixture control inte ad- Jacont moteh toward AUTO LEAN. Te this reduces surge to £10 REN or less, the setting 15 satis Factory, If surge is excessive, nove mixture control one more noveh toward KUTO IEAN. Repeat Af necessary. 3. waite mking the foregoing adjust: ents, maintain 4 close watch on head temperatures, Head temper Atures must not go more than 5°C above oF 15% below the heat ter peratures observed shen using AUTU LEAN. Return mixture control to AUTO TRAY Immediately LP head twaperatures go outsiae Linke se mabe UNtKT Lemperaciees st bELIze before repeating attempt at amid Keaning. DO NOT STOP SHOT UF AURY LEAN mie ocessiary to control Read toapers enriciacnt is atures. De not exceed Limit of 2} Marsal Leaning at more then 50% pover Sconmenied and shovid be avoidelt except, in extrone emergencies. Rngine damage may result hom manial Leaning 18 dene incorrectly at any powery amt the operation 4% particularly hazardous above the oruising power ranse. tk) Uf over-enelehnent develops during a eight, the weuel indteations are Low heat ature, ess of porers amt in extreme cases, a visible temper smoke trail. If possible, confirm suspected over= Fichness by a tank test Before resorting to aanunl Leaning. Indisceiainate leaning 1s dangerous. Figura 21 ~ Propelter controt (6) PHUPELLEN CONTROL.-tme propeller pier 15 controtlod hydrautioally by @ governor unit Lo- cated on the nose of the engine. The propeller gov- ‘eraor control is Tecated on the aft ent of the en gine control quadrant LEVER UP - DECREASE RPM (Increase Pttch) TEVER DUAN = LNCREASH, REM (Decrease Paceh) Propeller vernier control handrheel 1ecsted tnboar of governor control. = becREAS® RPM (INCREASE PITCH) RUTATE COUNTER-CLUCKWISE ~ INCREASE REM (ogerease. PITCH17) CHANGING POMEL CONDITIONS. 19 order to Prevent excessive provstres wit0iin the cyLénders Hie follow ine provedures Shall always be used when tounge peer INCREASING ENGINE: Poet Lo ailjust the propelter cont rot to obtain the des bred HIM desiret manifold: pressure DECREASING EMEINE Powe Te Aajust thie thrott te to obtain the Joss Leet manifold presnies Be Adljint the propeller cont ral te op) Narre LAURE PION Syste GO PINK. thes water fan 6s Licata in the Hyper Met et thie Pave bnae Metaeons See fem BEL tin OMBAT 2 Qerwns bs wininad tor the CHE Leeneek by Deas tine Che saad Beis fastened dour Kocated on the Piel! Mab sie ut ete Meweage Jaet helo th STutive: Mout et Ties Phe ELL Diner sepiet ts of the tank ds 1 ths) Hows) eattons (et Lapersal FM GUINPIEY Gaels The misant LIy guee foe striment patel. This badicatar Ls eamieeted wie NATE IAD boyrnen SATTCH tis atten fe loewtend om Hes caekpit fot dnl sted Jiast out hour of Ue chute eont ral qiiudeant. Phe Sat tet fist be psat ae Ue ON" post fon prior to thie se Ae the water daject som system thereby, allowing th Auten puny Lo HALLE up the reqiped 1719 peste bs ovate tn te ATUR.-Dhe water regulator nneime acressory compartment. A Lins extends: Crom Sie reewbitor te the carts spray noszle unity Ae electrical solenoid valye Fs Lowatead on the water reautntor ant this valve cont rats Che fLoe kn ie above ment toned Lines 2 Aiceo-witehy lovated on the engine control Box, fontrals the vale. The microsmit by 4 tab attached to The throttle control rote This tah ean be aadjuscel thereby allowing control ever Foregulator kt yarions manifold pressures: C2) CARBURETOR INDUCE LON SYSTEN, (4) The carburetor air Snduction system consists oF threw darts. The min stacy dalet doors 0 are lorated in the engine accessory compartment , Delos the intercoolers. Air Filters aay be inserted At this point when operating undwr bad dust con Aitions. The auciliary stage inlet duct 4s Located in the lower section of the nose spinning. This uct also directs the cooling air ¢o the ol coolers tm) The tno position carburetor Lr cone trol (auvéliary stage) "T" handle is Located on the Left hunt side of the instrument. panel <1" HANDLE FULL FURMARD — DIMER TY HANDEE FULL AFT = PROTECTED ALT This vontrol rwialates the aueiliary stage afr only Sint affect sain Stage ajr which 38 taken uoessory SORpAFTRERE when operating in ouryal Blower: The primary Function of the con Ts lo aetuate a door to prevent direct ramming ant iy trom entering the auxiliary Stage when carbur- Stor air filters sre being used £0 Flter main stage Lip while opwrat ing in neatral Blower. 0) However, when eperating 4m auxdiiary control set full eft, air is raat fut the ausitiary stage fron behind the en= stage, eith the sine eytieborsy thorety xeluding rain, ataosphoric lontaninunts. The combination of the Stemisee Injowtion Carburetor and the Pratt & Whitney Moavrethrost tied discharge noz2l# and spinner, Nii the sabsence of Wisteahit ion vanes tn the blower throat. makes Qi Houble, Wasp 49 Stage engine un statiy tree from ring tendencies. However, ice ur fea tn the (niuction system abeail of the aux Hiaey sta betow 0 then the outside air temperature 48 201) und free moisture 4s present. Under \stlons mentioned sbove, the ir control PROTECTED AIR jwueld be shifted to noe The poner output with the auetliary stage engaged shall not exceed the rating for that combinatica of superchargers given n Chart fon the Engine Nperati lw) The flow of cooling afr Chrough the intercoolers may be controlled by the Intercooler Shutters: Installation of @ carburetor air temper ature warning 1ight is seneduled. when installed, Uw Light WALL flash on whenever the cart uretor air Lomperature reaches of exeeeds 49°C (710°F) , le) Fxcept while operating et Mar Brergency Poner (Section 11), inmediate action must be taken to reshice carburetor air temperature whenever the warning Light cones ON. Failure todo so will re- sult In detonation, and probable extensive enginedamage. Shifting to the next Lower blower will pro- fice the most rapii and effective reduction of ear Durator air teaperatuce. To avoid blover shifting, the following procedure may be tried: 1. pen intercooler flap. Cry 1/2 opening before going to Tull open ing) 2, Rojuce mnifold pressure approx Anately 4". B, Redden engine apced approniaately 1n0 RPS. Te warning Light fatis to go out inaediately, snire to next lower blower (€) Upening of intercooler Gaps should fot be necessary at any Flight condition 4f the en gine {5 operating normally. The intercooler Tlaps Produce considerable drag when open. There should be na hest tation, however, An using the flaps when needed. Until che carburetor air temperature Narn ing Ligut 19 installed, wate! heal temperature gage. A rapid inetease in head temperature, otherwise un- oxplained, is @ warning of excessive carburetor at tenperatuen (10) EGNITION SwiTCHe-the tenstion switch Le mounted to the Left of the main instrument panieh+ The switeh lias the following positions: UFF ~ ATONE = Heimu. (11) STARTING coNTAULS. (@) The starter switch 4s Located on the electrical distribution panel aijacent to the primer switchs The cartridge Starter ts a Type TIT unity The cartridge Breech ts Located on the Starboard ide of the engine nount structure apd 1s accessible from outsid> the airplane through @ Ainged door Locked by quick turn fasteners. Use Type "DY ea trtdge for starting inder normal conditions, Horever, ‘Type "EY gay bo used In cold woather oF under other 00 W088 Ssagrge swe , \ | Cord i conti tions were Type Ss tnadequates 4 cone tafter t attached to the insite of this door for spare cartesines: () The primer seston ty Lorated on top of the electrinal panel adjacent to the starter switch. The battery switeh mus hore The Ignition booster 1 hile the starter switoh ts Meld UN Tt 4 therefore necessary to hold unis switch Am the ON position untiT che engine 4s fuming over under its own power to take Pull advancage of the ignition booster (acliiltes provided. This switch Is of tho trip free clrouit breakbr types Te WAIL tedp Aiself if an overtosd eontt tion octets, It may therefore be held on with out inviting annoying eLreumstances pre equtppet ‘viously sneountered on adnplan: with fuse protection Figure 22 Shutter cont F6F-3 only ols Fleure 220 Intercooler Snutter Gortrot - F6F-5 2) CTHNCHUTIHE 4 ATT, COOLER SURES EON TROL.=Two pocition hyteawtie valve contrat Mob Lorated on the Tett Nabi shel! nore (im the FOE-5 aieplane there are separate LREER APY ~ SHUTTERS CLASKD LEVER FURIARD — SHUTTHNS OPEN(1) cont, PIABS ConT threw postition roel tap hydrants he-The spring Loaded fs Torsten on tte Lett hand ste lts VI EORRARI © FRAPS 0th Lave CRNPER — NRUTHAL Leven ver Fars chosen Tw cont flaps, intercnaler and ail cooler Shyt tens can be openatend By the titrate Hen pamp fm consinetion AAT: Hue ham pune selector valve Shien thee onetie driven bydmata pump bs wot Op fratinge (Ser Mysteaulte Sys 2 (ese go SS eee PO ea eae c+ ACCESSORY RUINIMENT CONTAULS. (1) CHCKPIP HWS ATR CONTHUL.-The Flow of Fresh air Ante the eackplt is govern control Located on tne lower Center control panel - To operata, turn control to desired position. To close = apply foot to upper sid ant push. To open ~ apply foot to lower side ant push. (2) CUCKHE HHATIR.—The cockpit heater setter 4s Located on the Jower center control panel. If the heater Fails to operate, push the ctrewtt brealer fon the electrical tistrimution panel wore Tho cockpit heater ouitch for the FOF-IN, -5 and -5N 48 located on the electrical panel. (2) WINDSHIELD DEFROSTER.-A lever, Located fon the Loter center controk panel, dtrects the Clov of warm air to the windshield. With the lever at the top position, the air is directed to defroster only; in the center position, defroster and frets fant In the bottom position, feet only. 2 Figure 23 - Cocnett siiding Hood Controt (a) cockPsT excLISURE CuNTROL Go) OPERATIN. The handerank: dy Located on the right and side of the cockpit. Handcrank pin holes are provited For Lccking the enclosure 40 any nunber Of open positions of tm the fully closed position. When the pin 4s in one of the holes, the ench 4s locked In the corresponding position, Pulling the eontrol handle inboard unlocks the omeSssure and permits the hapderank to be turned in the de Sired direction to open or close the hoot. RUTATE COUNTER-CLUCKWISE — TH CLUS ROTATE CLUCKWESE = TU oreN Fron fully open to fully closed, or vice versa, the hunderank rotates approximately 4-1/2 revazuciees. ney aye / ye TURN THAT COCKPIT MERE OFF (en en nee ees1s carburetor Protected Air control (Aux. Stage only) 2. Ignition Saitoh 3. Clock 4. Landing Gear Ener gency Lover ing contro! 5: Directional Gyro 6. Compass 7. Electric Gun Sight 8. Artificial Horizon Indicator 9. Chartboard Light 1a. Caging knoe 11. Tachoneter 12, water Quantity Gage = A.0.). System Jd. Instrument Panel Fluorescent ight WW, Gyl Inder Hae Temperature Gage 15, OH Pressure Gage 16. Landing Gear & Wing Flas Position indicator 18. 9. 20. 2 2. 32. Landing Sear Conteo? Altimeter Rudder Pedals Airspeed Indicator Gun Charging Controls Cockpit heater Control = Turn and Bank Indicator wrmunition Rounds Counter luoreszent Lights Control te oF Clin Indicator Wing Lock Safety Control Handle = Mantfold Pressure Gage }- $11ding chartboard in Teoperatur Fuel Pressure Fue) Quantity Gages Figure 24 - cockpit — FOF-3 ~ Forvard ViewFigure 25 - Cockoit - F6F-8 ~ ForwardoO 8 0 O66 0 + Lower Left Cocboit Light Tail Wheel Lock Control + Rudder Trim Tad Control + Cowl Flage Control + O11 Caoler-Intercoolar Shutters Control = Droppable Fuel Tank Relesze Suiteh = Mask Microphone Switch = Unser Left Cocke Ht Light + Throttle Control + Mixture contr Wing Flap Electrical Switen + Supercharger Control - ADI Pump Control Switeh LES 8000 © ®O + Wing Flap Manual Control + Map Case + Elevator Trim Tap Centro! - Allaron Trin Tao contrat Fuel Tank pressurizing Control + Propeller Pitch Control Fuel Selector Valve plalface + Reserve Fuel Tank Warning Light «Fuel Tank selector Valve = O81 Dilution Switch - Propeller Pitch Yernler Control + Engine Control quadrant Friction knob + Auciltary Electric Fuel Pune Switch Figure 26 - Cockpit ~ F6F-3 ~ Left SideThe FEF-5 differs fron the F6F-3 in the folloving respects: Grater shutter contro! by Intercooler Shutter contrat 8a, Marval Release Control, Ores able Fuel Tank Figura 27 ~ Cockpit - For-§ - Left side|. cabin Sliding Hoos control - Battery Switch Min Electr ica) Diste bution Pane! jectrieal Paral Light io Controls + Recognition Lights + Hand Pup Selector valve + AFL Right Cockpit Shalt Light farsul le Syst Pressure Gage Wing Locking Hysraulic Control Manual Reset Circuit Breaker Panel Figure 21 71, Access te Raverse Current Relay 72, Machine Gu 73. hyarsal ie 74, Gunsight ft 75, Bond Control Switches 76, Hand Microphone 31, Pyrotechnic Cartriage Clies nie Patol Reta) ner 78. Radio Controls + Landing Gear Energency Ouew Pressure Gaon 80. Radio Destruction Switch BI. Micropiore Jacks 82. IFF Equipment SupportThe F6F-5 differs trom the Fér-3 in the folloutne respects 22a, cocksit Heater Suiten B0a. faeio Destruction Seiten 82a. IFF Eavipment 9. Ragio Master Seiten Figure 29 - cockpit ~ F6F-5 - Rignt Side83. Le. Emergency Dump Alr Pressure Test Valve BU. IFF Receptecte 85. Tow Target Relesse Control Figure 30 ~ cockpit ~ Rear View«Water Quantity Gage 1 Throttle Control! Handle 2 ater Purp Switch 3. Water Tank Filler Neck Ww Water Tank 15, Tank Vent Line 6. + water Pua m ater Drain i, |. Engine Control Box 13, Wiero Switer 20. Figure 31 ~ 4ett-Detonant Water Line Solenoid Valve Actuator Tab Throttle Rod Vapor Vent Line ater Pressure Equalizer Line Fuel Line to Fuel spinner Nozzle Water Line to Fuel Spinner Nozzle Water Regulator Solenoid valve Engine Driven Fuel Purp Injection Systen Dicgran 3132 8 & O11 Tank + Sounding Rod Filler cap = O11 Return to Tap of Tank O11 oiverter valve OT Flow cheek Valve O81 Tank Grain Valve Figure 32 - ott O11 Lines. O11 Oflution tines OF rain Line O11 Vent Line 8. ait Cooler 9. Engine O11-0ut Line, Jo, 011 Return to War Conpar tnent 11, Engine Ot=tn Line Warm-Up Coapartnent 12, O11 Ditution Solenoid valve 1, carburetor ¥ Fitting System Diagramniscnance BOgTLE-8 Shinn main puowen oeans— cmamsnar 18 au ene un erumage gaan -CARQUNETOR a8 pmessune ine Ol PRESSURE ui MANUALLY CONTROLLED THROTTLE [ERI FueL Teansren 8g iH BLowen crane raRTER saw ain a ign nario cuyten ario cute auuaee sree “" porcerep canauacron. Sie ranean common Figure 33 ~ ¢ oreuretor Induction System Diagramnore OBERATE IN 2F PoweR FAILURE “puss DOWN ON HANDLE 8 MOVE TO SCTRCAL wing FLAP. DESIRED Postion. MANUAL HYDRAULIC WING FLAP CONTROL, Figure 34 - Wing Fla* trol Systen DiagramFuel Lines Vent Lines Cerburetor 8. Auxiliary Electric Fuel Puep - Engine Oriven Fuel Pune 8. catapult check valve (3) ight vain Fuel Tank Jo, Receeve Fuel Tank «Fuel system Filter 11, Fuel Tank Pressurizer Un)t - Fuel Tank Outlet Strainer (5) (2, Reserve Tank Drain Valve - Carburetor vapor Vent Line 1a. Fuel Tank Selector Valve Fuel Tank Filter Neck (3) 14, Main Fuel Tank Orsin valve (2) m 15. Fuel Tank Junet ion Bleck Figure 35 ~ Fuel System Oiogram 5Wing Flap cylinder Wing Flap Flow Reste Gun Charger cylinder Wing Lock cylinder Wing Folding Tiner check valve Landing Gear cylinder Landing Gear cylinder Control Head Reservoir 9 Accutulator lo. Strainer 1 Untoager valve 12 Engine Pump 13 Intercooler Flap cylinder 14 cowl Flap cylinder 15 Cov! Flap Flow Restrictors 1G Gun Charging Selector Valve 17 Landing Gear Ouep valve 18 Landing Gear Vent valve 19 Landing Gear Selector valve 20 cowl Flap Selector Valve 24 B22 Sooter & Intercooler Selector Valve 22 Wing Flap Selector Valve 23 Lancing Gear Emergency Ounp Air Bottle 24 check Relief Manifold 25 Wing Lock Selector valve 26 Dump Bottle Pressure Gauge U.S. 27 Dump Bottle Inflation vat 28 syster Pressure Gauge 29 Mand Punp Selector Valve 30 Hand Punp BL O11 Cooler Flap cylinder 32. Tall Whee! cylinder 33. Main Relief valve nore: hydrauyic Fluid Spec. AN-VV-0-386 (Reé Coler-Mineral 011) Z Reservoir Total Capacity 2.2 Gals. 4S Reservoir & Systen Total Capacity 4.0 Gals. (Aoprox.) nore ‘The FOF=3 airplanes (Suro, sero. 439999 and su jequent are not eau Bena Kidde Vickers Purolator Vickers Kidde Electrol Electro! ped with the lover #26608 (4) e227 (8) r7seez (6) f2sase (2) 126639-1 (2) sme (2) frac (2) nsa8 H4A-190078 #61584-10 125280 #9F9.2713-102E 728380 8380 (3) say (2) wrest (2) 26839-2 nssae-t 927506 or Adel $031223 #25260 or Adel #011801 925280 or Adel #011401 #25250 180577 #27500 425280 or Ade! 4011801 #2052 123826 2082 925249 or Ado} 011225 #190 or Ade! #011182 #28390 #25283 HASH of Agel #010292 cowl fap.)te — FUEL VAPOR VENT RETURN LINE ‘SWITCH CLOSED WHEN FLOAT OROPS BELOW 61/2 GAL. SPACE el a LEFT MAIN FUEL TRANSFER LINE RIGHT MAIN) Seace REQUIRED | FUEL TANK FUEL TANK For varor vent | FUEL TANG cap. 871/2 GALS, RETURN: 6 1/2 eae GALS. (APPROX.) OPEN ONLY WHEN cIRCUIT I$ CLOSED. ‘CARBURETOR SELECTOR VALVE MICRO SWITCH SWITCH CLOSED WHEN TANK IS SELECTED FENGINE] [eyec ELECTRIC PONEN STRAINER DRIVEN FEL 4 FUEL PUM (CaP -150 cats PUMP. NOTE DROPPRBLE, THE FUEL TRANSFER SOLENOID VALVE OPENS ONLY WHEN FUEL TANK ALL THREE OF THE FOLLOWING CONDITIONS ARE IN EFFECT, THUS COMPLETING THE ELECTRICAL CIRCUIT. | OROPPABLE FUEL TANK IS SELECTED 2. FUEL LEVEL IN RIGHT MAIN FUEL TANK DROPS BELOW @1 GALS. S.AUXILIARY FUEL PUMP IN OPERATION ANY DEVIATION FROM THESE CONDITIONS AUTOMATICALLY BREAKS THE ELECTRICAL CIRCUIT, CLOSES THE SOLENOID VALVE & STOPS THE FUEL TRANSFER SYSTEM FROM FUNCTIONING Figure 37 ~ Fu Transfer am~ Schematic Diagram RESERVE FUEL TANK cap. 75 cats. DROPPABLESECTION Il PILOT OPERATING BEFORE ENTERING COCKPIT OF AIRPLANE. MIMPLANE FHADING.=The pilot shal obtain the initial gross wetuht and Toadinge conds thon of the sirpline before entering the cockpit for flights 2, ON ENTERING THE COCKPIT. ne MMA, PLUMAS. pedls atl rear view mirrors Landing gene control ~ "DIN". co Cheek ow regulate: con supply Cimck ta see that che controls are as Guy Mixture = “IDLE Coton (Propel ter — inerease REM. (0) ower — *NRETRALT Chock operation of auxiliary fuel pump. 8) Check Lanting Gear and Flap position in diraton (2) check fuel tank quantities. an Sige Dunination and arma Un Check radio controls. (1p) Pow Plaps “ope? -SPACLAT CHECK BOR SN LGIED BIVENS (1) Test operate all cockpit Tights. (2) Test operate recounition, formation and section Hghtss (3) Test operate gun sight lunination. (4) Test operate approach Light. () Test operate Landing Light. (Wight Fighters) fight Linttations and restrictions of INSTRUCTIONS this seetion are subject to change and fons and applicable technical onder must. be consul ted. SS. PREPARATION FOR STARTING. With the Ignition switen OFF and the mixture control in [ULE CUT-OFF. rotate the engine four or Five revolutions by hand in the normal direction to Insure that the combustion chambers are cleat of of1 and fuel. 1f the engine has stood tale for one hour or more, 1t may be necessary Co remove S spark plug from each of the Lower cylinders so chat accumiated of1 nay be expelled. CAUTION Sirtet athereace to Ms procedure ts necessary (0 prectude liquid tock and possible result ine danage t0 articulating rows, Naver turn the engine buckvards to clear (1 STARTING. ENGINES A: After refereing to preparation for starting, proceed as follows: (2) Set throttle approx. 1/5 open. Throttle should be retarded to 1imit RPM to not over 800 until olL pressure shows after starting. (2) Mixture = “IDLE CUT-OFF". (2) Supercharger ~ *NEUTRAL". (4) mattery swteck "ONT. (5) Auxttiary fuel pump "ONT. (@) Wold primer switch on for three to tive secomis. (Lass, if engine ts warm). (9) Ignition switen "ON BOTH. (8) Starter switeh "ON". When engine fires advance mixture control to "AUTO RICH". (9) Do not exceed 1000 RPM until of1 temper ature reaches at Least 40%. ResTRICTED 8nove Te the ptt pressure gage does not tnd cate 40 Pe Eine should te atone hon ave. A. ithin 0 seconds, the en 4 and an investiga WARNING IP engine atons, return the wtyture con trot 10 IDLE CUT-OFF VeneAlatety ond re turn the auxttiarg fuet pusp svitch to or. yore The Ignition booster fs energized only shie the starter switch is held oy. It fs therefore nucessary to hold tits switch in the OS position unit the engine Is turning over under 1ts oA” poner to cake full advantage of the ignition booster factIities provided. This switch is of the trip free clronit breaker types Tt WAN Crip ftself If an overload condition exists: ft may therefore be nehd on with- out inviting annoying et eumstances Pre viously encountered on xirplanes equtpped 4th fase protection. Intermittent use of the priner may also be necessary un U1 the engine picks up speed. CADTION ouerpeteing or excessive nrtning rior to turning the engine over. way result tn dratnoge of sufficient gasoline (nto the lover egiinders to couse bending or fallure of an articulating rod. Exconstve priming har a tendency 10 vaek of! off the cylinder walls, Scortné on setzing of the pistons and cylinder barrels ray be caused by this condition. fusting of the piston ringe and epliader walls will ocear if the engine ts alloved ta stand for 2 day ar sore after unsue cessful atteepin to start, umese urfacer are protected by a fresh application of ott 5. EMERGENCY TAKE-OFF, An emergency take-off may de mide Proiting ¢he O41 temperature 1s at Tense 40°C: of] pressure is stendy; and the engine will take the throtiie with out spitting o missing. lend temperature should be brought wy 10 120°C hefore take-off whenever possible. Avoid rapid throttle movenent. . eHGINE wARHCUP, Wars-up at approxinetely 100 NPM with propeller tn high APM Qo piteh), cow) flaps full open. nove In cold weather, tf excessive of] pres sues are obtained when Lue speed 18 IN CHEASED holu to nou RPM unit tne ott pressure drops below 1u0 pes-1. TO pre- Vent damage to the of pressure wanes Avoid high oll pressure when engine 4s sthIt cold b3 7. oRouND Test. as wher holding down RP the ofl tempornsire has reached 40%, open the throttte to yet approximately 1500 KIM Sie the propetter in full Tom pitch (control Lever fat so ‘Then move propeller cont ral Lever throne its full range several times, pausing in the ex treme positions Witt AIM seabllizes. 4 consistant change of AIM should rest when the control is shifted from on# extreme position te the other, EE the propedier goxemnor (s ofwesting, sat tstactors y+ b, Make idle mixture eheck with throttle set For 600 rpm and auxiliary fuel pump TON*, Move the mixture control lever smoothly and steadily Anto the "IDLE CUT-OFF® position amd observe the tachometer for any change in rpm. Return the nixture control lever to the "AUTOSRICH* pos t- tion before the engine cuts. out. A rise of more Chan 10 rpm infieates too Tish an idle mixture, ‘and no change or @ drop In rpm inflteates that the mixture 1g too lean, A rise of 5 to 10 rpm 1s recommended in ordes to pormit Idling at low speeds without danger of fouling plugs and at the same tine to afford good acceleration char acteristics. fs ALR peopetler in M11 low pitch Control sr LUO rapidly from SeITAAL to 10% Mower, wa 150 sP2— conds, a blower. watch for Slight changes of 011 pressure and HIM aS the shifts full down) set throteds for we smeye a suet fron Lin to HH fare mde. Such changes indicate sausstactory aper= tion of the enuazing mechanisms. No variation of hanifold pressire should occur (unless che teqd is well above sea level) If the auxiTlary stage Pogularor dn operattog properly. 4s. open the throttle to approximately :i0* igs manifold pressure whieh should give 2u0u-2000 RP in Low pitch, Then check the functioning of the rmagnetos by patting Lenition sitteh on "TERT". The 39normal drapeut Ju REM 1s 50 te. 79 wall does not ust Ly exceed (m9 KM. {eur st tet fo: othe unt RPM Stab Lizes then tra to TRIGIT™ and note KEW drop- Off. Do not operate longer than 15 secomis on Single magneto. This check should te made in fs short a tine as practicable. Fheck generator ont-pate mat volts) « 8. TAKUING INSTRUCTIONS, ne The tai} wheel shad be unlocked when taxting. Jy run of the engine 4s preternbie to reposted shirt BURSts of powers Goal flaps stall be full opent 0WARNING do mor change tanks Just before tane-off. Alloy several minutes ground run after change. 9. TAKE-OFF a. Spread and lock wings. Ds Rey up engine to clear it e+ Coml Flaps 1/2 “OPEN. 4. 041 cooler and intercooler shutters "OPEN" (e099. O11 cooler shutter "OPEN" (F6F-5)« Inrercooler shutcers "CIOSED" (FOF-5) . fe: Propeller control "HULL INCREAS "MDW post~ £. Misture control *AUTO-RICH™. Supercharger control “NEUTRAL. he fuel selector valve TRIGHE Main”. 4. Carburetor protected eff contro! "HULL IN*s Jo Fuel pressure U6 to 18-5 peste Ks Wonifold pressure 94.0 Ng. (Maximum) 1. Tell wheel “LOCKED" for Land operations and “UNLOCKED” for carriers rm. cockpit enclosure “OREN ny Cockpit heater switch "ORF". os aurtLigey (uel pup “ON”. Ps Wing Flaps "AS REQUIRED". 4g. fitlder tab — two marks "NOSE RIUIT™ = atl feron and elevator tabs “NEUTRAL 10. IMMEDIATE ACTION AFTER TAKE-OFF. a, Raise Londing gear as soon as airplane is Airborne. b. Base back to required manifold pressure for best climb (52-5 Inches He. maximum), 130 Knots best speed. c+ Retrin as necessary. ds Check all cockpit tnstrunents e+ Turn auxiliary fuel pump off when safe Altix tude 18 reached. 11s ENGINE FAILURE DURING TAKE-OFF. If engine fatis during take-off, act as follows: As Imaedintery Flying speed. Press nose 4m orey to makntain Ds Wake sure the Landing gear control is in “UP positon AY Landing gear did not have tine tor: tract it Wilt collspsr upon Landing. 21 ume: (0) Wins Flaps as Mout reds G2) ue Or selector valve fn MOET post eto (0) Theow battery switch "OH. (4) open eatin hood. (3) bent tion nd tot (6) apd stratant shesats 12. HIGH POWER CLIMB, As Mixtuse controf “AITO TRAN" (leave tn art IOP adver takenntt until oFinbing IAS Ls attadned De com Flaps "1p aN °C cylinder head temperatures ae Seu Level tos pone Ft (1) SNAIL prowes (@) 270 we, ba) se oe elon Aull throttie. nant told (HoH AS constant at Lah Riots. (1) TUR" blowers 2) 2560 (8) Use 49.5" manifold pressure (bal nat more) below Aull throtule. G4) Hold 148 constant ar TS Hots f. 22,000 6 1 2) “HGH prower (2) 2500 WM, (1) se 49.5" mantfold pressure (be Mot aoe) veto Hull throttle (4) Holt 148 constant at 110 Anotse Te TAS may vary tive Khots over of under a100 IAS without appreciably affecting the rate of climb. If cooling 4s not adequate, increase IAS as much as 10 Anots before opening cowl flaps further. Incroave IAS @5 required to asintain adequate cool ing rather than open cowl flaps more than one-half. Won maxinun rate of clinb Is not essential, better cooling will be obtained If the JAS is 1 ereesed 10 to 20 Knots over the IAS for maxinur rate of climb, and the resulting loss in rate of climb S11 be smalls 13, CRUISING CLIMB. ‘as Mixture control "AUTO LEANT. be onl flaps “CLOSED” e+ Do not exceed 2890 cylinder head tenperature. 4d, Sen Level to 12,000 ft. (1) "NEUTHALT blowers (2) 2250 APM. (2 Use 347 manifold pressure (out not more) below full throttle. (1) Maintain 145 Ancts IAS with clean Fighters (5) Waintain 140 Knots IAS with overload Tighter (itn drop tank) « e+ 12,000 to 25,000 fe. (1) "LOW" blower. (2) 2100 Rew. (3) Use 34" nantfold pressure (but not nore) below full throtele. (a) Maintain 145 JAS with clean fighter (6) Maintain 140 knots IAS with overload fighter (eitn drop tank) « £. 25,000 ft. UP. (1) “HIGHT blower. (2) 2080 RPM. G@) Use 247 manifold pressure (but not more) below full throttle. (4) Maintain 195 Knots IAS (with both clean land overload fighters) No opening of vowl flaps should be necessary during climbs at cruising porer. If cooling is in- adequate try tnereasing IAS before resorting to lise of cowl flaps. If stubborn overheating 1s en~ countered, and it refuses to yleld to other methods 2 of control, shift the mixture control to AUT KIC. Use of AUTO RICII should be avoided whenever possible because of the increased fuel consumption. Hw. LEVEL FLIGHT. ‘Ay Use the RPM-Manifold pressure combinations ‘shown on the Specific Engine Flight Chart, Figure 89. Maintain the specified manifold pressure (but hnot sore) below full throttle, Instructions for mtli- tary power in HIGH blower, are omitted, because a higher airspeed 4s obtained at normal rated power (because of Loss in propeller efficiency at mili- tary RPM and high altitude) bs If intermediate power settings between mant- mun cruising and normal rated are desired, refer to the Engine Calibration Curves (Figures 45, 46, land 47) and select the chart corresponding to the blower ratto in which you tatend to operate. Pick ‘any RPW-Manifold pressure coxbination shown on the full throttle line, or to your right from the full ‘Throttle Tine, and set Your ehrottle and propeller Control wecordingly. Your altitude does not need to be considered 1f you are near or below the alti- tude shown on the chart for the point which you have picked. (If your altitude is much higher than the altitude shown on the chart, you will not be able to get tho desired manifold pressure, but will fend up "ith ull throttle ant a somewhat Lower ment- fold pressure.) Use the lowest blower ratio that WAIL give you sufficient power for the TAS desired. fe: Unless there 4s an urgent reason for using higher powers, tr 1s recommended that all cruising bbe done at "Maximum Cruising” power or lower. Use of higher pours #121 exact # penalty in the fora of increased fwel consumption and reduced engine Life and retinbility, For naxinun cruising poser, use the HPM-Munifold pressure combinations shown in the Specific Engine Flight Chert, Figure a9. For Lover powers, observe the following rule: (1) RULE FOR CRUISING.-Wadntain 24" manifotd pressure (but not sore) or full throttle, 1f above eritical al itude. Control IAS by adjusting RPM. Do not exceed 2250 RPM in NEUTRAL blower, 2150 RPM in Lom blower, or 2080 RPM tn HIGH Blower. Do not, use ess than 1900 RPM. (If spark plug fouling occurs At 1900 RPW in cold weather, increase RPM enough to stop fouling.) If IAS obtained at 94" tig. and minimun RPM Ss too high, reduce manifold pressure ts necessary. Otherwise, do not use less than 34” below critical altitude. Use AUTO LEAN at all tines luniess Shift to AUTU RICH 4s necessary to control head tenperatures. Do not exceed 292°C cylinder hheed temperature. Do not open cow! flaps, oF oflcoviey amt Latercooler Paps, unlest teaperatures approwh Linkts. (2) nuns EON GTA TNENG MAXIMUM RANG: Ubserve lute for Crutsing, and madntain 195 Knots TAS, constant, regantless of airplane configuration. Fly at lowest feustble altitude. (A small gain will rest 17 IAS 49 changed ta comgensate for wind. If thts rofinesent is desired, increase 18S 5 Knots for each 10 Knots, of heallwind until IAS reaches 10 Knots. Do not exceed 150 Knots IAS, regardless of tnd farce Do not compensate for tallwinds.) (9) RULE FON OGTALIONG MAXIMUM ENDURANCE. = Ubserve Rule Por Cruising, and maintain 125 Knots IAS, constant, regardless of airplane configuration. (if mushiness Is felt when gross weight 15 Meh, inerease IAS slightly.) Fly at lowest feasibie al- tttade. 15, RULE FoR DESCENT. When descent 15 asde along intended course, main- tain 150 to 160 Knots IAS at 1000 RPM and 15"'to 18" manifold pressure 16. RULE FoR DIVING Before retarding throttle to enter dive, shire to NEUTRAL blower regardless of your altitude. Set Dropetier control for 2080 to 2550 APM, and adjust throttle for 157 to 20" manifold pressure. During the dive, do not allon msnifold pressure to build up over 44” before retarding throttle, The maximum Allowable diving APM is 3060 for not more than 30 seconds. nove Uetore retarding throttle to enter a steep ant extended dive, It is desirable to shift to AUTO HICH in order to avoid backfiring which nay otherwise result from lag of the automatic mixture contro} during rapid Loss of altitudes 17. WAR EMERGENCY POVER. a. War Hinergency Ratings have been established to permit operation at the highest power, within reasonable safety Limits, thet the structural Limi- tations of the engine will perait. bb. When the throtele As advanced beyond tne Limit. Stop to full forward position, Lt clases a alcro- Sritch which controls the water supply to the engine. When the aicro-switeh 18 closed, Uhree things occur: 1. Mater pressure shuts off ® fuel Jot An the carburetor, "derich- ng" the mixture to approxinately bes t-power. 2. Water pressure resets the auxili- ney Stage supercharger regulator for upproximtely 9.5" Hg. higher carburetor inlet pressure. 3. mater ts metered and @ixed with the Taek. cc Hofore using WEP check the water quantity gage fon the extreme right hand side of the main instrument panel to'be sure that the tank has been serviced. Close the water pump LoRRle switch Located on the Lert hand cockpit shelf. The water punp mill then clear the Lines of airy ant build up water pressure behind the micro-awitch controlled solenoid valve. 4. With the porer controls set for military power (Seo Chart, Fig. 99), advance the throttle past the Litt stop to full forward position. If in NEUTRAL Dower, the manifold pressure should rise immediately to not ever 60", and A second oF to Inter, © surge of power should be felt. If in LOW oF HIGH blower, ve manifold pressure rise and power surge may occur more nearly at the sane time. nore When a carburetor air teaperature warning Light has been installed, the Light may bbe expaeted to Flash UN during MEP opera on. This should cause no vomerns Before or after WHP operation, hoxever, the Light will not be WA ness the carburetor air temperature ts t00 high for sat CAUTION Continuous operation at HEP should not operation. exceed Flue minutes fe. Ie LUM oF HIGH Blower is being used, the on gine will automatically regurn to military power When the water supply is exheusted. When operating in ARUPRAL blower, the auxiliary stage regulator cannot control the manifoid pressure and te throvtte ust be brought back behind the Limit stop Im Seely when the water has been Gxhaumted: Failure To observe this rule may vesult In serious engine dansge, oF total failure, within a few seconds. The water pump Switch should be placed tn (KF position 445 soon as the water supply 1s exhausted. The pump As not designed for dry running. f. If the engine Tails to eespond within two oF three seronts after the throttle ts advanced for aSEP, return Che throttle to setting for mili tary poner inmeetintety. Then check water puap switeh and ater aunt iy jes Tf the pump switen 45 UN, and The gate shows wate avadlabbe, the iteteutty ts probably due 10 low water pressure. This mal funetion Panne te vorrvcted shite im Sieht. fe AMI is antes for contuet use ond att should ot be sob at au ther Fines wxewpe duran Curb i= Avdeations Che Lmlted supply of water that can be earriog shmald be conserved Like @mmunit tony Demise Ht mg Lest Rote: 100 Lone when really nested fl Ve alert to tne fart that engine Lif) 4s shortened NH Yor maxima effoet daring combat, pilots shoul n At this ponery ant should Forasnre be on the lookout far sdgns of lessened po or relsabtdity nore If the pilot ts Flying above the aritéeal AleiUule for any blower setting, water Injection will have # negligible effect Methods of checking thie anc Lucy stage supercharger Pogglator Sitting and water (unt t-detonant) prossre re deseribut in separate technica Instructions. 18, GENERAL FLYING CHARACTERISTICS. a. STABILITY. Aw Mine tint alvuure cont Pol to eumperate Lor er anit Tapia lounge tn adbitaes Atay be See reece eossnry to sbdft ta tutueltich Mine ting = 7 ys tvord bavkt le knge Figure 39 - Seecific Engine Flight ChartSECTION IV EMERGENCY OPERATING |. FORCED LANDING OUE TO ENGINE FAILURE. 4s In the event of a forced Landing, the pilot rust ubctile whether the Landing can be made with the heels down, Ls Handing gear ef ther EP oF DUKN depending on’ tery and bunition switches OFF. As Piel selector valve OFF. fe Cabin Enclosure Uf. fF. Shoulder harness LCKED. CAUTION the cabin FS: and the shoulder harness the Landiné gear mast be OP: fone if possible and mate a feose Bish Eandine. INSTRUCTIONS 2. ENCLOSURE EMERGENCY RELEASE. The enclosure 1s eanin Latches, consisting oF release pins with red finger ings attached, 8¢ the Toewand amt of the track Nit quick release To release, grasp the rings to pull out the pins And push the enclosure up in the airstirear which will carey it axay. WARNING: Pull both ralease rings stnut taneously to prevent janmine the enclosure 3. LANDING GEAR EMERGENCY LoweR ING. In case off complete hydraulic spster failure, T handle FUL. putt tne DUR and LUCK Emergoncy B CAUTION bse inte fn If the energensy system 1s araratet oF trot at on bela ul Zn Pigher atrsceeds Chan [2 ean svereone, the tear wil) come dun part vay and trait 9Figure ¢] = Ratio Controls (Early Models)SECTION V OPERATIONAL EQUIPMENT ARMAMENT. as GUNS. (1) Tats atrplane 4s equipped with six 80 eat bre machine guns, three In each outer wing panel. he guns are Fired closteteally by @ trigger switch Located on the foreard side of the surface contro2 stick (@) The sm master switch and selector switenes aire located on the araanent panel. See Figure 42 The gms aie safetied hydraulically by te tro con~ trol handles Located on the Lower center control Panel, See Figure 24. To safety guns, turn handie to safety position and push ine To charge guns turn handle to charge position and push in. If the en- ine driven hydrautte puap is not functioning the guns can be safetied or charged by turning whe hand puap selector valve to gun changing posttton, then operate the hand pump. Approxtaately 800 pes.t+ 4s required to operate. Fieure 42 ~ Armament Control Panel ~ F6F-3 be GUN HEATERS. ‘The guns are heated by electric heaters which fare clamped over the gun breech. The pilot does not have any control ror the yun heaters as thoy fare wired Glrect \o the generator through ei zeutt breakers located in the cockpit. 1f the etroust breakers open, the pilot sh ‘There 1s & pluy provided in the Lending year sive) ell where an outside source of porer can be plugs ny white the atrplane ts standing Sule, 46 1 4s focived to heat guns before take-oft. push in on the baton, + GUN StoHT (1) A Mark Helectrts jun Sight Le mounted fon the center of the airpane Just above Che mata instrument panel. See Now 7 on Ekgure ute (2) The control switen and FReos tat for the gun sight are pointed on the artanent panel. Figure 42. The meostat controls the intensity of the Lamp. This lamp has two filaments therefore the control snitch has two posttions: uN and os ALTERNATE. 1 Inap 11s, durvw swt teh to OY ALTER NATE positions 4 anual reset ctrealt breaker ts om circus breaker panel. A spare temp is lipped to the: gun ofent mount and may be tnstadl Plagne. «aurine a. wows 11) This ateplane As provided with oo bomb Pack supports located unter the wing conter section, eft and right of the center Mae of the fuselage ‘These racks sccomndnte bombs up to 1H0A pounds (2) The dombs une released by pressing the Dutton Located on top of the surface control stick. The bowb selector switches and fusing s¥i teh at Aocwted on the armament panel. When operating the FOr-2N 48 ® bomber the right hand bomb should be released first as this airplane is right wing heavy because of the antenns nacelle, ON CaMeRA. he gun canera is lorated dn the Leading edee of the wing center section on the Left hand side of the airplane. The control switeh for the sun camera 4s located on the wrsament panel, se@ Fi 5+ When Chis Switch te dn "ON? position the gun a will operate when the machine gun trigger switeh 4s held ony Te RADAR. ‘me RADAR equipment 4s Installed in the F6K-3N smown as the NIGHT FIGHTER, The receiver and trans mitting equiprent ts located in tne fuselage. The contro} box and pattern change Switch are located fon the left hand side of the cockpit Just above the engine contro! quadrent. The indicator for the RADAR is located on the center Line of the main tnstrunent panel. The antenna is operated elec teteally and is lopated tp a nacelle Located on tthe right bend outer wing panel nosr the Lip. The nein dnstrument panel on this airplane bes special Lighting and spare Lanps are provided in a recep- tacle located on the panel for the conventence of the pilot's for replacenent during flight operations 2. CONMUN CAT 24S. a. GENERAL: Except for the alerophone "prass-to-talk” Switch, all controls and jacks required for oper ation of the radio co gation equipmsne, are Located on the right hend side of the cockpit. The hand-held sicrophone talk" S¥iteh 1s located on the aterophone and the mask microphone "press-to-talk" switch is Located fon top vf the throttle control handle. wunicatson and radio navi 2) current airplanes, fireau Serial No+ 41295, and subsequent, are equipped with 4N/ANC-8 comm lunteation equipment and \\/ARR-2 navigation recedver equipsent. (See Figure 40.) Previous eirplanes are equipped with the ATA ant AWA comunteation equtprent land either a 78 adapter oF ZAK nevgacton recelver: (See Figure 41) The current installations are iden- titled by pre-set channels which are selected by push-button and eranks, the older installations by tuning dials ("coffee-grinders"). The current airplanes are equipped with ¢ radio master switch, Located on the main electrica) panel, which supplies pover to the racso in the UN position. The previous Airplanes are wired so that power 15 supplied to radio when the battery switeh is turned Us (3) For ferry openstion @ 1 recesver Is pro~ vided with the current airplanes, suten 4s con trailed by a "coffer-grinder” type control unit, £-26/ARC~5. Figure 40 shows the cockpit control set up for ferry ope he 6-26/ANC-5 control untt 1s reaoved anu the Li receiver ts replaced by an HF pretuned receiver. Except for this change, combat and “erry operation are similar. thon. For combat operations 82 2}. OPERATION (CURRENT AIRPLANES) « (2) RECEPTION.~Plug the eieraphone and headset Anto Jack Hox, J-B2R/ARC-5, Located Just under tho destructor suiteh. Turn on the radio master saftch. The procedure necessary te put the various receivers in operacton is as follows: (e) VBE RFCEIVER.-Push one of the four top buttons on the Transmitter Control tinity C-S0/ARC-5 to select the VHF channel desired; the push button Acts as an ON switch as well as 2 channel selector Switch to the RECHIN position on the VAF Receiver Control Unit C-27/ARC-8. With the tozare swLtch on. the HE Recedver Control Unit 1a the WUT position, land the OUTPUT control knob on the C-2/ARR-2 Receiver Control Unit in the minimum outpit position, re ception will be obtained only on the ViF channed selected, (0) HF RECEIVER.-Set the HF Control Unit (second C-27/ARC-F unit froa the Left) toggle switch in the REC-IN position and set the Sensitivity con trols marked "SET FM MAX, TOLERABLE NOISE". Make certain that the toggle switch on the VHE Receiver Control init 19 in the UUT position, and thet the UE-PUT control kao on the €-2/ARK-2 Necesver Con trol Unit is in the ainimun position while thus Setting the Level. (6) SAVIGATIUN HEEELVER.-Operate the erank on the C-2/AKR-2 Receiver Control Unit to bring the assigned channel number in the wintow. Set the NAV-VOICE selentor Switch to NAV. After anking eer- tain that the toggle switenes on the VHF and HF Receiver Controt Units are ip the OUT position. Set the OUF-PUT control to obtain a usable week Signal, or Af the desired signal canoe be heard, to a fairly strong background hiss. The voluae con- trol on the Jack Box, J-224/ARC-F should not be ad Justed after once being set when nevigating #1th che AWARA-2. Indt$ally, the volume control on J-22A/ARC: Should é see as high as can be tolerated and the OUR-PUT control of the AN/ANR-2 operated as Low as possible, Adjust the BEAT-NUTE control to pro~ duce « pleasing auiible tone. If the signal 1s too strong, a clear-cut indication of the course can- not be obtained. (4) SIMDLTANEOUS OPERATION. -Normaliy. ALL three recetvers should be in operation with their ‘outputs fed simul taneously ino the headphones, unless specific orders to the contrary have been receive. The voluae control on the Sack Box, J-221/ ARC-5, must necessarily be adjusted to obtain opti- ‘sun out-put from the VHF Receiver. To obtsin the same out-put from the MF recetver, 1 is therefore necessary to adjust the sensitivity control on theHe Recesver Control Unit. The volume of the Ney~ tgation Receiver should be adjusted only by its own OUT-PUT controh. Sn fetey operation, the Range Receiver out=put should be adjusted only by 1s own voluae control, with the Jack box volume control An the ULL ON position. (2) TRANSMISSION.-men the recelving e@utpaent Inns been put in operation by goans of the procedure doserined above, the transaitters ey be put tn operation as foLloss: (a) Vu TRANSMITTER. Select the desired Vir channel by pushing one of the top four push-but tons on the G-20/ANC-5 Transat tter Control Unit. Wake certain that the TUNE-CE-VOICE switch 4s dn the VOICE position, Wait four Seconds after operating the push-button, then press the "press-to-talk” Switch on the wand-held wlerophone, and commence your transadasion. Lf mask microphone 4s being used, the throttle switch aust be pressed. To re cetves release the "press-to-talk” switch (8) HE TRANSMEFTER.-Push button #2 on the C-20/ANC-5 Transaitter Control Unit. Make certate: that the TONE-CRAUDICE switen 48 in the VOICE po- sition. Walt four seconds a¥ter pushing Batean #2, then press to-talk" Seiten and begin transmitting. It should be noted that pushing butkon 2 does not 4a any way distur reception on the Vi channel: the HE channel 15 merely added to the otter be "press channels in use. auton #9 ts not used in this in stallacion, e+ OPERATING SUTES AND PRREAUTIONS (2) ATER PUSHING ANY ONE OF THE TOP FOUR BUTTONS ON THE C-00/ARC-5 TRANSMITTER CONTROL. UNIT, AIP AP LRAST FOUR SECONDS BREORE PUSHING BUTTON #2. IF THIS CAUPION 1S NOT OBSERVAD, THR BAND SexaC~ ‘TOR MOTOR MAY CONTINUE TO RUN AND DANGEROUSLY OvEi- Mex. IT MAY BE STOPPED BY PRESSING BUTTUN A", "Br, "Ct, OR 70". BUTTON #3 18 SURIECT TO THE SiMe LIMITATIONS AS BUFTON #2, but: 1€ should not be ousted becouse RADIO TRANSMISSION WILL NOT TAKE PLAN, in spite of the fact that sidetone will be heerd. ALL Dut tons on the C-B0/ARC-5 Contral Unit, except the OFF button, turn the transmitters ON in addiction to Selecting the proper channel. The various channels are Selocted in tura as desired. At the conclusion of the transmission, the transmLtters are stit dows by pushing the (FF button. (2) Vater teansmission, only, 18 provided by this Installation, although the Selector switch fon the Transmitter Control Unit, C-I0/ARC~5, 1s Anbeled TOSE-CH-YOICE. The selector awitch should be Set to VUIEH ay asl tims, eretombly safetywired. (2) Reliable operation of the VHF and Nav tgacton equipaent 1s generally confined to approx Aaately Line-of-sight distance as determined by the hetght of the transaitring and receiv tag antennas, Dut since tranyaisston at these frequencies dapends fon meteorological conditions, large deviations trom the Line-of-sight distance may occur in certain reas. lIF conminication for ranges under approx Amatoly 40 m{les conmunteation dapends on sky-wa tnanseiss ton and the results depend on the frequency, Une of day, the season and other factors, rather than transaitter and receiver heights. 3, onveen, ne SYLINDER AND CUNTAOL. (1) 4 standard S14 cusins capacity shatter proof oxygen eylinier 1s installed in the fuselage Ataf the pAlat's reas bulkhead. The eylinder should be charged to 1800 putt. (2) The shut-off valve handwheel, connected uo the eyLinter, 4s sounted on the pilot's rear bulkhead to the lett of the seat. 10 OPEN = ROTATE COUNTER-CLUCKWISE (oy) Slow Snitcetor ts installed above tne regulator on the lower Instruawnt ant control panel- Fleure 43 ~ oxygen Regulator Ds REGULATOR 1) ‘The dLluter-duaund regulator Is des tgned ko anette demands of the inhalation phase of the berathing eyele ant deliver either « properly pro- fortioned eixture of ein and oxygen oF 100% ox¥gen dependant upon the Setting of the adjustable air valve \ever. ith the ade-vallve set Co the ON oF NORMAL, OXYGEN positon, air 1s drawn Into the breath Ang systom and 4s automatically mived with osygen From the supply cylinter to give the total needed 3oxyeen required up Co approximately WDE Ete be- Youd, which 140" cylinder oxvaun ix deLisereds With the @irawalye Set 0 the AEE or L002 ORYHES pom Sitter, 1000 myeen bs HeLiverod at all alti Wit the geval af the dLTurersdemaant eentator Bet te ote ON OF NURMAL OREGEN post suns a rela Lively Smt tnbOAC Lon sitet ton fone neh oF ware Mund a's saffietent to deliver a flow ef 180 Fiters of sayren pier minaites This charae ters tte fof rent nts Cie Diath pressure oxyen supp Chroueh SL 1B inet ea thing conuected 16 tle es inaten | the eessuine fai fhe cy Liner aay sleerotses Feo IN C0 BUH ponmats. per sopiere net te SE petits pre sneer inch without efteeting Ue aurRaL 9 fe .-EEIBH CMER LINE e=TRe Peo eam booms Stal be rocked hth prior tw CLight tn eh axyenn 18 to be usedy OF Is Likely to) tie sel, to asstiee proper fame toning (1) Paereensy Valves Roser La) pen eyamion valves WSL AL Touch te Sentads for pressure: in Line te equal izes Pressure $s fully ctmrzeds Ci) Close cytintoe valves After a fea mnites otwerue pee sure gage Aid simutancously open ey ine Moe vatves If gage pointer Jumps Lenk is ct (0) 1f Leakage nas Pout by (2) bows = Hest further: pen eyLinter valve, carefully not ine resture gaye renting ~ Chen chose eyLimber lve It gage potnter drops tore than 1) peseis te five hinutes theme fx excessive Leakage, and such an oxygen system aust De repaired prior Co use 14) Check musk £41 By placing th Of AGSK tube Amt Anbate Ligntiy. DP the Rembaees misk wi11 adhere Lightly te face due te suction created. If musk Leaks — Lghten ask sus pension Straps ant/or adjust nose wire. BO NUD USE Mask THAT LEAKS (8) Couple mask securely to breathing tube by means Gf quick discoaneet coups ing. IMILACTANT Mating ports of coupling must nat be “eackeul” bat be fully engaged. (6) Open rydinter ¢atver Dopress dinphrsee nob through hole Am center of regulator case, amt feel flow of oxygen into the MASK - tien release 3 Aaphrage knob. Greate several tines observing oxygen Clow indientor Gf tastalled) for "Blink" verifying the positive flow of oxygen, nore Since the amount of aides onvgem ts very mall at sea level, the oxygen flow never may not operate while plane 4s on the ground. In this case turn adr-valve to TOweT oF "100 ox YGR In oxygen flow Inttewtor operation $8 tow fand test again, satisfactory, reset air-velve to 708" or “NORMAL OXYGEN’ In which setting adequate oxygen flow and "binder be assured at oxygen use a)fS sides. operation Wit (7) Check Heergeney Valve by turning counter Leckwtse soely untiT oxygen Cows vigorously Ante mack ~ then close Prorgency Valves () Upon completion of oxygen fight ~ close cylinder valve: Ae OPERATING INSTRUCTIONS. (1) Open caygen cyLinker vulves Pressune waco Shows pond £500 550 puseLey 40 cylinder is Fully oharee. (2) Set ate-valye to ON" on "NORMAL. UNYGEN™ poste ten xcept when Che presence of excessive caebon-tonoxide 4s suspected = chun set to “HE” or "1005 OXEGEN? posit ton. ©) Put on oxygen masks le sure that quick Ulsconnect coupling Hy fUILy engaged (1) Check mask CLC by Saiwezing mask tube fant Srdaling Lightly. Mask «511 sieve thehtly to face due to suction, 4€ there 45 no Leakage. If ask Yaks Ugh in mask stispension straps CAUTION Hover mhcow anak ftt by saueering mask tube whtle Bmerency Fatue ts “04 (5) reathe normally amt observe oaygen Flow Livtscator CLE Ingen tied) for "BLink", verétying post tive flow of oxygens () Froquontiy cheek cylinder pressure gage for state of, vailable oxyern Supply, and Uxygen Flow Indiretor for flow of oxygen to mank. (7) Upon completion of oxygen fight = close eylinder valve (rotate handle CLUCKHISE) CAUTION Heep oxuéen eoutpment free from oll, érease ani exstly oxittzed, nstortais.Figure 44 ~ Pilot Protection fron GunfireTAKE-OFF 8 MILITARY t estas antee ae TEE aa BE SES SET) 14 > 2000 P22. 1900 {| \800 [id | RATED PROP L ULL THROTH 1700 oe 1600 acriTuoe CHARACTERISTICS oF © BW R2600-10 ENGINE NEUTRAL GEAR-AUTO LEAN 1500 1400 1300 1200 Ghee 1000 900 800 700 600 500 6 7 6 9 10 I) 2 13 4 1S 16 7 1 2021 2225 2425 262729) TOTTUBE THOUSAND FEET Figure 4S ~ Engine Cal {bration Curve ~ Neutra! Blower 56ene a OE aLTiTuDE cuaracterisnies 1800 oF RATED PROP Lok 100 FULL THROTTLEL ||P 8W 2800-10 ENGNE| (Low Gear auTo (aN '600| 1800 (CRUISE MEP (138), 1400) ae 1300 E lala) ABS. SUPER CASE FRessuRe | | 1200 ne Hoo +000] 900] 809} 700] 2 aise Fessoheseo weed -2250\(2450) fo 18 4 18 W617 19 203 22 23 2025.26 27282930 UTITUDE THOUSAND FEET Figure 46 ~ Engine Cal {bration Curve - Low Blower a7Appendix of WMS publieation shall not be carried tn Alzerafe on conat atsstons OF when there 15 9 fasonable chance of 1ts falling into the hands of the enen. c a a OE 30 e acrmuoe cnaracrEnisrics v8 100 MILITARY 7 7700 aw naso0-10 enone j Who oan ~ aro LEAN j 1609 i 1800 | atbo| lor Lab ud. nde i 1409} vax chute Meh 28) 1200 200 Be, SUR CASE RESUMES He 00] i Foo fot 12 13 16 15 16 7 18 19 20 21 22 23 24 25 26 27 26.2930 TALTITODE THOUSAND FEET This-cluet iy tor use An estimating power 1. For ree wv Specifir Fngine Flight Charts Eigire a9. reno Vower Control settings, Figure 47 ~ Engine Calibration Curve ~ High BlowerSTALLING SPEED- KNOTS TAKE-OFF DISTANCE - FEET x 1 of this publicarion shalt wat be eertied i there tp 4 reasonable ehance of tts falling. 1 9000 restarcteo 10000 1000 12000 13000 GROSS WEIGHT - LBS. Figure 48 ~ take-off ~ Run. & Stolting Steed chart 8f chin panltcation stat] not be carried Sn asroratt on combat misgions erento te ite enancr af kaw talLing into the hands of the enemys qo Trak ol i al + ‘oo! t+ [TT i 2 {ine te Gee 72 sop TANK ON OR] OFF a f ‘ Al ol bij i ijt 9000 10000 11000 «12000 13000 GROSS WEIGHT - LBS. = cia Chart Figure