AAF Manual 51 - 1261 Pilot Training Manual For The A-26 Invader PDF

AIR FORCES
HIGAN LIBRARIES
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ATE OF THIS MANUAL

AL FOR THE INVADER
ersedes the original (blue cover)
r the Invader.
re rescinded.
5 August 1945
tion of this manual are governed
F Regulation 50-17.
RAL ARNOLD
ted States Army
my Air Forces
manual should be requested from:
g Safety, Safety Education Division
Carolina
EVISED EDITION: HEADQUARTERS AAF, 1ST AIR FORCE, 3RD AIR
COMMAND, AIR TRANSPORT COMMAND
NOVEMBER. IMS—1.000
for your training as a A-26 pilot and airplane
perienced training and supervisory personnel
ake it a complete exposition of what your
ch will be performed, and why it must be
er prescribed.
cedures described in this book are standard
respect the manual serves the dual purpose
nd working handbook. Use it to make sure that
scribed herein. Use it to study and review the
ng everything taught. Such additional self-study
advance your training, but will alleviate
ady overburdened instructors.
es not replace the Technical Orders for the
ays be your primary source of information
long as you fly it. This is essentially the textbook
rly, it will enable you to utilize the pertinent
n greater advantage.
L, ARMY AIR FORCES

ader has been described
new fighter-bomber, and a
and a B-25. Actually the
ane modified and changed
eet the pinpoint require-
commanders. No other
the versatility, the speed
mbination striking power
titude it's as fast as a
bombs farther and faster
m bomber and packs a
e power and two turrets
er at the same time.
the A-26 is short but
p to and surpassed the
ners and the AAF theater
d of it. The new A-26
pportunity to show their
5 when the German West-
Runstedt made its power-
n the Ardennes and
lgian Bulge in the allied
n and the withering dam-
in support of our ground
stated by Von Runstedt
risoner. He said: "But for
fing attacks our counter-
driven on to Paris."
written A-26 groups are
. You as a new A-26 pilot
r of one of these groups
write the A-26 history
ut it, the Invader is not
achine. It is a high-speed
wing loading. It requires
flying technique, and
s striking power. So use
learn it! It represents the
to date of the factory en-
AAF test pilots, and your
many hundreds of hours
on which to draw.
mid.wing attack bomber of
of Pratt & Whitney
nes developing from
on takeoff. The R-2800-27
brake Hp. The R-2800-71
me Hp and is identical to
on of an improved GE
2800-79 engine is the
and develops 2370 brake
7 inches in diameter),
eathering hydromatic
lic tricycle gear.
r, laminar flow. (Span,
h, 10 feet; maximum
clad skin shaped and
alloy ribs, bulkheads,
ers. (Length with bom-
inches; length with all-
inches; maximum width,
5 feet 10 inches.)
mely
s designed
able nose
ct
E.
ations of
e guns.
ine guns.
n and four .50-cal.
n and two .50-cal.
n.
n and one 37-mm.
n and two .50-cal.
E.
ES OF THE A-26
WING
a laminar flow airfoil
onventional airfoil in
sion is nearer the center
r flow airfoil is the most
g developed thus far by
FLAP
26 having produced
ally efficient high-speed
0 psi, found it neces-
ally new and more effi-
ble-slotted flap extends
producing as it extends
ater lift. As it continues
f travel, it creates nearly
s responsible for the
roach speed and good
of the airplane.
f the wing and flap
ause the A-26 takes off
om any other airplane.
ands differently from
ke the B-25, the B-26
r airplane—the A-26
attitude with the nose-
ay. (See page 75).

TE
ndard-gage armor plate
rect machine gun fire,
elage, wing, and nacelle
h %-inch or 5/16-inch
gral part of the airplane
on from angular machine

^Icmctatiawi
36° either direction
IAS
No limitation
ORS
0 IAS
AS
PRESSURE 52' Hg.
R INJECTION .... Full throttle
CREASE RPM .... 2700
PROX. 25" .... 2000
SS 100
1200 or 50
ank) FULL 30 gals.
ON
0C
60 75 C
0C
NORMAL OPERATING . . . 10 qts./hr/engine
hr/engine
psi
70-80 psi
0 psi
300 gal*.
100 gals.
25 gale.
gals.
ONAL) 675 gals.
als.
WING TANKS (OPTIONAL)
KS (OPTIONAL) .... 125 gals.
3 psi
NG 16-18 psi
MP 22-24 psi
CTION—MAX.
G LOW 6-9 psi
G HIGH 15-18 psi
ON—NORMAL CRUISE
TEMPERATURE
UP 120°C
CHECK AND TAKEOFF. . 160°C
OFF 205°C
AUTO RICH) 260°C (1 hr. only)
PPING ENGINES .... 150°C
EM approx. 8 gals.
850-1000 psi
0 psi
RESSURE 450-575 psi
RETRACT 160 IAS . . . 12 sec.
RETRACT 160 IAS . . . 18 sec.
sec.
S 15-20 sec.
Y MODELS ONLY) 1700 RPM 26-28.5 volts

AX. EACH) max. 20 amp. diff.
TION 4.2' Hg. + or - .5'
ANCE
C 18-32
& Whitney R-2800
e twin-row, 18 cylinder,
bank) air-cooled radials,
rnal single-stage, 2-
wer. The earlier airplanes
ghtly later airplanes the
e same engine with the
ed GE ignition harness).
ection engine. Oper-
emergency power the
Hp each at sea level.
er injection system is
e against detonation while
ency power. Operating
gency power over and
power is for combat
st speeds for attack and
ssary. Don't forget that
war emergency power
ns upon the engine.
be used with discretion
gines operating at
ixture do not put
hey would if the mixture
o the best power mix-
wn would cause severe
er injection to suppress
to operate the engine
e which results in a
ut for each engine. The
d by leaning to the best
alone give you full war
g. It will be also neces-
ld pressures as indicated
M 51* HG 237B BHP SEA LEVEL
M 54* HG 2000 BHP 10.000 FT.
power settings are the
full throttle. Do not use
00 feet; it will result in
water injection sys-
ne. Each system consists
upply tank located in
mp installed on the bulk-
a solenoid control valve
witch located near the
ulator located on the car-
om a water regulator
tered fuel from the car-
ds enter the fuel intake
en discharged into the
gh the fuel discharge
has an immersion
water temperature of
e automatic and become
e airplane's battery
und check to de-
ection system is work-
ound checking the water

e run-up turn the water
installed on the panel
y as the pressure builds
should remain off.
ting at 30" Hg. or with
000, manually actuate the
er switch. (Operate one
pon immediate closing of
e should hesitate slightly,
y, then pick up power
he water injection system
ound check is com-
ump switch should be
s desired to use war
emergency takeoff condi-
e throttle-operated power
ngaged at full throttle be-
els have left the ground
n. This is to prevent the
m occurring at a critical
gering takeoff. War emer-
ter should be used for
ncy conditions only.
ower with water injec-
manner:
switches ON.
ve throttles to:
blower.
Hg. manifold pres-
es first) in high blower.
n is used only at pressure
feet.
operation begins, a mo-

r cut of the engine will
is caused by the reduc-
esult of the closure of the
the engine smooths out,
atures will decrease.
has been depleted, the
t will come on, signifying
reduced immediately.
e of the most depend-
maintain them and use
ust not deviate from the
ted on your new color
nd on your Cruise Con-
ME
TICI
SII
and
tion
ed powar letting* except far takeoff and In
d thon never for more than S minutes.
t.
t.
e 33" and 2100 rpm Below 33" and 2100 rpm
Operate in AUTO LEAN
your mixture further by pulling the mixture control back
position. AUTO LEAN is the only position which gives
ure.
of 15" to 20" Hg. in dives. Never dive the
Rapid cooling, followed by
amages the engines.

ning of the fuel gases
re the spark plug fires. It
ot within the cylinder,
d sparkplug, overheated
arbon deposit that con-
fresh gases are com-
ts it becomes progres-
ng of the engine is un-
and detonation follow,
ating, rapid loss of power,
ailure.
ons the fuel charge in
vely slowly. When deto-
part of the fuel within the
ly. This compresses the
charge until the pressure
he cylinder rise so high
arge explodes, or deto-
ammers the walls of the
the knock with which you
omobile. Because of the
rplane you can't hear the
why you must be on guard
ou can avoid it by under-
ing correct engine pro-
nation can cause com-
uring the short time that
a takeoff run.
onation are roughness
e engine.
etonation—avoid them:
than specification AN-
AN-F-28 Grade 100/130.
ower grade fuel causes
ne failure results.
or Air Temperatures
when known icing con-
enough heat to prevent
buretor air temperature
sure that the hot air door
yellow marking on the
area.
Altitudes
H blower. Do not use
000 feet except when
move sludge from clutches.
eller speed greatly in-
emperature as it raises the
e increased mixture tem-
des causes detonation.
o, particularly when
causes detonation. Always
y power setting above
d for all ground operation.
anifold Pressure
y high manifold pres-
cessary, and then only
ncrease rpm first and
cond, in proportion. Deto-
nly on high temperatures

are virtually trouble-free. Blower difficulties
ct procedure. Observe the accom-
xactly, and the important tips that follow,
rouble will remain absolute strangers.
ower
essure at least 3".
ols quickly, without
ower.
he oil pressure fluctu-
al and that manifold pres-
control handles are
IGH position.
essures to proper set-
ower
es quickly, without
ower.
oil pressure fluctuates,
that the manifold pres-
e that control handles
e LOW position.
essures to proper set-

PS
one stage to the other
ght to remove the sludge
er clutches. Allow at
n shifts so the clutches
the fluctuation of oil
nifold pressure when you
essure should drop and
wers are always
LOW blower. Never
n intermediate position.
otion to shift blowers.
W to HIGH blower
eased impeller speed
0 additional Hp from
ses fuel consumption.
it is more advantageous
rpm up to 2100 than
H blower.
blower until you
his varies according to
ltitude is the highest
an maintain a given
pm setting with full
ntrol Chart, page 71.)
mple rules to follow:
Full open
ull open
keep cylinder-head
0°C.
o keep cylinder-head
2° C.
to keep cylinder-head
ately 200° C.
leave cowl flaps full open.

on the A-26 is efficient,
understand. It's like a
m. There are only three
er. Source, distribution,
WATER SYSTEM
sed in an electrical sys-
ions exactly like a water
flows through the pipe
hness or smoothness of the
ctricity is resisted ac-
the wire and the material
drain-off pipe to return
. In an electrical system
s of a ground through the
he battery.
stem is a 24-volt DC,
eturn system. There are
le of producing 200 am-
her generator, working
enough current to operate
pment in the airplane and
storage battery.
o generators in the sys-
ge regulator to make cer-
ng its portion of the load.
set at 28.5 volts and are
on the right-hand side of
ent.
matic device in this
everse-current relay and
ounterpart of a check
m. It allows the current to
or to the main bus bar
distributed) but does not
ard toward the generator.
r quits, it is automatically
and the other generator
er (200 amps) to operate
eline of an electrical
n the A-26 extends along
selage and has branches
ding edge of each wing.
nnections to the bus bar
ly operated parts.
storage tanks, or re-
er, used for starting the
g the system when the
nctioning. They receive
generators and maintain

.
.
..
..
).
..
..
..
N) .
...
...
GER .
OR . .
NT. . .
MB BAY)
R VALVE .
ELECTRICAL SYSTEM
L PANELS
f different combinations
anels on the A-26. The
here. Study your own air-
will insist on a blindfold
MM
l Panel
rical control panel. It is
column.
m ^sr ',
ft i AO §§§§
f w m! m Jm m m m
of circuit breaker
op-off valves, designed
hen the current load
the wires. These circuit
, but they pop open or
rcuit is repaired.
in the lower right-
ument panel indicate
and must be checked
ng at 1700 rpm.
o generators to make
an equal amount of load,
more than 20 amperes.
thin .5 volts of being
hes you can reach in
re places where you can
on the ground. The for-
box is forward of the
ontains manual re-set
ctrical control panel.
ot's head.
r's relay box which con-
ual re-set circuit protectors.
protectors differ from
use they are literally fuses
e to be replaced if they
sition.
ectrical system off before
uit protectors.
ER THOROUGHLY
tem jbenfvim* tfatec (uhc&oka:
ts the wheels.
he bomb bay doors.
s.
mulator diaphragm:
ure 800 psi or above,
ates just before it
mentary reading should
r pre-load in the accu-
riven pumps, one in
f each engine. They are
ps of simple design and
e. One pump alone pro-
o operate the hydraulic
gine Right does not mean
owever, one pump
me to operate the hy-
tor carries continual
or —20). It is a spher-
iner divided by a syn-
m, carrying air pressure
lic pressure on the other.
e there is an initial pres-
d 750 psi. This air section
o absorb fluid surges in
nd to aid in maintaining
e system.
is an automatic device
of pressure maintained
en the pressure reaches
gulator bypasses the

servoir. As the system
n the accumulator is
eaches 850 (+ or —20)
and the pumps again
essure to 1000 psi.
ir
container is in the
artment just behind the
pacity is 1% U.S. gal-
the main system and
ervoir. A glass sight
l is built into the main
r the hydraulic fluid
t the right of the main
he pressure line be-
he pressure regulator.
ms on the following
oughly. Most hydraulic
mergencies at all, but
pilot's insufficient knowl-
ystem.
rate as traffic cops of
nd permit the flow of
ly. Two of these valves
s (one in each line)
nect at the Purolator
alve is in the brake
eft-hand power brake

in landing gear of the
and retract with the slip-
ou must pay strict atten-
mitations for lowering
your gear with the
pedestal. The lever con-
that has four openings:
supply line to the valve,
oes to the side of the
t retracts your gear, one
to the side of the actuating
the gear, and one to re-
eservoir.
ee positions. The UP
gear, the DOWN position
d the neutral position
ports of the valve, thus
of line under pressure.
operate mechanically
he main gear strut. A
nical latch locks against a
link. This same latch
ear in the UP or DOWN
D
planes when pilot ex-
26 was necessarily low,
failures were reported.
der compliances have
r airplanes certain points
mbly have been beefed up.
contributing factor was
nd the airplane accu-
gged, heavy, high-speed
erently from any other
kes off in an almost level
nding attitude quickly
he nose gear on the run-
e landing section, page
lever operates both
. The nosewheel doors
y a separate actuating
atch prevents the nose
til the doors are open.
rs from closing until the
cted. A plunger type
ar in place when it is
h on the left main
is weight on this strut,
n prevents the gear han-
o the UP position. On
ht is removed from the
cts the pin, allowing the
d to the UP position.
andle in the DOWN
ne is on the ground.
G GEAR
ROPPED TO 160 MPH OR LESS

he pin stays in place,
andle from being moved
his happens, depress the
e same time move the
the UP position.
erent types of wheel
ated on the instrument
lanes.
here is a wheel position
ument panel which shows
ar at all times. In addition
ndicator on some models
g lights, red and green.
s that the gear is in un-
ng. The green light indi-
down and locked.
of this warning light
ar Tips
wer your gear until your
to 160 mph or less. Your
end at higher speeds. You
y attempting it.
em
e system consists of a
on for each wheel with
multiple-disc type in
heel. Although they are
ount of braking action
al to the force you apply
Use your brakes carefully.
money in the bank. Be
you need all you've got
ed.
s of the hydraulic
mmon cause of faulty brake
eral applications of brakes
ed air. If this fails, turn
he crew chief and have
ystem.
ICATORS
with a test switch on the
ment panel. Your red
hen the throttles are re-
p and locked.
re are three green
ear, which indicate that
and locked and one red
hat the wheels are unsafe
'S'usUUd:
als.
ever back
s.
ake lever.
bomb bay doors is sim-
el system. There is a 4-
th two lines running to
rd and one aft bomb bay

ay door spoilers are
be opened at high speeds.
automatically by a sepa-
witch is located on
rectly in front of the
s are located near the
bove) indicates bomb
light (below) indicates
ontrol lever next to
rates the bomb bay
e positions:
when entering the
concern the hydraulic
earlier airplanes can
D position by two sole-
ard and one aft in the
N"
CH
annot be opened when

so crew members can
bomb bay in flight.
y door system is
rve the proper proce-
ations.
LIC SYSTEM
rgency hydraulic system
re of the main hydraulic
ncy system operates only
the bomb bay doors. Al-
ng action can be had by
n SYSTEM and using the
no emergency hydraulic
tion. There is an air bottle
cy brake action. (See
ervoir
rvoir is divided into
each with a bull's-eye in-
hree cells are filled by
reservoir, and although
d in your main reservoir,
hydraulic fluid in the three
t least one emergency
t. One cell is to extend
to open the bomb bay
se the bomb bay doors. In
double-acting, piston-type
u use to supply fluid either
when the engine-driven
or to the emergency
e emergency selector valve
the hand pump through
o the equipment to be
parate emergency pres-
turns from each operation
urn lines. Therefore, you
nding main hydraulic se-
desired operation, as well
ector valve. When you
on, always return the
andle to SYSTEM.
ELECTOR VALVE
MUST BE IN CORRES. POSITION
STEM" EXCEPT IN EMERGENCY
LE FROM "B.D. OPEN" TO
AT "SYSTEM" FOR APPROX. 5 SEC.
CONTROL
s a simplified drawing
It includes five self-
tanks, two auxiliary
tank. The main tanks
nd are in the nacelles
he engines.
100 gallons each, are
he nacelle and the fuse-
k, holding 125 gallons,
rd bomb bay. The bomb
but cannot be salvoed.
total of 925 gallons.
ves you 6-f- hours in
andard fuel tanks a
tanks can be installed
on. They are:
tanks (each) 155 gals.
talled in place of
w-level strafing mis-
right side of the in-
arm in each tank regis-
cal transmitter, the
ge.
the instrument panel
ure to the carburetor.
ter pump is installed
oost for starting the
for:
ails to supply fuel to
FUEL TANK LOOKING UP
ine
or Valve
uel)
ES
ilot's control pedestal
controls operate the
e switch on the right
ump or either the right
ary tank, depending on
ng. The middle switch
booster pump but unlike
it is independent of the
e and must be turned
tank is not being used.
switch for each booster
HES
use fuel from the
the right booster
e to right auxiliary,
l selector valve and it
the right main booster
uxiliary booster. The
tes booster pumps on
anks in the same way.
umps the fuel passes
which are at the bottom
ector controls which
means of cable linkage
ilot's seat.
ns on each of the two
or main, one for auxiliary
on for OFF, which you
el from these tanks.
the fuel flows into a
here into the car-
ve and Crossfeed
b bay selector valve
the fuel system at the

. This valve is aft of
ols.
valve and crossfeed
tions, but only four of
rough the unit. The
FF positions.
ource from which the
mb bay tank, and the
means the fuel is being
nd engine, L.H. ENG.
and BOTH ENGS. to
ROSSFEED position of
different operation that
om the bomb bay tank
ecting line for transfer
n one side of the air-
the opposite side.
cted from any main
use of the danger of vapor
f pressure to the oper-
Fuselage Tanks
nks
gal. aft fuselage tank
nto the bomb bay aux-
a fuel transfer switch.
be certain the bomb bay
all the fuel being trans-
anks (155 gals, each)
transferred to the main

RE FROM
ASSES
-DRIVEN PUMP
INE-DRIVEN
D DELIVERED AT
PRESSURE
PUMP OPERATION
tanks passes through
engine-driven pumps. The
reen type, with a remov-
ng. It includes a drain-
ines to the carburetor or
ves. This must be done on
water.
mps
el pumps are rotary
t types. Each contains a re-
the pump housing which
e to the carburetor.
s valve in the top of the
permits the fuel to be
pump to the carburetor in
ure.
rovide the pressure to
buretor if the engine-
operating.
aphragm, pressure-in-
flows to the carburetor
to the impeller section by

metering jets are controlled
ated by the throttle unit.
nt jet gives you a rich
r for the purpose of cool-
ling metering jet provides
ng speeds.
control in the car-
t mixture at any altitude
s.
ture control handle
xture control. It is safe-
ot use it except in emer-
H when operating above
TO LEAN at 62.5% power
e controls are at the right
estal.
ontrols back farther
n attempt to obtain a
enoid on each carbure-
d switches operating these
ver the pilot's seat and
when boosters are on. De-
es allows the fuel to flow
lines to the top eight
low line from the car-
ain tanks which permits
e consumed by the car-

ndependent oil sys-
ool the engines. The
on shows the cycle com-
system. It is pumped
1) in the oil container
From there it flows
ture regulator (3), which
e, returning to the hop-
ontainer.
ncased in an alumi-
h of the nacelles just
h oil tank has a capacity
L mark. Maximum
. Even though engine oil
1.5 gallons still are re-
within the tank for emer-
propeller. There is
gallons in each tank to
sion or oil dilution in
The oil level of the
the dip sticks.
be 6 inches in di-
ach oil tank. It is per-
bottom.
gned to:
ith warm oil.
OPILLER
rating Wall
oMuro Pump
ding bulk oil.
f oil diluted during cold
gulated by oil cooler
anes the doors are con-
ockpit switches. In later
er doors are operated auto-
stat control. On these
re is an OPEN-CLOSE
anual control in case the
ls to work properly.
Valve
ting there is an oil dilu-
wn directly from the fuel
he system at the Y oil
purpose of oil dilution is
weather operation.
ons on this are given in
tions."
act procedure is to make
diluted as little as neces-
ted oil is distributed
m. For example: It is ex-
the diluted oil to enter
o insure proper increase-
cold weather.
Pressure Gages
nd pressure gages are
hey may be your only
se an engine.
ulb is connected to the
and records the tempera-
ore it enters the engine.
ng is taken where the oil
der greatest pressure.
ar-type pump supplies

oil passes through a
s the pump.
the Oil System
pressure and tempera-
to each other.
s. If one tends to over-
first indication of oil sys-
llowed by engine failure.
e gage frequently for
dle begins to fluctuate you
ne failure. In any case,
he trouble.
perature carefully. Oil
ing normal limits may indi-
ors are not operating
meHto
Standard hydromatic
laded, constant-speed,
s with a diameter of 12
three fundamental
ration of these propel-
hese forces and the
s them, you know all
t your propellers.
movement that takes
blades turn toward
angle. This is high rpm
n the propeller dome to
side of the dome. The
ntirely upon the position
me.
gine oil pressure that
ngine to the forward
gh the hollow piston
e first force in pushing
ack of the dome. The
toward high rpm by a
by a special engine-
ate the pressure from
t by the prop controls.
eld at a constant speed
wo forces from the for-
by an equal amount of
of the piston.
LER
on this propeller has
ch you start by pressing
tton on the instrument
m the engine oil tank and
mely high pressure, to
using. This high pressure
es a transfer valve which
governor from the sys-
gh-pressure oil to be
e of the piston in the
supplied by the feather-
he two forces at the front
es the piston to the front
uts the prop blades in a
n. Since there is no out-
ds up to approximately
an electric cut-off switch,
ring pump.
ails to pop out when
full feathered position,
n out by hand. Other-
ontinue in the feathering
eather which will cause
and possible damage.
o fuse on the feather-
eather propellers, if you
0 seconds quickly pull the
as not to burn out the

ler, depress the
the prop is turning over
pm. Then release the
olding the feathering
de the electric cut-off
athering pump to con-
re. When the pressure
ximately 600 psi a dis-
the high-pressure oil
on shaft to the front side
s the blades toward the
prop governor is auto-
ht" P. 83-84 for com-
feathering procedures.
ce and ears of your
equipment is especial-
6 pilot because in most
o the navigator. Detailed
n in the section entitled
onal information, ask
fficer. He can give you
at will help you avoid
4-N)
sentially the same as
gh flying school. It
endent receivers which
io panel. These three
owing bands:
sets cover the fol-

r switch is to the left
mitting mike button is
nsmitters and receivers
e pilot's seat.
SETS
tch on the pilot's con-
CW during any normal
s and voice transmis-
ns.
ssions.
e code messages.
el and B Tel switch if
h frequency) equipment
F equipment, always
e A Tel position.
ot carry VHF, and you
w members to guard an-
ug his headset in the B
his jackbox to the LIAI-
he switch in the A Tel
ccurately. Don't sit and
er when it's easy to tune
any communications
to tune your transmitter
h you can't do it in flight,
o do it on the ground.
the switch on the pilot's
eep the selector switch
u are sending code.)
vapors, air out the cock-
the radio equipment until
o longer detected.
RN-7
a receiving unit only,

ation although it supple-
set for receiving the tower
receiver unit is on the
fuselage just behind the
nt. The frequency ranges
nds are:
c.
Kc.
the radio compass con-
b.
elector switch to:
operation.
h vertical sense an-
th the loop antenna.
pressing the LOOP L-R
or L. Make finer adjust-
tuning knob.
ompass
s use the NM-26V type
your bands on this type
st as you do on the other.
identical, with the excep-
on. On this type of com-
op manually by use of a
control.
ation aid is described in

built-in destructor unit
destructor circuit by a
plug except in flight.
igned to destroy your
o buttons in the pilot's
endulum-set impact
ally sets off the destroy-
y rough or crash land-
rplane's local phone
ers to communicate with
ed by the interphone
mber has his own jack-
ver to the CALL posi-
other crew members,
g of their jackboxes.
quency) radio sup-
set and can be used for
ctions. Static and elec-
ces do not affect VHF
as practical VHF radio
ous as low frequency
Discuss VHF with your
r who will advise you of
on the push button
our interphone jack-
ISON on earlier air-
HF switch selector
ady to transmit or re-

ilable with VHF is
ransmission. Any ob-
the station jams your
tion.
n electromechanical
cally controls the airplane
ight, or maneuvers the
o the fingertip control of
mbardier.
t works in much the
man pilot in maintaining
ht, in making corrections
iven course and altitude,
ecessary pressure on the
ks, etc. The difference is
s instantaneously and
s not humanly possible.
flight deviations the in-
just as instantaneously
to correct the deviation.
e autopilot will neither
control the airplane, but
ight and level with all 3
ating in full coordination.
sists of various separate
connected to operate as a
n of these units is ex-
N-11-60AA-1.
CKLIST FOR THE C-1 AUTOPILOT
switch bar.
knob at "PILOT."
switch "ON."
knobs to pointers-up
pointers are not loose.
center PDI.
switch.
rough extreme range
ing that tell-tale lights
streamline position is
irection.
dder, and elevator
ering knob clockwise,
e, observing that wheel
then to the left.
r rudder and elevator,
move directional arm
n to left, observing to
der move in proper direc-
center PDI and engage
ol knob for right and
aileron and rudder con-
ment.
atisfactory, turn the
r "OFF."
E C-1 AUTOPILOT
he control panel in the
switches on the control
" position.
witch.
. Put out aileron tell-
on centering knob, then
gaging switch. Repeat
r, then for elevator.
rn on PDI switch
parate).
ning on the master
or level flight at cruising
ight instruments.
rim corrections. If
g knobs to level wings
disengage the auto-
and lock it in place by
nal control lock. The
til the pilot has com-
ocedure. Then the auto-
ed, and the directional
pilot centers PDI by
direction of the PDI
raight and level flight.
NICAL
AGED
S AND OPERATION
is in operation, care-
on of the airplane to make
have been properly made
flight control.
ghts in any axis are
indication the autopilot is
that axis.
h centering knob is used
t control reference point
vel flight position of the
surface. After engaging,
sed to make small atti-
able to a human pilot's
ensitivity set high, the
ickly to apply a correc-
test deviation. If sensi-
deviation must be rela-
e autopilot will apply its
f control surface move-
autopilot in correcting a
verns the speed of the air-
orrective autopilot actions.
nt depends on airspeed.
e autopilot will overcon.
produce a ship hunt; if
utopilot will undercontrol
will be too slow. After
e been made, centering
ment.
nsation, have bombard-
ot clutch and move en-
me right or extreme left,
18° as indicated by arti-
s not, adjust aileron com-
mer) to attain 18° bank

ordinated, adjust rudder
immer) to center in-
ot use aileron or rudder
to adjust coordination of
THAT THE AUTOPILOT CAN PLAY IN EMERGENCIES
t are damaged or
pilot's compartment
n the tail, the auto-
ap. There have been
e the autopilot has
an airplane with
been set up for level
o hold the airplane
le abandoning ship.
by the pilot to turn
g under automatic con-
rol, first make sure
stments have been
t turn control pointer at
area on dial. Airplane
icated by artificial hori-
e cap from aileron
mmer until a 30° bank is
s not coordinated (in-
ered), adjust rudder
Make final adjustments
replace caps. Set turn
me straight and level
r has no effect unless
a remote turn control.
bilizer regulates the
applied by the autopilot
ons in the turn axis. If a
hich cannot be elim-
rudder ratio or sensi-
require adjustment.
loosening the locknut
the knurled ring up or
es, then tightening the
n—When tempera-
° and 0°C (10° and
ust be run for 30 min-
accurate flight control
after takeoff, perform
before takeoff by turn-

h during the engine
autopilot is off during
erformed during flight,
urning on master
. When temperatures
F) units must be pre-
ore takeoff. Use special
ets with heating tubes.

CELLANEOUS
ellaneous equipment is
off as unimportant. The
may get away with it. If
you your life. Too many
n lost at sea without their
t and never been heard
y aircraft have gone down
t or his crew could easily
ide the airplane.
e most important thing
d your crew when you
nd you must ditch your
portant factors to in-
re each possible over-
ent. Know that it's all
er.
our equipment.
elf-expelling life raft
hand nacelle aft of the
lled by pulling one of the
one is in the pilot's com-
gunner's compartment
on the nacelle by the life
ot's and the gunner's re-
raft and inflate it. The
nacelle itself, however,
from the life raft door.
ed out by hand which
ally inflate it at the same
eumatic self-inflating type
wing accessories:
t
ontainer
e cloth
ng cloth
sistence rations
signals)
ts
ment
-man pneumatic life
ward bulkhead of the
It is the gunner's duty
h the escape hatch and
the C02 seal as soon
airplane.
from its position by
release cord. You can do
the airplane or from
op escape hatch.
raft is outside the
ate it with the C02 bot-
the handle on the
you launch the raft.
ers in and paddle
airplane.
cy fire extinguishers
ted behind the pilot's
either the aft bulkhead
r in the gunner's com-
the nosewheel well
he open because of the
ases produced by the
arge in this fire extin-
e other inside the air-
e fire extinguishers and
ways charged and in
quipped with engine
Fires, page 100.)
KIT
kit is stowed in the
s:
y supplies. Be sure
s seat is a canvas bag
and various colored
ure it's there.
elle is a starter hand
u may need this at a
ns in the airplane are
equipment as your
p cases. Check them
e sure your airplane is
emergency.
D MISCELLANEOUS
CH FLIGHT, AND KNOW HOW TO USE IT

ned to fly at gross
lbs., provided the airplane
wever, the recommended
0. It is not so much the
t counts, but where it is
re lost for no apparent
up because of improper
asons why a nose or tail-
gerous are:
. It stalls more quickly
tructural strains when
center of gravity (CG)
y during flight. The con-
ending of ammunition,
bs must be considered be-
loaded within safe
after your mission, be
your expendable load in
stays within safe limits
t.
ng conditions, the A-26
an areodynamic chord
ying gun platform. No other tactical
lot-operated armament.
one of two different
are interchangeable.
ay be used in any of
ons:
guns.
e guns.
and four .50-cal. ma-
and two .50-cal. ma-
37-mm. cannon.
and two .50-cal. ma-
nose. It includes bomb-
bing controls, as well as
ne guns.
r and a lower turret.
cal. machine guns and
500 rounds per gun. Both
d remotely by the rear
° field of vision through
wer periscope head. Both
d fired electrically by the
station. A self-replenish-
the guns automatically if
r turret have unlimited
operate between straight
elow horizontal.
turret have unlimited
operate from straight
above horizontal. This
between the guns in the
guns in the lower turret.
tour followers which
The upper turret is pre-
wer than 5° broadside or
while the turret is in the
ons.
are forced to point 25°
n the turret is swung di-
uns are limited to 5° above
dside position.
upters
pters shut off gun fire
aimed at wingtips, pro-
faces.
be locked forward and
the fixed-gun group.

mbination of armament
e nose of the airplane,
s with one set of
planes the nose guns,
uns, must be charged
airplanes you can
ilot's compartment at
n the left-hand side of
ates the nose and wing
ht .50-cal. machine
angers suspended from
side) outboard of the
nition boxes are carried
harging handle is needed
s. They must be charged
.50-cal. internal wing
h side) outboard of the
ns and their armament
e" the wings and, like
harged pneumatically by
selected by switches on
ol panel.
t launchers carrying
der each wing are in-
cal equipment on some
s are launched from the
punch button on the left
eel.
mely versatile offensive
ndous strafing firepower.
ous altitudes down to
can launch torpedoes.
g and fuselage bomb
rying variable bomb loads
rack panels in the bomb
two aft. The right and
k panels have seven bomb
y five of them may be
The right and left aft
ve five bomb stations each,
m can be used at any one
plainly marked for the
ed.
0 lbs. are carried in a
d farther forward.
4 bomb stations in the
tremely versatile in the
bombs carried, only 16 of
used at any one time.
n panel is provided be-
d aft bomb bays to carry
ket Release Control
or launch your rockets
release button on the left
heel.
ctor you select either
ND FUSELAGE bomb
witch
elector switch to fuse
e of bombing to be done.
nd to salvo your bombs
nd TAIL. For delayed
our arming switch on
safe, set it on OFF.
n racks or fragmenta-
itch selector marked
ives you a choice of
matic train release of
mb loads. The purpose of
al release is to provide re-
your bombs at regular
feet between impacts.
ks each hold a 100, 300,
bombs are released by
elector switch and pushing
ton. To salvo your wing
ing your fuselage bombs),
itch in the WING and
hen move the wing rack
O. On some models there
h which salvos both wing
ogether.
may be carried on your
u fire them by electrical
liary electric control
be dropped in the same

make your launching
stments easily with one
lled in one of the
s back into the pilot's
ader sits on a bicycle
e has racks for twenty
s. The empty shells are
e into a canvas bag con-
You fire the gun elec-
on the right side of the
AND ROCKET CONTROLS
SWITCHES.
OR SWITCH.
P.
POWER SWITCH.
ERATING SWITCH
R SWITCHES.
TION INDICATOR
OR LAMPS.
OR SWITCHES.
LECTOR SWITCHES.
TCH AND LAMP.
CH.
RELEASE SWITCH
hich would you take:
on dollars, or a good
t! What good would the
million dollars do you if
o enjoy them? That's right;
rew chief at the top of the
are capable men who are
ane as you are, and just as
the mission as you and
t assumes that you
ef. The items listed are
minimum and are your re-
t you may have to pre-
ne, so learn all you can
ok tAc fotloutfKf
cA!
ully for skin cracks, wrinkles, looso
propeller nicks. Don't fail to observe
plane's general appearance.
UR CHECK, MAKE CERTAIN THAT ALL
E OFF AND THAT YOU HAVE 650 PSI
RESSURE.
NG PINS . Engaged, with cap
y extended.
PIN . . Removed.
No leaks.
. . . Clearance.
W . . . Clear.
THROUGH Nine blades if engine
D DZUS
ace.
No leaks.
extended.
Removed.
overlap.
Zipped shut.
n. locked in aft
or hydraulic
RTMENT . . Seat locked. All gun
ELLE
checks in the same order.
TER COVERS . Secure.
ood tension.
NACELLES . Free of skin tears
AND DOME
outside check for safe operation.
ght and passes inspection, or you turn
our crew chief for correction.
ke this check for the safety of yourself

.
..
..
..
ION
R..
...
DALS . .
RNESS
VALVE .
from it.
BALANCE
orderly fashion in the

S
.
..
NE
..
UMP .
first.
GINE .
NGINE
ove to start the left engine.

e, advance mixture
r not more than 3
ll engaged. Return mix-
T-OFF until engine
vance to AUTO RICH.
lt if blower section
open throttle to full
ixture control in IDLE
ll engaged, then return
perate the starter for
or it will burn out.
he engines more than
r. See "Cold Weather
NES
E .... 1000 pti
ve thumbs-up signal
characteristics of the
make the A-26 especially
of this you may have a
oo much speed when
ssitating either excessive
ast turns which put dan-
he gear.
ver. Flashy, hot-pilot
hand in hand with sloppy
t all airplanes have their
und as well as in the air.
ordinated taxiing tech-
a few simple taxiing rules
ahead for a few feet
urn.
Good taxiing technique
of braking action. Smooth
rottles and rudder will do
ert. Be cautious. Avoid
that mean slamming on
g abrupt turns.
Don't taxi into soft
mine it first if you are
irport.
cautious. Remember
clear a hard surface run-
s.
ur throttles and rud-
sary, brakes, in one co-
You can maintain normal
ottles closed (500-600
w the airplane down
qual brake pressure so

ns straight when the air-

down the ramp for
apply pressure on your
veral hundred yards
y checking your brakes
d them and insuring
e main thing to smooth braking action,
ooth coordinated turn, Always slow your airplane down to at least a
r brakes. Don't be a fast walk before attempting a turn. Before you
gh braking control puts park, be sure there is nothing behind the air-
he nose gear. plane that will be damaged by prop wash.
AND CHECK
check just before takeoff is
detect faulty engine operation.
cal. Think what you're doing
it. The steps listed here are the
hort-cut in engine run-up is a
oyct&en
AT
40°C.
min. and
rature is 120°C, min.
oldest weather never attempt to
arm-up by closing engine cowl flaps.
ve full aft, then
of rpm before returning controls to
is is to get full circulation of warm oil
to insure maximum efficient propeller
ES . . . Both ON
g
ines 2000
nt
n tanks,
LD
ed
... AUTO RICH
RPM
H BOOST
S . . . WITHIN LIMITS
perature. . 150°to205°C
60° to 90°C
80 psi
22 psi
S . . . NORMAL
with
. Uncaged and level.

elevation
alve Check operation
ed
... As desired
ERATORS . ON
MAGNETOS
mag switch from BOTH
BOTH; then LEFT and
our eye on the right
p of 100 rpm, maximum.
00 rpm is allowable. Allow
dle to drop and become
ng switch to BOTH, but
gneto for more than 5
switches to BOTH mo-
check to allow the engine
checking the other mag.
ur right engine cowling
neto check. Rough or
does not show up on your
self by unusual shaking
engine cowling.
ogical sequence. Do not
hort cut you make is a
emember, a smart pilot
not just because the book
mine for himself whether
e for flight or taxi it back

stability, tricycle
wer, A-26 takeoff is
with turning your
ar view of the base leg,
way. When the final
ou have received per-
to take off, take the
runway without per-
nway and line up. As
straight, advance the
accelerated movement
ottles snug, but do not
rakes on takeoff except
ting throttle and rud-
directional control.
te down the runway,
rature.
r exact readings. Just
the instruments exceed
t the nosewheel off
off. Lifting the nose-
unway actually slows
u a longer takeoff run.
speed (125 mph nor-
lbs. See Stalling Speed
he airplane smoothly off
finite motion. It's good
eight of the nosewheel
way, but A-26 takeoff

ecial procedures. It is as
and ease power on.
control with rudder
ane off the ground.
orne, it may be neces-
ble back pressure on the
of the drag of the
airplane at this point;
amount of opposite trim
u retract the wheels.
g single engine speed
g altitude.
y airborne and there
back down on the run-
g gear. Never brake

tracting them.
ave a tendency to ease
rward unconsciously as
ding gear handle. Be ex-
oid this tendency, because
precious little altitude and
any of it.
etracts, the center of
e shifts aft, causing the
After you are safely past
ne speed at normal gross
le settings to rated power
hart) and climb the air-
ace the flap handle in the
or proper climb attitude.
nd flap handles to neutral.
one of the most impor-
mance maneuvers you
may never need to
of your airplane on take-
United States, but in the
ds in the war theaters,
comes usual instead of un-
f in this airplane differs
takeoff.
vailable runway. Line
eel straight.
nd advance throttles to
evenly, and as you start
hrottles quickly to 52" Hg.,
al control with the throt-
the ground at mini-

ee Stalling Speed Chart).
sents little or no prob-
the tricycle gear there is
airplane to weathercock
hen you are airborne,
rift.
reatest rate of climb
AS, but for added safety
airplane at 170 mph
entle turns to avoid
ision.
der-head tempera-
ake certain they stay
during the climb.
mixture control in
ou have established
d attitude, trim your air-
s-off.
pple. Fly the airplane
fort.
500 feet above de-
efore you begin to level
y reduce your power
e (see Cruise Control
irplane's nose and de-
de. This is an old airline
e proper flight attitude.
peeds of 5-10 mph at the
de conscious. It is the
sing airspeed.
r pumps off one at a
e peeled on your fuel pres-
re that your pressure stays
s. The high power settings
nd climb draw a much
to the carburetor. You
mps for this extra load
shed your normal cruise.
and oil cooler doors
maintain proper engine
ying them open more than
bles that cut your airspeed
nstruments and make
tures and current power
oper limits before you
ntrol to AUTO LEAN.
mixture control tip:
N when you are oper-
limits.
ul trimming enables
xtra 5 mph more out of
ower setting. Rough over-
ark of poor pilot tech-
ming Rules:
ght and level.
nually held pressures:
test trim.
ball. Make minor cor-
our airplane is not
e and ball are centered.
f Off
making a complete cock-

ntervals during flight.
ood pilot who knows and
dures and uses good tech-
in flight to wake up later
o find, for example, that
and lost an engine.
't happen to you! On
ise, vibration, and concen-
And fatigue causes a good
s he forces himself to check
y every 15 minutes.
kes a few seconds—it
e control will serve
t ways:
olute and dependable
mates.
operating efficiency for
ny normal or abnor-
e wear and make your
ngine performance
ndable.
er great stretches of
that you know cruise
in that you have fuel
target and back.

nes are designed for
definite limits. The
engines are:
EAN, AN-F-28
s are exceeded, the
er stresses it was not
ued operation may lead
mber, the engine is de-
ures, called designed
ctive pressure). The-
efficiency means oper-
MEP. Operating over
nation, valve burning
, if prolonged, will
t engine wear is
he lower you keep your
n engine limits the less
s rpm is reduced, fuel
proportionately be-
plosions per minute. For
t is better to cruise with
fold pressure than it
me power by pulling 30"

69. It will give you fuel
us power settings from
et. At first glance the
y seem unusually high
s, but remember that the
rially by maintaining
ngine speed and high
ther than by reduced
d high rpm.
e manifold pressure is
all cruising rpm at sea
s increased manifold
adually decreased until
imately 32" is given for
ase in manifold pressure
nch per 1000 feet, so that
hand it should be easy to
ely the same settings by
elationship between mani-
m. Remember that all these
re given for cruising flight
UTO LEAN-and if
the mixture control must
CH immediately.
e most out of your fuel
e engine operation.
al and tactical training
ctions on how "to get the
test." You will be taught
in flight training to use
Cruise Control Chart.
t and analysis, developed
n of flying great distances
nt of fuel. The chart on
presents many hundreds
experience and is so ac-
d exactly it will give you

umption figures.
er conditions you may
blem of waiting the
ng in the air for the long-
of hours. To do this:
ude with airspeed of
manifold pressure 35" and
w as possible to still main-
oretically the best air-
ndurance is one mile per
peed. Since this is imprac-
e low airspeed of between
mended because it is pos-
trim the airplane hands
the air for a long period
fuel as 70 to 80 gallons
ines. This will give you
he air, not the greatest
distance fly with 35'
d whatever rpm setting
210 to 215 mph.
r 150 to 160 mph
distance 210 to 215 mph
e for both is 35".
ny long tactical over-
nished you but become
chart and you will find
e control is easy and sim-

THE USE OF
RUISE CHART
ating conditions for a particular gross weight and altitude:
rature chart at the outside air temperature, point (A).
the pressure altitude, point (B). (Pressure altitude is read
.92* hg.).
t or right, to proper gross weight bracket and read
ating conditions.
eases during flight, move progressively to lighter gross
in proper operating conditions.
de and outside air temperature periodically and move
, to new operating conditions, if required.
eight bracket, set R.P.M. and maintain C.I.A.S. with M.P.
an be made by adding to the chart values 0.7* hg. per
A.T. is above the standard temp, at the pressure altitude
if O.A.T. is below standard temp.), and an additional 0.3*
F.) that carb. air temp, is above O.A.T. If it is impossible
at full throttle with the R.P.M. shown, increase R.P.M. until
ned.
t instrument readings, but are calibrated indicated air-
be calibrated and correction may be obtained by flying
urse.
erived from flight testing unpainted A-26B-50-DL and
without de-icer boots; with turrets in place, but all guns

rt. It gives complete performance
ablished by engineering test pilots
ed by AAF test pilots and training
determine the gross weight of
ow that line up the graph to de-
ds under various conditions. It is
e. ___
RT
CS
plane. If you have not
covered that for your-
of its handling abilities
ive circus publicity. If
lane you would find
nadequate to the point
he meantime—ask the
cialized aircraft, the
u must observe strictly.
one nettrUcted:
iolent stalls are
has a wingloading of
normally loaded with
gned for air circus
acrobatic training.
6 has a high wing-
ng speed increases with
xample, at 31,000 lbs.
h the airplane clean and
stalls at 192 mph (42%
an in level flight).
e prohibited chiefly
gloading of the airplane.
ner's and your instruc-
xperiment.
NORMAL LOADS (31,000 lbs.)
art)
APS
APS
TIONS
tes rapidly when you
ed builds up, the controls
lways allow more altitude
you think you need. Re-
eed dive is the only flight
m tab control is recom-
nual control. Be careful.
slowly and gradually. At
o appreciable effect, but
ecause control takes hold
g out after pullout and
m used to assist the pull-
re dangerous in the A-26.
up loads and stresses that
tion cannot stand.
a dive, handle the
ith great caution.

RACTERISTICS
d turn, lead with your
ettle into your turn, fol-
rudder. As you continue
increasing necessity for
control column. This is
rvo trim tabs.
lly and has no tendency
he wing roots stall out
shuddering effect and
ore you reach the actual
he nose drops straight and
while getting acquainted
orget that it has an ex-
ding and needs plenty of

tly from any other
, both tricycle and con-
tail-low attitude.
most level attitude.
e in your mind, have
B-26 below.
nding attitude. The
level attitude with the
unway. Never land the
de.
6 IN AN ALMOST
2%/
entional wing and flap
and, in a nose-high land-
h and stall out slowly.
ed wing and double-
ush in a nose-high land-
all out and slam the
way. Always land the
vel attitude.
A-26 accidents
difficulties. These
r a number of
that hard land-
ontributing fac-
ing is a full flap landing.
e runway is not land-
of the landing procedure.
re starts with your
tower.
velocity.
field conditions.
g of the traffic pattern,
er visibility and to check
ation.
the following cockpit
fullest tanks
TO RICH
850 to 1000 psi.

n accordance with
On most traffic pat-
eels when the airplane
bout Vz the width of
ever to the DOWN
handle in the DOWN
nded, make the fol-
or.
ual check through
age.
wheels.
r final approach,
r indicator and warning
locked. As an added
ck all three wheels, as
ressure gage.
of the runway as you
roach and lower flaps.
enter of the runway
pproach. Adjust your
airspeed and rate of
spot landing on the first
Use power when neces-
nstant glide path during
proach. Make a normal
approximately 135 mph.
eve excessive con-
e final approach.
s on a good flare-out
ach. One without the
final approach and
a low wing with rudder.
hly and gradually until
landing attitude. As you
ttitude after breaking
rd the throttles and at
tional back pressure on
ooth ground contact.
onto runway. Avoid
t the airplane stall com-
the air it is impossible
off the ground.
the ground so that
pply back pressure to
the ground and
, avoid holding the nose-

it onto the runway
horten the landing roll
e controls in IDLE CUT-
props to windmill. Do
ways when absolutely
r to return the mixture
before the props stop.
e, apply both brakes
t the same time:
s OFF.
ols full forward.
applying pressure on
uickly as possible, and
eck:
PEN or AUTOMATIC
ons there is only one
he A-26, and that is with
that the A-26 is a new and
he laminar flow wing and
p set up entirely new
a different feel.
ed for full-flap landings?.
e resulting drag, the land-
you need a minimum
e airplane literally
e landing roll and excessive
oidable. The visibility in
stricted by the nose-high
ap extension is all drag,
ctive air brake.
ding does not feel like
B-26 landing or like any-

ver landed. The high-
erally air brakes of a
emember that during your
develop a new landing
r glide path, maintain
wer. Flare out in a level,
ude. Fly onto the runway
ust before the stall occurs.
of power until your main
way. Do not cut your
contact.
ng run holding the
way until you can ease it
essure on the control
osewheel off the ground
down your landing run.
dings do not differ
0, B-25, or B-26 landings.
le you are still making
e the restricted visibility
high attitude. Also, notice
cy to scoot and not lose
ontact with the ground.
ll flaps as soon as you
ith the ground. You'll be
me efficiency of these new
aterially shorten your
r you are on the ground.

N OF YOUR FIELD ON THIS PAGE

URE
should never be a
re set up for a good land-
rs in traffic or in your
go-around procedure wise.
airplane on the ground
your landing path, pre-
is absolutely necessary.
go-around may not be
from a danger standpoint.
s apply power and go
absolutely sure you are
roach and landing, go
other landing.
seasoned pilots to apply
when they are not com-
their approach, so don't
Keep this in mind: Unless
fect landing—go around.
s in mind on the go-
hold a lengthy debate
hether to go around. The
ore critical your position
ous. Get those throttles
engine airspeed as quick-
nd be deliberate in your
tended as soon as pos-
flaps on up as soon as
rspeed and altitude.
ormal climb setting as
and you have obtained
speed.
aps and oil cooler doors
throttles and
aps the trim
. Fly the air-
cessary.
your go-around early
require full power and
ange your propeller con-
mportant factor is air-
e airspeed for power.

TOP BE SURE THE NOSEWHEEL IS TRACKING
RE STOPPING THE ENGINES.
n behind the follow-
ng engines. Follow it:
1000 rpm, pull right
CUT-OFF.
s—check hydraulic
rol to IDLE CUT-
tles full open while
ng, cut all switches,
nd lock the controls.
e in place, release the
brakes are hot, leaving
may cause the brakes to
and 1A.
VER UNTIL FORMS 1 AND 1A ARE PROPERLY FILLED OUT

ight is directly related
nstrument pilot. It con-
nowing your cockpit, and
ments.
lying is the same as in
exception: You must
or proper operation be-
ruments carefully be-
your landing lights are
takeoff. They set up a
if they are extended at
actically the same as in-
y on your flight instru-
leave the ground.
oing up and your rate
eady climb indication.
orizon for wings level.
mb and keep power on
is up. Then reduce the
flaps.
p rapidly and you will
gine flying speed. Con-
ormal power settings.
o gain airspeed. Too
n back into the ground
alf contact and half in-
struments until you reach
andings
nding procedure is
ht as it is in the daytime,
ng the tower on the down-
your landing lights and
the OFF position. This
ended and ready for use

m on before landing.
d on the night approach.
lights when you are near
landing at a strange
for obstructions. Ask the
formation.
is to undershoot at
de path to allow for this.
n after landing and start
ly. It is difficult to judge
y at night.
ve it handy in case of
d.
only as much as neces-
ubly alert for other
tions.
ghts turned off.
ps down so there is no
and how to do it,
ely means single engine flight
at all.
long been one of the
bjects in the AAF. Han-
e great experts; they
portant decisions. The
decisions is that in
t true. Actually there is
plicated or dangerous
e flight or emergencies
cedure:
e airspeed.
control.
erate in your pro-
gine airplane is con-
but if you know what
engine failure merely
ght and not an emer-
t everything unusual
is an emergency. For a
verything that happens
vercome by an orderly
ual emergency stage is
single engine flight,
engine failure.
11 operations in single
low these 11 steps. Do not
y on bad engine.
tton on bad engine.
in IDLE CUT-OFF
od engine (if neces-
n good engine (if nec-
into AUTO RICH on
one).
alve on good engine.
oil cooler doors on bad
ch on bad engine.
valve to bad engine
e foregoing procedure,
peratures of good engine.
needle-ball and main-
e to keep airspeed as high
will have an IAS of
ph when starting single
airplane is easy to control
ed single engine flights,
n to 150 mph and slowly
note the great difference
cessary to keep the plane
ower speeds. By this you
more rudder pressure it
an engine on takeoff with
ng. Therefore, keep in

nd engine power are the
controllability of the air-
engine.
e engine turns both
he dead engine only if you
rspeed or above. However,
eds always turn into the
movement on the con-
settings on the good en-
e low speeds.
ght
gine again, remember to
ine that you are first
g (determine by cylinder-
rpm (back).
hering button until the
pm, and then release it
ol to AUTO RICH.
ut 15"; with prop con-
ll have about 1200 rpm.
emperature rises, increase
d throttle to 33". Then slow-
uising power after reach-
ead temperature. Tip: To
r-head temperature slow
about 160 IAS.
nd oil cooler doors as

pilot technique, but
ool thinking! Don't get
ngine on takeoff you
ut if you use your head
res you won't get hurt.
ake is reaching for
it in one mad scramble,
eathering or cutting the
the bad engine.
a critical point during
hesitate to reduce power
ecessary to maintain
t, don't hesitate to sacri-
maintain or gain single
ather a bad engine if
ower out of it—at least,
ed the critical stage.
n the A-26 do not
mal landings. For single
er and make your
gear until you are
field.
slightly higher to
ng a big burst of power
ntain an airspeed of 150
ine approach.
ore you drop full
ding is in the bag.
on final approach.
remaining trim after

AILURE
system is well-designed
eration. But as long as
raulic emergencies will
theaters fl"k will con-
s and tanks. So study the
e hydraulic system.
m and how to use it.
t hydraulic emergencies
cies at all.
ls, be sure of what you
out what your trouble
rect for it.
ar With Emergency
ever in DOWN position.
ELECTOR VALVE
UST BE IN CORSES.POSITION
STEM" EXCEPT IN EMERGENCY
IE FROM oBO. OPEN" TO
AT "SYSTEM" FOR APPROX. 5 SEC.
ydraulic selector valve
WN.
p (about 170 strokes
and lock the gear).
selector handle to SYS-
some other operation.
ds first. The nose gear
ntil the main gear is down
e gear does not start down
the main gear locks, it
pressure to release the
his pin manually by pull-

ease on the left side of
tinue to pump until nose
ed.
ulic pressure and the
ient fluid in the reservoir,
r valve may be stuck. Tap
on frees the poppet valve
draulic pressure to build
lic selector valve on
extendbecause of fluid
broken line, put all your
NEUTRAL position.
of Bomb Bay Doors
or switch (or handle on
EN position.
ELECTOR VALVE.
ST >i m CODES POSITION
TEM EXCEPT IN EMEKGENCT
E FROM 8 0 OPEN TO
YSTEM (O. . APPROl 5 SEC
ion.
ly 60 strokes with the
doors are open. When
e bomb bay door indica-
ncy hydraulic selector
EM.
e is a red salvo knob in
e bottom of the instru-
hen pulled, quickly opens
nd salvos the bombs in the
wing bombs or tanks on
gunner's compartment
gency salvo switch which
doors and salvos the bombs.
s switch does not salvo
e of electrical failure,
mb doors by an emergency
xtinguisher in the cockpit.
Bomb Bay Doors
or handle (or switch on
OSED position.
sition.
ly 60 strokes on the
he doors. When they are
amp burns green.
c selector valve con-

rating emergency hy-
from DOORS OPEN
OSED position, stop at
seconds, then continue
alve to the desired posi-
re
y air brake bottle in
cy braking.
arries a pressure of 450
ufficient for three separate
The air brake bottle con-
ns: RET .EASE, NEUTRAL,
control slowly back
n until you feel definite
re by pushing the lever
osition and the wheels
ply air again and release.
ON and leave it on until
s your last braking
the air braking bottle
aking applications. The
are to slow down the air-
he danger of snapping
dependable and well- the system mentally and to take the proper
to either engine in case steps to offset the trouble,
emergency. It is absolutely necessary that you memorize
fuel system failure the fuel flow diagram (page 34).
y lies in your knowledge Study the chart. Set up and solve fuel system
your ability to picture failure in your mind.
bombs, and coming from the target your f QUESTION
ak, is leaking. Assuming you have used
in the left and right main tanks, what
llow?
sfeed bomb bay
feed
ump ... On HIGH
r valve . On LEFT MAIN
tor valve OFF
ank
mp On HIGH
tor valve On RIGHT MAIN
bay
ank is completely
rop and the
bay
SFEED
r valve . OFF
OSTER PUMPS IF NOT NEEDED

e fioinU fo 6ecvt in mend:
on page 34.
m so well that
it in your mind
s, locate the
kly. Check to
is a broken line,
a faulty engine-
alve properly
oster pumps as
sfeed selector valve
our bomb bay tank sup-
rom the tanks on one
the engine on the other
ENGINES
ailure
en fuel pump failure,
have five booster pumps,
at (on HIGH boost only)
pply of fuel wherever
fuel from the tank
valve and strainer to the
pump. As pressure builds
ass through the faulty
ss valve operates and
ly to the carburetor.
ete electrical failure
serious emergency in the
light unless you are on

ilure causes failure of:
ept manual salvo).
ent.
nts.
ooler flaps.
ilure is rare. If it hap-
est available field with a
e a no-flap landing.
mergencies most elec-
sed by an overloaded cir-
tion which pops the cor-
akers or protectors.
ctrical failure in flight
mporary electrical opera-
circuit breakers in the
set them in they may stay,
y to hold them on for
ical operation as lowering
e radio alive, or operat-
s.
eakers before takeoff.
nd amperage. With these
hat the A-26 is virtually
ystem failure.
ilure rarely occurs.
st and engine run-up
never will have propel-
o troubles can hap-
se of congealed oil in
nly in cold weather and
ot error. Guard against
ure and prop
rnor lines or me-
rs, retard throttle
nd release the feathering
ntrol the overspeeding
ontrol at different set-
rations usually brings
trol.
failure which you
e of the foregoing pro-
opeller. If the prop does
ottle to keep the propel-
to avoid drag, continue
d land at the nearest field.
re
eller, if the feather-
ut when the prop
ed position, pull it out
e blades go right through
d start to unfeather.
ng button quickly if
nfeather; otherwise,
eding and possible

NOT FUSED. IF THERE
ION WITHIN 90 SEC-
EATHERING BUTTON
e in the air you have
he action you wish to
eforehand exactly what
o that you react in-
hesitation.
y procedures on the
time element for
ced to a minimum.
ncies even though your
oothly and your air-
mally. There is no sub-
—ask the oldtimers.
e your interphone
s. Notify your crew at
o be used.
n of an emergency
nly fair to warn your
y may be well prepared.
nformed at frequent in-
on, and particularly, of
ash landing and ditch-
ed in a normal manner,
of the situation and pro-

rings on alarm bell.
ne to "adjust parachute
crew members acknowl-
trailing antenna (if
ude as possible (if fly-
rplane to 150 mph.
ors and salvo bombs or
xit for rear gunner).
s to put plane in tail-
(to prevent possible
bailing out through nose
vel flight or steady
0 mph.
hatch by pulling emer-
ard.
phone. Give bailout
on. Hold on firmly as
to prevent blast from
aturely.
pit escape hatch after
have jumped. Dive flat
e trailing edge of the
flow of air passing over
e wing will force you
horizontal stabilizer with
g entangled in any part
feet, bail out

rection of flight. Bail
bomb bay.
through bombardier's
mb bay doors are closed.
ame as pilot).
Over Water
abled and you are un-
t while flying over water,
a quick choice:
ail out?
over water presents
e not present at high alti-
your missions will be on
you may have to decide
procedure to use. Make
rilled and rehearsed for
our decision is to pull up
il out.
of bailout, use your
as much altitude as pos-
off and killing off your air-
ed in normal bailout pro-
s well drilled in low
water, and is equipped
ute type life raft, you and
rate chance of survival
ailout is recommended
he A-26 does not ditch
of its inherent design, the
y when it stalls in a nor-
On water, this nose heavy
s quick submersion, mak-
y hazardous. At best,
the A-26 when ditched
water only 30 to 60 sec-

-26 UNLESS YOU HAVE NO OTHER CHOICE.
HE AIRPLANE, USE THE PROCEDURE THAT

esents a series of
nder different condi-
vival in ditching an
pilot has drilled his
member knows his
emergency. The safety
w depend on you. Make
t no wind.
ng across, rather than
wind produces large
y rough sea.
: If you see white
ne in the trough of the
am or spray blowing
s ditch directly into the
wn
touch-down just as
a smooth pasture for a
r actual touch-down in
if the winds are 35 miles
o the wind only if
rs to be over 35 miles
no swells.
ve to be rescued from
e safely ditched your
ask yourself these
land?
oward the land?
with or across the
fter bailout or ditch-

the search area?
have crew jump?
IND VELOCITY
0 to 20 mph.
R DITCHING
in the proper (slightly
ere is a slight impact as
on strikes the water. This is
mpact with sudden decel-
g has been made too fast,
the airplane comes to rest,
ou will need will be
mount of power available.
ying to make a normal
nimum safe forward speed
of descent. Do not use
any case. Always try to
hile you still have some
ouch down on the water
a runway—in a normal
hone: "Prepare for
acknowledge. (6 short
ll.)
cy IFF transmitter.
VHF control box toggle.
e.
and shoulder harness.
e bomb bay doors.
still maintain rudder
hion for face and chest
sound one long ring on

interphone: "Brace for
l emergency lever to
st before touch-down.
yourself.)
water as gently as pos-
tly down. Maintain fly-
handle. (On earlier
not self-expelling and
e gunner.)
hatch. Inflate Mae
pected to float for a
minute. You and your
ns in aft position at
in aft position.
atch.
in the right forward
ment with back against
s and feet and listen
pact before moving
ome to rest pull emer-
andle. (On earlier air-
owed in the gunner's
unner must release the
gunner's escape hatch
airplane.
hatch and inflate your

p seat beside pilot.
to release cockpit
from pilot).
face just before
eat and exit through
ceed aft.
ncies
n definite radio pro-
. You will be briefed
the exact procedure to
procedure for bail-
ng. Your first job is to
lucidly as possible.
ber of airplanes lost
use the pilot yelled his
nd the receiving station
ecessary information
titude, especially if
This increases the range
d helps Air/Sea Res-
ow quickly you are res-
t you are rescued will
y of the fix the receiving
you are in trouble.

for crash landing."
dge.)
cy IFF radio transmit-
e.
and lock shoulder
kets. Close bomb bay
roach. Use full flaps.
s-up landing.
still keep rudder con-
etween chest and control
ull emergency lever
ch when airplane is just
IDLE CUT-OFF.
master ignition switches
ves to OFF.
r hatch opening.
uns in aft position
on in aft position.
ape hatch by pulling
andle.
e.
ng aft in the right for-
mpartment with back
bulkhead.
ds and feet.
e hatch opening.
side pilot.
e.
ncy escape hatch re-
pilot).
with hands behind
d and face.
hatch opening.
NG
UISHER SYSTEM
A.26 is no less or
medium bombers. While
by combat emergencies a
ing, so it is up to you to
s perfectly and to be able
y and correctly. There are
s:
ed by fuel, oil or hy-
nto contact with hot metal.
used by a short circuit
es are more serious and
engine fire control sys-
system (one for each en-
2 ring surrounding the
witch which stops the flow
quid and oil into the
re procedure is:
nd boost pump OFF.
ydraulic oil switch (on
ure to IDLE CUT-OFF
ocedure).
FF later.
m (later airplanes only).
.
itude slip the airplane
gine fire is slow in
circuit is anywhere
ay detect the fire early
moke.
case of an electrical
ery and gear switches
ay from the fire. DO
ECTRICAL SYS-
RTAIN THAT
O FEATHER A
your prop feathering
cal circuit.
hile in the air, close
f vents and heaters then
re with the C02 hand
the cockpit. Most elec-
very slowly and are
any great amount of

E
ER
ed an A-26 crew, you
ust a pilot. You hold a
l the responsibilities of a
lane and a 2-man or
you are responsible, not
ing or on the flight line,
e day. Because you have
he medium or heavy
nk that you have less re-
t true. Actually, your
eater, since you have only
to assist in the care of the
that you must know and
nce and operation of each
and shortcomings of
mbers. Know their back-
alities, and their individ-
owledge enables you to
m in the training still re-
specialists in their field.
s not only thoroughly
but understands the
responsibilities. This de-
emanded of all combat
r crew's welfare. Check
ully equipped with neces-
g gear. Go to bat for your
parachutes fit, that their
er, and that they have all
ent they need.
hasize the morale effect
nsist on it.
ck the morals and per-

r crew members. But,
over-indulgence begins to
, it becomes your job.
w depends on you for
hat you must be an ex-
n of the airplane. As an
complete confidence to
on. Confidence is conta-
e confidence, your crew
y have confidence in you,
dence in themselves. Don't
e should always follow,
ge.
ct of military discipline.
boss. Use your authority
well guy pushover." Don't
st be fair—and your crew
work with you.
manded ... It must be earned

n a medium bombard-
requirements for forma-
creased from 5 hours to
hat about 30% of all
voted to formation.
amount of bombing,
ork, and navigation to be
see that formation flying
hase in training.
theater of action,
more time learning
fore you go on your
n your mind about
ation flying, question
subject.
ob to do. Besides
ane you need to check
e tanks, check engine
ain radio contact with
w member in the
all means teach him to
ruments and fuel sup-
final responsibility rests
one but yourself.

riefed for a particular
ation is selected, depend-
ape of the target. Any
on used on the mission
c formation.
Repeated and compara-
t of ailerons.
N IS THE ONI
ROCK WINGS
the ground or in the air
all pilots in the formation.
ssage or further signal.
in proper position to take
mally mean "Ready to
rudder control during
f the airplane alternately
and left.
: Where applicable,
rder a search formation.
ES AND/OR ZOOMS
n order to each pib
epare to land. In the o:
ls the landing will be modi
formation of the un«
etermined. Any chart:
ng will be ordered b|
by radio.
:
er than echelon go into
right (left).
lights to the right (left),
idual airplanes to the
echelon of individual air-
d on the side to which
d, form echelon of flights
in an echelon of flights
if wing is dipped on the
elonment, form same
side.
motion of airplane about
adual use of ailerons.
lower and of greater
er ailerons."
MATION:
on, go into the normal
the unit concerned. This
ribed in each group
mation until you have
Be attentive at the brief-
ns regarding anything
Some small point may
the room but you. Don't
atisfied to "almost under-
can ruin the entire for-
he success of the mis-
you!
der tells you every-
to complete your mis-
riefing session until you

ad airplane.
ithin the formation.
mber of the airplane
formation.
stination.
ding system to be
e.
es and time of takeoff.
res.
n of the spare air-
keep them clear in

y
ff interval during brief-
ly when and how to time
mp the gun. It makes your
difficult and messes up the
s behind you.
f the runway.
off on the downwind
he upwind side, and the
ith the first. This is done
effect of prop wash.
nd climbs straight
time determined by the
ion. Individual planes in
at 20-second intervals.
begins his turn 10 sec-
e ahead of him has started
n leader maintains a con-
turn, a constant airspeed
owing these (you were
an govern your own air-
ertake him too suddenly or
as he comes out of his
e will be, not where he is.
orten your flight path
roach him at a 90° angle.
airplane in sight If
o be 170, don't join the
u will overrun him.
WILL BE
FF IN THE ORDER OF JOINING FORMATION
ALS (TIMING FROM THE MOMENT PRECED-
HROTTLE TO START TAKEOFF RUN)

man in close formation
m your leader and Vz
from your leader. Fly just
our engine nacelle does
of the lead airplane.
ished this position, hold
on:
ion to stick with your
urns into you, reduce
o hold position and
urns away from you,
as needed.
tarts a climb, be
nd manifold pres-
ssons you learn now
combat. The enemy waits
ngmen
st these common errors:
ustments too radically.
operly.
e the movements of the
g low.
leader for too long a
e at one instrument at a
head in the cockpit.)
pm setting for con-
igher rpm only when
ation.)
er signals.
out on cross-under.
"cross-under" literally.
oss under another air-
and back slightly to clear
ely.
n formation, retard
arily and drop down
your leader and back
e wingman safely, keeping
wingman in sight at all
coordinated bank to move
ion, anticipate the need
Always know the posi-
es near you.
nders with smooth,
s.
e side of the runway,
rplane lands on the op-
ne in front of it. This
repeats this procedure.
n landing depends
constant airspeed. Any
the way are transmitted
he last airplane to land.
s the detailed review
uccess over the target,
of enemy fighters en-
information of the
bitch session. This is
have it. Everybody hon-
and gripes. Be attentive!
it. You learn plenty
ant in that it helps
es.
a great responsibility.
e mission is in your
r wingmen can be no
s on good leadership;
ds on smooth, precise
structions exactly.
flight at 200 mph at
so exactly. This gives
ce in your leadership.
mooth and constant.
finite, but don't over-

pon strict radio dis-
missions must be clear
eedless radio chatter.
wingmen's prob-
ntly change throttle set-
nd consequently their
her than yours.
ACT THAT THE COMBAT GROUPS
SES FLY THE BEST FORMATIONS.

RMATION LANDING
b load equivalent to
er. The design of the air-
se nose signify the dif-
g this plane is equipped
complete description
ent in the armament
heres to operating in-
es.
bs except when the
alled. Therefore, you
nd the bombardier's
know how to operate
ent yourself.
ys a big part in a suc-
n. One faulty bomb sta-
half cocked, may pre-
om being dropped. It
check each bomb sta-
the racks before load-
hes.
IT MAIN POWER
doors.
ch in desired posi-
s.
SELECT or TRAIN
ons to be fired.
n by the bomb re-
gunner watches the
r light panel for
ective wiring while
ach light on the panel

on. When the station is
if the panel light switch
b bays are open. These
panel light switch on during actual release or bombs will
e airplanes do not have indicator light panels.)

respective stations are
valometer:
AIN position.
meter dial to desired
o the number of bombs
switch to TRAIN.
b bay doors are opened
amp) before making a
ECT or TRAIN. After
push the bomb release but-
rvalometer fires all the
d all bombing switches.
d that the stations of
perating O.K., cock the
proceed to load the bombs.
sed, you need the bomb
ed in the right nacelle.
pment to load either the
ks.
ne with the bombardier
r releases the bombs.
sponsibility to have the
bay doors open, and the
on required.
position and dropping
ingle releases, it's your
efore takeoff).
cator light) that bomb
ened (with lead plane).
T.
r switch on ARM posi- .

elector as desired (not
bombs).
AG position.
he same operations
ept that you set the racks
ead of SELECT posi-
ntervalometer before
tween bombs, number to
TRAIN position. It may be
nterval dial setting as
eed may be encountered.
each switch so that you
perations while keeping
operations you can
nd without danger on
AIN, these two switches
AIN for FRAG bombs.
tch on TRAIN.
releasing bombs is salvo,
in emergency. Salvoing
e early series by means
lever by the pilot's left
o the OPEN position.
are open, pull it farther

known, the bombar-
into the bombsight.
bomb lags behind the
mpact. Flying at an
if you are flying 5 mph
nged airspeed for which
e bomb falls almost 200
ifference of 100 feet too
airspeed is correct, would
bout 65 feet beyond the
mples you can see that
portant factor, and alti-
nce. It is easy for a good
exact.
eed being held con-
is deflection, or course.
ator
dicator (PDI needle)
e correction set in the
ardier. Keeping the
eans keeping the plane
e. The changing of the
n't necessarily mean a
ardier; it may mean that
e point off the true
fects your course
ses the bomb to drift
ed. This is corrected by
g a parallel course on
arget. This correction
as cross-trail.
bility to fly the air-
d steady at the point of
or skidding of the plane
al hundred feet off.
ed by misunderstand-
you and your bom-
should be the same on

erations can be antici-
h your bombardier so
when the bombardier
vels and corrections.
e initial point (IP) help
veling out on a straight line
this until you can recog-
r bombardier can be no
you are in yours.
nd starting your run:
y doors and maintain
speed and altitude.
mediately requests
d the plane in a straight
s absolute level of the
portant, because if the
even half a bubble it
than faulty altitude or air-
bombardier's request for
is level, not when it's
you think it soon will be.
the bombardier says
eck your course again and
On course," which he
ur first PDI correction.
re the largest. The PDI
. From center to full right
° turn indicator change
e first corrections smooth
never more than a 10°
the course straight with
e heading on the turn
eading. At the same time,
e PDI needle for further
es to the right, bring
small correction to the

rn indicator heading.
ctions until your bombar-
on course.
u have been holding
nd altitude, and you now
pproximately 10 to 15
omb is released, the bom-
her level. Check for level
he airplane is level, and
ime. Your bombardier is
which sets the bombsight
ays "Level complete," and
h "Back to PDI."
mb is released, so don't
ns. When the bomb is
ier calls "Bombs away."
the bombardier advises
turn off before this O.K.
damage to the delicate
ure seems long, but it
in 40 seconds with prac-
ke as long as 2 minutes,
d anticipation reduce this
on your wind drift so
ial course that requires
lways check with the
e does not clutch in the
course hair lined up. If
hat you have already cor-

ne
ition in the A-26
e pilot. You must fly a
o release the bombs.
of all the bombing
erate each one as you
mation. Set the inter-
ff.
e following in forma-
IT MAIN POWER
s at the same time
en.
ECT or TRAIN
RM position.
her FRAG or
h set as desired.
ad plane so that you
aneously with it. Be
bay doors at the same
ake formation position
g depends on flying
etting the dropping
ht. This angle is set
nd altitude, computed
e N-9 sight. Skip
e at altitudes from 50 to
opular belief, skip bombs
direct hits, preferably the
example, the waterline
nlike synchronous
more important factor
ombing.
and go in extremely
if necessary. About 5
g the bomb, bring the
and hold on straight
needle-ball). It is nec-
ane in this position for
ore bomb release. Look-
e circle and dot pass
er the target. Antici-
the bomb release button
ag error. A large error
ving or climbing at in-
lead a moving target
he importance of alti-
he sight is set for 250
de.
ually done in formation,
pes:
mbing, and area bombing.
eans placing the bomb
y a precise synchronous
placing a number of
a and probably will not be
6.
. you gotta zag!
ve action is to prevent
er from predicting the
ne at the time his projec-
of detonation. To avoid
ou must understand the
operations. It takes ap-
ds for the ack-ack gunner
ude and airspeed, and cut
ctile into the air. It takes
1000 feet of travel through
you can see why it's ad-
ght course for approxi-
hen change course. This
nners to set up a predicted
ves your formation
to a new heading before
point of detonation. When
consider the men trying
ith you.
s in course a smooth
ty of time to get the rest
ot over a 15° bank, but
hange of course.
ude is almost as effec-
course, so coordinate the

the change in altitude
on.
Is Not Used
ons evasive action is
al.
e theater commanders,
r may not be used. It has
rtain heavily defended
my anti-aircraft tactics are
of flak, losses are lighter
ses no evasive action, but
he anti-aircraft fire in
ht.
that the formation
ough the heavily defended
d consequently is exposed
orter period of time.

rmy packs the for-
-26. It is designed,
ow-level attack and
w the location of all
to load your guns, and
ound gunnery.
eumatic gun chargers
rge your guns in flight.
the guns must be
ile on the ground.
cer for complete in-
guns, be certain that
where there is abso-
ng anything or anyone
firing (preferably a gun
firing of your guns
ged bursts. To prevent
ooking off, flick the gun
and then hold back
hes of the guns will
no danger of self firing
n pressed. Always oper-
witch immediately after
r be the kind of ace
gmen.
Fixed)
gunnery, consider-
ere are some points:
ll the range rules.
tact and guard the
ut the entire mission.
t 2200 and use throt-
airspeed.
t and adjust it.

l panel, switch your top
AMERA.
ern, which in most cases
gular pattern at 1,000 feet.
on the target with your
at about a 40° angle with
passes, trim your plane up
u normally would be fir-
from the target), the
entered exactly. Your air-
iring will be between 260
m the accompanying illus-
why it is necessary to
d ball.
ht, keep both eyes
ccomplished the fore-
re ready to fire. Do not
OL switch on the
ou have rolled out of
ned up with the target.
he target with co-
nd rudder. Once the
eeze on the rudder and
ons with the aileron.
er steady while you
short bursts of nc more
nds per gun.
dropping a wing
the ball in the center.
rget, because bullets
ay possibly come back
the target, your first
RE CONTROL switch
l.
plenty of dry runs,
nition.
get gunnery in that
a low level and pull
et to strafe. Make no
n the center or to hit
et.
the same, but you use
. As you fire, take your
watch the targets.
enough to cover the
h your fire. Here again,
ort as possible.
oach too flat, or your
the target.
ery, the only person
exert control was your-
you control your fire
r. This means that you
discipline.
ner. Insist that he
times. Make your radio
nications as brief and
ver take off until your
duties thoroughly and
he mission is to be run.
oblems by having a
ompletion of each mis-
unnery
your gunner good,
ery
flexible gunnery is
enemy fighter opposi-
eamwork is the secret.
f the position of the
the clock system, "3
high," etc. Camera guns
nnery to check your
p, and your job is to fol-
formation while the
passes.
nd your gunner must
the sky for other air-
of calling their position

ur ability as a pilot-
over-emphasized in the
ith a bombardier nose,
bles as a navigator, but
o be a good navigator your-
the tough problem it's
mounts to only two things:
edure.
d plan your flight in detail
eadings • Altitudes
s • Time of departure •
val • Methods of
sumption •
ALL-UPS ARE CAUSED BY
RATION.
the weather man.
nd immediate and
g your route.
without all necessary
re you have:
puter.
maps.
f navigation:
of your mission, you
he three main methods
eldom use one type to
rs.
while navigating by
navigation.
there are few radio
gation depends on pilot-
of pilotage and dead
ain features become in-
a fast airplane. Learn
g terrain features quick-
e you take off you
e and have clearly
nts at regular mileage
of departure accurate-
TA to your first check
for it. This way you
undspeed and accurate-

succeeding check
down your ground-
oint. It is easy to forget-
down.
r course, observe to
you are drifting. Correct
before large drift correc-
You must be doubly alert
Flying at high speed at
enge to your pilotage.
he ball all the time.
s even more closely
gation. Treetop level is
tank dry.
backbone of naviga-
e accurate use of your
nal compass. The same
dead reckoning as in all
tion. Before takeoff, pre-
are!
ple. Hold your heading
. Fly out your ETA. Re-
temperature when com-
nd airspeed. Check every
ds aloft at your flight
airplane. Keep it
nds-off and you have
e log entries and plot
consumption carefully.
station, giving your posi-
eather along your route.
Flight Advisory Service
e a way out. Don't wait
ll based on your failure to
tion or your failure to
stations en route. Call
e through your nearest
re in any difficulty and
minutes, find the answer
tever it may be.
koning, don't neglect to

corrections every time
n course.
ers, radio navigation is
aid in navigation of the
navigate an entire train-
alone, but it is wise to
with pilotage and dead
most important factor.
weather, check points, and
ertain you have the latest
es chart.
at you cannot always
gation. Violent electrical
failure make your log on
ilotage important. In bad
eed your best navigation,
to desert you.
methods of using the
case, turn the jackbox
E, BOTH to the BOTH
er jackbox for maximum
ctor switch on your jack-
pment you want to use
OMP position).
urse you will want to
termine your exact posi-
en with either compass

URE
on ANT, tun* up the
sitively identify it by
s to the station, take
e opposite end of the
rocal reading to the true
This is your station-to-
mpass to the COMP
n the dial points to the
the compass reading
the airplane Is more
* from that total to
plane bearing.
wn and repeat Steps
er two stations. These
a position fix.
gs quickly but accurate-
you must hold a constant
e taking your bearings to
hree station-to-plane
n your map. They will
the center of which is
t the time you took your
r time elapsed on course.
ix as being where you
your first bearing, instead
n you complete all three.
ccurate bearings the
angle) you have. At 240
ximately 8 miles in only
conditions it is almost
the sensitivity of the
P. When these conditions
position on your radio
ings and establish your fix.
nown as an aural null fix.
s null by the complete
arrowness of the signal in
nd the fact that you get an
180° reverse positions.
procedure in the LOOP
th at least one on each
e certain that you hold
ely while you are taking
y of the stations in the
nd always write down
ur first bearing. Work
y.
pass on ANT, tune
ou can identify it by its
ompass to the LOOP
il you get a complete
e station. Write this com-
eading to the true
ne. This may be the station-
to-station bearing.
of these two readings
btract 360° to get the
bearing. Repeat Steps
her two stations. Do this
y. Then plot these three
and extend the lines on
ons. The lines will form a
nter of which is your fix,
e you took your first bear-
per lapse of time on
ur actual position.
mes when you want to
ompass. For instance, you
on accurately and know
iles ahead of you, but be-
y you have trouble locat-
with your radio compass
ition.
il you hear a com-
f the signals.
magnetic heading to
and fly this heading
until you obtain the
pass heading is less
tation is ahead of you.
al null until you reach
pass heading is more
tation is behind you.
up the aural null and
tation.
oblem on the command
the jackbox as high as
ur volume with the
ommand receiver.
set on when taking
on of how to use the
gation is necessarily
tudy your 30-100 Series
scribe all your radio
detail. Study them.
ll come when you need
now about radio navi-
ument flying is a
e. There is no halfway
ng. A pilot who just gets
worse off than the old-
ants pilot. Instrument
t it requires knowledge
cedures. It requires phys-
he ability to relax,
, and to have absolute
s.
at the instruments
for instrument flight.
faulty instruments.
ckpit check before
ere is a possibility of
oss-checking the full
nts until you are able
ncorrect operation sub-

T CHECK
pitot covers are off. Turn
ON for 5 seconds and have
d to make sure it heats up
heck the forward junc-
he circuit protector has
which are listed on the
on card.
the station altimeter
ndicated altitude. It should
ation. If there is any dif-
altimeter indication and
ion, it indicates a scale
nt. Allow for this during
or is greater than 50 feet,
have the instrument re-

ompass
ehind the gunner's
s its reading electrically
agnesyn type compass.
known direction, paral-
compass rose. The
e the airplane turns and
way heading.
etween runway head-
nd needle indication,
as last swung.
urn at all, check the
s accurate. Your navi-
than your compass.
ve
or valve, directly be-
each engine and see
erating properly.
for a reading on each
and 4.7" Hg. The vac-
ver normal pressure
ng speed.
or
indicator to see that
it isn't, tap the instru-
to see if the needle re-
ve the instrument
orizon is uncaged be-
es.
craft to neutral as
n bar. Allow sufficient
n speed (5 minutes at
f the horizon bar de-
orizontal and remains
or the attitude of the

is operating normally.
bar may remain in a
es have been running
ppens, slowly cage the
t. It should then remain
f the horizon bar even
m the horizontal after
ned, the instrument is
zon bar tips while
pping indicates that the
ting properly. If it tips,
arted, cage the in-
t the caging knob, and
out sharply. If the card
pulled out, the instru-
c compass reading
heck the relationship
diately before takeoff. If
ence, the instrument is
o with your magnetic
ently.
tor
plane to the right and
f the turn needle. If its
tive, or if the needle is

es of T. O.'s your bible
the best single source of
ment flying that has ever
em thoroughly and carefully.
gue range of a medium
her long-range airplanes
help you fly instruments.
o all the work all the time.
uments is great because
mely fast. Plan well ahead
ake your corrections small
instruments under
n't save any of your in-
urday night dance! Keep
moving from one instru-
correct each one immedi-
any necessity for large
s of the utmost impor-
ruments. Don't fight the
im your plane in the nor-
scent, and straight and
m off the back pressure
ply in turns. Even in steep
can hold all the necessary
nd. By trimming this pres-
he feel of the airplane.
n a 30° bank while on
ibility of a diving spiral
you do get in a diving
urn and then apply back
dive. Watch for the zoom as
ot overcontrol.
eager in making instru-
r movements definite and

ter, airspeed, and artificial
onstant altitude in turns.
cator is of no practical
gnore it—its lag is too
practice rolling in and
dder pressures necessary
red. You soon get the
udder pressure necessary
rns during instrument
Settings
escent is governed by
airspeed. Predetermined
ou establish the proper
cent. Individual airplanes
nditions cause the exact
ly.
NCE
S (wheels down)
feet per minute)
pm
00 feet per minute,

edure differs little
t the turn indicator and
u are 500 feet in the air.
your directional guide.
is your bible for climb.
on to keep your wings
always double check
cast, level off while
w your instruments to
them for proper opera-
to enter the overcast.
rument letdowns
and with wheels down
ase the go-around is not
plenty of time to come
ave time to square off
et above the ground
uments at a rate exceed-
. Drop % flaps on the
nway. When your
y, drop the remainder
ly and put the nose-
you can apply brakes
s trouble-free from
ed in the Air Force.
may take you into
are far from usual and
ent flight you should be
f ice which can form

m:
water which existed
, or super-cooled water
is colder than 0°C.
when visible moisture is
air temperature is less
intake screens are
me clogged by the im-
airflow. If no screens
gs up the area around
g elements and also

. Make this a rule: When
s or freezing rain, keep
mperature above 5°C.
en damp air flows
venturi tube) and is
ed below the freezing
t throttle ice can form
temperatures are above
ice occurs only when the
e is less than 45% open
moisture is present and
ure is 5°C or less. Throttle
dly, first causing the but-
nd finally choking off air
take the following pre-
gh overcasts at low
rottles nearly closed.
often to prevent the
orms when the mixture
poration. This type of ice
6 because of the design
spinner ring.
Ice
gerous. The best guard
he alert and to prevent
ining the proper tempera-
much heat is better than
f carburetor ice is a
sure. Ice can form quickly
ure and moisture condi-
BURETOR ICE
HEAT FULL ON
RATION
on of the A-26 calls for
d procedures.
tic equipment may be
reflight inspection for
u must perform the follow-
rature drops below 0°C:
. As much as 2 hours
eat the engine when the
mely low.
ould be heated to a
mately 95°C just before
r valves for proper
ump drains for ice
ration of the de-icer,
heating equipment.
w, ice, and water
d control surfaces.
ce or stoppage.
he engine properly,
anner. If the engine is
ecessary.
for initial starts except
st be used, store the
until just before you
produces much more
nning, idle them at
ressure is normal.
doors and flaps to their
e any ice that may have
flaps at least slightly
cold. Close or nearly
s to prevent the oil from
arburetor heat when
ld rain, snow, or sleet,
ng exists.
our gear several times
he up position.
ture closely. Oil con-
n it does, the oil temper-

nd the oil pressure drops
and closing the oil doors
ease your rpm to free
00 IAS when the
and 350 IAS when they
wer-on in cold
engines from cooling
hen you apply your
a slippery runway.
UTION ON ICY SURFACES
side
sary, shut off engines, allow to cool and start
NES IN COLO WEATHER ALWAYS CLOSE THROTTLES

an 4 minutes.
800 to 900 rpm.
erature is below 50°C
ins above 20 psi.
F for oil dilution.
n switches in the ON
d length of time. (A drop
e occurs if the dilution
es to 1200 rpm.
r button and hold it
s through its complete
ast twice.
has elapsed, stop the
manner.
tion switches until en-
IGH and be sure that
to normal. (This indicates
hes are not stuck.)
rplane on snow or ice,
, grass, straw, or other
nder the wheels. If you
unks of rubber will be
when you move the air-
position.
CONDITIONS
nger.
ground.
ground until the area
checked for soft spots and
op clearance is only 15".
of travel and keep
ping the nosewheel as

mired, it will probably
mstances try to blast it out
our engines and have the
Soft Terrain
f airplane, the velocity
ude of the field before you
ecessary.
keoff power, pull the
the ground as quickly as
s the weight on the nose
n.
s on soft terrain.
n, visibility is extreme-
are on instruments most
ding in the rain whenever
g on a wet runway, use
n applying the brakes.

5
0
02
10
90
29
85
3-74
123
56-64
aneous
e 86-88
ons 9-10
n 130-132
ment 41-43
topping Engines 81
ff 65-66
g 62
usual Operating Conditions 132
er Injection 11
ght and Balance 50


AAF Manual 51 - 1261 Pilot Training Manual For The A-26 Invader PDF

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AAF Manual 51 - 1261 Pilot Training Manual For The A-26 Invader PDF

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AIR FORCES

ATE OF THIS MANUAL

ersedes the original (blue cover)

tion of this manual are governed

ted States Army

manual should be requested from:

g Safety, Safety Education Division

EVISED EDITION: HEADQUARTERS AAF, 1ST AIR FORCE, 3RD AIR

COMMAND, AIR TRANSPORT COMMAND

perienced training and supervisory personnel

ake it a complete exposition of what your

ch will be performed, and why it must be

cedures described in this book are standard

respect the manual serves the dual purpose

nd working handbook. Use it to make sure that

scribed herein. Use it to study and review the

ng everything taught. Such additional self-study

advance your training, but will alleviate

ady overburdened instructors.

es not replace the Technical Orders for the

ays be your primary source of information

long as you fly it. This is essentially the textbook

rly, it will enable you to utilize the pertinent

L, ARMY AIR FORCES

new fighter-bomber, and a

and a B-25. Actually the

ane modified and changed

eet the pinpoint require-

the versatility, the speed

mbination striking power

titude it's as fast as a

bombs farther and faster

m bomber and packs a

e power and two turrets

er at the same time.

the A-26 is short but

p to and surpassed the

ners and the AAF theater

d of it. The new A-26

pportunity to show their

5 when the German West-

Runstedt made its power-

n the Ardennes and

lgian Bulge in the allied

n and the withering dam-

in support of our ground

stated by Von Runstedt

risoner. He said: "But for

fing attacks our counter-

written A-26 groups are

. You as a new A-26 pilot

r of one of these groups

write the A-26 history

ut it, the Invader is not

wing loading. It requires

flying technique, and

s striking power. So use

learn it! It represents the

to date of the factory en-

AAF test pilots, and your

many hundreds of hours

of Pratt & Whitney

nes developing from