__- - - - - - - - - - - - - - - RESTRICTED - - - - - - - - - - - - - - - - - . .

FOR OFFICIAL USE ONLY AN 0 1-60J F- 1

AAF DISTRIBUTION CODES: 01.1,

01.7,02.1,02.2,03 00 05., 06., 07.1,
07.2,07.3,07.5,07.6,08.1,08.2,08.4,
08.6, 09.1, 09.5, 10

PILOT'S FLIGHT OPERATING

INSTRUCTIONS
FOR

ARMY MODEL

P-51H-l, -5, -10 AIRPLANES

This publication replaces AN 01-60JF-1

dated 30 January 1945
This publication contains specific instructions for pilots and should be
available for Transition Flying Training as contemplated in AAF Reg. 50-16.

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

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

Published under joint authority of the Commanding General, Army Air

Forces, the Chief of the Bureau of Aeronautics, and the Air Council of the
United Kingdom.

NOTICE: This document contains information affecting the national defense

of the United States within the meaning of the Espionage Act, 50 U. S. C.,
3' and 32, as amended. Its transmission or the revelation of its contents
in any manner to an unauthorized person is prohibited by law.

_ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ RESTRICTED -.2

15 OCTOBER 1945
 RESTRICTED
AN Ol-60JF-l

POLICY GOVERNING DISTRIBUTION AND USE OF THIS PUBLICATION

Instructions Applicable to Army Personnel:
1. This publication is intended foc technical aid and education of mili-
tary and civilian personnel engaged in promoting the war effort. Its maxi·
mum distribution and use is therefore encouraged. However, since the
publication is "restricted" within the meaning of AR 380·5, the following
security regulations will be observed:
3. Me11'l.bers of Ar11l.ed Forces and civilian employees of War Depart-
mellt will be given access to this publication whenever required to assist
in the performance of their official duties (including expansion of their
knowledge of AAF equipment. procedures, etc.).
b. Perso1J.tJ.el oj War Departtnent contractors a-nd subcontractors may
be given possession of this publication. on a.loan basis. or knowledge of
its contents, only when required to assist in the performance of War De-
partment contracts. Releases will be made in accordance with the require-
mencs of T. O. No. 00-5-2.
c. Representatives of otber gOI/ernl1Zetzts will be given possession of
this publication. or knowledge of its contents. only in accordance with
AAF Letter No. 45-6.
• 2. This publication is restricted because the information contained in
it is restricted. It does nOt follow that the physical article to which it re-
lates is also restricted. Classification of the materiel or component mUSt
be ascertained independently of the classification of this document.
3. Neither this publication nor information contained herein will be
communicated to press or public except through Public Relations channels.
Instructions Applicable to avy Personnel:
Navy Regulations, Article 76. contains the following statementS relaring
to the handling of restricted matter:
"Par. (9) (4). Resrricred matter may be disclosed ro persons of rhe
Military or Naval Establishments in accordance with special instructions
issued by the originator or other competent authoriry. or in the absence
of special instructions, as determined by the local administrative head
charged with custody of the subject matter.
'r(b) Restricted matter may be disclosed to persons of discretion in
the Government service when it appears to be in the public interesc"
.'(c) Restricted matter may be disclosed. under special circumstances.
to persons not in the Government servjce when it appears to be in the
public interest."
The Bureau of Aeronautics Aviation Circular Letter No. 90-44 contains the
following paragraph relative to the use of aeronautical technical publi-
cations:
"Par. 8. Distributioll to All blterested Pers01l1zel. In connection with
the distribution of aeronautical publications within any activity, it should
be borne in mind by the offices responsible for such distribution that tech-
nical publications. whether confidential or restricted. are issued for use nOt
only by officer personnel, but also by responsibile civilian and enlisted
personnel working with or servicing equipment to which the information
applies." .
Disclosure 6f technical information in this publication may be made to
representatives of foreign governments in instances where those foreign
governments have been cleared to receive information concerning all
equipment covered by this publication.
Instructions Applicable to British Personnel:
FOR OFFICIAL USE ONLY.-Nor co be communicared co anyone ourside
of His Majesty's Service. Not to be published. The information given in
this document is not to be communicated. either directly or indirectly, to
the press or to any person nOt holding an official position in His Majesry's
Service.

LIST OF REVISED PAGES ISSUED

NOTE: A heavy black vertical line. to the left of the text on revised pages, indicates the
extent of the revision. This line is omitted where more than 50 percent of the page is revised.

ADDITIONAL COPIES OF THIS PUBLICATION MAY BE OBTAINED AS FOLLOWS:

AAF AcrIVITIES.-In accordance wirh T. O. No. 00·5-2, base Air In-
spectors, Technical will submit requisitions (AAF Form l04B) to:
Commanding General
Fairfield Air Technical Service Command
Parrerson Field
Fairfield. Ohio
Attn: Publications Distribution Branch
NAVY AcrIVITIES.-Submir requesrs co Chief, BuAer, Navy Depart.
ment, Washington. D. C., Attention: Publications Branch on order form
NAVAER·140. For complere lisring of available marerial and derails of
distribution see Naval Aeronautic Publications Index, NavAer 00.500.
BRITISH AcrIVITIES.-Submir requiremenrs on Form 294A, in dupli-
cate. to the Air Publications and Forms Store, New College, Leadhall Lane,
Harrogate. Yorkshire. England.

A RESTRICTED
 RESTRICTED CONTENTS
AN Ol-60JF-l

TABLE OF CONTENTS

SECTION I Description
PAGE PAGE

1. General............................. 1 20. Stopping Engine , .. , " 20

2. Block Numbering System. . . . . . . . . . . . . . .. 1
21. Before leaving Cockpit 20
3. Flight Controls. . . . . . . . . . . . . . . . . . . . . . .. 1
4. landing Gear Controls. . . . . . . . . . . . . . . .. 1
SECTION III Operating Data
5. Brake Controls. . . . . . . . . . . . . . . . . . . . . . .. 5
1. Airspeed Correction Tables. . . . . . . . . . . . .. 21
6. Hydraulic System Controls. . . . . . . . . . . . . .. 5
7. Electrical Controls..................... 5
SECTION IV Emergency Operating Instructions
8. Fuel System Controls ~ .. 5
1. Emergency Exit During Flight. • • • • • • • • • •• 25
9. Induction System Controls , 6
10. Oil System Controls. . . . . . . . . . . . . . . . . . .. 6 2. Engine Failure During Flight .. , . . . . . . . . .. 26,

11. Throttle Control 6 3, Runaway Propeller , .. " 26

12. Mixture Control. . . . . . . . . . . . . . . . . . . . . .. 7 4. Emergency Release of Bombs or
13. Propeller Control. . . . . . . . . . . . . . . . . . . . .. 7 Droppable Fuel Tanks , 26

14. Coolant System Controls. . . . . . .. • . . . . . .. 7 5. Coolant Flap' Emergency Operation 27

15. Miscellaneous Equipment. . . . . . . . . . . . . .. 7 6. landing Gear Emergency Operation. . . . .. 27
7. landing in Water (Ditching) .....•...... 28
SEcnON II Normal Operating Instructions 8. Emergency Use of Oxygen , ,', . .. .. 28

1. Before Entering Cockpit................ 9 9. Miscellaneous Emergency Equipment 28

2. On Entering Cockpit. . . . . . . . . . . . . . . . . .. 9
3. Fuel System Managemenl. . . . . . . . . . . . . .. 10 SECTION V Operational Equipment
4. Starting Engine ,, 10 1. Gunnery Equipment , . . . . . . . . .. 29
5. Warm-up and Ground Test 12 2. Engine Failure During Flight .. , . , " 26
6, Scramble Take-off , , . . . . . . .. 13 3. Bombing Equipment , , •..•.. " 30
7, Taxiing Instructions .. , '.. 13
4. Communication Equipment , 32
8. Take-off...... . . . . . . . . . . . . . . . . . . . . . .. 13
5. Oxygen System....................... 34
9. Engine Failure During Take-off 13
6. Heating, Ventilating, and
10. Climb , 14
Defrosting System ......••........ " 34
11. General Flying Characteristics ,.. 14
12. During Flight. . . . . . . . . . . . . . . . . . . . . . . .. 14 SECTION VI Extreme Weather Operation
13. War Emergency Operation , . . . . .. 14
1. Winter Operation , . . . . . . . . . . .. 37
14. Stalls .. ", , 15
2. Desert Operation. . . . . . . . . . . . . . . . . . . . .. 39
15. Spins , , 15
16. Permissible Acrobatics. . . . . . . . . . . . . . . . .. 16
APPENDIX I Flight Operating Charts
17. Diving , 16
18. Night Flying 17 1. Armor Protection, . , , .. , , , . .. 41
19. Approach and landing , 17 2, Flight Planning , 41

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Figure '-Three-quarter Rear View of Airplane

ii RESTRICTED
 RESTRICTED
AN OI-60JF-I
Section I
DESCRIPTION
I. GENERAL.
, The North American P-51H Fighter Airplane is a single-
place, lightweight monoplane, powered by a V-1650-9Iiquid-
cooled engine, Although similar to other P- 51 Models in out-
ward appearance, this airplane is of an entirely new design.
It has a wing span of 37 feet, X6 inch, and a length of 33 feet,
4 inches. The airplane is armed with six .50-caliber machine
guns, has wing racks to carry bombs, depth charges, chemical
tanks, or combat fuel tanks, and is equipped to mount rock-
ets. Figure 25 shows the armor plate protection.
2. BLOCK NUMBERING SYSTEM.
To clarify the relationship between various groups of
serial numbers used on P- 51H Airplanes, the following
block numbering system has been adopted:
BLOCK NUMBER SERIAL NUMBERS INCLUDED
P-51H-1-NA AAF44-64160 to 64179
P-51H-5-NA AAF44-64180 to 64459
P-51H-10-NA AAF44-64460 to 64712
3. FLIGHT CONTROLS.
The ailerons,' elevators, and rudder are conventionally
operated by a control stick and rudder pedals. The surface
control lock is forward of the base of the control stick on
the center control pedestal. Trim tab contrqls (a wheel for
the elevator, and knobs for the rudder and left aileron tabs)
and the flap control ~ever are on the left side of the cockpit.
The flaps move simultaneously with the movement of the
.control and remain locked in the selected position until the
control is moved to another setting. A relief valve incorpor-
ated in the wing flap system prevents the flaps from being
lowered when the airplane is flying at too great an airspeed.
When the air pressure against the flaps becomes greaxer
than the relief pressure, the flaps will automatically retract
to a position where air force and hydraulic pressure are in
balance. If the flap control lever is forced in an attempt
to obtain a greater flap angle when flying at high speeds
it will cause hydraulic fluid to be by-passed through the
relief valve. If this condition is created frequently, seri-
ous damage to the internal parts of the hydraulic units
may be caused by the heat produced, or by the continuous
flow of hydraulic fluid at maximum pressure.
4. LANDING G~AR CONTROLS.
a. GENERAL.-The hydraulically operated landing gear
system is controlled by a lever on the left side of the cockpit.
The control lever has three positions, "DOWN,~ "NEUTRAL,"
and "up," and is kept in "NEUTRAL" except when the gear
is being raised or lowered. The main gear up-latches and the
fairing door up-latches are in the locked position and the
RESTRICTED
Section I
Paragraphs 1-4
hydraulic pump is unloaded only when the control handle is
in "NEUTRAL." When the control stick is in normal position,
the tail wheel is linked to the rudder pedals and is steerable
6 degrees right or left. With the control stick forward, the
tail wheel is unlocked and full-swiveling. An emergency
lowering handle is on the cockpit floor by the pilot's left
foot. Pulling the handle releases the gear from the up posi-
tion. To prevent a change of sequence in the extension or re-
traction cycle, movement of the control lever must never be
reversed but must be moved to the full "up" or "DOWN"
position and left there until the gear is locked and the fair-
ing doors are closed. Reversing the movement will interrupt
the operating sequence and may result in the door interfering
with the gear. A period of from 10 to 15 seconds is required
for the gear to completely extend and lock and the fairing
doors to close before the control lever may be moved co the
"NEUTRAL" position.
b. LANDING GEAR WARNING LIGHTS AND
HORN.-A green light and a red light are provided on
the front switch panel, and a horn aft of the pilot's seat, for
continuous indication of fairing doors and main landing gear
positions. The warning lights do not indicate the position of
the tail wheel. All lights are equipped with dimmer masks
and are push-to-test type indicators. The signals operate in
the following manner:
RED LIGHT-The red indicator illuminates whenever
an extension or retraction cycle has been started and
will remain on until the gear is locked in the extended
or retracted position. During flight the red light will
also illuminate to indicate an unsafe condition if the
fairing doors op~n,
GREEN LIGHT-The green indicator illuminates imme-
diately after the gear is locked in the full extended posi-
tion and remains on until the gear is retracted. It does
not function, however, after the completion of a retrac-
tion cycle, nor indicate the pos'ition of the fairing doors
at any time,
Note
The hydraulic pressure amber indicator illuminates
following each extension or retraction cycle after
pressure in the system has built up to approximate-
ly 1500 psi. This is a reasonably certain indication
that the operating cycle has been completed (with
fairing doors closed) and the control lever may be
returned to "NEUTRAL."
HORN-The horn functions whenever the gear is up
and locked or down and unlocked, and the throttle is
retarded below the minimum cruising power position.
It will continue to function until the gear is locked in
1
Section I RESTRICTED
AN 01-60JF-l

1. Suction Gage 15. Rockets Selector Control 28. Circuit-breaker Reset Control
2. Tachometer 16. Rockets Arming Switch 29. Battery-disconnect Switch
3. Manifold Pressure Gage 17. Rockets Reset Switch 30. Ammeter
4. Oil Temperature'and Fuel 18. Guns, Camera, and 31. Radiator Air Control
and Oil Pressure Gage Sight Switch 32. Primer Switch
5. Fluorescent Light 19. Landing Gear Warning 33. Starter Switch
34. Heater Switches
6. Directional Gyro Indicators
35. Recognition Light Switches
7. Rate-of-Climb Indicator 20, Hydraulic System Indicator
36. Supercharger Control Switch
8. Bank-and-Turn Indicator Light
37. Fluorescent Light Switch
9. Flight Indicator 21. Ignition Switch
38. Position Light Switches
10. Altimeter 22. Mixture Control 39. Oil Dilution Switch
11. Airspeed Indicator 23. Parking Brake Control 40. Fuel Booster Pump Switch
12. Remote-Indicating Compass 24. Cockpit Heater Control 41. Fuel Gage
13. Arming Switches 25. Generator-disconnect Switch 42. Coolant and Carburetor Air Tem-
14. Bombs and Rockets Control 26. Fuel Selector Control perature Gage
Switch 27. Cockpit Air Control 43. Stand-by Compass
(4 Indicates power plant and fuel system controls and instruments.
Figure 2-Cockpit-Forward View

2 RESTRICTED
 RESTRICTED Section I
AN Ol-60JF·l

1. K-14A or K-14B Gun Sight 12. Auxiliary Ventilating Air Outlet

2. Bomb Salvo Control Handles 13. Landing Gear Warning Horn
3. Radio Transmit-Receive Switch 14. Hydraulic Pressure Gage
4. Water Injection Switch 15. Safety Belt
5. Gun Sight Twist-grip Control 16. Rudder Trim Tab Control
6. Throttle Control Friction Lock 17. Elevator Trim Tab Control
7. Throttle Control 18. Landing Gear Control
8. Landing Light Switch 19. Gun Sight Selector-Dimmer Control
9. Aileron Trim Tab Control 20. Propeller Control
10. Arm Rest 21. Mixture Control
11. Wing Flap Control 22. Fuel System Placard
•:. Indicates power plant and fuel system controls and instruments.
Figure 3-Cockpit-Left Side

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Sedion I RESTRICTED
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1. Oxygen Mask Connection 14. Canopy Emergency Release Handle

2. Auxiliary Ventilating Air Outlet 15.. ControJ Surfaces Lock
3. Oxygen Regulator 16. ANIAPS-13 Radio Test Switch
4. Oxygen Instruments 17. ANIAPS-13 Radio Control Switch
18. ANIARC-3 Radio Control Box
5. Cockpit Light
19. Carburetor Air Control
6. IFF Radio G-Band Control Switch
20. IFF Radio F-Band Control Switch
7. IFF Radio Selector Switch 21. ANIARC-3 Circuit Breakers
8. IFF Emergency Switch 22. AN/ARC-3 Volume Control
9. Canopy Control Handle 23. Guns and Camera Trigger Switch
10. Detonator Switches 24. Surface Control Stick
11. Canopy Emergency Release Warning Decal 25. Bomb Release Switch
12. ANIAPS-13 Radio Volume Control 26. Data Case
13. Spare Lamp Stowage 27. AN!APS-13 Radio Signal Bell
.:. Indicates power plant and fuel system controls and instruments.
Figure 4-Cockpit-Right Side

4 RESTRICTED
 RESTRICTED Section I
AN Ol-60JF-l Paragraphs 4-8

the full extended position or until the throttle is ad- CAUTION

vanced beyond the minimum cruisiag power position.
Note
A horn cutout switch is provided on the front
switch panel below the indicator lights. If the cut-
out switch is used, the horn circuit will be auto-
matically reset when the throttle is advan<:>;ed
beyond the minimum cruising power position.
5. BRAKE CONTROLS.
The hydraulic brakes are controlled by two pedals, inte-
gral with the rudder pedals, actuating twO master brake cyl-
inders. Fluid for the brake system is obtained from the
hydraulic reservoir. The parking brake control is at the top
of the center control pedestal. Pressing the brake pedal re-
leases the parking brakes.
6. HYDRAULIC SYSTEM CONTROLS.
The wing flaps and the landing gear are operated by the
hydraulic system. An amber light on the front switch panel
illuminates ·when the hydraulic system is operating above
approximately 1500 psi.
Do not operate the hydraulic system continuously
for more than 3 minutes.
7. ELECTRICAL CONTROLS.
Most of the electrical control switches are on the front
switch panel (figu,re 8) and on the right-hand switch panel.
The retractable landing light switch is on the left side of
the cockpit and the push-to-talk button is on the throttle
grip. (See figu1'e 3.) Spare bulbs are in a compartment on
the forward right-hand side of the cockpit. The external
power receptacle, on the left side of the fuselage in the aft
wing fillet, is accessible through a spring-loaded door.
Note
Use external power instead of the airplane battery
to start the engine, and to operate the electrical sys-
tem while the airplane is on the ground.
8. FUEL SYSTEM CONTROLS.
The fuel selector control handle, at the top of the center
control pedestal, has five positions: "MAIN WING TANKS,"

AFTERCOOLING SYSTEM BATTERY - - - - - , r - - - - - - FUSELAGE FUE L TANK

ENGINE
COOLING
SYSTEM

- - - - - OXYGEN

- - - - - - EXTERNAL POWER
RECEPTACLE

.,NDICATES SERVICE POINTS

HYDRAULIC RESERVOIR L.H. FUEL TANK 128-00-3It

Figure 5-lnterior Arrangement

RESTRICTED 5
Section I
Paragraphs 8-11
"FUS. TANK," "L. H. COMBAT DROP TANK," "R. H. COMBAT
DROP TANK," and "OFF." The fuel tanks and lines. are shown
in figure 7. Fuel from the left main wing tank flows by
gravity to the right tank booster pump compartment. The
booster pumps in the right main tank and in the fuselage
tank are controlled by a master booster pump switch on
the front switch panel. Turning the fuel selector control,
with the booster pump switch "ON," starts the booster pump
in the fuel compartment indicated. The carburetor vapor
return line is routed to the right wing tank.
Note
The left wing tank and the fuselage tank can be
removed to reduce the gross weight when operat-
ing under conditions where less fuel is required.
The drop tanks are pressurized to permit satisfactory oper-
ation up to 30,000 feet altitude. An electrical primer switch
is located on the front switch panel.
9. INDUCTION SYSTEM CONTROLS.
a. SUPERCHARGER CONTROLS.-The supercharger
control switch has three positions: "LOW," "AUTOMATIC,"
and "HIGH." The switch should be in "AUTOMATIC" for all
normal operations. When it is in ·this position, supercharger
speed change is controlled by a sealed dual-element aneroid
switch vented to the carburetor air scoop. One switch in the
aneroid case is calibrated to give best performance at military
power. An alternate switch, controlled by the water injection
switch, is calibrated to give best performance at War Emer-
gency Ratings. At powers below war emergency, with the
switch set at "AUTO," the shift from low to high blower
occurs at a carburetor air intake pressure equivalent to ap-
proximately 19,700 feet altitude (between 20,900 and 24,900
feet airplane altitude, depending on lAS). To prevent fre-
quent blower changes as a result of variations in. altitude
near the blower shift altitude, the aneroid switch will not
reverse until a change of 1300 feet in altitude is made. How-
ever, during a dive or rapid descent, the shift may occur at,
or above, the upward shift point because of the increase of
ram air pressure in the carburetor air intake caused by the
higher airspeed.
If the alternate aneroid has been cut in by operation of
the water injection switch preparatory to war emergency
operation, the shift to high blower occurs at a carburetor
air intake pressure equivalent to approximately 12,200 feet
(between 13,400 and 17,400 feet airplane altitude depending
on lAS).
Note
It will be noted in flight that the blower shift alti-
tudes specified in the preceding paragraphs do not
correspond with the altitudes read by the pilot on
the altimeter (airplane altitudes). This condition
is normal, since the blower shift aneroid is ref-
erenced to carburetor air intake pressure which' in-
creases with increase in lAS. Differences in air-
plane altitude at the time of blower shift are due to
the ram variations in climb, level flight, and
descent.
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AN 01-60JF-l
b. CARBURETOR AIR CONTROLS.-The air induc-
tion system supplies the carburetor with ram air, unrammed
filtered air, or warm unrammed air from the engine com-
partment. The control lever, on the floor at the right side of
the seat, moves as shown in figure 24. When the control is
placed in the "RAMMED" position, only cold ram air enters
the carburetor. When the control is moved back to the "FIL-
TERED" position, air enters the induction system through
two filter units in the forward section of the engine compart-
ment. Moving the control forward, as shown in the lower
part of figure 24, admits engine compartment air as de-
sired. If the air duct becom'es obstructed by ice, engine com-
partment air will enter the induction system automatically.
c. WATER INJECTION SYSTEM CONTROLS.-The
water injection system includes a 10-gallon water supply.
A water injection switch above the engine control quadrant
and a microswitch incorporated in the quadrant operate the
system. When the water injection switch is moved to "ON,"
the circuit between the quadrant microswitch and the water
injection pump is closed, the alternate position of the super-
charger aneroid is cut in, and the automatic coolant control
is changed to a higher allowable range. When the throttle
control lever is advanced through the take-off stop (with the
water injection switch "ON") to approximately 67 in. Hg
manifold pressure, the quadrant microswitch completes the
circuit starting the pump which provides water for injection
into the induction system. At the same time, water pressure
resets the Simmonds control unit to permit manifold pres-
sures up to 80 in. Hg. When water pressure fails or the
water supply is exhausted, the reset mechanism on the Sim-
monds control automatically returns to its normal position,
thereby decreasing the manifold pressure to a maximum of
67 in. Hg. See section II, paragraph 13. b. for use of war
emergency power.
10. OIL SYSTEM CONTROLS.
Engine oil is cooled by a heat exchanger utilizing coolant
liquid from the aftercooling system to transfer the oil heat
to the aftercooler radiator. The oil temperature is regulated
by a thermostatically controlled valve. The oil dilution system
controlling switch is located on the front switch panel.
11. THROTTLE CONTROL.
The throttle control lever, at the top of the engine control
quadrant, is connected to a Simmonds control unit (manifold
pressure regulator) on the engine. At power settings above
approximately 25 in. Hg, the control unit automatically
maintains a constant manifold pressure (as selected by the
throttle lever) -irrespective of altitude, airplane attitude, and
supercharger speeds up to the critical altitude of the engine.
, Below approximately 25 in. Hg, the unit is manually con-
trolled and the manifold pressure is directly affected by
changes in altitude, attitude, and supercharger speed.
If the operating oil supply to the Simmonds control
should fail, the unit becomes fully manual over the entire
range of manifold pressures up to approximately 52 in. Hg
which is the maximum manifold pressure obtainable at
sea level in this condition.
 RESTRICTED
AN 01-60JF-1
To obtain the take-off manifold pressure of 61 in. Hg,
move the throttle to the take-off stop. War emergency power
is obtained by moving the throttle control through the safety
at the take-off stop. As the throttle is moved to a position
which will give 67 in. Hg manifold pressure, a microswitch
sets the water injection pump in operation, if the water injec-
tion switch is "ON." The Simmonds control automatically
limits engine operation to a maximum of 67 in. Hg if the
water supply is exhausted or the water pressure fails.
A "twist" grip, on the lever, operates the K-14A or
K-14B gun sight range compensator, and a push-to-talk
button for radio transmission is on the end of the control
handle. A throttle locking lever is on the face of the engine
control quadrant.
12. MIXTURE CONTROL.
A mixture control lever is on the center control pedestal
in late airplanes and on the left side of the cockpit below
the engine control quadrant in early airplanes. The control
has two positions: "IDLE CUT OFF" and "RUN." The carbu-
retor is fully automatic, ensuring correct mixture for' all
operating conditions when the mixture control is in "RUN."
The mixture cannot be manually leaned.
13. PROPELLER CONTROL.
The propeller control is below the throttle on the lower
half of the engine control quadrant. A friction lock is pro-
vided which can be adjusted by the ground crew.
14. COOLANT SYSTEM CONTROLS.
The engine incorporates two independent cooling systems:
one cools the engine, and the other cools the supercharger
fuel-air mixture and engine oil, through a thermostatically
controlled heat exchanger. Each system has a separate pump
and expansion tank. The engine cooling system radiator and
the aftercooling system radiator are constructed as a unit,
which is located in the air scoop assembly. A thermostatically
controlled outlet flap regulates the flow of air through the
radiators. The controlling switch for the outlet flap actuator
is located on the front switch panel. It has 4 positions:
"AUTOMATIC" for all normal operation, "CLOSED" to close
the flap in emergency, "OPEN" to open the flap in an emer-
gency, and "OFF" which locks the flap in any desired posi-
tion. A spring-loaded guard holds the switch in "AUTO-
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Section I
Paragraphs 11-15
MATIC." On late airplanes, a manual emergency release is
provided to open the flap in the event of actuator failure.
The release is controlled by a lever on the right side of the
cockpit floor'.
Note
If the coolant radiator flap is lowered too far to
permit a safe landing, it will be automatically re-
tracted to a safe position when the tail wheel is
extended.
15. MISCELLANEOUS EQUIPMENT.
a. PILOTS RELIEF TUBE.-The relief tube horn is
stowed in a bracket on the floor of the cockpit under the
front of the pilot's seat.
b. DATACASE.-A data case is fastened to the right side
of the fuselage in the rear stowage compartment.
c. DROP MESSAGE CONTAINER.-A Type A-8 drop
message container may be mounted on the left side of the
control pedestal in the cockpit.
d. FLIGHT REPORT HOLDER.-A flight report holder
is mounted on the right side of the center control pedestal
in the cockpit.
e. ARM REST.-A folding arm rest is on the left longeron,
aft of the engine control quadrant.
f. ANTI-G SUIT PR,OVISIONS.
An air pressure outlet connection on the left side of the
pilot's seat provides for attachment of the air pressure intake
tube of the anti-G suit. Air pressure for the inflation of the
anti-G suit bladders is supplied from the exhaust side of the
engine-driven vacuum pump, and is regulated by a Type
M-2 valve which is a junction point for pressures exerted in
both the drop tanks and the anti-G suit. If drop tanks are
installed on the airplane, the acceleration force (G load) re-
quired to actuate the M-2 valve should be approximately 3
to 3);2 G's because of the approximate 5 psi pressure exerted
in the tanks. Without the combat tanks installed, the valve
should open at 2 G's. After the valve opens, pressure is
passed through a regulator valve into the suit in proportion
to the G force imposed. For every I-G acceleration force, a
corresponding one psi air pressure is exerted in the anti-G
suit.
7
 RESTRICTED Section II
AN 01-60JF-l Paragraphs 1-2

Section II
NORMAL OPERATING INSTRUCTIONS

1. BEFORE ENTERING COCKPIT.

a. Carefully note the following:

1. When drop tanks or bombs are installed, only normal flying attitudes are permitted.
2. Inverted flying must be limited tb 10 seconds because of loss of oil pressure and failure of the scavenge
pumps to function properly in inverted position.
3. "Power-off" spins are permitted, providing such spins are initiated above 12,000 feet.
4. "Power-on" spins are prohibited.
5. Snap rolls are prohibited.

AIRSPEED LIMITATIONS

1. The present maximum permissible indicated airspeed at altitudes up to 7000 feet is 505 lAS. See
figures 12 and 13 for present diving speed limits at high altitudes.
2. Do not extend landing gear above 170 lAS.
3. Do not lower flaps fully above 160 lAS.
4. Do not lower landing light above 170 lAS.
5. With 75" or lIO-gallon tanks installed, speed is limited to about 400 lAS because of incipient
buffeting.

THESE LIMITATIONS MAY BE SUPPLEMENTED OR SUPERSEDED

BY INSTRUCTIONS INCLUDED IN SERVICE PUBLICATIONS.

b. Make sure the airplane has been serviced and is ready
for flight, particularly in regard to proper quantities of fuel,
oil, coolant, hydraulic fluid, and oxygen.
c. Make sure that the total weight of fuel, oil, ammuni-
tion, and special equipment carried is suited to the mission to
be performed. This is particularly important on combat
missions, as the rate of climb of the airplane may vary con-
siderably in relation to the load carried.
d. See that external power supply (if available) is con-
nected. (See figure 5.)
Note
Whenever possible, use an external power supply
to start the engine. Use. airplane's battery in an
emergency only.
e. Prior to any ground run-up exceeding 40 in. Hg mani-
fold pressure, make sure that the tail of the airplane is
anchored securely to a fixed object. If wheel chocks are
available, use them also.
f. The canopy may be opened by pushing in on release
button on right side of fuselage near windshield, grasping
spring-loaded handle at the forward end of canopy, and
sliding canopy aft.
CAUTION
In order to avoid cracking windshield panels, do
not grasp windshield frame, when entering or
leaving airplane.
2. ON ENTERING COCKPIT.
Note
A pilot's check list and an engine limitations plate
are provided in the cockpit for a quick check of
airplane operations.
a. Make following standard check for all flights:
(1) Adjust rudder pedals for proper leg length to ob-
tain full brake control while taxiing. Press foot against the
lever on the outboard side of each rudder pedal. (See figure
2.)
(2) Adjust seat level to obtain full travel of rudder
pedals in extreme positions. Adjustment lever is on right
side of seat. (See figure 6.)
(3) See that ignition switch is "OFF."
(4) Set parking brakes.
(5) See that bomb and gun safety switches are "OFF."

RESTRICTED 9
Section"
Paragraphs 2-4
I. SHOULDER HARNESS
2. KAPOK- FILLED CUSHION
3. SAFETY BELT
4. SEAT ADJUSTING LEVER
5. HARNESS TENSION RELEASE
2
4
Figure 6-Pilot's Seat
(6) See that landing gear control handle is in "NEU-
TRAL" position. Green position indicatOr should be illumi-
nated.
(7) Unlock surface control lock (at base and just for-
ward of control stick) by pulling plunger on right side of
lock. Check controls for free and proper movement, watch-
ing control surfaces for correct response.
(8) Set altimeter to correct barometric pressure.
(9) With external power supply connected or bat-
tery-disconnect "ON," turn on gun sight. (Refer to section V,
paragraph 1. b. (2).) Test gun sight illumination by rotat-
ing dimmer rheostat.
Note
To prevent damage to gyro, make sure gun sight is
operating before starting engine and keep the sight
on at all times when the engine is running.
(10) Check remote-indicating compass for correct
reading.
(11) Check landing gear position indicators by push-
ing in on lamps.
b. Make following special check for night flights:
(1) Test fluorescent instrument light by operating
rheostat control. The control for the light is on the front
switch panel.
(2) Test position lights by moving switches on front
switch panel to "BRIGHT" and "DIM."
(3) Test landing light by turning on switch on left side
of cockpit above aileron trim tab control.
(4) Test cockpit swivel light by turning on switch
located on lamp housing.
(5) Test operation of recognition lights; the switches
are on the switch panel. The keying switch is at the right of
the gun sight on the instrument shroud.
10
RESTRICTED
AN 01-60JF-1
Note
Do not operate recognition lights longer than 10
seconds on the ground:
3. FUEL SYSTEM MANAGEMENT.
(See figure 7.)
CAUTION
Keep fuel booster pump in operation at all times
during flight to ensure adequate fuel pressure.
Turning fuel selector control from one position to
another with booster pump switch on, automati-
cally shuts off booster pump on tank formerly used,
and starts pump on tank selected.
a. Take off and climb to a safe altitude with fuel selector
on "MAIN WING TANKS" and booster pump switch on.
Note
Fuel normally flows through the carburetor vapor
return line to the right main tank at approximately
one quart per hour. However, if malfunctioning
occurs, the rate of flow may be considerably higher.
b. When a safe altitude has been reached, switch fuel
selectOr to either of the drop tank positions and use fuel
from these tanks alternately until they are empty.
Note
The drop tanks have no booster pump; a controlled
pressure of 5 pounds per square inch is maintained
within them by the exhaust side of the vacuum
pump.
c. Switch fuel selectOr back to "MAIN WING TANKS" and
use until empty.
d. Switch fuel selectOr to "FUS. TANK" and use for re-
mainder of flight.
Note
If fuselage tank is nearly empty, a slight nose-
heavy condition will be experienced during
landing.
4. STARTING ENGINE.
a. Ignition switch "OFF."
b. Mixture control in "IDLE CUT OFF."
c. Have ground personnel turn propeller through approx-
imately eight blades.
d. Turn "ON" generator-disconnect switch. If external
power supply is not used, also turn "ON" battery-disconnect
switch.
e. Open throttle one inch.
f. Move propeller control to full "INCREASE RPM."
g. See that throttle gate is safety wired.
h. Supercharger blower switch in "AUTO."
i. Turn coolant radiator air control switch, on front
switch panel, to "AUTOMATIC."
j. Move carburetor air control on right side of cockpit
floor to "RAMMED" ("FILTERED" or "HOT AIR," if required).
k. Turn fuel selector to "MAIN WING TANKS."
t. Switch on booster pump. Check booster output on fuel
pressure gage: 10-14 pounds per square inch.
m. Make sure propeller is clear.
RESTRICTED
 RESTRICTED Section II
AN Ol-60JF-l Paragraph 4

NOTE' BOOSTER PUMPS

VAPOR RETURN FLOW SWITCH
APPROX lor PER HOUR
FUEL STRAINER -----.. ICARBURE~~~ ~ ON

5 LBS I SQ. IN. PRESSURE

~\;OFF
FROM VACUUM PUMP -r-'------,'

-_ .. ----'.

100 U.S. GALS. 105 U.S.GALS.

COMBAT COMBAT
BOOSTER PUMP TANK

LEFT TANK RIGHT TANK

I
I
I
I
I
I
BOOSTER PUMP

..-
I
I
I
USE' OF FUEL MAIN

-
I. Take all and climb on "MAIN WING TANKS."
AUXILIARY
2. Use "COMBA T TANKS" until empty.
FUS. TANK VAPOR RETURN
3. Use "MAIN WING TANKS" until empty.
4. Switch to "FUS. TANK." ELECT. WIRING

Figure 7-Fuel System Line Diagram

n. Turn ignition switch to "BOTH."
o. Prime two seconds when cold, one second when hot.
CAUTION
Do not pnme until engine is being turned by
starter.
p. As engine starts, move mixture COQtrot'tO
engine does not start after several turns, continue priming.
CAUTION
When engine is not firing, mixture control should
be in "IDLE CUT OFF."
q. Check oil pressure. If pressure is not up to 50 pounds
"RUN." If within 30 seconds, stop engine and invesrigate.

Figure 8-Front Switch Panel

RESTRICTED 11
Section II
Paragraph 5
5. WARM-UP AND GROUND TEST.
a. Warm up engine at 1300 rpm until oil temperature
shows a definite increase and oil pressure remains steady
when throttle is opened. Desired oil and coolant tempera-
tures will be maintained by leaving coolant radiator air con-
trol in "AUTOMATIC." If coolant and oil temperatures exceed
limits with controls in "AUTOMATIC," shut off engine and
investigate.
b. With manifold pressure less than 25 In. Hg, depress
manifold pressure drain for 3 seconds.
c. Keep flight indicator uncaged at an times, except
during maneuvers which ~xceed operating limits.
Note
If horizon bar on flight indicator is not level after
engine is starred, cage gyro momentarily.
d. After engine has warmed sufficiently, proceed with
these tests:
(1) Check main and fuselage fuel systems by rotating
fuel selector with booster pump switch on. Check fuel pres-
sure: 16 pounds per square inch minimum, 19 pounds per
square inch maximum. If droppable tanks are installed,
check fuel flow from them by rotating fuel selector.
(2) Check operation of wing flaps.
(3) Check operation of radiator air outlet flap (with
assistance of outside observer) using "OPEN" and "CLOSED"
positions of radiator air control switch. Return switch to
"AUTOMATIC."
Figure 9-Instrument Panel
12
RESTRICTED
AN 01-60JF-1
(4) Check communication equipment for proper oper-
ation.
(5) At 2300 rpm, check the following:
Suction 3.75-4.25 in. Hg
Ammeter 100 amperes maximum
(6) Check all engine instruments in desired range.
(Refer to Power Plant Charts, section III.)
(7) With propeller control in full "INCREASE RPM,"
set throttle control to obtain 2300 rpm. Move propeller con-
trol back to note maximum drop of 300 rpm, and then move
forward to full "INCREASE RPM."
Note
Watch manifold pressure during propeller check.
If regulator is performing properly, manifold pres-
sure should remain constant within one in. Hg.
(8) At 2300 rpm, with propeller control in full "IN-
CREASE RPM," check each magneto. A maximum drop of
100 rpm is allowable for right and left magnetos.
(9) Check supercharger operation: With propeller
control at full "INCREASE RPM" and engine speed at 2300
rpm, hold supercharger switch in "HIGH." Rpm drop should
be at least 50 rpm.
(10) Have ground personnel release .rail, remove wheel
chocks, and disconnect external power supply.
(11) Turn "ON" battery-disconnect switch if it was
"OFF" (while using external power supply).
RESTRICTED
 RESTRICTED
ANOl-60JF-1
6. SCRAMBLE TAKE-OFF.
Use oil dilution (3 minutes maximum) to obtain proper
oil pressure at moderate power, and as soon as engine will
take throttle, taxi out, and take off.
Note
Overdilution is likely to result under these condi-
tions because of low oil flow and a cold engine
which hold back evaporation. If dilution is used,
observe oil pressure closely during time of dilution
and take-off to determine whether or not oil has
been overdiluted, Overdilution will cause low oil
pressure, and loss of oil through engine breathers.
7. TAXIING INSTRUCTIONS.
a. Raise wing flaps to prevent their being damaged.
CAUTION
Taxi cautiously to avoid damage from objects
which tires might pick up and throw against
radiatOr air outlet flap.
b. Steer a zigzag course to obtain an unobstructed view.
c. Taxi with stick slightly aft of neutral to lock tail wheel.
In locked position, tail wheel may be turned 6 degrees to
right or left with rudder pedals. For sharp turns, push stick
forward of neutral position to allow full-swiveling action of
tail wheel.
d. Use brakes as little as possible.
e. Upon reaching take-off position, stOp airplane at right
angles to runway so that approaching airplanes may be
plainly seen.
f. If it is necessary to wait long at take-off position, re-
check magnetOs.
8. TAKE-OFF.
a. Set rudder trim 7 degrees to the right; elevator trim 2
degrees nose heavy; aileron trim a degrees.
b. Check flying controls for free movement (look at con·
trol surfaces).
c. Check fuel levels.
d. See that fuel selectOr is set on "MAIN WING :TANKS"
and that booster pump switch is on (pressure 16 to 18 psi).
e. GeneratOr-disconnect and battery-disconnect switches
"ON."
f. Mixture conrrol "RUN."
g. Propeller control full "INCREASE RPM."
h. Supercharger blower switch "AUTO."
i. Coolant radiatOr air control "AUTOMATIC."
j. CarburetOr air control "RAMMED" ("FILTERED" or "HOT
AIR,"if required).
k. See that cockpit enclosure is locked and that emer-
gency release handle is in the closed position.
1. Make sure take-off area is clear.
RESTRICTED
Section II
Paragraphs 6-9
m. Wing flaps 15 to 20 degrees down for best obstacle
clearance.
n. Oil pressure 60 psi minimum.
o. Oil temperature 20°C minim m, 105°C maximum.
p. Coolant temperature 60°C minimum, 125°C maxi-
mum.
q. Open throttle to gate-61 in. Hg at 3000 rpm (5 min-
utes maximum) -and take off. It is recommended that 61 in.
Hg and 3000 rpm be used for all take-offs and that this
power setting be reached as quickly as possible after starting
the take-off run.
Note
Do not attempt to lift tail tOo soon, as this in-
creases tOrque action. Pushing stick forward un-
locks tail wheel, thereby making steering difficult.
Best take-off procedure is to hold tail down until
sufficient speed is attained, and then raise tail
slowly.
9. ENGINE FAILURE DURING TAKE-OFF.
a. The chances of engine failure during take-off can be
greatly reduced if the engine is run up carefully and checked
thoroughly beforehand.
b. The hazards due to engine failure during take-off can
be minimized by observing the following practices:
(1) Retract landing gear as soon as -airplane is defi-
nitely airborne. Return control lever to "NEUTRAL" after
red warning light goes off and hydraulic pressure amber
indicatOr illuminates.
(2) If flaps are used for take-off, raise as soon as air-
plane reaches a safe altitude.
Note
The wing flaps cannot be operated unless the land-
ing gear control lever is in "NEUTRAL."
c. If engine fails immediately after take-off, ~ct quickly
as follows:
(1) Depress nose at once so that airspeed does not drop
below stalling speed.
(2) If external fuel tanks or bombs are installed, re-
lease them immediately.
( 3) Release sliding canopy by pulling the emergency
release handle on top of longerofl, at the right of instrument
panel.
WARNING
Before emergency release of canopy in flight, drop
seat and lower head as far as possible. If excessive:
force was used in closing the canopy, it may be nec-
essary to crank the canopy back enough ~o relieve
the pressure against the windshield before the
emergency release will be effective.
(4) When a reasonable doubt exists as to the condition
of tbe terrain on which you are being forced to land, or if
13
Section II
Paragraphs 9-13
there is a probability of the airplane nosing over or over-
running the available landing area, retract the landing gear.
(5) Lower flaps fully, if possible.
(6) Move mixture control to "IDLE CUT OFF," and turn
ignition switch "OFF."
(7) Turn "OFF" fuel selector.
(8) Turn "OFF" battery~disconnectswitch.
(9) Land straight ahead, only changing directions suf-
ficiently to miss obstructions.
(10) After landing, leave airplane as quickly as pos-
sible, and remain outside.
10. CLIMB.
a. As soon as airplane is sufficiently clear of ground, pro-
ceed as follows:
(1) Pull landing gear control handle to the "up" posi-
tion to retract gear. Check position of gear by indicator
Jights on front switch panel. Return handle to "NEUTRAL"
after red warning light goes off and hydraulic pressure amber
indicator illuminates.
(2) Raise flaps by pulling flap control to full up posi-
tion when sufficient airspeed is attained and all obstacles are
cleared.
(3) Check coolant and oil temperatures, and oil pres-
sure.
Note
As rate of climb can vary widely (depending on
weigh carried, external loading, and altitude),
refer to Take-off, Climb, and Landing Chart for
rate of climb applicable to the particular mission
to be conducted.
11. GENERAL FLYING CHARACTERISTICS.
The flying qualities of the airplane are normal, both in
accelerated maneuvers and in steady flight. The trim tab
characteristics are normal, but sensitive for high-speed trim
conditions.
The stick forces in pull-outs and turns increase with load
factor and do not lighten or reverse. (For flxception, refer
to paragraph 17 of this section.) At all speeds with power,
sideslips to the left require less pedal force than do sideslips
to the right, but the force variation is normal. Moderate fin
buffeting occurs at high angles of sideslip.
Landing gear extended-airplane becomes nose heavy.
Flaps lowered-airplane becomes tail heavy.
Landing gear extended and flaps lowered-airplane be-
comes tail heavy.
12. DURING FLIGHT.
a. GENERAL.
(1) Set throttle and propeller controls to desired mani-
fold pressure and rpm.
14
RESTRICTED
AN 01-60JF-l
(2) Periodically check for desired instrument readings.
Note
With radiator air control set 10 "AUTOMATIC,"
coolant temperature will be approximately 100°-
110°C. It should be noted that with very high
powers on hot days, even though radiator air con-
trol is in "AUTOMATIC," these temperature limits
may be exceeded because the outlet flap is in full
open position, making it impossible for the auto-
matic control to maintain desired temperature
limits.
(3) For engine operation, see Power Plant Chart, sec-
tion III, and Flight Operation Instruction ChartS, appendix 1.
Note
To ensure the lowest fuel consumption on a long-
range mission, it is recommended that the highest
manifold pressure consistent with Flight Operation
Instruction Charts be used with any given rpm set-
ting. However, to minimize lead fouling of spark
plugs consequent to prolonged cruising at low
power (especially in the range from 16QO to 1900
rpm), it is also recommended that a high power
(3000 rpm and 61 in. Hg) be used for one min-
ute every 30 minutes when the fuel supply is ade-
quate.
13. WAR EMERGENCY OPERATION.
a. GENERAL.
(1) War Emergency Ratings have been established to
make available in combat the absolute maximum manifold
pressure at which the engine may be operated, within reason-
able safety limits, for a 5-minute dry (7-minute wet) period
under emergency conditions. .
(2) This rating is considerably higher than ratings
given in the engine specification under which the engine was
delivered, particularly with water injection. Since its use will
decrease the engine's normal service life and time between
overhauls, War Emergency Ratings should be held for use
only when emergency conditions exist. War Emergency
Ratings are not guaranteed power ratings, but are maximum
manifold pressure ratings as established by correct settings
of the automatic manifold pressure regulator and the correct
setting of the propeller governor to allow the propeller to
turn at 3000 rpm.
(3) Use of War Emergency Ratings is permissible only
when the following requirements are fulfilled:
(a) Airplane must be in combat or precombat areas,
as designated by the AAF.
(b) KLG RC5/3, Lodge RS5/5, AC LE-44, or AC
LE-45 spark plugs must be installed.
RESTRICTED
 RESTRICTED Section II
AN 01-60JF-l Paragraphs 13-15

~
117. -42090C ENGINE LI MITATIONS PACKARD V-1650 - 9
,
FU E L SPECI FICATION: AN-F-28
RPM MP MAX. DESIRED
TAKE-OFF 5 MIN. MAX. 3000 COOLANT 61 125 100-110
COOLANT (WAR EMERG.) 135
WAR EMERG.5 MIN. DRY 3000 67 OIL TEMP. 105 70-80
WAR E MERG. WET 3000 80 01 L PRESSURE 70-80
MILITARY 15 MIN. MAX. 3000 61 OIL PRESSURE MIN. CR. 50
MAX. CONTINUOUS 2700 46 FU EL PRESSUR E 19 16-18 I
CRUISE - MAX. 2400 42 MAX.. ENGINE OVERSPEED 3240 RPM
TAKE-OFF CONDITIONS 126-93-202A

Ill. OIL TEMP. 20° C MIN., OIL PRESS. 60 MIN.,COOLANT 60° C MINIMUM ~

Figure lO-Engine Limitations

Note buffeting 2 to 3 mph above stall speed, followed by nose-

For war emergency operation with water injection, down pitching at stall. There is mild longitudinal oscillation
spark plug barrels and spark plug cable connectors until the stick pressure is relieved. If further back pressure
must be packed with Dow-Corning sealing com- is applied, the airplane will roll off on either right or left
pound No.4, and a steel or brass washer must be wing. This rolling condition is more severe with flaps down.
inserted between the resistor lind the spring re- Recovery from the stall is entirely normal and is accom-
tainer of the spark plug cable connector. plished by releasing back pressure on the stick. In approach-
ing the stall, some aileron deflection may be required to
(c) A break-through seal must be installed on the hold wings level. The high-speed stall is characterized by
throttle quadrant to inform the crew chief that the engine some buffeting, but no abrupt rolling is experienced.
has been operated at war emergency power.
The stalling speed can vary widely with gross weight and
Note external loads.
Entry shall be made on Form 1A of time of war STALLING SPEEDS
emergency operation for close coordination with With or Without Wing Racks (no external load)
ground engineering. Gear and Flaps Up
Gross Weight 9500.. 8500 7500
(d) Airplane must be placarded with a decal stating
lAS (mph) 114 108 101
that use of War Emergency Ratings is permitted.
Gear and Flaps Down
b. OPERATION.-If it is necessary to use war emer- Gross Weight 9500 8500 7500
gency power, proceed as follows: lAS (mph) 103 96 89
(1) Mixture control in "RUN." With External Load
Information to be furnished when available.
(2) Move water injection switch to "ON" for War
Emergency Wet operation. 15. SPINS.
(3) Move propeller control to full "INCREASE RPM."
a. POWER-OFF SPINS.

(4) Advance throttle to obtain manifold pressure de- (1) DESCRIPTION.

sired.
(5) Use war emergency power for 5 minutes dry (7
minutes wet) maximum. Do not permit coolant temperature
to exceed 13 50 C. Oil temperature must not exceed 105 0C.
CAUTION
If the oil has been diluted, it is desirable to operate
the engine 10 or 15 minutes at from 80 percent
normal to.military power before using War Emer-
gency Ratings.
14.· STALLS.
The stall in this airplane is comparatively gentle. With
idling power, stall warning is given by very slight airplane
(a) The airplane does not have any spin tendency at
the stall, and it is necessary to force the airplane into the spin.
(b) In general, spins in this airplane are uncomfort-
able because of heavy oscillations and rolling. These motions
are not regular, but occur erratically during the spin. Nor-
mally, the airplane goes over to a slightly inverted position
in the first half turn of the spin.
( c) Spins to the left with gear and flaps up are
fairly slow and approach a nearly stabilized condition after
approximately three tums. The airplane spins to the left at
an angle of approximately 45 degrees below the horizontal.
The rate of spin rapidly increases as control is applied for
recovery.

RESTRICTED 15
III

Section II RESTRICTED
Paragraphs 15-17 AN 0 1-60J F- 1

(d) The right spin with gear and flaps up is erratic pressibility effect, with forces first lightening at a Mach
with the nose of the airplane coming up to the horizontal number of .72 and possibly reversing at some higher Mach
and then dropping with a sudden lateral oscillation accom-
panied by a very rapid increase in rate of spin. During the
spin it feels as though the airplane is partially recovering
before it whips off again. Although the spin does not stabi-
lize, the recovery characteristics are excellent. The spin is EXTENDI NG GEAR: MOVE CONTROL TO "DOWN"
always more rapid and erratic to the right than to the left.
(e) With the gear extended the spin is erratic both LANDING GEAR
UNSAFE SAFE
HYDRAULIC
SYSTEM
OPERATING
~
to the left and right with the same lateral and longitudinal THROTTLE: ANY POSITION
~I@J~ DOORS:
oscillations noted with the gear retracted in right spins. ""/ 'il " 0 0 GEAR:
OPEN
EXTENDING

During recovery from the right spin (gear extended) a (00 NOT REVERSE CONTROLS)

slight buffet may be noted; this buffet is eliminated as soon

as the airspeed is increased. LANDING GEAR HYDRAULIC
SYSTEM
~
UNSAFE SAFE OPERATING
(2) RECOVERY.-Recovery is made by applying rud- ,\1/1' THROTTLE: ANY POSITION

der against the spin and returning the stick to neutral. The 0 ~-O~ 0 DOORS:
GEAR:
ANY POSITION
DOWN AND LOCKED

rudder and elevator forces are normal with no excessive {DO NOT REVERSE CONTROLS}

loads during recovery. Recovery from spins may be effected

within one-fourth to one turn. Approximately 6500-7000 LANDI NG GEAR
HYDRAULIC
SYSTEM
~
feet altitude is lost during a five-turn spin plus a one-turn re- UNSAFE SAFE
....., \1//....
OPERATING
THROTTLE: ANY POSITION

covery. 0 :'Q~
, \ 0 DOORS:
GEAR:
CLOSED
DOWN AND LOCKED

I b. POWER-ON SPINS. (MOVE CONTROL TO"NEUTRAL")

(1) Power-on spins are not recommended. RETRACTIN G GEAR: MOVE CONTROL TO "UP"
(2) Power-on spin characteristics have not been checked
in flight tests; however, if a power-on spin is encountered in- LANDING GEAR
HYDRAULIC
SYSTEM
W)
advertently, close throttle completely and apply control for UNSAFE SAFE OPERATING
...., \1 / ,.,. THROTTLE: ANY POSITION
recovery. Large losses in altitude should be anticipated if
~,i@t~ © © DOORS: OPEN

power-on spins and recoveries are attempted. ", GEAR: RETRA.CTlNG

(DO NOT REVERSE CONTROLS)

16. PERMISSIBLE ACROBATICS.

All acrobatics are permitted, with the exception of snap
rolls and power-on spins. Inverted flying must be limited to
LANDING GEAR
HYDRAULIC
SYSTEM
W)
UNSAFE SAFE OPERATING
THROTTLE: ANY POSITION
10 seconds because of loss of oil pressure and failure of
scavenge pumps to operate in an inverted position. © © © DOORS:
GEAR:
CLOSED
UP AND LOCKED
(MOVE CONTROL TO "N£UTRAL It)
17. DIVING.
WARNING HORN OPERATION:
a. MAXIMUM DIVING SPEEDS.-At high djving
speeds there is danger of the airplane being affected by com-
pressibility-a phenomenon likely to be encountered when
LANDING
UNSAFE
GEAR
SAFE
HYDRAULIC
SYSTEM
OPERATING
:~
THROTTLE: RETAROED
the true airspeed approaches the speed of' sound. Com-
pressibility may be indicated by instability of the airplane, 0 0 0 DOORS:
GEAR:
ANY POSITION
UP AND LOCKED OR
DOWN AND UNLOCKED
rolling or pitching, lightening or reversing of control forces, (ADVANCE THROTTLE)

or combinations of these effects. DURING FLIGHT:

However, the P-51H Airplane feels steady up to the

limit Mach number of present tests, .8 (percent speed of LANDING GEAR
HYDRAULIC
SYSTEM
~
UNSAFE SAFE
, sound), and no porpoising or wallowing has been experi- ~,\I/,,,-
OPERATING
THROTTLE: ANY POSITION

enced. Some buffeting may be expected above a Mach num- -;.,~~ 0 0 DOORS:
GEAR:
OPEN
UP AND LOCKED
ber of .75, and increased aileron control pressure may be MOVE CONTROL TO"VP,M THEN
"NEUTRAL"
necessary to hold wings level.
Attention should be paid to the elevator stick force LANDING GEAR
HYDRAULIC
SYSTEM
~
variation during high-speed dives. In high-speed dives at UNSAFE SAFE OPERATING
THROTTLE: ANY POSITION
high altitudes, with the airplane trimmed in level flight at
normal rated power, it will be noted that stick forces in-
0 0 0 DOORS:
GEAR:
CLOSED
UP AND LOCK EO
126 -:53 - 271
crease during the first part of the dive, then lighten as the
speed is increased, and finally may reverse, requiring slight
pull force. The above elevator force variation is a com- Figure JJ-Landing Gear Position Indicators
16 RESTRICTED
 RESTRICTED
ANOl-60JF-l
number. If, before pull-out, a speed requiring a pull force
should be reached, then during pull-out, a change from the
pull force to a push force should be anticipated as the speed
is decreased.
It is recommended that a tab setting corresponding to
trim in level flight with normal cruise power (or very
slightly tail-heavy trim) be used for high-speed dives,
and that the tab setting should not be changed during dive
and recovery. However, the power setting may be advanced
if desired, and it is not necessary to decrease power during
dive or pull-out.
Rudder pedal forces increase normally during dives,
but do not become excessive.
b. ALTITUDE REQUIRED FOR PULL-OUT.-Figure
12 shows the minimum safe altitude required for a pull-out
from dives, with a constant 4G acceleration. Figure 13 shows
the minimum safe altitude required for a pull-out from dives,
with a constant 6G acceleration (when using anti-G suit).
c. RECOVERY-If, through necessity or inadvertence,
the diving limits shown on figures 12 and 13 are exceeded
and pronounced compressibility effects are experienced, pull
up very gradually.
WARNING
Care should be taken in pull-outs, since the stick
forces are relatively light, and abrupt pull-outs
should be avoided.
18. NiGHT FLYING.
Note
Spare bulbs are contained in the small compart-
ment on the right forward side of the cockpit.
In flying at night, the sequence outlined for daylight oper-
ation should be even more strictly observed. In addition,
familiarize yourself with the location of the different lights
and their control switches, especially the landing light switch
which is on the left side of the cockpit just above the aileron
tab control.
a. INSTRUMENT LIGHTING.-Turn on fluorescent
lamp by turning rheostat knob on front switch panel to
"START" until light comes on; then switch to either "ON" or
"DIM" position. Rotating the lens housing selects visible or
invisible illumination.
b. POSITION LIGHTS.-The position light switches are
on front switch panel. Two intensities of light are available:
"BRIGHT" and "DIM."
c. LANDING LIGHT.-The landing light switch is on
left side of cockpit above aileron trim tab control.
d. A Type e-5 fluorescent light is on the right side of the
cockpit, and its rheostat control is on the right switch panel.
A Type e-4 cockpit spotlight is stowed under the gun sight
and can be used in this position or may be placed in a mount
under the right side of the shroud. Spare lamps are in a panel
on the right side of the cockpit beneath the upper longeron.
e. RECOGNITION LIGHTS.-Set switches, located on
front switch panel, for light or combination of lights de-
RESTRICTED
Section II
Paragraphs 17-19
sired. Turn switches to "STEADY" for continuous operation~
or to "KEY" for intermittent operation.
19. APPROACH AND LANDING.
Note
It is recommended that military power be used for
a short period just prior to landing.
a. APPROACH.-When approaching landing area, fol-
low this sequence:
(1) Mixture control "RUN."
(2) Coolant radiatOr air control "AUTOMATIC."
(3) Fuel selector to internal tank with most fuel.
Booster pump switch on.
(4) Propeller control set for 2700 rpm.
( 5) Lower the landing gear below 170 lAS. Check op-
eration and position of gear by indicatOr lights on front
switch panel and return control lever to "NEUTRAL" after
red warning light goes off and hydraulic pressure amber in-
dicatOr illuminates.
CAUTION
Since the position of the tail wheel is not indicated
by the warning lights, do not return the control
lever to "NEUTRAL" until the amber light illumi-
nates showing that the hydraulic system is fully
pressurized and providing additional assurance that
the tail wheel is down and locked.
WARNING
Do not reverse the movement of the landing gear
control lever after starting it tOward the "up" or
"DOWN" position. Always move it to the full "up"
or "DOWN" position and leave there until the gear
is locked in position and the fairing doors are
closed. Reversing the movement will interrupt the
operating sequence and may result in the door in,
terfering with the gear. A period of from 10 to
15 seconds is required for the gear to completely
extend and lock and the fairing doors to close be-
fore the control lever may be moved to the "NEU-
TRAL" position.
(6) If desired, lower flaps 15 degrees to give a steeper
approach angle. When the airplane has been brought into
the wind for landing, lower flaps fully at an altitude not
less than 400 feet with airspeed below 160 lAS.
b. LANDING.
(1) GENERAL.-After turning into the field and low-
ering flaps, maintain a correct gliding speed (recommended
gliding speed is 130 lAS). Adjust elevator trim tab to assist
in landing. Having stOpped after landing, raise flaps before
taxiing.
(2) CROSS-WIND LANDING.-As the airplane has
landing gear of wide tread and a steerable tail wheel, cross-
it
wind landings may be negotiated safely. Keep one wing
down into the wind, to counteract drift.
17
I"
i

Section II RESTRICTED
AN 01-60JF-1

LIMITI NG lAS

260 40,000 ~-H++-+-l-I++++I+++-l--I-++I-¥-~+I++-+,.H++-+-hl+-H+f-++-++t--J,.+-t-+++-t-I-l

1-++I-l--I-+++-+-II-++-+++-l--I+++--1A+\-++++Jr-++-++I+++-H+-1H-++++-1----1----l-J--.+-f-l--l-l

~85

310

340
370
-+-1-+--+++-+~~~~E=ttljdj:a~EEE~tlEttlElaE=ta:ElEttlE~
--+-+-++-+-+-\",0)

400 -+-I-+--++-
-+-1-1-++-+ 'll,jli-H-+-+-+-lr4-+-+-+-++1f--1-+-H-t-lf4-++-+H-..H-+H-+-++l-++-+-+-M-+-1H--H
c",J.++J.-l-J O.LA-+l+++*1H-+-+-1\-I:+H+I-+.,j<-f++++++l-+++-+H-t-lH-H-I
-+-+-++-+~ ",o'H++-+-H,,+-+++I--HH-t-lH-H'-I-f-++-++f.4-+-++H4--J-+++-t-lH

430
465 ,:>0~\-l-++-t-lh4-++-+~++-+1-¥+-+-+-+-++-i-+--H

500

505

505

~ 2000 ~j!~l~~t~~l~~~1~~t3~0~Of~~~~fi~~~tff~~~ffi~~~fi~~ttf~~~
w H--H-+H-+--:iH-+-f:::;-"k±-++-+-I++-&...::pH<!:+~O
0 '-++-i-+++-H-+++-t-lH-+-+-+I+-R-++-+--H
6
~
cr
400 °H--H-+-++-HH-++~I:::+++-+-F+-IdI4-+-++-i-+-+++=I::::jo-+-d::-HH-++-+-H-++-+-+-++-+-+-++-t-lH
cr H-+-i-+++-HH-++-+H-+-f~H-+-&-+-I-f~...?Oo,4-+-1-+++-+H--R-+"'l::++-+-+-+-+-HH-+++-1
l? 6000 t:t:tj~!1:tjtt:l:ttJ!tt:;tct:~$lj:ttjjj:t-;...ttj::t:tt!::ttttj::ttftJt±tt:t:t:tt!jj
ow
cr
w 8000
:" .-J.9+--,+++++-l'~-+-+-+-I-+-I-J.-If-.l-I--l-++-+-++-+---I--I
It:tt:tttttttititi:tt:tt=U=U~4~
Gt..~O~~-+-H-+-+-+-~++--+-+-++-J-+++-H-++-+-'+-I--I
o
:::J
I- Dtv
EXAMPLE SHOWS ALTITUDE LOST IN l:N--H-+--I--I--+H-+-+~Ic-I--+-+-+-+-++I-+--H
5<l10,000 A VERTICAL DIVE, STARTING PULLOUT
W
u. AT 10,0 0 0 F1. ANO 400 I A S, TO BE 6 000 FT. H-+-+-+-+-+..p..j-+-+++I-+++-t-lH-B"4-+-++-+-l
<l ~- _. ---------------l..+-+-+-+-++-++M+I-+-++-+H--I--I--+-+-++-+--I-l
en
:<: 12,000 MAXIMUM PERMISSIBLE
:::J
DIVING SPEED OF 505 lAS 5
H-+-+-+-+-++-+-+-+++I-----P>H-t-lH- -; 1- F? ~ i 1-
,~ S T
,4,000L-1_ _
S MT
H_E_P_R_E_E_N...;..T_L_I_I_ _......J....L-L...~...I...L...J...l..J...L..l...l...l....L...J:o....L-L...~...I...L..LTT.L.J

Figure 12-Diving Limitations-4G Pull-out

18 RESTRICTED
 RESTRICTED Section II
ANOl-60JF-1

1-++-+-+-1-+++ MINIMUM SAFE ALTITUDE REQUIRED FOR RECOVERY FROM DIVES +-+-+--+-+-+-f-+-I
AT VARIOUS ANGLES WITH A CONSTANT 6G ACCELERATION

LI MITING
260 lAS 40,000 I- ~j~ttt5=ttj3EEi3:Et~3E'h~FO~R~U~S~E~W~IT~H~·G~"~S~U~IT~O~N~L~Y+-tJ~'f£{=-r-~ -rf{{~'t'£=t=+~-+t=t=+~+t£~H=I
H-++++++++++++++++++--M-+-I-++++*++++++-+----Jr++-+-+-+-+-+--¥-t-+-+-H-H-H-H
285 36,000 H+H+I-++H--H++-++HA-H+fH--I7'I++-++H+H+H--H'--t'<H++++H+t-+-H-I

505 4,000 H-I-+-+-+-+--+++--+-i-+-HH-+-1-+-JL-+-+--+-'f--¥f-++H-#-I-++-+-+-+-+-+-I-¥+--H- 'A--l-++-J-I-+-++-f-++-I

t-
UJ
UJ

o~emgEDgRgeDmmm
505

i
8
UJ
EE
1,000 30 0;++-1-++-+-++-+-+-+++-1-++-H-+-1-+-1
I---+f+--b-+-f-J--I-i~+-ld-+-+-+-+-+-+-Hl-+-I'-I-+-+-++-f=t=='!""T-.,...b±+-I'-I-+-+++-+-+-+++-H-+-H-+-t-l
0:
0:
l±t:tiftjcttt+::tff~;tt!tttl±ttl=I=t:ttt=tti!tt!:ttt:ttttm.::l=tttl
f2 2,00 0 H-+-+-+-+-~*1-+-l-4-+-Md-+-++-h&-+-I-+-Pl-k±--+-+-t~-+-H--H-+-H-++-+-+-+++-H-+-iH-+-t-l
o 1-+-+--+-+-+-f-++-1~ +-1-+-+-1--"'l--d-t-+::I-+-+-t-++-1H--P'i~500'r++-H--H-++-+-++-+-+-+++-H-+-iH--I
UJ
0: 3,000 H-+-+-+-+-f-J--H-++-+---f:>-k+-+-+-+-+-HI>-k-I-++-+-+++-+-H--+-f-f'''i-l:::-+--H-++-+-+-+++-H--t-IH-+-+-I
UJ
o
::::>
~
t- 4,000 1-+- +-~ 0lIII· ~I-I- H' +. H· +-·H-IoIlH·'" ·~+-t-++-+-+-H~
'>Ooi-++H--H+-H++++t=+--l:--I-+-HH-+-I
«
UJ EXAM PLE SHOWS ALTITUDE LOST IN
~ 5,000 A VERTICAL DIVE, STARTING PULLOUT
(f)
AT 10,000 FT. AND 400 lAS, TO BE 4000 FT. 41'6'<('.900++-H--t-IH--Pl-d-+-+-+-+++-I-+-+-H-+-1-+-1
MAXIMUM PE RMIS SIB L E O,('~H-+-H-~-H'-<H-t--t++-H-+++-H
6,000
oIVI NG SPEE 0 OF 505 IAS H-t-++-f-t°/~,,~~t+:mttrn:;H=+++++:H=I
7,000 UI~S~T~H~El£p~R~E~S~E~N~T~L~1
M~I T:-..El111itHE:EEnllitHHwl1tt1
Figure 13-Diving Limitations-6G Pull-out
RESTRICTED 19
Section II
Paragraphs 19-22
(3) MINIMUM RUN LANDING.
(a) For a minimum run landing over an obstacle,
lower flaps fully and reduce power completely.
(b) For a minimum run landing with no obstacle,
use full flaps and make a flat, power-on approach.
(4) GO-AROUND PROCEDURE.-If an attempt to
land is unsuccessful:
(a) Open throttle.
(b) Push propeller control to full "INCREASE RPM."
( c) Raise landing gear. When gear is fully retracted,
move landing gear control lever to "NEUTRAL" to permit
operation of wing flaps.
(d) When airspeed reaches 100 lAS, raise flaps.
20. STOPPING ENGINE.
a. Turn "OFF" booster pump switch.
20
RESTRICTED
AN 01-60JF-1
b. If a cold weather start is anticipated, hold oil dilution
switch "ON" (3 minutes maximum).
c. Run engine to 1500 rpm, set mixture control in "IDLE
CUT OFF," and move throttle to gate. Leave mixture control
in "IDLE CUT OFF" as a precaution against accidental starting.
d. Turn all switches "OFF" after engine ceases firing.
e. Turn "OFF" fuel selector control.
21. BEFORE LEAVING COCKPIT.
a. Make sure all switches are "OFF."
b. Set parking brakes.
c. Turn carburetor air control to "FILTERED" position:
d. Close canopy after leaving cockpit.
RESTRICTED
 RESTRICTED Section III
AN 01-60JF-1 Paragraph 1

Section III
OPERATING DATA

1. AIRSPEED CORRECTION TABLES.

WAR EMERGENCY (WET) OPERATING
a. Two corrections must be made on the lAS in order to (Combat Emergency) CONDITION
obtain the true indicated airspeed. The first correction is for
the pitot installation; the second is for compressibility ef- Limited By Water Supply
feces. Use the Airspeed Installation Correction Table to find Available-Approximately Time Limit
7 minutes
the corrected indicated airspeed; then use the Compressi-
bility Correction Table to obtain the true indicated airspeed. Run Mixture
3,000 R.P.M.
b, EXAMPLE.
(1) PROBLEM.-Find true indicated airspeed from an (l, Std. Pressure Std.

lAS of 400 at 25,000 feet. Manif. Super- Fuel Temp. Temp.

of
(2) ANSWER.-Corrected lAS = 400 + 4 (position Press. charger Gal/Min °C Altitude

F.T. High 2.5 -52.4 34,000 ft. -62.3

error), or 404. True indicated airspeed = 404 less 19 or 385.
F.T. High 2.5 -48.4 32,000 ft. -55.1
F.T. High 3.0 -44.4 30,000 ft. -48.0
AIRSPEED INSTALLATION CORRECTION
TABLE F.T. High 3.0 -40.5 28,000 ft. -40.9
F.T. High 3.0 -36.5 26,000 fl. -33.7
(With or Without External Load) 80 High 3.0 -32.5 24,000 ft. -26.5

FLAPS UP 80 High 3.0 -28.6 22,000 fl. -19.4

80 High 3.0 -24.6 20,000 ft. -12.3
lAS CORRECTION
F.T. Low 2.5 -20.7 18,000 fl. - 5.2
(mph)

100 Add 5 mph F.T. Low 3.0 -16.7 16,000 ft. 2.0
150 Add 4 mph F.T. Low 3.0 -12.7 14,000 ft. 9.1
200 . Add 3 mph 80 Low 3.5 - 8.8 12,000 ft. 16.2
250 Add 2 mph
300 Add 2 mph 80 Low 3.5 - 4.8 10,000 ft. 23.4
3S0 Add 3 mph 80 Low 3.5 - 0.8 8,000 ft. 30.5
400 Add 4 mph 80 Low 3.5 3.1 6,000 ft. 37.6

FLAPS FULL DOWN 80 Low 3.5 7.1 4,000 ft. 44.7

80 Low 3.5 11.0 2,000 ft. 51.8
lAS CORRECTION
80 Low 3.5 15.0 Sea Level 59.0
(mph)
(l, Gal/Min: Approximate U.S. Gallon per Minute.
90 Add 3 mph
100 Add 1 mph NOTE: Water Injection Switch must be "ON."
110 Subtract 1 mph Data as of 9-17-45 based on Flight Tests.
120 Subtract 2 mph
130 Subtract 3 mph
figure J4-Power Plant Chart (War Emergency Wet)

COMPRESSIBILITY CORRECTION TABLE

t===============::~===:====:::===;=:=:=:===;,=:=:===;,======-:.:=:c
Subtract From Corrected Indicated Airspeed
...__ .__....:::=-==--:..-==,-- .
1 - - - - - - - - - . - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -..-----
Pressure CORRECTED lAS (mph)

Altitude 150 200 2S0 300 350 400 450 500

10,000 o 1 2 3 4 6 8 10
15,000 o 1 - 3 4 7 10 13 17
20,000 1 2 4 6 10 14 19 25
25,000 1 3 5 9 13 19 26 33
30,000 2 4 7 12 19 25 33 42
35,000 2 5 10 16 25 33 42 53

RESTRICTED 21
Section III RESTRICTED
AN Ol-60JF-l

POWER PLANT CHART

AIRCRAFT MODEL PROPELLER ENGINE MODEL
P-5IH
AEROPRODUCTS CONSTANT-SPEED v- 1650-9
CARB. 01 L( 2)
GAUGE FU EL OIL OIL COOLANT MAXIMUM PERMISSABLE DIVING RPM: 32ijO
AIR
READING PRESS. PRESS. TEMP. TEMP. CON S. MINIMUM RECOMMENDED CRUISE RPM. 1700
TEMP.

DESIRED 16- IB 70-80 70- BO 100-110 15"1l0 -

MAXIMUM 19 - 105 125 (1) so III OIL
FUE L
GRAOE:
GRADE:
1120, SP EC. NO.
100/130, SPE C. NO. AM-f- 2B
AN- VV-0-1l"6

MINIMUM
10 LIN G
16
9
50
15
COOLANT: SP EC. NO. AN-E- 2 wi th NaMBT .
WAR EMERGENCY
(COMBAT EMERGENCY)
5 MINUTES
MILITARY POWER
(NON-COMBAT EMERGENCY)
15 MINUTES
< OPERATING
CONDITION
TIME LIMIT
) NORMAl RATED
(MAXIMUM CONTINUOUS)
UNUM'ITED
MAXIMUM CRUISE
(NORMAL OPERATION)
UNLIMITED

RUN RUN MIXTURE RUN . RUN

3000 3000 2700 21+00
R. P. M.
STD. STD.
MAN I F. SUPER- fUEL (Jl MAN I F. SUPER- fUEL (3)
TEMP.
PRESSURE TEMP.
MAN I F. SUPER- FUEL MAN I F. SUPER- FUEL
PRESS. CHARGER (41/Kin PRESS. CHARGER Gal/Kin AL TI TUDE PRESS. CHARGER GPH (u) PRESS. CHARGER GPH (u!
'C 'F

f. T. HIGH 1.5 -55.0 40,000 FT. -67.0 F. T. HIGH 80 F. T. HIGH 61

F. T. HIGH 2.0 -55.0 38,000 FT. -67.0 F. T. HIGH 89 F. T. HIGH 67
F. T. HIGH 2.0 -55.0 36,000 FT. -67.0 F. T. HIGH 100 F. T. HIGH 75

F. T. HIGH 2.b -52.~ 34,000 FT. -62.3 1+6 HIGH 100 F. T. HIGH III
F. T. HIGH 2.b -~8.~ 32,000 FT. -55.1 '16 HIGH 99 F. T. HIGH 87
F.T. HIGH 3.0 61 HIGH 2.5 -~~.~ 30,000 FT. -~8.0 '16 HIGH 98 '12 HIGH 88
67 HIGH 3.0 61 HIGH 2.b -~0.5 28,000 FT. -~0.9 '16 HIGH 97 '12 HIGH 87
67 HIGH 3.0 61 HIGH 2.5 -36.5 26,000 FT. -33.7 'Ib HI! GH 96 '12 HIGH 85
67 HIGH 3.0 F. T. LOW 2.5 -32.5 24,000 FT. -26.5 F. T. LOW HIGH
99 '12 8'1

F. T. LOW 2.5 F. T. LOW 2.5 -28.6 22,.000 FT. -19.~ F. T. LOW 10'1 '12 HIGH 8'1
F. T. LOW 3.0 61 LOW 3.0 -2~.6 20,000 FT. -12.3 '16 LOW 103 F. T. LOW 83
F. T. LOW 3.0 61 LOW 3.0 -20.7 18,000 FT. - 5.2 . '16 LOW 102 1+2 LOW 85

67 LOW 3.0 61 LOW 3.0 -16.7 16,000 FT. 2.0 1+6 LOW 102 '12 LOW 85
67 LOW 3.0 61 LOW 3.0 -12.7 14,000 FT. 9.1 1+6 LOW 102 '12 LOW 85
67 LOW 3.0 61 LOW 3.0 - 8.8 12,000 FT. 16.2 '16 lOW /02 '12 LOW 85
67 LOW 3.5 61 LOW 3.0 - ~.8 10,000 FT. 23 .~ '16 LOW 101 1+2 LOW 85
67 LOW 3.5 bI LOW 3.0 - 0.8 8,000 FT. 30.5 1+6 LOW 100 '12 LOW 81+
67 LOW 3.:> 61 LOW '3.0 3.1 6,000 FT. 37.6 1+6 LOW 99 '12 LOW 8'1

67
67
67 ';J
LOW
LOW
("COOLANT TEMP.:
3.5
3.5
3.5
61
61
61

135°C fOR lIAR EMERGENCY ONLY.

LOW
LOW
LOW
3.0
3.0
3.0
7.1
11.0
15.0
I
...
4,000 FT.
2,000 FT.
SEA LEVEL
GENERAL NOTES
~~.7
51.8
59.0
'16
'16
'16
LOW
LOW
LOW
98
97
96
1+2
'12
'12
LOW
LOW
LOW
83
82
8/

(llOIL CONSUMPTION: MAXIMUfl U.S. QUART PER HOUR PER ENGINE. FOR COMPLETE CRuiSING DATA SEE APPENDl X [

("Gal/Kin: APPROX IMATE U. S. GALLON PER KlNUTE PER EM GIN E NOTE: TO OETERMINE CONSUMPTION IN 8RITISH
(u)GPH: APPROXIMATE U. S. GALLON PER HOUR PER ENGINE. IMPERIAL UNITS, MULTIPLY BY 10 THEN DIVIDE
F.T.: MEANS FULL THROTTLE OPERATION.
~
VALUES ARE FOR LEVEL ~LIGtlT 'NITtI RA/ol.

TAKE-OFF CONDITIONS: • CONDITIONS TO AVOID:

SEE SPECIAL NOTES.
3000 RPM 61 IN. HG

SPECIAL NOTES
REFER TO FIGURE 14 FOR w~ EMERGENCY (WET)
'AVOID OPERATION BELOW 1700 RPM IN LOW BLOWER AND 2000 RPM
IN HIGH BLOWER BECAUSE OF ROUGHNESS.
~
~

.'.
[
~

DATA AS OF 9/17/45. 8ASED ON FLIGHT TEST

Figure J 5-Power Plant Chart

22 RESTRICTED
 l

RESTRICTED Section III

AN Ol-60JF-l

Desired cruising range
Max. cruising power 10
max. (ontinuous power
Take-off and mililary power
War EmergenlY (Dry)
War EmergenlY (WeI)
* NOTE
The blue and green am on Ihe manifold pressure
gage and lalhameler indilale power sellings only. The
blue am designale Ihe desired cruising range; Ihe
green am, Ihe range from maximum cruising power
26" - 42"Hg 10 maximum lonlinuaus power. The green marking an Desired cruising range 1700 - 2400 rpm
all alher inslrumenls indilales Ihe desired operaling Max. lruising power 10
42"- 46"Hg max. (ontinuous power 2400 - 2700 rpm
61"Hg range.
Take-off, military power
67"Hg and War EmergenlY 3000 rpm
SO"Hg Maximum diving ove"peed 3240 rpm

c C
o A
o R
L B.
A A
N I
T R
Presenl max. permissible lAS (up 10 7,000 feel) - SOS mph
Max. permissible lAS wilh flaps full down - 160 mph

Minimum 20'(
Operaling range 100'-IW(
Oil TEMPERATURE Operaling range 70'- SO'( (OOlANT
Maximum 125'(
Maximum 10S'C TEMPERATURE
Max. (War EmergenlY) 135'(
Minimum 50 psi (OlOR (ODE
Oil PRESSURE
Operaling range 70-S0psi - *Desired cruising range. Operaling range +15'-+40'(
Minimum 16 psi c=::::::J - *Desired operoling range. (ARS.
(aulion -W-+15'(
AIR TEMPERATURE
FUEL PRESSURE Operaling range 16-1Spsi c=::::::J - (aulion. Maximum +50'(
Maximum 19psi - Limil, or danger region.

Figure J6-lnstrument Limitation.s

RESTRICTED 23
 RESTRICTED Section IV
AN 01-60JF-l Paragraph 1

Section IV
EMERGENCY OPERATING INSTRUCTIONS

1. EMERGENCY EXIT DURING FLIGHT. (a) Unfasten safety belt and shoulder harness, and
disconnect headphones and oxygen tube.
a. If an emergency exit must be made during flight, the
following procedures are recommended: CAUTION
If jump is made at high altitude, turn "ON" the red
(1) Unfasten safety belt and shoulder harness, and dis- emergency knob on the oxygen regulator and in-
connect headphones and oxygen rube. Release sliding canopy hale as much oxygen as possible before jumping.
by pulling emergency release handle on right longeron; then
(b) Release sliding canopy.
roll airplane over on its back and drop out.
( c) Raise seat to topmost position.
WARNING (d) Rise to a crouched position in seat, placing left
foot on seat and right foot on right longeron adjacent to
Before emergency release of canopy in flight, drop
armor plate. Grasp armor plate with right hand, and right
seat and lower head as far as possible. If excessive
longeron with left hand. (See figure 17.)
force was used in securing the canopy prior to take-
(e) :Kick with legs and push with hands at instant
off, it may be necessary to crank the canopy back
of leaving cockpit, and dive for the right wing tip.
enough to relieve the pressure against the wind-
shield before the emergency release will be ef- Note
fective. The right side is recommended because the slip-
stream will help you clear the airplane. If this
(2) If possible, reduce speed and trim airplane to fly method is used, the wing will either pass your
"hands off." (Trim to descend at 500 feet per minute.) body, or it will be possible to slide off the wing
Then proceed as follows: without striking the empennage.

Figure J7 -Emergency Exit During Flight

RESTRICTED 25
Section IV RESTRICTED
Paragraphs 2-3 AN 01-60JF-l

109 -OO-276A

~/~
/
'. / '.
---
'--' .

,..-.,--....,
.
-::. ~~.'

Figure J8-Ditching Airplane

2. ENGINE FAILURE DURING FLIGHT.
a. If the engine fails during flight, the airplane may be
abandoned, ditched (paragraph 7), or brought in for a dead-
stick landing. For a landing with the engine dead, follow
these instructions:
(1) Depress the nose at once so that the airspeed does
not drop below stalling speed.
(2) If external tanks or bombs are installed, release
them immediately. (See paragraph 4 in this section)
(7) Lower the flaps approximately 30 degrees, saving
the last 20 degrees of flap to overcome possible mistakes in
judgment. Lower flaps fully when proper landing is assured.
Note
The wing flaps cannot be lowered unless the land-
ing gear control lever is in "NEUTRAL."
(8) Land into the wind, changing direction only as
necessary to miss obstructions.
(9) After landing, get out of the airplane as quickly as
possible and remain outside.

(3) Turn "OFF" fuel selector control, ignition ~witch,

and battery-disconnect switch.
(4) Choose an area for landing. If near a landing field,
notify tower. Judge your turns carefully and plan to land
into the wind.
(5) Release sliding canopy by pulling emergency re-
lease handle on right longeron.
(6) If a long runway is available, and if there is suf-
ficient time and altitude to properly plan an approach, lower
the landing gear. If landing under any other condition, keep
the gear up; you will stand less chance of injury by making
a belly landing.
3. RUNAWAY PROPELLER.
a. Failure of the governor to operate properly may result
in a runaway propeller. A runaway propeller goes to full low
pitch and may result in an engine rpm as high as 3600 or
more. When such a failure occurs, the only method of re-
ducing the rpm is to pull the throttle back. In doing this, it is
highly important to make use of the allowable maximum
overspeed (diving) rpm of 3240, given on the Power Plant
Chart (figu·re 15 j, and to reduce the lAS to approximately
140 mph in order to obtain the maximum horsepower avail-
able. The following procedure is recommended:
(1) Pull throttle back to obtain 3240 rpm.
(2) Raise nose of airplane to lose speed, and then de-
scend, using flaps to keep speed reduced to approximately
140 mph.

26 RESTRICTED
 RESTRICTED
AN Ol-60JF-l
(3) When over landing field, lower gear and come in
at normal landing speed.
4. EMERGENCY REIlEASE OF BOMBS OR
DROPPABLE FUEL TANKS.
The bombs or droppable fuel tanks are released by pulling
out on both emergency bomb release handles at left side of
instrument panel.
5. COOLANT FLAP EMERGENCY OPERATION.
If under any condition of flight an excessive coolant tem-
perature persists, first try the manual "OPEN" position of the
flap electrical control switch. If, after approximately 20 to 30
seconds, the temperature remains high and failure of the
coolant flap actuator is indicated, pull the emergency release
lever, provided on later airplanes. One quick pull up will
open the flap to a minimum of 7 inches.
The emergency control will extend the flap approximate-
ly S~ inches beyond the flap setting at the time of release;
therefore, if the high coolant temperature was not caused
by actuator failure, an undesirable cooling condition may
result from use of the emergency control. To check this
BACK Ci,JSHION (LIFE PRESERVER)
RADIATOR AIR' FLAP EMERGENCY RELEASE
CARTRIDGE STOWAGE - - - - - - ,
RADIO DEMOLITION SWITCHES
CANOPY EMERGENCY
RELEASE
GENERATOR-DISCONNECT
SWITCH - - -__
BOMB SALVO HANDLES------'
Figure 19-Emergency Equipment
RESTRICTED
Section IV
Paragraphs 3-6
possibility, after using the emergency release, hold the elec-
trical control switch in the closed position for approximately
20 seconds. This will ensure that the flap is not extended be-
yond 7 inches if the eleCtrical actuator is functioning at all.
Then turn the switch to "OFF" for the remainder of the
flight.
When the emergency release has been used, low power
operation should be avoided to prevent the coolant tempera-
ture from going below the minimum allowable limit as a
result of the greater flap opening. There is no provision for
emergency closing of the flap, nor can the emergency release
be reset in flight.
CAUTION
Use the emergency release with discretion. High
coolant temperatures may be the result of high
power settings, low altitude flight, engine malfunc-
tion, or a broken indicator rather rhan actuator
failure.
6. LANDING (7EAR EMERGENCY OPERATION.
In the event of hydraulic system failure, the landing gear
may be lowered by placing the landing gear control handle
in the "DOWN" position and yawing sideways. A spring
WARNING HORN
SIGNAL PISTOL (EARLY AIRPLANES)
LANDING GEAR EMERGENCY
DOWN CONTROL
126- 99- 206
27
Section IV RESTRICTED
Paragraphs 6-9 ANOl-60JF-l
bungee will help the gear to go to the down-locked position.
However, if the red landing gear warning light illuminates
or horn sounds when the throttle is retarded (indicating an
unsafe condition), pull the emergency lowering pandle, lo-
cated on the cockpit floor just forward of the control stick,
and then yaw the airplane sideways to force the gear into
the locked position.
Note
If the gear will not extend after pulling the emer-
gency lowering handle, the following procedure,
though not a positive solution, may produce the
desired result: With the landing gear control lever
in the "DOWN" position, pull upward forcibly on
the wing flap control handle to a position above
the a-degree setting and hold there. This will shut
off all hydraulic pressure to the landing gear and
should permit the fairing doors to drop open and
the gear to extend.
7. LANDING IN WATER (DITCHING).
a. The airplane should be ditched only as a last resort. If,
on an overwater flight, trouble arises and you are quite cer-
tain that you will not be able to reach land, leave the airplane
while in flight. However, if it is not possible to maintain
sufficient altitude for a successful parachute drop, ditching
is the only remaining procedure. The instructions for ditch-
ing are as follows (figure 18):
(1) If bombs or droppable tanks are installed, release
them immediately.
(2) Release sliding canopy. (See "WARNING" note in
paragraph 1. a. (1) in this section.)
(3 ) Be sure your shoulder harness and safety belt are
fastened securely, as th~re is a violent deceleration of the air-
plane upon final impact.
(4) Move carburetor air control forward to "UN-
RAMMED HOT AIR" position to close ram air gate.
28 RESTRICTED
(5) Land into the wind with flaps half down and land-
ing gear up. Approach with one wing low (about 20 de-
grees) and speed just enough above stalling to maintain
lateral control. Kick hard inside rudder just as the low wing
tip hits the water, so as to spin the airplane around on the
surface. This is known as "landing with a swerve" and, al-
though it is a difficult maneuver, it prevents the severe
diving and extremely high deceleration that always result
when a straight landing is made. As soon as the airplane
comes to rest, get out immediately.
WARNING
Get out quickly upon landing. After the final im-
pact, the airplane will sink very rapidly, only re-
maining above the surface of the water for a period
of 1X to 2 seconds.
8. EMERGENCY USE OF OXYGEN.
If for any reason there is a lack of oxygen, immediately
turn the control on the regulator to 100 percent oxygen.
9. MISCIELLANEOUS EMERGENCY EQUIPMENT.
a. RADIO DEMOLITION SWITCH.-This switch, on
the right side of the cockpit, controls a charge for demolish-
ing the identification radio in an emergency..If identification
set is installed, press both buttons simultaneously to set off
the charge.
b. FIRST-AID KIT.-The contents of the fir5t-aid kit
are to be used only in an emergency, when medical aid is not
available. Use contents of kit in accordance with the direc-
tions contained therein.
c. LIFE PRESERVER.-The back cushion on the seat is
filled with kapok and may be used as a life preserver.
d. LIFE RAFT.-A Type AN-R-2A one-man life raft
may be used in place of a seat cushion when using a back-
type pack parachute.
 RESTRICTED Section V
AN 01-60JF-1 Paragraph 1

Section Y
OPERATIONAL EQUIPMENT
1. GUNNERY EQUIPMENT. (I) DESCRIPTION.-The K-14A or K-14B sight com-
a. GENERAL. putes the correer lead angle at ranges of from 200 to 800
(1) DESCRIPTION.-Either of two gun installations yards. The sight contains twO optical systems, fixed and gyro.
may be used: a maximum load of three fixed .sa-caliber guns The fixed optical system 'projeers on the reflector glass a cross
in each wing, or an alternate load of two guns in each wing. surrounded by a 70-mil ring. The 70-mil ring can be blanked
The maximum load includes 390 rounds of ammunition for out by means of the lever on the left of the sight. Normally
each inboard gun and 260 rounds for each center and out- blanked out,_ the ring is used only in case of mechanical
board gun. When the alternate installation is used, the center failure of the gyro, or for ground strafing. The gyro optical
guns are removed, and 490 rounds of ammunition are pro- system projeers on the reflector glass a pattern of six dia-
vided for each outboard gun. A K-14A or K-14B computing monds surrounding a central dot. The size of the pattern
gun sight is installed on the instrument shroud, with a reticle is varied by changing the setting of the span scale lever on
diameter control incorporated in the throttle twist grip. the face of the sight and by rotating the throttle control twist
grip. The seleeror-dimmer control panel is located on the
CAUTION cockpit floor directly below the engine control quadrant.
Keep' gun sight in operation at all times when en-
gine is running to prevent damage to gyro. (2) TESTING THE GUN SIGHT.
Spare gun sight lamps are in a panel to the right of the (a) While on the ground, m ve- gun and camera
eleerric switch panel. A Type B-6 gun and bomb control safery switch to "CAMERA AND SIGHT." On K-14A gun sight,
switch assembly is installed in the control stick grip. A Type turn gyro motor "ON-OFF" switch on selectOr-dimmer con-
N-6 G.S.A.P. camera is located in the leading edge of the left- trol to "ON"; on K-14B gun sight, make sure battery-discon-
wing panel. To prevent damage to the camera lens during nect switch is "ON." Rotate dimmer rheostat until desired
take-off and landing, a spring-loaded door is installed over the reticle brilliance is obtained.
gun camera cutout. This door is automatically opened when (b) Set selector to "FIXED AND GYRO." Both the fixed
the gear retracts. and gyro reticles will appear on the reflector. The circle of the
(2) OPERATION.
(a) On missions requiring gun heat, turn "ON" gun
BOMB RELEASE SWITCH
heater switch immediately after starting engine. TRIGGER TE SIO
ADJUSTM ENT SCREW
(b) Turn gun and camera safety switch to "CAM-
ERA AND SIGHT." On K-14A gun sight, turn gyro motor
"ON-OFF" switch on selector-dimmer control to "ON." On
the K-14B gun sight, the "ON-OFF" switch has been elimi-
nated and the gyro motOr is turned on when the battery dis-
connect switch is moved to "ON."
(c) Move selector switch on selector dimmer con-
trol to "GYRO" or "FIXED & GYRO."
(d) Rotate dimmer rheostat until desired reticle bril-
liance is obtained.
(e) On combat missions, turn gun and camera safety
switch to "GUNS, CAMERA, AND SIGHT" as soon as the air-
plane is safely off the ground.
(f) Fire guns by squeezing trigger on control stick
grip. When camera only is desired, turn gun safety switch to
"CAMERA AND SIGHT" and squeeze trigger.

Note
When the battery switch is on, the heaters in the
camera will function automatically at low tempera-
ture.
(g) Before landing, make sure that the gun and
camera safery switch is at "CAMERA & SIGHT" and the gun
heater switch is "OFF."
b. K-14A OR K-14B COMPUTING GUN SIGHT. Figure 20-Gun and' Bomb Control Switches
RESTRICTED 29
Section V RESTRICTED
Paragraphs 1-3 AN 01-60JF·1
fixed reticle may be blanked out with lever at left of sight.
( c) Make sure dot of the gyro is superimposed on the
fixed cross. This is done by switching selector switch back and
forth from "FIXED AND GYRO" to "GYRO."
(d) Take off and fly in a circle at a constant rate of
turn. Rotate the twist grip on the throttle slowly and note
that, with the sight set for long range (small diameter reti-
cle), the gyro reticle lags the fixed cross to a greater degree
than when the sight is set for shoft range (large diameter
reticle).
(3) COMBAT OPERATION OF GUN SIGHT.
(a) Identify your opponent; then set the span scale
to correspond with the enemy type.
(b) Position your eyes 6 to 9 inches from the sight,
and fly your airplane so that the enemy appears within the
gyro reticle. Then rotate the throttle twist grip until the span
of the enemy airplane fills the gyro reticle.
( c) Continue to rotate throttle twist grip, keeping
the gyro reticle adjusted to the span of the enemy airplane-
then fire!
(4) OPERATIONAL NOTES.
(a) Keep sight on whenever the presence of the
enemy js possible.
(b) When not using the sight and when maneuver-
ing into position for attack, keep the sight set at shortest
range (large diameter gyro reticle) and decrease the diameter
to correspond to the enemy's size.
(c) T1'ack the target before firing. Continually frame
the target, by operating the twist grip, while tracking for a
minimum period of one second; then fire. The gyro sight
computes correctly only after the target has been correctly
framed and tracked for a minimum period. of one second.
(d) Learn to use the sight in place of your flight in-
struments. Note that, with the selector set for normal opera-
tion (fixed and gyro), the relative positions of the fixed and
gyro reticles indicate what your airplane is doing. If the cross
and dot are superimposed, you are flying in a straight line.
(e) For firing at a stationary ground target, use the
fixed part of the sight.
2. ZERO RAIL ROCKETS.
a. DESCRIPTION.-Ten zero rail rockets can be carried
on the underside of the wings. If bombs or drop tanks are
installed, only six rockets may be carried. The armament
switches are located on the front switch panel.
b. OPERATION.
(1) Turn "RX TO BE FIRED" dial to "I."
(2) Place bomb-rocket selector switch In "ROCKETS"
position.
Note
When this switch is in "ROCKETS," the bomb re-
lease circuits are inoperative..
(3) To nose arm rockets for. instant detonation on im-
pact, move arming switch to "INST."; for delayed detonation,
move to "DELAY."
30 RESTRICTED
(4) To fire rockets one at a time, turn rocket release
control switch to "SINGLE" and press bomb release button
on control stick, once for each rocket.
(5) To fire all rockets in train, turn control switch to
"AUTO" and press bomb release button for approximately
one second.
Note
Firing order of rockets, alternately from left wing
to right wing, in train, is as follows:
Left Wing Right Wing
13795 Inboard 610842
Rockets 7, 8, 9, and 10 are not installed when
bombs are carried.
3. BOMBING EQUIPMENT.
a. GENERAL.-A removable bomb rack is installed on
the underside of each wing panel. Each rack will hold one
100, 300, 500, or WOO-pound bomb, or one 100 to 500-
pound fragmentation or incendiary cluster. Depth ch<lrges,
chemical tanks or drop tanks may be carried on the bomb
racks when bombs are not installed. The bomb racks have an
electrical, selective release system and an alternate mechani-
cal, selective release system. The electrical release of bombs is
the normal release. Two bomb salvo handles (at the left of
the electric switch panel) operate the selective mechanical re-
lease of bombs or tanks. The bomb system electrical con-
trols consist of a bomb release switch on top of the control
stick, and two bomb arming switches and a bomb-rocket
selector switch on the front switch panel. .
b. ELECTRICAL RELEASE.-The bomb-rocket selector
switch has the following positions for bombing: "ALL,"
"OFF," and "TRAIN." With the selector switch on "ALL,"
bombs are released simultaneoulsy when the release switch is
pressed. When the selector switch is on "TRAIN" and the
bomb release switch is pressed, the left bomb is released;
when the bomb release switch is pressed again, the right
bomb is released. The bomb release circuit is inoperative
when the selector switch is in the "OFF" position.
Note
Bombs may be released when the airplane is in any
attitude of flight from a 30-degree climb to a ver-
tical dive. .
When the bomb release system is not to be used, place the
bomb-rocket selector switch in "SAFE," and the arming
switches "OFF."
(1) TRAIN RELEASE OPERATION.
(a) Place arming switches in desired position.
(b) Place bomb-rocket selector switch on "TRAIN."
( c) Press bomb release switch button momentarily to
release bomb on left rack.
(d) Press bomb release button again to release bomb
on right bomb rack.
(e) Move bomb arming switch to "OFF," bomb-
rocket selector switch to "OFF."
 RESTRICTED Section V
AN 01-60JF-l

I RADIO CONTROL PANEL 7 AN/ARC-3 RADIO POWER SUPPLY 13 AN/APS -13 ANTENNA CABLE
2 TH ROTTLE SWITCH 8 SCR- 695-A RADIO SET 14 AN/APS-13 ANTENNA ARRAY
3 AN/ARC-3 CONTROL BOX 9 AN/ARC-3 RADIO SET 15 HEADSET AND MICROPHONE
4 RADIO RANGE RECEIVER 10 AN/APS-13 RADIO SET CORDS
5 INERTIA SWITCH SCR-695 II RADIO RANGE RECEIVER ANTE NNA 16 10 -421APS-13 TAIL WARNING
6 AN/APS-13 RADIO SIGNAL BELL 12 AN/ARC-3 ANTENNA MAST INDICATOR LAMP 126-.71-1128

Figure 2 J -Radio Installation Complete-Early Airplanes

RESTRICTED 31
Section V RESTRICTED
Paragraphs 3-4 AN 01-60JF-l
(2) SIMULTANEOUS RELEASE OPERATION.
(a) Place bomb arming switches in desired position.
(b) Place bomb-rocket selector switch on "ALL."
(c) Press bomb release switch; both bombs will re-
lease.
(d) Move bomb arming switches to "OFF," bomb-
rocket selector switch to "OFF."
c. MECHANICAL RELEASE.-Two handles at the left
side of the instrument panel provide mechanical release of
bombs or drop tanks from the bomb rack. Pulling one handle
will release one bomb or tank. Pulling both handles simul-
taneously will jettison the bomb load and obtain simultane-
ous bomb rele~se. Bombs can be dropped safe or armed by
placing arming switches in the desired position before pull-
ing salvo handles.
d. OPERATION OF CHEMICAL TANKS.-Lift the
arming switches to chemical "LEFT" or "RIGHT" or both; then
press bomb release button on control stick until smoke ap-
pears.
CAUTION
"ARM" position of arming switches must not be
used at any time when chemical tanks are installed.
WARNING
Be sure that the bomb-rocket selector switch is
in the "OFF" position to ensure that the chemical
tanks will not be jettisoned when the bomb release
button is pressed.
4. COMMUNICATION EQUIPMENT.
a. GENERAL.-The communication equipment consists
of the following: an ANIARC3 command radio, an SCR-
695-A identification set, an ANIAPS-13 tail warning radio,
and a BCI206-A, B, or C range receiver. On late airplanes,
an ANI ARA-8 homing adapter is used in conjunction with
the ANIARC3 set. Additional equipment includes a sig-
nal pistol (early airplanes) and recognition lights.
b. COMMAND SET ANIARC3.
(1) DESCRIPTION.-This equipment provides re-
mote operation on eight frequency channels for plane-to-
plane and plane-to-ground communication. A control box is
located on the radio control panel at the right side of the
cockpit with eight red channel-selector buttons on the box
designated by letters "A" through "H."
(2) OPERATION.
(a) Push anyone of the eight channel-selector but-
tons on the control box and allow approximately 30 seconds
for the set to warm up. .
(b) To stop the equipment, depress the "OFF" but-
ton and the small metal locking button, located forward of
the channel-selector buttons, at the same time.
c. RANGE RECEIVER BC-1206-A, B, or C.
(1) DESCRIPTION.-This receiver covers a frequency
32 RESTRICTED
range of 200-400 kc and is mounted on the floor at the right
of the seat.
(2) OPERATION.
(a) Turn hexagonal control knob clockwise to turn
set on and to increase volume. Normally the range receiver is
connected so it can be monitored simultaneously with
ANIARC-3 equipment.
(b) Turn the hexagonal control knob fully counter-
clockwise to turn the receiver oft.
( c) In early installations it is necessary to have the
ANIARC 3 receiver operating to hear the range receiver,
and the VHF volume concrol affects both receivers. If it is
necessary to operate the range receiver separately due to
failure of ANIARC-3 equipment, remove ANIARC3 con-
necting plug from range receiver and plug headphones di-
rectly into the range receiver and operate as in (a) and (b)
preceding.
(d) In later installations both receivers may be op-
erated simultan~usly or independently with the headphones
connected to ANIARC, equipment.
d. HOMING ADAPTER ANI ARA-8.
(1) DESCRIPTION.-This adapter unit is used in con-
junction with the ANIARC3 VHF equipmen~ to permit
homing on any transmitted carrier within the frequency
range of 120 to 140 megacycles. In addition, this equipment
may be used for air-to-air homing for purposes of rendez-.
vous. Homing can be accomplished on CW, MCW, and
audio pulse signals. Controls are provided above the VHF
control box at the right side of the cockpit.
(2) OPERATION.
(a) To starr the equipment, place the "HOMING-
COMM-TRANS" switch in the "HOMING" position.
(b) To stop the equipment, move the "HOMING-
COMM-TRANS" switch to the "COMM" position.
e. RADAR EQUIPMENT ANI APS-13.
(1) DESCRIPTION.-The radar equipment visibly
and audibly warns the pilot of the approach of other aircraft
from behind within a designated angle of protection. Con-
trols for operating the equipment are located on the radio
control panel at the right side of the cockpit.
(2) OPERATION.
(a) Move "ON-OFF" toggle switch to the "ON" posi-
tion. After warming· up for approximately 3 minutes the
warning indicator light should illuminate and the warning
bell should sound. The light and bell should always function
whenever the equipment is operated on the ground and until
the airplane reaches an altitude of approximately 3000 feet.
(b) To check equipment during flight, move "TEST-
ON" switch to "ON" and hold. If indicator illuminates and
warning bell rings,. the set is functioning properly. Let th<l-
"TEST-ON" switch drop to its normal position.
 RESTRICTED Section V
AN Ol-60JF-l

DETAIL A

I RADIO CONTROL PANEL 8 SCR-695-A RADIO SET 15 HEADSET AND MICROPHONE

2 THROTTLE SWITCH
3 AN/ARC-3 CONTROL BOX
4 ·RADIO RANGE RECEIVER
5 INERTIA SWITCH SCR-695-A
6 AN/APS-13 RADIO SIGNAL BELL
7 AN/ARC-3 RADIO POWER SUPPLY
9 AN/ARC-3 RADIO SET
10 AN/APS-13 RADIO SET
II RADIO RANGE RECEIVER ANTENNA
12 AN/ARC-3 ANTENNA MAST
13 AN/APS-13 ANTENNA CABLE
14 AN/APS-13 ANTENNA ARRAY
CORDS
16 ID-421APS-13 TAIL WARNING
INDICATOR LAMP
17 AN/ARA-8 HOMING ADAPTER
18 AN/ARA-8 ANTENNA MASTS
19 RE-13/ARA-8 ANTENNA RELAY

figure 22-Radio Installation Complete-Late Airplanes

RESTRICTED 33
Section V RESTRICTED
Paragraphs 4-6 AN Ol-60JF-l

f. IDENTIFICATION EQUIPMENT.-The idemifica-.

tion equipment is controlled from the radio control panel OXYGEN DURATION
on the right-hand side of the cockpit. For operating instruc- (APPROXIMATE ).
tions, see the communications officer in charge. Detonator AUT 0 M I X "0 N "
12
buttons and an inertia crash switch are provided with this
equipment. I - 40

g. PYROTECHNIC RECOGNITION SIGNAL

PISTOL (Early Airplanes) . 10
I/ -I o

(1) DESCRIPTION.-An M-g pyrotechnic pistol is /V

stowed in a holster at the left of the seat. A pistol mount is
located directly above the holster. A cap, chained to the CIl 8
~ / t--- 35
f-/5

mount, covers the port when the pistol is not installed. A

a:
::>
0
/; // -2o
~ ~ - 32o5
cartridge container bag is on the cockpit floor at the right :I:

/
!j
of the seat. 6
(2) OPERATION. z
0
1;1 ~ h:V
) /p' .~V
I-
(a) Remove cover cap from mount. ~
a:
::> 4
(b) Remove pistol from stowage holster, and insert 0

muzzle of pistol iIi the mount so that the lugs on the pistol f# ~ ~ A LT.
IN
barrel slip into the slots. Then, ·while depressing the mount
release trigger, turn the pistol to right or left as far as it
jj ~ ~ 000 I
FT.
will go.
j; ~~
( c) To load pistOl, press breech lock lever (behind
the mount release trigger) and apply force on the burt until o V/
100 200 300 400
the breech opens. Then insert signal cartridge into the cham-
ber and close breech. Pistol is cocked automatically when GAGE pRESSURE LBS'/SQ. IN.
breech is closed.

WARNING
Do not load pistOl except when it is in the mount,
as no safety is provided.
h. RECOGNITION LIGHTS.-For operation of recogni-
tion lights, see section II, paragraph 18. e.
5. OXYGEN SYSTEM.
a. DESCRIPTION.-Oxygen is supplied from three Type
F-210w-pressure oxygen cyiinders. A Type A-9, A-9A, A-la,
or A-lOA mask may be used with this equipment. A blinker
flow indicator, pressure gage, and demand-type regulator,
Type A-12, are on the right side of the cockpit above the
map case.
Note
The oxygen panel is designed so that the demand
regulator, Type A-12, can be replaced by a pressure
breathing regulator, Type A-14, when desired.
When the Type A-14 regulator is installed, an
A-13 or A-15 mask must be used.
The blinker flow indicator operates with the breathing of
the wearer, indicating proper functioning of the system. The
oxygen cylinders may be refilled, without removing them
from the airplane, by means of a filler valve located on the
left side of the fuselage just aft of the trailing edge of the
wing. Normal full pressure for the system is 400 pounds
per square inch.
THREE TYPE F-2 CYL'S
I02-93-I06A
Figure 23-0xygen Consumption Chart
6. HEATING, VENTILATING, AND
DEFROSTING SYSTEM.
a. DESCRIPTION.-A heater burning a fuel-air mixture
heats the cockpit and defrosts the windshield. The heater is
located forward of the firewall with the ram air and com-
bustion air ducts in the leading edge of the left wing paciel.
Heated air enters the cockpit through a controllable diffuser
valve on the aft side of the firewall in the cockpit. Defroster
ducts extend to the windshield panels from the diffuser.
The heater is operated by a switch on the front switch panel.
On the control pedestal a selector handle· selects "AIR TO
COCKPIT AND WINDSHIELD," "AIR TO COCKPIT ONLY," AIR
TO WINDSHIELD ONLY," and "AIR OFF." An air temperature
modulator is adjacent to the selector handle on the control
pedestal. The air temperature modulator has two positions:
"AUTOMATIC FOR HEATING" and "VENTILATION WHEN
HEATER IS OFF." A pressure switch, activated by combustion
air pressure, prevents the heater from being operated if air
pressure falls below the required minimum. When the heater
is not operating, the system may be used for ventilation. An
auxiliary ventilating system, provided on later airplanes,
ducts cold air from the radiator air scoop to controllable out-
lets below the longeron on each side of the cockpit.

34 RESTRICTED
 RESTRICTED Section V
AN 01-60JF·l Paragraph 6

b. OPERATION. (2) Place temperature modulator in "AUTOMATIC FOR

(1) Turn selector handle to desired position.
CAUTION
Never rurn selector handle to "AIR OFF" when
heater is in operation..
HEATING."
(3) Start heater by moving switch to "HIGH AND
START."
(4) If desired, turn heater switch to "LOW."
(5) Stop heater by rurning switch to "OFF."

RESTRICTED 35
 RESTRICTED
AN Ol-60JF-l
Section VI
EXTREME WEATHER OPERATION
1. WINTER OPERATION.
a. DESCRIPTION.
(l) GENERAL.-The primary extreme weather pro-
visions on the P-5 IH Airplane are for winterization. These
installations are described in the following paragraphs, with
instructions for their use in the sequence they will be needed.
(2) OIL DILUTION SYSTEM.
(a) Operate engines at 1000 to 1200 rpm.
(b) Maintain oil temperature below 50°C and oil
pressure above 15 pounds per square inch.
(c) Dilute as follows: 4° to -12°C (40° F to 10° F)
3 minutes maximum.
(d) For temperatures below -12°C (lO°F) it will
be necessary to drain the oil system and refill with warm oil
before flight.
(3) CARBURETOR ICING PROTECTION.
(a) A carburetor ice guard screen is installed in the
carburetor air intake duct. Should this screen ice over, a
spring-loaded door will open automatically to admit air from
the engine section to the carburetor.
(b) Engine compartment air will enter the induc-
tion system when the carburetor air control is moved from
"RAM AIR" to "HOT AIR" position. This is done by moving
the operating handle inboard and back, then outboard and
forward. (See bottom of figure 24.)
(4) CARBURETOR AIR TEMPERATURE GAGE.-
The carburetor air temperature gage is mounted on the
lower left corner of the instrument panel.
(5) WING, ENGINE, AND PROPELLER COVERS.
-The airplane is provided with an engine and a cockpit
cover. Wing and propeller covers will be furnished by the
AAF.
(6) GUN HEATERS.-The electrical gun heaters are
controlled by a switch on the front switch panel.
(7) COOLANT RADIATOR EXIT FLAP.-A spring-
loaded baffle in the exit flap makes the flap fully closing.
When not installed, the baffle is stowed in the airplane as
loose equipment.
b. OPERATION.
(1) STARTING ENGINE.-A normal start should be
made by following the procedure outlined in section II. The
following supplementary instructions are to be followed if
any difficulty is encountered when starting the engine.
RESTRICTED
Section VI
Paragraph 1
(a) Preheat the engIne and the instrument panel
before attempting to start the engine. In extremely cold
weather, it may be necessary to preheat the oil and coolant
before starting.
(b) Use a portable generator instead of the conven-
tional battery cart for starting the engine, as batteries quickly
lose their charge at below freezing temperatures.
( c) Pull propeller through 5 or 6 revolutions by hand
before engaging starter.
(d) When sub-zero weather makes starting difficult,
move the mixture control from "IDLE CUT OFF" to "RUN"
at the same time the starter is engaged with the engine.
However, it is essential that the mixture control be moved
back to the "IDLE CUT OFF" position if the engine does not
start before the fourth revolution. Normally, the engine will
start on the second or third revolution. However, if the en-
gine does not start, turn "OFF" the ignition switch and pull
the engine through by hand with the throttle fully opened
to clear the engine of excess fuel.
(e) If the engine fails to start, moisture on the spark
plugs may be the cause. Remove at least one plug from each
cylinder and dry the points. Make another attempt to start
the engine after replacing the plugs.
(f) Start the engine normally, without regard to the
oil dilution system. After starting engine, if a heavy viscous
oil is indicated by oil pressure that is too high, or by oil
pressure that fluctuates or falls back when the enginF rpm
is increased, the dilution switch may be pushed "0+'1"" (3
minutes maximum) to dilute the oil and correct this ,condi-
tiol).. This method should be used only if time and extreme
temperature conditions do not permit normal engine warm-
up.
CAUTION
When it is not known to what percentage the oil
has been diluted, it is necessary to drain and refill
the oil system before flight.
g. Do not run the engine at more than 1300 rpm
until the oil has reached a temperature of 20°C.
Note
Engine warm-up may be facilitated by moving
carburetor air control to the "HOT AIR, OPEN"
position.
(2) TAKE-OFF.
(a) Do not take off with snow, ice or frost on the
wings. Even loose snow cannot be depended upon to blow
off, and even a thin frost layer can cause loss of lift and very
37
Section VI RESTRICTED
Paragraph AN Ol-60JF-l

treacherous stalling characteristics. Since frost formation can
be very rapid, it may be necessary to taxi out to the take-off
position before removing the protective covers from the
flight surfaces.
Note
When the outside air temperature is ooe (32°F)
or lower, it is advisable to use carburetor heat
during take-off to improve vaporization of fuel.
(b) When taking off or landing on a narrow strip
of clear ice, cross winds are particularly dangerous because
of poor maneuverability caused by lack of traction. If the
wind is gusty, the airplane may be blown completely off the
ice before control can be regained.
( c) When icing of the carburetor is indicated by
irregular engine operation, move carburetor cold air control
to one of the "HOT AIR" positions.
CAUTION
Because of the constant-speed propeller governor
and the automatic manifold pressure regulator, it
is difficult to determine whether ice is forming
other than by irregular engine operation, since
neither the rpm nor the manifold pressure should
change.
(d) Increase propeller speed momentarily by ap-

(3) FLIGHT. proximately 200 rpm every half-hour to assure continued

(a) After taking off from snow or slush-covered
fields, operate the landing gear and flaps through several
cycles to prevent them from freezing in the up position.
(b) Turn "ON" the pitot tube heater switch. This
switch should not be "ON" with the airplane on the ground,
as there is insufficient cooling in the pitot head to prevent
overheating.
governing at extremely low temperatures. Return to the de-
sired cruising rpm as soon as the tachometer shows that the
governor is functioning.
(e) Stay on a prearranged flight course as closely as
possible, so that searchers will be able to find you if you are .
forced down. Except in extreme emergency, it is better to
land or crash-land than to bailout.

RAM AIR
GATE OPEN

COLO RAM AIR POSITION

AIR
CLOSED HOT AIR
DOOR OPEN

HOT AIR POSITION

IOS"53-zac

Figure 24-0peration of Carburetor Air Induction System

38 RESTRICTED
 RESTRICTED
AN 01-60JF-l
(4) LANDING.-Temperature inversions are common
in winter, and the ground may be 15° to 30 0 e (2]0 to
54° F) colder than that at altitude. Therefore, be careful to
avoid excessive cooling when letting down. Lower the land-
ing gear and use flaps to reduce airspeed while descending.
Retain considerable power, and if possible, maintain the
oil temperature above 20 0 e and the coolant temperature
above 60 0 e during all letdowns. Lower readings than these
may result in the engine cutting out or the failure of the
engine to respond when the throttle is advanced.
Note
When the outside air temperature is ooe (32°F)
or lower, .it is advisable to use carburetor heat
during landing to obtain better vaporization of
fuel. This also helps prevent the engine from cut-
ting out.
(5) AFTER LANDING.-To obtain sufficient dilution
of rhe oil to facilitate starting, idle or stop the engine to cool
it before starting dilution. This will prevent rapid evapora-
tion of the gasoline and ensure that the viscosity of the oil
has been reduced sufficiently. In most cases it will be found
that the engine has cooled sufficiently for dilution by the time
the airplane reaches the flight line. Dilute oil as follows:
RESTRICTED
Section VI
Paragraphs 1-2
(a) Operate the engine at 1000 rpm and maintain
an oil temperature at 50 0 e or less.
(b) For ground temperatures of 5°e (40°F) or less,
hold oil dilution switch in the "ON" position for 3 minutes
(maximum}; then stop engine and release oil dilution
switch.
Note
It has been determined through tests conducted on
V-1650 engines that diluting the oil more than 10
percent will cause the scavenge system to fail.
Therefore, restrict the period of oil dilution to a
maximum of 3 minutes. When the outside air
temperature is such that 3 minutes oil dilution is
insufficient, drain the oil and refill the system with
warm oil before starting the engine.
2. DESERT OPERATION.
Dust filters are installed in the air intake ducts, at each
side of the engine compartment. When conditions warrant,
or at the direction of the Operations Officer, use "FILTERED
AIR" for starting, take-off, and landing. Dust covers are pro-
vided as loose equipment for use when on the ground.
39
 RESTRICTED Appendix I
AN 01-60JF-1

Appendix I

OPERATING CHARTS, TABLES, CURVES AND DIAGRAMS

1. ARMOR PROTECTION.
Armor protection is illustrated in figure 25.
2. FLIGHT PLANNING.
a. GENERAL.
(1) A series of charts on the following pages is pro-
vided to aid in selecting the proper power and altitude to be
used for obtaining optimum range of the airplane. Charts
are provided for each airplane configuration with the prob-
able ranges of gross weights.
(2) If the flight plan calls for a continuous flight where
the desired cruising power and airspeed are reasonably con-
stant after take-off and climb and the external load items are
the same throughout the flight, the fuel required and flight
time may be computed as a single section flight. If this is not
the case, the flight may be broken up into sections, and each
leg of the flight planned separately, since dropping of ex-
ternal bombs or tanks causes considerable change in range
and airspeed for given power. (Within the limits of the air-
plane, the fuel required and flying time for a given mission
depend largely upon the speed desired. With all other factors
temaining equal in an airplane, speed is obtained at a sacri-
fice of range, and range is obtained at a sacrifice of speed.)
b. USE OF CHARTS.
(1) Although instructions for their use are shown on
the Flight Operation Instruction Charts, the following ex-
panded information on proper use of the charts may be
for the altitude which gives the least miles per gallon. The
ranges shown in Column II and other columns to the right of
Column II can be obtained at any of the altitudes listed in
the altitude column. All of the power settings listed in a
column will give approximately the same number of miles
per gallon if each is used at the altitude shown on the same
horizontal line with it. Note that the time required for the
flight may be shortened by selection of the higher altitudes.
The flight duration may be obtained by dividing the true
airspeed of the flight altitude into the air miles to be flown.
(4) The flight plan may be readily changed at any time
enroute, and the chart will show the balance of range avail-
able at various cruising powers by following the Instructions
for Using Chart printed on each chart.
Note
The preceding instructions and following charts
do not take into account the effect of wind. Ad-
justment to range values and flight duration to
allow for wind may be made by any method fa-
miliar to the pilot, such as by the use of a flight
calculator or a navigator's triangle of velocities.
INDICATES ANGLES
OF PROTECTION
PROTECTION
BY WINDSHIELD

helpful.
(2) Select the Flight Operation Instruction Chart for
the gross weight, and external loading to be used at take-off.
The amount of gasoline available for flight planning pur-
poses depends upon the reserve required and the amount re-
quired for starting and warm-up. Reserve should be based
on the type of mission, terrain over which the flight is to be PROTECTION BY ARMOR
PLATE BACK OF
made, and weather conditions. The fuel required for climb PILOT'S HEAD
and time to climb to various altitudes is shown on the Take-
off, Climb, and Landing Chart. Fuel remaining after subtract-
ing reserve, warm-up, and climb fuel from total amount
available is the amount to be used for flight planning.
(3) Select a figure in the fuel column in the upper sec-
tion of the chart equal to, or the next entry less than, the
amount of fuel available for rlight planning. Move hori-
zontally to the right or left and select a figure equal to, or the
next entry greater than, the distance (with no wind) to be
flown. Operating values contained in the lower section of.
the column number in which this figure appears represent
the highest cruising speeds possible at the range desired. It
will be noted that the ranges listed in Column I are figured Figure .25-Armor Protection
RESTRICTED 41
Appendix I RESTRICTED
AN Ol-60JF-l
c. SAMPLE· PROBLEMS.
(l) PROBLEM 1.-To fly 800 miles at 25,000 feet to
the objective, to fight at military power for 15 minutes when
over objective, and then to return to base.
(a) Reference to the Flight Operation Instruction
Charts indicates that twO llO-gallon combat tanks and the
50-gallon fuselage tank will be required. (See figure 31.)
(b) Reference to the Take-off, Climb, and Landing
Chart (figul·e 26) shows that 50 gallons of fuel will be used
in climbing to 25,000 feet (for the take-off gross weight of
11,300 pounds). This leaves 425 gallons for cruising and
combat, assuming that the climb was made near the base
with a rendezvous at 25,000 feet. The fuel used in climb
should be taken from the combat tanks as soon as possible
after the rake-off, probably between 1000 and 2000 feet.
Thus, the fuel used (in take-off and climb) from the wing
tanks will be 15 gallons and from the combat ranks (rest of
climb) will be 35 gallons.
(c) The engine data in the upper left-hand corner of
figure 30 indicates that military power (61 in. Hg and 3000
rpm) uses 165 gph; thus 15 minutes of flight at military
power will require 41 gallons. This will leave 384 gallons
(425-41) for cruising.
(d) The range shown in Column IV for.380 gallons
is 1680 miles, which will leave approximately 30 gallons as
reserve. (See paragraph (e) following, for computed reserve
fuel.)
(e) Vertically below in the table and opposite 25,000
feet, read 2300 rpm, 41 in. Hg MP, high blower, 345 mph
TAS, and 80 gph fuel flow, using "RUN" mixture position.
Range to be covered divided by T AS equals the hours of
flight (800 --;- 345 = 2.32 hours, one way). Hours mul-
tiplied by fuel flow equals gallons consumed (2.32 x 80 =
185 gallons). Thus when the objective is reached, the com-
bat tanks will be empty (185 + 35 = 220). The return
trip must be computed from figure 27 (no external load),
42 RESTRICTED
inasmuch as the combat tanks will have been dropped prior
to entering the combat zone. The operating conditions for
the return trip will be 2250 rpm, 38 in"'·Hg MP, h;gh blower,
360 mph TAS, and 73 gph fuel flow, using the run mixture
position. The time required will be 800 --;- 360 or 2.22 hours.
The fuel used will be 2.22 x 73 or 162 gallons. Thus, the t0tal
fuel used for the entire trip will be 347 gallons (185 cruising
out plus 162 cruising home equals 347). The reserve fuel will
be 37 gallons (384 gallons from paragraph ( c), less 347 equals
37).
(2) PROBLEM 2.-During such a flight as that de-
scribed in Problem 1, changed weather or some other factor
might make it necessary for the pilot, on his return trip, to
change the operating conditions. For example, it is necessary
that he go down to 15,000 feet altitude. First he obtains a rix
on his position and finds that 400 statute miles remain to be
covered. Reference to Column IV of the chart shows that at
15,000 feet the cruising conditions should be 2000 rpm and
305 mph TAS. This will require 33 in. Hg MP, and the
fuel consumption will be 63 gph. Checking the figures: 1.11
hou·rs were flown at 25,000 feet and 81 gallons of fuel were
consumed. Range n::maining divided by TAS equals hours
flight remaining (400 --;- 305 = 1.31 hours remaining).
Hours times fuel flow equals gallons fuel used (1.31 x 63 =
83 gallons required to finish the flight at 15,000 feet). Thus,
384 less 349 (185 + 184) = 35 gallons fuel reserve remain-
ing. Thus, by changing from 25,000 to 15,000 feet and using
the cruising conditions from the chart, the trip will be com-
pleted, leaving approximately the same fuel reserve (35 gal-
Ions) calculated for the 25,000-foot trip. The factor which
has changed is the time required for the trip, which increased
13 minutes.
(3) SELECTION OF CRUISING CONDITIONS.-If
arrival over a check point is late because of head winds, sim-
ilar reference to the charts and calculations will allow the
pilot, while in flight, to s.elect new cruising conditions for
safe arrival at his· destination.
 ( (

AIRCRAFT MODEL ENGINE MODEl

~
~

J.
TAKE-OFF, CLIMB & LANDING CHART
J P-6IH V-1660-9
TAKE-OFF DISTANCE FEET

HARD SURFACE RUNWAY SOD-TURF RUNWAY SOFT SURFACE RUNWAY

GROSS HEAD
WE I GHT WIND AT SEA LEVEL AT 3000 FEET AT 6000 FEET AT SEA LEVEL AT 3000 FEET AT 6000 FEET AT SEA LEVEL AT 3000 FEET AT 6000 FEET
LB. GROUND TO CLEAR GROUND TO CLEAR GROUND TO CLEAR GROUND TO CLEAR GROUND TO CLEAR GROUND TO CLEAR GROUND TO CLEAR GROUND TO CLEAR GROUND TO CLEAR
M.P.H. KTS. RUN SO' OBJ. RUN SO' OBJ. RUN SO' OBJ. RUN SO' OBJ. RUN SO' OBJ. RUN SO' OBJ. , RUN SO' OBJ. 'RUN SO' OBJ. RUN SO' OBJ.
a a 2000 3100 - 2300 3~00 2600 380Q 2300 3200 2500 3500 2700 39110 2700 3700 2900 ~OOO 3200 ~5lIO
17 15 1600 2~00 1800 2600 2100 2900 1700 2600 1900 2800 2200 3100 2000 2900 2200 3200 2500 3600
12,000 I~OO 2200 1600
3~
51
30
~5
1200
800
1800
I~OO
1300
900
2100
1500
1500
1000
2~00
1700 I~gg 7~g ::;::g ~~ I~~ ~~gg 900 1500 1200
2500
1800
1900
1500
2800
2100 •
."
cO_I 0 a 1800 2700 2000 3000 2300 3300 2.000 2800 2100 3100 2~00 3~00
2300 3200 2500 3~0 2800 3900

.
c:
CD
11,000
17
3~
51
15
30
~5
I~OO
1000
700
2100
1600
1200
1500
1100
800
1300
1800
1300
1800
1300
900
,2800
2100
1500
1500
1100
700
2200
1700
1200
1600
I~~g
2~00
1900
I~OO
1900

:ri~g
2700
2100
1600
1700
1200
800
2500
1900
1300
1900

1000
I~OO
%700
2100
1500
2200
1600
1200
3100
2'100
1700
l\) 0 a 1600... l~OO_ 1800 25l1O 2.000 2800 1700 2~00 1800 2600 2100 3000 1900 2700 2100 2900 2~00 3200
0\ 10 ,000 17 15 1200 1800 1300 2000 1500 2300 1300 1900 I~OO lloo 1600 2~00 I~OO 2100 1600 2300 1800 2500
I 3~ 30 900 I~OO 1000 1500 1100 1800 900 I~OO 1000 1600 1200 1800 1000 1600 1200 1700 1300
-e
Q
~ NOTE:
51 ~5 600 1000 700
INCREASE CHART DISTANCES AS FOllOW$:1S"f+ 101; lOO"F 4- 20'1; 12S'F
1100 800
+ 301;
1300
150'F+ 'WI
600 1000 700 1200 800 1300
OPTIMUM TAKE-OFf WlT/:I
700
3000 RPM,
1100
61 IN.HG. &
ROO
20
I?M ann
DEG.FLAP IS 801 OF CHART VALUES
~=
ep DATA AS OF 9'17-45 BASEO ON: FLIGHT TESTS

:=a
m .o~ CLIMB DATA
:J>:=a
Zm
~ Q O~
:=a AT SEA LEVEL AT 5000 FEET AT 10 ,000 FEET AT 15,000 FEET AT 20,000 FEET AT 25,000 FEET -:=a
n 3' GROSS BEST I.A.S. RATE GAL. BEST I. A. S. RATE fROM SEA LEVEl BEST I. A. S. RATE FROM SEA LEVELBEST I. A. S. RATE FROM SEA LEVEl RATE
BEST I. A. S. FROM SEA LEV[ BEST I. A. S. RATE f'ROM SEA LEVEl o.n
ooot ..rr WEIGHT OF OF OF OF OF -,---- OF OF TIME °ooot
c..

-
m MPH TIME FUEL MPH KTS TIME FUEL MPH KT~ TIME FUEL MPH KTS CLIMB TIME FUEL MPH KTS CLIMB FUEL m
o Q LB.
KTS CLIMB FU EL MPH KTS
CLIMB MIN. USED CLIMB MIN. USED CLIMB MIN. USED MIN. USED MIN. USED 7'0
:I F. P.M. USED F.P.M. F. P. H. F. P.M. F. P. M. F. P.H.
Q.
....
Q
12,000 175
175
155 1100 15
15
175 155 1050
155 1350
~.5
3.5
23
2.1
In 155 1050 9.5
7.5
30 175
175
155 1050
155 1350
I~.
II.
38 170 150 800 19. ~5 165 Iq5
Iq5
500 27.
20.
57.
~6
" ,000 155 1350 175 175 155 1350 27 33 170 150 1100 15. 38 165 800
:I 10,000 175 155 1700 15 175 155 1750 2.5 20 155 1750 5.5 2~ 175 155 1750 8.5 29 170 150 1500 11.5 33 165 1~5 12000 15.5 ~O
Q. 175
:;.
(Q
(")
:I" POWER PLANT SETTINGS: (DETAilS ON FIG. SECTION Illl:
Q DATA AS OF 9-17-45 BASED ON, FLIGHT TESTS FUEL USED (U. S. GAL.) INCLUDES WARM-UP' TAKE-OFF ALLOWANCE
::t
LAN DIN G' DIS TAN C E FEET

8EST I AS APPROACH HARD DRY SURFACE FIRM DRY SOD WET OR Sli PPERY
GROSS
POWER OFF POWER ON AT SEA LEVEL AT 3000 FEET AT 6000 FEET AT SEA LEVEL AT 3000 FEET AT 6000 FEET AT SEA LEVEL AT 3000 FEET AT 6000 FEET
WEIGHT
LB. MPH KTS MPH KTS GROUHD TO CLEA' GROUND TO CLEAR GROUND TO CLEAR GROUHD TO CLEAR GROUHD TO CLEAR GROUND TO CLEAR GROUND TO CLEAR GROUND TO CLEAR GROUNr TO CL'EAR
ROLL SO' OBJ. ROLL SO' OBJ. ROLL SO' OBJ. ROLL SO' OBJ. ROLL SO' OBJ. ROLL SO' OBJ. ROLL SO' OBJ. ROLL ,SO' OBJ. ROLL SO' OBJ.
.10,000 130 115 130 115 1300 2500 1600 2600 1700 2800 1500 1600 1700 2800 1900 3000 3~OO ~800 3900 5100 ~~OO 5500
9000 130 115 130 115 1200 230U I~OO 2~90 1500 1600 I~OO 2~00 1600 1600 1700 2800 3200 ~300 ' 3500 ~600 3900 5000
8000 130 115 130 115 1100 2100 1200 2200 IUOO ?uno I~nn ??nn JUnn ?unn ,,,nn ?nn 2900 3800 3100 ~ 100 3~00 ~~OO
DATA AS OF 9/17/45 BASED ON: FUur.T u;.;rs Of J'-5l.J OPTIMUM LANDING IS 801 OF CHART VALUES

REMARKS: LEGE NO
1.A.S. : INDICATED AIRSPEED :J>
NOTE: TO DETERMINE FUEL CONSUMPTION M.P.H. : MILES PER HOUR 'tJ
IN BRITISH IMPERIAL r,ALLONS, KTS. K'IOTS 'tJ
ID
MULTIPLY BY 10. THEN DIVIDE BY 12 F. P./<'. FEET PER MINIJT[ ::J
Q.
;:C•
.aa.
Co)
,j:o,
,j:o,
J>
'tI
'tI
1Il
::s
a.
., A I RCRAFT MODEL
FLIGHT OPERATION INSTRUCTION CHART EXTERNAL LOAD ITEMS )C.
.
.'.

ENGINE :
P-5IH

V-1650-9 CHART WEIGHT LIMITS: 10,000 TO 8500 POUNDS

WING RACKS

LIMITS R,P.M.
I M.P. ,I
BLOWER MIXTURENI1TIME TOTAl.!
IN.HC. POSf'TIOH POSITION LIMIT .P.H.
~-
<-
INSTRUCTIONS FOR USING CHART: SELECT FIGURE IN FUEL COLUMN
ll
NOTES: COlUM~ I IS FOR EMERGENCY HIGH SPEEO CRUISING ONLY. COLUMNS
EQUAL TO OR LESS THAN AMOUNT OF FUEL TO IJE USED FOR CRUrSINd II, III, IV MID V GIVE PROGRESSIVE INCREASE IN RANGE AT A SACRIFICE
WAR ~u
~
MOVE HORIZONTALLY TO RIGHT OR LEFT AND SELECT RANGE VALUE IN SPEED. AIR MILES PER GALLON (MI./GAL) (NO WIN01,GALLONS PER HR.
REFER TO POWER PLANT CHARTS, SECTION III
EMERG. <~ EQUAL TO OR GREATER THAN THE STATUTE OR NAUTICAL AIR MILE-S (G.P.H.) AIoID TRUE AIRSPEED (T.A.S.) ARE APPROXIMATE· VALUES FQR
~
TO BE FLOWN. VFRTICALLY·BELOW ANn npPOSITF. v,nUF Ht:ARE~T REFERE~CE. RANGE VALUES ARE FOR AN AVERAGE AIRPLANE FLYING ALONE
MILITARY
POWER 3000 I 61 I LOW
HIGH RUN
15 160
MIN 165
I ~.
we>
~-
o~
DESIRED CRUISING
(M.P.).ND MIXTURE SETTING REQUIRED.
ALTITUOE(ALT.)READ RPM, MANIFOLD PRESSURE (NO WINDI<~)TO OBTAIN BRITISH IMPERIAL GAL (OR G.P.H.):MULTIPLY
U.S.GAL (OR G.P.H.) BY 10 THEN D<VlOE 9Y 12.
"c:
~
1
lQ'
COLUMN I FUEL COLUMN II COLUMN I II COLUMN IV FUEL COLUMN V
~
(1)
RAN GE IN AIRMILES U.S. RANGE IN AIRMILES RAN GE IN AIR'MILES RAN GE IN AIRMILES U.S. RAN GE IN AIRMILES
~
..... STA TUTE NAUTICAL GAL. STATUTE NAUTICAL STATUTE NAUT ICAL STA TUTE NAUTI CAL GAL. STATUTE NAUT I CAL
I (0
~ SUBTRACT FUEL ALLOWANCES ~OT AVAILABLE FOR CRUISING
lQ' 890 770 255 1050 910 1150 990 1250 1080 255 1350 1170
...
::r 8110 720 2110 980 850 1080 940 1180 1020 2110 1270 1100
0 770 660 220 900 780 980 860 1080 940 220 1170 1010
"tl 700 600 200 820 710 900 780 980 850 200 1060 920
(1)
630 540 180 7110 640 810 700 880 770 180 950 830
;:Ia
m
...
~
Q

o' 560 480 160 660 570 720 620 780 680 160 850 740
J>
Z;:la
m
1190 420 1110 570 500 630 540 690 600 1110 7110 640 0 '"
'"
-4 ::J 1120 360 120 1190 430 5110 470 590 510 120 6110 550 _-4
,;:Ia
;:Ia
;- 0--
n
-4 '"... 350
280
300
240
100
80
1110
330
350
280
1150
360
390
310
1190
390
420
340
100 530 460
370
0 0
... -4
~g 1120 'TIm
~
m
0 ......c:
o'
210
1110
180
120
60
110
250
160
210
140
270
180
230
160
290
200
250
170 110
320
210
280
180
.:,.0
MAXIMUM CONTINUOUS (~.I STAT. (3.55HAUT.) MI./GAL.) (~.5 STAT. (3.9 HAUT.) MI./GAL.) (~.9 STAT. (~.25NAUT.) MI./GAL.) MAXIMUM AIR RANGE
::J PRESS PRESS
APPROX. MIX- APPROX. M. P. MIX- APPROX. M. P. APPROX. M. P. APPROX.
0 M. P. MIX- M. P. MIX- MIX-
AL T. TURE ALT.
::r R. P.M. INCHES TURE TOT. T. A. s. R.P.M. INCHES TURE TOT. T .A.S. R.P.M. INCHES TOT. I. A. S. R.P.M. IHCHES TURE TOT. T. A. S. R. P.M. IHCHES TURE TOT. r .A. S.
Q
G,P.H. M.P.H. KTS. FEET G.P.H. M.P.H. KTS. G,Prl, M.P.H. leTS. G.P.H. MPH KTS.
FEET GPH, "tPH. KTS.
::l.
I ~OOOO ~0000

:e
:;.
2700
2700
~6
~6
RUN
RUN
98
98
~20
~IO
365
355
35000
30000
2500
2~00
F. To
38
RUN
RUN
82
77
~05
385
350
335
35000 2~00
30000 2300
3~
33
RUN
RUN
71
68
380
360
330
31 ()
CQ
2700 ~6 RUN 97 395 3~5 noon I?~nn uu I~1I. Q? hQn 13~O 12250 3R D"" 7' .<n Oln 25000 10 I nn .~ DUN 335 29 n
~
I 6'
2700 ~6 RUN 10~ 395 3~5 20000 2550 ~~ RUN 93 385 335 2~00 F. To RUN 60 365 315 2200 290 20000 2050 RIIN
,,-...
Q 35 RUN 68 335 29 56 300 260
2700 ~6 RUN 101 370 320 15000 2500 ~3 RUN 87 360 310 2150 39 RUN 74 335 290 2000 33 RUN 63 305 265 15000 1850 28 RUN 50 265 230

'" 2700
2700
~6
~6
RUN
RUN
99
97
350
330
305
286
10000
5000
2300
2250
~I
~o
RUN
RUN
80
7~
330 285
305 265
2000
1900
38
37
RUN
RUN
68
61
305
275
265
2~0
1800
1700
3~
32
RUN
RUN
56
~8
275
2~5
2~0
210
10000
5000
2700 ~6 RUN 95 310 270 S. L. 2150 39 RUN 69 280 2~5 1800 36 RUN 55 250 215 1700 30 RUN ~6 220 190 S. L.

SPECIAL NOTES EXAMPLE LEGEND

(1) MAKE ALLOWANCE fOR WARM-UP,lAKE-OFF & CLIMB (SEE FIG. I AT 10.000 LB. GROSS WEIGHT WITH 200 GAL.OF FUEL ALl. PRESSURE ALTITUDE F .R. : FULL RICH
PLUS ALLOWANCE FOR WIND,RESERVE AND COMBAT AS REQUIRED. (AFTER DEDUCT I NG TOTAL ALLOWANCES OF 55 GAL. I M. P. : MAN J FOLD PRESSURE A.R. : AUTO-RICH
TO FLY 950 STAT.AIRMILES AT .30.000 FT.ALTITUDE GPH : U.S.GAL.PER HOUR A. l- AUTO-LEAN
MAINTAIN 21+00 RPM A~O .38 IN.MAN IFOLD PRESSURE US TRUE AIRSPEED C.L. : CRU ISING LEAN
HIGH BLOWER ABOVE HEAVY LINE WITH MIXTURE SET: RUN I(TS. KNOTS M.L. MANUAL LEAN
S.l. : SEA LEVEL F. T. FUll THROTTLE

OATA AS OF 9/17/45 BASED ON: FLIGHT TEST

) )
 (
( \

AIRCRAFT MODEL EXTERNAL LOAD ITEMS

FLIGHT OPERATION INSTRUCTION CHART 2 - 500-POUND BOMBS
P-5IH
ENGINE: V-1550-9 CHART WEIGHT LIMITS: 11.000 TO 9000 POUNDS

LIMITS RPM.
I ItLHG.
M.P •• \IBLOWER MIXTURENITIME TOTAL
POSITION POSITION LIMIT G.P.H.
INSTRUCTIONS FOR USING CHART: SELECT FIGURE IN FUEL COlUM-N
(I)
MOTES: COLUMN I IS FOR EMERGENCY HIGH SPEED CRUISING ONLY-COLUMNS
EQUAL TO OR LESS THAN AMOUNT OF FUEL TO ~E USED FOR CRUISING II,III,IV AND V GIVE PROGRESSIVE INCREASE IN RANGE AT A SACRIFICE
WAR REFER TO POWER PLANT CHARTS, MOVE HORIZONTALLY TO RIGHT OR LEFT AND SELECT RANGE VALUE iN SPEED. AIR MILES PER GALLON (MI./GAL) (NO WINO),GALLONS PER HR.

."
cC·
EMER G• SECTION III ~
I EQUAL TO OR GREATER THAN THE STATUTE OR NAUTICAL AIR MILES (G.P.H.) AND TRUE AIRSPEED
REFERE~CE.
(T.A.S.) ARE APPROXiMATE VALUES
RANGE VALUES ARE FOR AN AVERAGE AIRPLANE FLYING ALONE
FOR

.
TO Bf FLOWN. VFRTICALLY BELOW ANO ()PPOSIH VAlUF NEAREST

c:
III
MILITARY
POWER
3000 I I LO~
61 HIGH RUN 1'6
MIN.
160
165
I ~.we>
,0::1;-
.::~-'=-
DESIRED CRUISING
(M.P.)AND MIXTURE
ALT1TUDE(AlT.)READ
S,TTING REQU.IRED .
RPM, MANIFOLD PRESSURE ('0 WINOIOlTO OBTAIN BRITISH IMPERIAL GAL. (OR G.P.H.):MULTIPLY
U.S.GAL. (OR G.P.H.) BY 10 THE' DIVIDE BY 12.

lo.,) COLUMN IV COLUt04N V

ClCl COLUMN I FUEL COLUMN II COLUMN III FUEL
I RANGE IN AIRMILES U.S. RAN GE IN AIRMILES RANGE IN AIRMILES RAN GE IN AIRMILES U.S. RANGE IN AIRMILES
."
~ STATUTE NAUTICAL GAL. STA TUTE- NAUT ICAL STATUTE NAUTICAL STATUTE NAUTICAL GAL. STATUTE NAUT I CAL
...::r SUBTRACT FUEL AllOWANCES ~OT AVA ILABlE FOR CRU ISING
(I)

0 800 690 255 840 820 980 85U 1120 97U 255 1190 103u

.
"tl
III
Q
700

590
650

590
2110
220
890
810
77U

700
920

850
8UU

740
1060

970
910

840
;ollO

220
II~

1030
970

890
~. 530 54U 200 7llO 640 770 67U 880 760 200 9110 810
:;0 ~
530 490 180 970 580 590 600 790 680 180 840 73u :t>:;o
m Zm
VI ;; 000 430 150 590 51u 520 540 700 61u 160 750 650 o~
-I
:;0
(i
........
III

c:
440
380
38U
320
140
120
520
lillO
45U
38U
540
lIOO
470
400
520
530
530
460
IllO
1&1>
550
550
570
49U
"':;0
o.(i
-I
m
...
o·
310 270 100 370 320 380 330 4llO 380 100 470 4UO 0-1
'-m
0 ~
200
190
130 110
22U
160
80
60
llO
300
220
100 10
26U
1~~
310
230
100
270
}~~
350
250
180
30U
~{~
80

~
370
m>
lrAl
32U
i~
...7'0
(")
::r MAXIMUM CONTINUOUS (3.7 STAT. (3.2 NAUT.) MI.!GAL.) fJ.85 STAT. fJ.35 HAUT.) MI.!GAL.} ('1.'1 STAT. ( .R NA~T.) MI.!GAL.) MAXIMUM AIR RANGE
.....I
Q
M. P. MIX-
R.P.M. INCHES TURE TOT.
APPROX.

T. A.S.
PRESS
ALT.
M. P.
R.P.M. INCHES
MIX·
TURE TOT.
APPROX.

T.A. S.
M. P. MIX-
R.P.M. INCHES TURE TOT.
APPROX.

r.A.S.
M. P. MIX-
R. P.M. IHCHES TURE TOT.
APPROX.

T. A. S.
PRESS
ALT •
R. P.M.
M. P.
INCHES
MIX·
TURE TOT.
APPROX.

T. A. S.
FEET FEET
VI G.P.H. M.P.H. KTS. G.P.H. M.P.H. KTS. G.P'H. M.P.H. KTS. G.P.H MPH KT5. G,PH. "I.P.H. KTS.
0
0I ijOOOO ijOOOO
"tl 35000 35000
0 2700 '16 RUN 98 385 335 30000 2550 '1'1 RUN 93 380 330 21100 '10 RUN 82 365 315 30000 2350 36 RUN 73 3'10 295
c:
~
l1. 2700 '16 RUN 97 370 320 25000 2600 '1'1 RUN 92 365 315 2250 '10 RUN 78 3'15 300 26000 2200 3/.i RUN 68 320 280
2700 '16 RUN O~ . 370 20000 ~~ RUN F. T. Rur '8~ F.T. RUN 20000 RUN
320 2550 93 360 310 2~50 350 305 2250 72 320 280 2100 31 62 290 250
lXl 16~JO 16000
0 2700 '16 RUN 01 350 305 2550 ~~ RUN 91 3~0 295 2300 'II RUN 80 32.'; 280 2100 35 RUN 67 295 255 1900 30 RUN 55 255 220
3 2700 ~6 RUN 99 330 285 10000 2450 42 RUN 84 315 275 2150 39 RUN 73 295 255 1850 35 RUN 59 260 225 10000
0-
III 2700 '16 RUN 97 310 270 5000 2300 'II RUN 78 290 2~0 2000 311 RUN 66 265 230 1700 3'1 RUN 52 230 200 6000
2700 46 RUN 95 290 250 S. L. 2200 ~O RUN 72 265 2ao 1900 37 RUN 59 2~0 210 1700 32 RUN '17 205 180 S. L.

SPEC I AL NOTES EXAMPLE LE GEN D

(l) MAKE ALLOWANCE FOR WARM-UP, TAKE-OFF & CLIMB {SEE FIG. I AT 11,000 LB. GROSS WEIGHT WITH 200 GAL.OF FUEL ALL PRESSURE ALTITUDE F .R. : FULL RICH
PLUS-ALLOWANCE FOR WINO.RESERVE ANO COMBAT AS REQUIRED. (AFTER DEDUCTING TOTAL ALLOWANCES OF 55 GAL.) M. P. MAN IFOLD PRESSURE A.R. AUTO-RICH
TO FLY 850 STALAIRMILES AT25,OOO FLAlTITUDE • GPH : U.S.GAL.PER HOUR A. l- AUTO-LEAN
MAINTAIN 2250 RPM AND 110 IN. MAN I FOLD PRESSURE TAS TRUE AIRSPEED C. L. CRU ISING LEAN .:t>
HIGH BLOUER ABOVE HEAVY LINE WITH MIXTURE SET: RUN KTS. KNOTS M.l. MANUAL LEAN
S.l. : SEA LEVEL F. T. : FULL THROTTLE
""='
III
DATA AS OF 9/24/45 BASED ON: FLIGHT TEST Q.
~
X·
VI
..
00
)I-
-0
-0
CD
:;,
a..
;C.
AIRCRAFT MODEL
P-5IH
FLIGHT OPERATION INSTRUCTION CHART EXTERNAl LOAD ITEMS
2 - 1000-POUND BOMBS .-
ENGINE: V- 1650-9 CHART WEIGHT LIMITS: 11,800 TO 10,000 POUNDS
LIMITS
I M.P •• lIBLOWER MrXTUR\.!T1ME TOTAL ! ~- INSTRUCTIONS FOR USING CHART: SELECT FIGURE IN FUEL COLUMN HOTES: COLUM~ I IS FOR EMERGENCY HIGH SPEED CRUiSiNG ONLY.COlUM"I$

I~:~
RPM. IN.HG. POSITION POSITION LIMIT G.P.H.
EQUAL TO OR LESS THAN AMOUNT OF FUEL TO 'H USED FOR CRUISINdl) 11,111,111 AND II GIVE PROGRESSIVE INCREASE IN RANGE AT A SACRIFICE
WAR REFER TO PoolER PLANT CHAkTS, MOVE HORIZONTALLY TO RIGHT OR LEFT AND SELECT RANGE VALUE Itl SPEED. AIR MILES PER GALLON (MI./GAL) (NO WINO).GALlONS PER HR.
.,.. EMERG.
SECTION III EQUAL TO OR GREATER THAN THE STATUTE OR NAUTICAL AIR MILES (G.P.H.) AND TRUE AIRSPEED (LA.S.) ARE APPROXIMATE VALUES FOR
REFERE~CE. RANGE VALUES ARE FOR AN AVERAGE AIRPLANE FLYING ALONE
li· Ht:ARE~T

.
TO 8F F"LOWN. VFIHICALLY BELOW ANO npPOSITF. VI\LUI='

I 6 I IHIGH IHIN. •
MILITARY 160
O~
(NO WINDIUlTO OBTAIN BRITISH IHPERIAL GAL (OR G.P.H.):MULTIPLY
e LOW 15
W~ DESIRED CRUISING ALTITUOE(AlT.)READ RPM. MANIFOLD PRESSURE
POWER
3000 RUN 165 :~~~ (H.P.)AND HIXTURE HTTING REQUIREO. U.S.GAL (OR G.P.H.) BY 10 THEN OIYIOE 9Y 12.
CD
~ COLUMN I FUEL COLUMN II COLUMN III COLUMN IV FUEL COLUMN V
'0
I RANGE IN AIRMILES U.S. RAHGE IH AIRMILES RAHGE IH AIR'MILES RAHGE IH AIRMILES U.S. RAH GE I H AIRMILES
::!!
li·
-
STATUTE HAUT I CAL GAL. STATUTE HAUTICAL STATUTE HAUTICAL STATUTE HAUTI CAL GAL. STATUTE HAUT I CAL
::r (,)
SUBTRACT FUEL ALLOWANCES ~OT AVAILABLE FOR CRUISING
8;/0 1100 960
~
770 66u 255 870 150 9~0 820 1030 255
.
CD
720 620 :,mo 820 no 890 110 970 840 2~0 1040 sou

-
Q

o·
660
600
5~0
510
52u
410
220
200
180
750
680
610
65.0
5.90
53IJ
810
7~0
670
100
640
580
890
810
730
110
100
630
220
200
180
950
860
780
820
150
610

.--.
:::I )1-:11'
:II'
m ij8U 410 160 540 410 590 51u 650 5.60 6uu Zm
-.:II'
VI :::I
III ~20 3S0 I~O ~80 410 520 451; 570 4liu :~g ~~g 5.20 ()~
360 310 120 410 350 440 380 490 42u 120 520 450 ,_
-:II'
n
-.m o· -
e
1'1
300
240
260
21u
100
80
3~0
270
190
24u
370
300
320
260
1100
3~u
350
280
100
8u
430
,jOU
31u
300
00n
e-.
C :::I
n::r
180
120
160
100
60
40 10040 180
120
220
150
liN
130
2~0
160
210
140
60
40
260
170
22u
15.U
-
7'~

--.
Q HAXIMUM CONTINUOUS (3.~ STAT. (2.9& NAUT.) MI.·/GAL.) (3.7 STAT. (3.2 HAUT.l MI./GAL., (~·05STAT. (3.5 NAUT.) HI./GAL.) HAXIMUM AIR RANGE
PRESS PRE SS
H. P. APPROX. APPROX. APPROX. APPROX. APPROX.
MIX- M. P. MIX- M. P. MIX- M. P. MIX- M. P. MIX-
I R. P.M. INCHES TURE ALT. TURE R. P.M. INCHES TURE R.P.M. INCHES T. A.S.
AL T. R. P.M. INCHES TURE TOT. A. S.
TOT. T. A. s. R.P.M. INCHES TOT. T. A. S. TOT. I.A.S. TURE TOT. T.

() G'p'H. KTS. FEET GPH, KTS. MPH KTS. FE ET G,PH "PH KTS.

g.
M.P.H. G.P.H. M.P.H. ICTS.• M.P.H, G.P.H.

qOOOO qOOOO
"tJ 35000 35000
0 30000 30000
e
:::I . 92
Q" ·2700 ~6 RUH 97 350 305 25000 2600 ~~ RUH 300 2350
3~5 ~ I RUH 81 335 290 25000 2250 39 RUH 7~ J20 280
Qt 2700 ~6 RUH 10~ 355 310 20000 2600 '~~ RUH 9~ 300 2~00
3~5 F.T. RUH 80 325 280 zuuuo 2200 aq RUH 67 290 250
0 2700 ~6 RUH 101 320 280 15000 2~50 ~2 RUH 85 320 280 2150 38 RUH 73 295 255 15000 2000 32 RUH 61 260 225
3
0- ~700 ~6 RUH 99 320 280 10000 2600 ~~ RUH 91 310 270 2300 ~I RUH 79 295 255 1900 37 RUH 6~ 260 225 10000
III 2700 ~6 RUH 97 300 260 5000 2~50 ~3 RUH 83 285 2~5 2150 39 RUH 71 265 230 1800 36 RUH 57 230 200 5000
2700 ~6 RUH 95 280 2~5 S. L. 2300 ~I RUN 76 260 225 2050 38 RUH 6~ 12~0 210 1700 35 RUH 51 205 180 S. L.

SPECIAL NOTES EXAMPLE LEGENO

(1) MAKE ALLOWANCE FOR WARM-UP,TAKE-OFF 6 CLIMB (SEE FIG. ) AT 11.500 LB. GROSS WEIGHT WITH 200 GAL.OF FUEL ALL PRESSURE ALT f TUDE F.R. FULL RICH
PLUS ALLOWANCE FOR WfND,RESERVE AND COMBAT AS REQUIRED. (AFTER DEOUCTI'lG TOTAL ALLOWANCES OF 55 GAl. ) M. P. MAN IFOLO PRESSURE A.R. AUTO-RICH
TO flY BOO STALAfRMILES AT 20.000 FT. ALTITUDE GPN U.S.GAL.PER HOUR A.l. AuTO-LEAN
MAINTAIN 2400 RPM A~O F. T. IN. MAN I FOLD PRESSURE TAS : TRUE AIRSPEED C.L. CRU IS ING LEAN
HIGH BLOWER ABOVE HEAVY LINE WITH MIXTURE SET: RUN KTS. KNOTS M.l. MANUAL LEAN
S.L. SEA LEVEL F. T. FULL THROTTLE

DATA AS OF 10/1/45 BASED ON: FLIGHT TEST

) )
 (

A I RCRA FT MODE L EXTERNAL LOAD ITEMS

.... FLIGHT OPERATION INSTRUCTION CHART 2 - 75-GALLON DROP TANKS
cO'
..e:
P-5IH
ENGINE V-1650-9 CHART WEIGHT LIMITS: 11,000 TO 10,000 POUNDS
It
c.a LIMITS !'l,P.H.
1 M'P·.I BLOWER M1XTUREN\TIME TOTAL.!
IN.HG. POSITION POSITION LIMIT G.P.Ii. ~-
w<_
INSTRUCTIONS FOR USING CHART: SELECT FIGU'E IN FUEL COLUMN HOTES: COlU"-N I IS F R EMERGENCY HIGH SPEED CRUISING ONLY. COLUMNS
0 TO OR LESS THAN AMOUNT OF FUEL TO ~E USED FOR CRUrSIN~n
..... WAR
wz-
~u
~
. EQUAL
MOVE HORiZONTALLY TO RIGHT OR LEFT AND SELECT RANGE VALUE
II,III,IV AND V GIVE PROGRESSIVE INCREASE IN RANGE AT A SACRIFICE
HI SPEED. AIR MILES PER GALLON (MI./GAL) (NO WINO),CAlLOHS PER HR.

'":r
~~u
REFER TO POWER PLANT CHARTS, SECTION III ~zw
(G.P.H.) MID TRUE AIRSPEED (T.A.S.) ARE APPROXIMATE VALUES FOR

.. EMERG. -<~ EQUAL TO OR GREATER THAN THE STATUTE OR NAUTICAL AIR MILES
<~
It ~~
TO SF' F'lOW~. VF'RTICALLY BELOW A,",O npPOS1TF. VAlUF' HtARE~T REFEREtlCE. RANGE VALUES ARE FOR AN AVERAGE AIRPLANE flYING ALONE
It

- I IND WINOi'~)TO OBTAIN BRITISH IMPERIAL GAL. (D' G.P.H.):MULTI~LY

O~ •
MILITARY DESI.EO CRUISING AlTITUOE(AlT.).EAO .PM, MANIFOLO PRESSURE
I 61 I lOW RUN 115 160
We>

-
,0;3<-
POWER 3000 HIOH MI" 165 .::~~ (M. P.) ANO MIXTURE HTT ING .EQU I.EO. U.S.GAL. (OR G.P.H.) BY 10 THEN OIVIDE BY 12.
0
COLUMN I FUEL COLUMN II COLUMN III COLUMN IV FUEL COLUMN V
~
RAN GE IN AIRMILES U.S. RAN GE IN AIRMILES RANGE IN AIRMILES RAN GE IN AIRMILES U.S. RANGE IN AIRMILES
--_._-
'":r
It ST ATUTE NAUT I CAL GAL. STATUTE NAUTICAL STATUTE NAUTICAL STATUTE NAUTICAL GAL. STATUTE NAUT I CAL
t
1ft SUBTRACT FUEL ALLOWANCES NOT AVAILABLE FOR CRUISING
iI)

'- 1220 1090 ~05 1500 1300 1610 1400 1810 1570 ~05 1930 1680
I 1190 1030 380 Ill! 0 1220 1520 1320 1700 1470 380 1820 1580
~
cO'
..:r
1130
1070
1000
970
920
860
360
3~0
320
1330
1260
1180
1150
1090
1020
I~~O
1360
1290
1250
1180
1120
16/0
1520
1~30
1400
1320
1240
360
3~0
320
1720
1630
1530
1500
1410
1330
0 ~'"
'"'" ...
1ft
~
"a
It
880
9~0 810
760
300
280
1110
10~0
960
900
1210
1130
Iggg
1050
980
13~0
1260
1170
1090
300
280
I~~O
1350
1250
1170
Zm
O~
0
~~g ~~~ ~flg ~gg ~~~ ~{~ Wg 12~~ ~flg l~~g 19f9 -",

'" o'
n sa
-.
;:,
~ '-m
1ft
C ;:,
!!L
.....e: MAXIMUM CONTINUOUS
APPROX.
PRESS Jl,,7 STAT. (3.2 NAUT.) MI./GAL.)
APPROX •.
h.R~STAT. ( .~~NAUT.) MI./GAl.)
APPROX.
(U.U STAT. (~_A NAUT.) MI./GAL.)
APPROX.
PRESS MAXIMUM AIR RANGE
APPROX.
-
1'c

M. P. MIX- M. P. MIX- M. P. MIX- M. P. MIX- M. P• MIX-

o'
;:,
R. P.II. INCHES TlJRE TOT. T. A.S.
ALT.
FEET
R. P.II. INCHES TlJRE TOT. T. A.S. R. P.M. INCHES TlJRE TOT. I. A.S. R. P.II. INCHES TlJRE TOT. T. A. s.
ALT.
FEET
R. P.II. INCHES TlJRE TOT. .T. A.S.

G.P.H. M.P.H. I<TS. G.P.H. M,PH. KT5. G~. M.P.H. KTS. GP.H. MP.H I<T5. GPH. "1~H. KTS.
t')

.I..
:r
0
2700 '16 RLtl !II 385 335
~OOOO
35000
30000 2!i!iO l1li RUN 93 :flO 330 2IlOO '10 RlJIl 82 365 315
~OOOO
35000
30000 2350 36 RLtl 73 3'lO 295
....
III
2700 '16 RUN 97 370 320 25000 2600 l1li RlJIl !tl 365 315 2250 '10 RUN 78 3115 300 25000 2200 36 RlJIl 68 320 280
lQ
0
::
I

~ : RIJH IQII
RUN 101
370 320
350- 305
20000
15000
2!i!iO
2550
l1li
l1li
RIM
RlJIl
93
91
360 310
3'lO . 2$
2Il5O
2300
F.T.
~I
RlJIl
RUN
811
80
350 305
325 280
2250
2100
F.T.
35
RIM
RUN
72
01
320
2$
280
255
20000
15000
2100
1500
31
30
RUN
RUN
62
55
250 250
255 220

0 2700 'l6 RLtl 99 330 285 10000 2~5O ~2 RIM 8~ 315 275 2150 39 RIM 73 2$ 255 1850 35 RLtl 59 260 225 10000
;:, 5000
2700 '16 RLtl '11 1310 270 5000 2300 ~I RlJIl 78 250 250 2000 38 RUN 66 265 230 1700 3Il RlJIl 52 230 200
t') S. L. S. L.
2700 '16 RIM $ 250 250 2200 '10 RUH 72 265 230 1900 ~ RlIl 59 2'10 210 1700 32 RIllI ~7 2ai 180
0
:I .
..
D-
O
-t
SPECIAL NOTES
(1) MAKE AlLOWANCE FOR WARM-UP,TAKE-OFF 60 CLIMB (SEE FIG.
PLUS ALLOWANCE FOR WIND,RESERVE AND COMBAT AS REQUIRED.
I ATil,ooo
EXAMPLE
LB. GROSS WEIGHT WITH
(AFTER OEOUCTING TOTAL ALLOWANCES OF 65
3ijO GAL.OF' FUEL
GAl. )
AlT.
M. P.
lEGEN D
PRESSURE ALT I TUDE
: MAN I FOLD PRESSURE
F .R. : FULL RICH
A.R. AUTO-RICH
0 HIGH BLOWER ABOVE HEAVY LINE TO FLY 1500 STALAIRMILES AT 25.000FT.ALTITUDE GPH : U. S.GAL. PER HOUR A.L. : AUTO-LEAN
;:, MAINTAIN 2250 RPM MID ijO IN. MAN I FOLD PRESSURE US TRUE AIRSPEED C.l. : CRUISING LEAN
~
"'"
1ft WITH MIXTURE SET: 'UN KTS. KNOTS M.L. MANUAL LEAH 'U ~
S.L. SEA LEVEL F. T. : FULL THROTTLE 'U
CD I

.
:::I
DATA AS OF 9/24/45 BASED ON: FLIGHT TEST Q.
)C'
.... I
t :r>
"U
"U
CD
:::J
Do
A I RCRA FT MODEL EXTERNAL LOAD ITEMS )C'
"
.'." P-5IH
FLIGHT OPERATION INSTRUCTION CHART
""
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2 - 75-GALLON DROP TANKS

..e:
G
J
ENGINE
I IN.HG.
V-1650-9
M.P •• !IBlOWER M'XTURENI1TIME TOTAl.t ~-
CHART WEIGHT LIMITS:

INSTRUCTIONS FOR USING CHART: SELECT FIGURE

10,000 TO 8500 POUNDS

FUEL COLUM' NOTES: COlU~1( I !S FOR EMERGENCY HIGH SPEED CRUiSiNG ONLY.COlUM"IS
Co)
0
liMITS R.RM. POSITION POSITION L1MITe.p.H. "'-
~~-
IN
II,III,IV MID V GIVE PROGRESSIVE r"'CREASE IN RANGE AT A SACRIFICE
..... WAR
~u.
~
EQUAL
MOVE
TO OR
HORIZONTALLY
LESS THAN
TO
AMOUNT, Of
RIGHT OR LEFT
FUEL
AND
TO 9E
SELECT
USED FOR CRUISINdl)
RANGE VALUE IN SPEED. AIR MILES PER GALLON (MI./GAL) (NO WINO),GALLONS PER HR.

'"::r-
V)I-U
REFER TO POWER PLANT CHARTS, SECTION III ~Z~
(G.P.H.) AND TRUE AIRSPEED (T.A.S.) ARE APPROXIMATE VALUES FOR
EMERG. -~~ EQUAL TO OR GREATER THAN THE STATUTE OR NAUTICAL AIR MILES

... ~~J
G TO BF. FLOWN. VFRTICALLY BELOW ANn OPPOSITE VAlUr NEAREsT REFERENCE. RANGE VALUES ARE FOR AN AV(RAGE AIRPlANE flYING ALONE
CD
MILITARY
3000 I 61 I HIGH
LOW RUN 115
NI N.
160 I ",:.-
DESIRED CRUISING
(M.P.)AND MIXTURE SETTING REQUIRED.
ALTITUDE(AlT.)READ RPM, MAHIFOLD PRESSURE (NO WIHDP'TO OBTAIN BRITISH IMPERIAL GAL. (OR G.P.H.):MULTIPLY
u.S. GAL. (OR G.P.H.) BY 10 THEN DIVlO' 9Y 12.

-'"
N POWER 165 oo~
~~-
0
COLUMN 1 fUEL COLUMN II COLUMN III COLUMN IV fUEL COLUMN V
N
RAM GE 1M AIRMllES U.S. RAMGE 1M AIRMllES RAMGE IN AIRMllES RANGE IN AIRMllES U.S. RAN GE IN AIRMILES
::r-
CD STATUTE GAL.
...
CD
STATUTE NAUTICAL GAL. STATUTE NAUTICAL MAUT ICAl STATUTE NAUTICAL STATUTE NAUT ICAL

--
1ft

I
:::!!
800
750
I
690
650
255
2110
9110
890
SUBTRACT FUEL ALLOWANCES
820
770
1050
980
~OT AVAILABLE FOR CRUISING

~~g lb~g
(I)

~~g ~~~ :7~g

1070
1010
cO'
...::r- 690
630
590
540
220
200
810
7110
700
640
900
820
780
710
990
900
860
780
220
200
1060
960
920
840
,., 0 560 490 180 670 580 7110 640 810 700 180 870 760
:r>
m .
"0
CD

'",., 0'...
500 430 160 590 510 660 570 720 520 160 . 770 570 Z~.
-t Q 1I110
380
380
320
11I0
120
520
1I110
450
380
570
1I90
500
430
630
5110
550
470
11I0
120
670
580
590
500 -,.,
O~
'-
Ii
-t
m
-....
:I
:I

" e:......
1ft
-~~g
190
130
F20
150
110
O 1~8
60
1I0
~68
220
150
190
130
J~8 ~~8
250
160
J50
80
210
140
270
MgS
180
230
160
U8 60
110
1~8 M~8
290
190
250
170
~i8
O>n
0-t

-
'-m
7'"

-, 0
:I
MAXIMUM CONTIHUOUS
M. P. MIX-
R. P.M. INCHES TURE TOT.
APPROX.

T. A.S.
PRESS
AL T.
(3.7 STH. (3.2 NAUT.) MI./GAL.)
M. P.
R. P.M. INCHES
MIX-
TURE TOT.
APPROX.
T.A. S.
(1l.1 STAT. (3.55NAUT.) MI./GAL.)
M.P.
R. P.M. INCHES
MIX-
TURE TOT.
APPROX.
r .A. S.
(1l.5 STAT. (3.9 HAUT.) MI./GAL.) PRESS
M. P. MIX-
R.P.M. INCHES TURE TOT.
APPROX.
T. A. s.
AL T.
R. P.M.
MAXIMUM AIR RANGE
M. P.
INCHES
MIX-
TURE TOT.
APPROX.
T.A.S.

t'\ G.P.H. M.P.H. KTS. FEET G.P.H. M.P.H. KTS. G.PH. MP.H. KTS. G.P.H. MPH KTS. FEET GPH. "{P.H. KTS.

....
::r-
Q ~OOOO 40000
35000 35000
I 2700 116 RUN 98 390 31l~ 30000 . 21loo 110 RUM 82 370 320 30000 2350 36 RUM 73 350 305
.....
\11 2700 116
I RUN 97 370 320 ..nnn 2500 113 RUM 89 365 315 2250 110 RUN 78 350 305 25000 2150 36 RUM 67 325 280

-
CQ 2700 116 RUN lOll 370 320 20000 2600 Illl RUM 91l 365 RUM 20000
s.. 2700 116 RUN 101 350 305 15000 2600 IIIl RUM 91 3110
315
295
21l5O
2250
F. T.
110 RUN
81l
79
350 305
325 280
2250
2050
F. T.
35
RUM
RUM
72
66
325
295
280
255 15000
2100
1900
31
29
RUM
RUN
61
53
295
255
255
220
0
:I 2700 116 RUN 99 330 285 10000 21150 112 RUM 81l 315 275 2100 39 RUN 72 295 255 1800 35 RUM 58 260 225 10000
t'\ 2700 '116 RUN 97 310 270 5000 2350 III RUM 78 290 250 2000 38 RUM 65 265 230 1700 35 RUN 53 235 205 5000
0 2700 116 RUN 95 290 250 S. L. 2200 110 RUN 71 265 230 1950 37 RUN 60 2115 210 RUN 117 210 180 S. L.
1700 32
:3
0-
.......
Q SPECIAL NOTES
(1) M.A,I<E ALLOWAMCE FOR WARM-UP, TAKE-OFF 4 CLIMB (SEE FIG. ) ATI0.000
EXAMPLE
LB. GROSS WEIGHT WITH 200 GAL. OF FUEl ALT.
LEGEND
: PRESSURE ALT I TUDE F .R. : FULL RICH
Q PLUS ALLOWANCE FOR WIND,RESERVE ANO COMBAT AS REQUIRED. (AFTER DEDUCTING TOTAL ALLOWANCES OF 55 GAl.) M. P. : MAH IFOLO PRESSURE A.R. AUTO-RICH
:I
:ll" TO FLY 900 STAT.AIRMtLES AT25.0GO FT.ALTITUDE GPH : U.S.GAL. PER HOUR A. L. : AUTO-LEAN
1ft HIGH BLOWER ABOVE HEAVY LINE MAINTAIN 2250 RPM AIID ~o IN.MANIFOLD PRESSURE TAS : TRUE AIRSPEED C.L. : CRUISING LEAN
\Ii lTH MIXTURE SET: RUN KTS. KNOTS M. L. : MANUAL LEAN
S.L. : SEA LEVEl F. T. FULL THROTTLE

DATA AS OF 9/24/45 BASED ON: FLIGHT TEST

) I
\,
 AIRCRAFT MODEL EXTERNA L LOAD ITEMS
FLIGHT OPERATION INSTRUCTION CHART
'"
cQ'
e:
... ENGINE~
P-5IH
V-1650-9 CHART WEIGHT LIMITS: 11,300 TO 10,000 POUNDS
2 - liD-GALLON OROP TANK3

CD
....
Co) LIMITS R.P.M.
I M'P·.I BLOWER MIXTUR\ITIHE TOTAL
IN.HG. POSITION POSITION L1MITG.P.H. ! w<_
w:-
~-
~- INSTRUCTIONS FOR USING CHART: SELECT FIGURE IN FUEL COLUMN NOTES: COLUMN I IS FOR EMERGENCY HIGH SPEED CRUISI~G ONLY. COLUMNS
EQUAL TO OR LESS THAN AMOUNT OF FUEL TO 13£ USED FOR CRUISINrlt) II,III,IV ANO V GIVE PROGRESSIVE INCREASE IN RANGE AT A SACRIFICE
..... WAR REFER TO fGWER PLANT CHARTS,
~u

~~u
~
.
MOVE HORIZONTAllY TO RIGHT OR LEFT AND SELECT RANGE VALUE IN SPEED. AIR MILES PER GALLON (M1./GAl.) (NO WINO).GALLONS PER HR.
'"CD
::r- EMERG. SECTION 1 II ~z w
-<~
<~
EQUAL TO OR GREATER THAN THE STATUTE OR NAUTICAL AIR MILES (G.P.H.) AND TRUE AIRSPEED (T.A.S.) ARE APPROXIMATE VALUES FOR

...
~~
TO BE FLOWN. VFRTICALLY BELOW AND npPOSITF. YAlUF' NEAREST .REFEREt{CE. RA~GE VALUES ARE FOR A~ AVERAGE AIRPLANE FLYING ALONE
~CI:;
I HILOWBH (NO WINOJ'~)TO OBTAIN BRITISH IMPERIAL GAl. (OR G.P.H.):MULTIPLY

-...
CD MILITARY 3000161 160
"
DESIRED CRUISING ALTITUOE(ALT.)READ RPM. MANIFOLD PRESSURE
RUN I,MIN.
15
165 "'~-
,~~~
we>
(M. P.)AND MIXTURE SUTING REQUIRED. U.S.GAl. (OR G.P.H.) BY 10 THEN DIVIDE BY 12.
POWER
0
COLUMN I FUEL COLUMN II COLUMN III COLUMN IV FUEL COLUMN V
t.)
RANGE IN AIRMILES U.S. RAN GE IN AIRMILES RANGE IN AIR'MILES RAN GE IN AIRMILES U.S. RAN GE IN AIRMILES
'"::r-
CD. _ ST~TUTE NAUT I CAL GAL. STATUTE NAUTICAL STATUTE NAUTICAL STATUTE NAUTICAL GAL. STATUTE NAUTICAL
...
CD
III SUBTRACT FUEL All NI~NCES ~OT AVA ILABLE FOR CRU ISING
(I)

'- 1480 131u 475 1760 1520 1910 1680 2090 1820 1175 2230 1940
I 1440 126U 460 1700 1470 1860 1630 2030 1760 460 2160 1880
::!!
cQ' 1380 1210 440 1630 1410 1780 1560 1940 1690 440 2070 1800
...::r-
:llJ
m
0
'1:l
...QCD
13~0
1;>60

1190
1150
1100

1040
1i20
400

380
1550
11i80

1410
134U
1280

1220
1700
1620

1540
1490
1420

1350
1850
1770

1680
1610
1540

1460
420
400

380
IG80
1890

1790
1720
1640

1660
.;a
Zm
... 0'...
CIt
:llJ
1130
1070
990
930
360
340
1330
1260
1150
1090
1460
1380
1280
1200
1600
1510
1390
1310
350
340
1700
1610
1480
1400 ()~
-:llJ
n
... - :I 1010
940
880
82U
320
300
1180
1110
1020
960
1300 1130
1060
1420 124U
1160
320 1520 1320 o.n
0 ...
m 1220 131i0 300 1430 1240 4-
m
,~~g
-
:I
C ~
...e: ~~~ ~~~ Ig~g ~~~ :~~g 990
.Q?n
1250
1170 ~~~~ ~~g ~~~g ~~~~ 1'c
MAXIMUM CONTINUOUS' PRESS (3.7STAT. (3.2NAUT.) MI.-IGAL.) ( ~.~STAT. ( .~fi NAUT.l MI./GAL.) (~lISTAT. (, ""NAUT.) MI./GAL.) PRESS MAXIMUM AIR RANGE
~ APPROX. APPROX. APPROX, APPROX. APPROX.
M. P. MIX- M. P. MIX- M. P. MIX- M. P. M. P. MIX-
0' R. P.M. INCHES TURE TOT. T. A. s.
ALT.
R. P.M. INCHES TURE TOL LA. s. R.P.M. INCHES TURE TOT. f.A.S. R. P.M. INCHES
MIX-
TURE TOT. L A.S.
ALI.
R. P.M. INCHES TURE TOT. T .A.S.
:I
G.P.H. M.P.H, KTS, FEET G.P.H, M.P.H. KTS., G.P.H. MP.H. KTS. G.P.H, MPH, KTS.
FEET GEH "4.P.H.' KTS.
t'\
::r- qOOOO qOOOO
......I
Q
35000 35000

--.
()
2700
2700
2700
~6

~6

~6
RUN
RUN
RUN
98
97
10~
~80

355
360
330 30000
310
315
25000
20000 2600 ~~ RUN 93 360 315
2550
2550
2500
~~

~~

F. T.
RUN
RUN
RUN
93
90
88
375
360
355
330
315
310
2~00

2300
2300 F.T.
~I

~I
RUN
RUN
RUN
85
80
76
365 320
3~5

330 290
305
30000

25000
200.00
2350
2200
2150
36
37
33
RUN
RUN
RUN
N
69
65
3~0

320
295
300
280
260

-
lQ ~6 RUN 10/ 350 305 15000 2600 RUN 15000
Q 2700 ~~ 91 3~0 300 2300 ~I RUN 81 325 285 2100 36 RUN 68 295 260 1950 31 RUN 60 265 230
0 2700 I ~6 RUN 99 330 28:' 10000 2~50 ~3 RUN 8~ 315 275 21:i0 39 RUN 7~ 295 260 1900 36 RUN 62 265 230 10000
:I 2700 I ~6 RUN 9.7 310 270 5000
s. L.
2350 ~I RUN 78 290 2:'5 2000 38 RUN 66 265 230 1750 36 RUN 55 23:' 205 5000
S. L.
t'\ 2700 ~6 RUN 95 290 250 2200 ~O RUN 72 265 230 1900 37 RUN 60 2~0 210 1700 3~ RUN ~9 210 185
0
3 SPECIAL NOTES EXAMPLE LEGEND
0'"
...
Q
"'4
(1) MAKE AlLOWANCE FOR WARM-UP, TAKE-OFF 6 CL I MB (SEE FIG.
PLUS ALLOWANCE FOR WINO,RESERVE AHD COMBAT AS REQUIRED.'
) AT l l •OOD LB.GROSS WEIGHT WITH U20 GAL.OF FuEL
(AfTER DEDUCTING TOTAL ALLOWANCES OF 55 ~AL)
ALL: PRESSURE ALTITUDE
M. P. : MAN I FOLD PRESSURE
F .R. : FULL RICH
A.R. : AUT~RICH

Q TO FLY 1800 STALAIRMllES AT25.000 fT.AlTITUDE GPH : U.S.GAL.PER HOUR A. L. : AUT~LEAN

:I TAS
• r
MAINTAIN 2300 RPM AND Ul IN. MAN I FOLD PRESSURE : TRUE AIRSPEED C.L. : CRUISING LEAN
~ HIGH BLOWE! ABOVE hEAVY LINE.
III WITH MIXTURE SET: RUN ns. KNOTS M.L. MANUAL LEAH
S.l. : SEA LEVEL F.T. : FULL THROTTLE '0
'0
CD

.
-0
DATA AS OF 01171"- BASEO ON: FLIGHT TEST
:s
Q.
)C'
CIl
o ~
»
~
CD
::J
a.
X·
...
cO'
A I RCRAFT MODEL
P-5IH
FLIGHT OPERATION INSTRUCTION CHART 2 -
EXTERNAL LOAD ITEMS
liD-GALLON DROP TANKS

..e:
CD
ENGINE V-1650-9 CHART WEIGHT LIMITS: 10,000 TO 8500 POUNDS

-
Co)

\ ;i
::J"
LIMITS
WAR
EMERG.
RPM.
I M.P •• !IBLOWER

REFER TO POWER PLANT CHARTS,

SECTluN III
M1XT~~ TOTAL
IN.HG. POSITION POSITION LlMITIG.P,H. I ~-
~-
w~-

I~ii:
~~u
~zw
-~~
INSTRUCTIONS FOR USING CHART: SElECT FIGURE
EQUAL
MOVE
EQUAL
TO OR
HORIZONTAllY
TO
LESS

OR GREATER
THAN
TO RIGHT
THAN
AMOUNT
OR
THE
OF
LEFT
FUEL

STATUTE
TO
AND
OR
'3£
SELECT
NAUTICAL
IN FUEL COLUMN
USEO FOR CRU1SJN~1)
RANGE VALUE
AIR MILE"S
MOTES: COLUMN I IS FOR EMERGENCY HIGH SPEED CRUISING ONLY.COLUMNS
II,III,IV AND V GIVE PROGR"ESSIVE INCREASE IN RANGE AT A SACRIFICE
IN SPEED. AIR MILES PER GALLON (MI./GAL) (NO WINO) ,GALLONS PER HR.
(G.P.H.) AND TRUE AIRSPEEO (T.A.S.) ARE APPROxIMA,: VALUES FOR
CD
!l MILITARY
POWER 300061
.I I HIGH
LOW RUN IIMIN.
15
160 I~~
O~
we
"',.-
•
TO Sf FLOWN.
DESIRED CRUISING
VFRTICALlY BELOW
ALTITUDE(AlT.)READ
ANn l1PPOSITF.
RPM,
V4LUF
MANIFOLD
Hf.ARE:\T
PRESSURE
REFEREtlCE. RANGE VALUES ARE FOR AN AVERAGE AIRPLANE FLYING ALONE
(NO WINDi'~) TO OBTAIN BRITISH IMPERIAL GAL. (OR G.P.H.):MULTIPLY

-
I\,) 165 ,OOlL. (M.P.)AND MIXTURE SUTING REOUIRED. u.S.GAL. (OR G.P.H.) BY 10 THEN DIVIDE BY 12.
~~

0
COLUMN I FUEl COLUMN II COLUMN III COLUMN IV FUEl COLUMN V
I\,)
VI RAM GE 1M AIRMILES U.S. RAM GE 1M AIRMILES RAMGE IN AIR'MILES RAM GE 1M Al-RM I LES U.S. RAMGE 1M AIRMILES
::J" f---

-J..
CD STATUTE NAUTI CAL GAL. STATUTE NAUT ICAL STATUTE NAUT ICAL STATUTE NAUTICAL GAL. STATUTE NAUTICAL
CD
....
I II SUBTRACT FUEL ALLOWANCES ~OT AVAILABLE FOR CRUISING
(t)

-
cO'
800
750
70U
66IJ
255
2ijO
9ilO
890
82U
nu
10ijO
980
9IJO
850
1150
1080
990
940
255
2ijO
1~20
1150
1IJ6IJ
1000

-
::J"

0
690
630
560
600
550
490
220
200
180
810
7ijO
660
7uu
640
580
900
820
7ijO
78U
710
640
990
900
810
860
780
700
220
200
180
1060
960
860
910
830
750
lIllI
.
"0
CD 500 440 510 570 720 620 160 770 660
»;IllI
Z"'
..."' -O·
160 590 650
CIt
lIllI
n
...
Q ijijO
380
380
330
IlIO
120
520
lIllO
450
380
570
490
500
430
630
540
550
470
IlIO
120
670
580
580
500
.-
O~
"';IllI
o-n
"'
C -.-.
:a
:a
III
310
250
I~S
270
220
H8
100
80
as
370
300
~~S
32IJ
260
H8
410
330
250
'.~n
350
280
H8
450
360
~~8 ' H8
3IJU
310
100
80
as
480
380
~88
410
330
~~~
f ...
..."II"'
,e

-
e:
1\

O·
:a
MAXIMUM CONTINUOUS
M. P.
R.P.H. INCHES
MIX-
lURE roT.
APPROX.

T. A, s.
PRESS
ALT.
FEET
(3.7 STAT. (3.2 MAUT-.) MI.!GAL.)
M.P.
R. P.H. INCHES
MIX-
lURE TOT.
APpROX.

T .A. S.
(~.I STAT. (3.55MAUT.) MI.!GAL.)
M.P. MIX-
R.P.M. INCHES lURE TOT.
APPROX.

r. A. S.
KTS.
(~.5STAT. (3.9 NAUT.) MI.!GAL.)
M. P. MIX-
R..P.H. INCHES lURE TOT.
APPROX.
T. A.S.
PRESS
ALT.
FEET
R.P.H.
MAXIMUM AIR RANGE
M.P.
INCHES
MIX-
lURE TOT.
APPROX.
T. A. S.

t") G'p'H. M.P.H. KTS. G.P.H. MPH. KTS. G.P'H. MP.H. GP.H. MPH. KTS. G,P-H. "lPH. KTS.

-.-
::J" ~OOOO ~OOOO
Q
35000 35000
2700 ~6 RUM 911 390 3110 30000 2500 ~3 RUM 91 380 330 21100 39 RUN 80 365 315 2350 35 RUN 71 3115 300
I 30000

-0I
CQ
Q
2700
2700
2700
116
116
116
RUN
RUN 10~
RUN 101
97 370
370
350
320 25000
320 20000 2600
305 15000 2550
1111
II~
RUN
RUN
911
90
360
3110
310
295
2600
21150
2200
1111
F.T.
110
RUN
RUN
RUN
92
85
77
365 315
350 305
320 280
2250
2250
2050
110
F.T.
311
RUN
RUN
RUN
76
72
6~
3115
325
290
300
280
250
25000
20000
15000
2200
2100
1900
36
31
30
RUN
RUN
RUN
68
62
54
325
295
260
280
255
225
::
0 2700 116 RUN 99 330 285 10000 211~0 112 RUN 8~ 315 275 2100 39 RUN 72 295 255 1800 35 RUN 58 260 225 10000
:a 2700 116 RUN 97 310 270 5000 2350 III RUN 78 290 250 2000 38 RUM 65 265 230 1700 35 RUM 53 235 205 5000
t") 2700 116 RUN 95 290 250 S. L. 2200 ~O RUM 72 265 230 1900 37 RUN 58 2110 210 1700 32 RUN 117 210 180 S. L.
0
3 SPECIAL NOTES

.-..
~ EXAMPLE LEGEN 0
Q
(1) MAKE AllOWAHCE FOR WARM-UP,TAKE-OFF 6 CLIMB (SEE FIG. I AT 10,000 La. GROSS WEIGHT WITH 200 GAL. OF FUEL ALL: PRESSURE ALTITUDE F.R. : FULL RICH
PLUS ALLOWANCE FOR WIND,RESERVE AND COMBAT AS REQUIRED. (AFTER DEDUCTING TOTAL ALLOWANCES OF 55 GAL.) M. P. : MAN IFOLO PRESSURE A.R. : AUTD-RICH
Q TO FLY 900 STAT.AIRMILES AT25.000 FT.ALTITUDE GPH : U.S.GAL.PERHOUR A. L. : AUTD-LEAH
:a HIGH BLOWER ABOVE HEAVY LINE MAINTAIN 2250 RPM AND ilO ItLMANIFOLD PRESSURE TAS ; TRUE AIRSPEED C.L. : CRUISING LEAN
~
III WITH MI x TURE SET: RUN KTS. KNOTS M. L. : MANUAL LEAN
S.l. : SEA LEVEL F. T. : FULL THROTTLE

OATA .lS OF 911714_~ BASEO ON: FLIGHT TEST

~

) ) ) "
 ( ( (

,, A I RCRAFT"MODEL EXTERNAL LOAD ITEMS

FLIGHT OPERATION INSTRUCTION CHART
.., J P-5IH 2 - 165-GALLON uROP TANKS
cO" ENGI NE: V-1650-9 CHART WEIGHT LIMITS: TO 10,500 POUNDS
.,e: I M,p·.1
12.000

!l~
III LIMITS
BLOWER MIXTURENITIME TOTAL INSTRUCTIONS FOR USING CHART: SELECT FIGURE IN FUEL COLUMN NOTES: COLUMN I IS FOR EMERGENCY HIGH SPEED CRUISING ONLY-COLUMNS
R.PM. IN.HG. POSITION POSITION LIMIT G.P,H. (I)
Co) I----- - EQUAL TO OR LESS THAN AMOUNT OF FuEL TO iH USED FOR CRUISING 11,111,IV AND V GIVE PROGRESSIVE INCREASE IN RANGE AT A SACRIFICE
II,) REFER TO POwEK PLANT CIIARTS,
WAR MOVE HORIZONTALLY TO RIGHT OR LEFT AND SELECT RANGE VALUE til SPEED. AIR MILES PER GALLON (HI./GAL.) (NO WINO),GAlLONS PER HR.
-.. SECTIoN III I (G.P.H.) AND TRUE AIRSPEED (T.A.S.) ARE APPROxiMATE VALUES FOR
I.tl EMERG. EQUAL TO OR GREATER THAN THE STATUTE OR NAUTICAl AIR MILES

..-
~
III
III MILITARY
POWER 3000 16 I I HIGH
Lvw
---
KU N
-~

I M;15N. 160
165
O~
W~
•

,g~;:;:
w~
TO SF
DESIRED
FLOWN.
CRUISING
VFRTICALLY

(M.P.)AND MIXTURE HTTIHG REQUIRED .

BELOw
ALTITUDE(ALT.)READ
ANn npPOSITF:
RPM,
VALUF
MANIFOLD
NEAREsT
PRESSURE
REFERnCE. RANGE VALUES ARE FOR AN AVERAGE AIRPLANE FLYING ALONE
(NO WINDjUlTO OBTAIN BRITISH IMPERIAL GAl. (OR Il.P.H.):MULTIPLY
u.S.GAI. (OR G.P.H.) BY 10 THEN OIVIOE 9Y 12.

...
0
II,) RANGE
COLUMN I
IN AIRMILES
FUEL
U.S. RAN GE
COLUMN II
IN AIRMILES RANGE
COLUMN III
I N A I R'M I LES RAN GE
COLUMN IV
IN AIRMILES
FUEL
U.S. RAN GE IN
COLUMN V

AIRMILES
VI
~ STATUTE NAUT I CAL GAL. STATUTE NAUT I CAL STATUTE NAUT ICAL STA TUTE NAUTICAL GAL. STATUTE NAUT I CAL

..
III
III
CIt
'- 1770 1530 585 2070
SUBTRACT FUEL ALLOWANCES NOT AVAILABLE FOR CRUISING
181U 2270 ,1IJ6U 2470
(,j

2140 585 2630 228U

I 1690 147U 560 1980 173u 2180 1880 2370 2U50 560 2520 2180
."
1630 1410 540 1910 167u 2100 1810 2290 1980 540
ca: 2430 2110
..
,., 0
~
1570

:~~~
138U
Hix
520

' ~~g
1840

:~~~
161u
H~~
2030
1950
175u
1680
IRRO
2200
2120
lR71, ?OUO
1910
'~~t~
520
~~~
2340
~~~~
2u30
~~.~~
):0,.,
"'0 1390 120U 460 1630 1430 1800 1550 1960 1700 460 2080 1810 Zm
m
.,III 1330
,.,
VI
-I Q
:~~~
1150
1100
",1/
41iO
~~~
1560
l~~~
137U
131U
1720

~~~~
148u
1420
1880

~~~~
1630
;~?~
440
~~~
1990
!~~~
173U
~~~~
O~
-,.,
n :=a"
-I
1150 lUUO
I
3BO 1350
l',()
1190 1490
1'"
129u 1630 141U 3BO 1730 1500 g;n
m

-"'-0
'-iT:
1090 94U 360 1280 lllu 1420 122U 1550 1340 360 1650 143u
0
..;-.,
CIt

e:
I~~~
MAXIMUM CONTINUOUS
~~~ I~~
PRESS
~~l~~
(3.5 STAT. (3.0oNAUT.) MI.!GAL.)
~U60
1",'",
1340
'<l7()

(3.8 STAT. (3.3 NAUT.t MI.!GAL.)

115u
"',
(~.I
!~~~
STAT. (3.5~ NAUT.) MI.!GAL.)
~~~~ ~~~
PRESS
~~~~
MAXIMUM AIR RANGE
;~~~

a""
M. P. MIX- APPROX. APPROX. M. P. MIX- APPROX. M. P. APPROX.
M. P. MIX- MIX- M. P. MIX- APPROX.
R.P.M. INCHES TURE TOT. AL T. R. P.M. INCHES TURE TOT. AL T.
T. A. s. R. P.M. INCHES TURE TOT. T. A. S. I. A. S. R. P.M. INCHES TURE TOT. T. A. s. R. P. M. INCHES TURE TOT. T.A.S.
:= G.P.H. M,P.H, KTS.
FEET G.P.H. MPH. KTS. GPH. MP.H. KTS. G.P.H MP.H KTS.
FEET GPH ~PH KTS.
n
~ ~OOOO ~OOOO

..
.,Q 35000
30000
35000
30000

-
2700 ~6 RUN 98 375 325 2~50 ~2 RUN 87 360 310 2~00 38 RUN 79 3~5 300
I
2700 ~6 RUN 97 360 310 25000 2~50 ~2 RUN 3bO 305 25000 2250 ~O RUN 290
0-
I.rl 2700 ~6 RUN 10~ 365 31b 20000 2600 ~~ RUN 94 355 310 2~00 F. T. RUN
""
81 335 290 20000 2250 F.T. RUN
: 77

71
33b
310 270
I
lQ 270C ~6 RUN 101 3~5 300 15000 2500 ~3 RUN 87 330 285 2150 38 RUN 70 300 260 15000 2050 33 RUN 63 270 235
9- 2700 ~6 RUN 99 325 285 10000 2550 ~3 RUN 89 315 270 2300 ~I RUN 79 300 260 1950 38 RUN 66 270 235 10000
0- 2700 ~6 RUN 97 305 265 5000 2500 ~3 RUN 3~ 295 2~5 21~0 39 RUN 71 270 235 1900 37 RUN 60 2~5 210 5000
:= 2700 ~6 RUN 95 285 250 S. L. 2~00 ~2 RUN 7b 270 235 2000 38 RUN 6~ 2~b 210 1750 36 RUN 215 185 S. L.
53
.,0
.g SPECIAL NOTES EXAMPLE LEGEND

rt
:=
(I) MAKE ALLOWANCE FOR WARM-UP,TAKE-OFF (\ CLIMB (SEE FIG.
PLUS AllOWANCE FOR W!ND,RESERVE AND COMBAT AS REQUIREO.
I AT 12.000 LB. GROSS WE IGHT WITH
(AFTER DEDuCTJ~G TOTAL ALLOWANCES OF85
500 GAL.OF FUEL
GAL. )
ALL: PRESSURE ALTITUDE
M. P. MAN IFOLD PRESSURE
F.R. : FULL RICH
A.R. AUTO-RICH
TO FLY 2100 STALAIRHILES AT 20.000 FLALTlTUDE GPH U.S.GAL. PER HOUR A.L. AUTO-LEAN

=- HIGH BLOWER ABOVE HEAVY LINE

MAINTAIN 21lO0 RPM MID F. T. IN.MANIFOLD PRESSURE
WITH MIXTURE SET: RUN
TAS
KTS.
TRUE AIRSPEED
KNOTS
C. L ... : CRU IS IKG LEAN
M.l. : MANUAL LEAN
):0
"'C
S.L. SEA LEVEL F. L FULL THROTTLE "'C
III
:=
DATA AS OF 1011/45 BASED ON: FLIGHT TEST Q.
;<"
-'"
UI
t.) »
""
I'D
:l
Q.
AIRCRAFT MODEL EXTERNAL LOAD ITEMS >C'
FLIGHT OPERATION INSTRUCTION CHART

.""
P-5IH TWO 165-GALLON DROP TANKS
cO'
e: ENGINE V- 1650-9 CHART WEIGHT LIMITS: 10 500 TO 8500 POUNDS
I'D
Co) liMITS R.P.M.
I M.P •• I,8LOWER M'XTURENI,T'ME 101A\[
IN.HG. POSITION POSITION LIMIT G.P.H.J
~-
~-
w<_
INSTRUCTIONS FOR USING CHART: SELECT FIGURE IN FUEL COLUMN NOTES: COLUMN I IS fOR EMERGENCY HIG'H SPEED CRUISING ONLY.COLUMNS
t.) W~-
EQUAL TO OR LESS THAN AMOUNT OF FUEL TO 8£ USED FOR CRUISINrll) II,III,IV AND V GIVE PROGRESSIVE INCREASE IN RANGE AT A SACRIFICE
u>u·
WAR ~
MOVE HORIZONTALLY TO RIGHT OR LEFT AND SELECT RANGE VALUE IN SPEED. AIR MILES PER GALLON (MI.fGAL.)(NO WIND).GALLONS PER HR.
i;; REFER TO POWER PLANT CHARTS·, 'SECTION III u>~u
~zw
(G.P.H.) AND TRUE AIRSPEED (T.A.S.) ARE APPROXIMATE VALUES FOR
::r EMERG. -<u> EQUAL TO OR GREATER THAN' THE S,TATUTE OR NAUTICAL AIR MILES

..
I'D
I'D MILITARY
3000 I 61 [ LOW RUN [IS 160 [
~~
O~
w'"'
:~~;
•
TO SF FLOWN. VFRT1CAllY BELOW ANO OPPOSITE VALUF
DESIRED CRUISING ALTITUDE(AlT.)RE4D RPM. MANIFOLD PRESSURE
NEAREST REFERENCE. RANGE VALUES ARE FOR AN AVERAGE A IRPLANE FLY ING ALONE
INO WINDI'~)TO OBTAIN BRITISH IMPERIAL GAl. (OR G.P.H.):HULTIPLY
U.S.GAL. (OR G.P.H.) BY 10 THEN DIVIDE BY 12.

-
t.) POWER HIGH MI N 165 (M. P.)AND MIXTURE Sf;TTING REQUIRED.
0 COLUMN IV COLUMN V
COLUMN I FUEl COLUMN II COLUMN III FUEl
t .)
RAN GE IN AIRMllES U.S. RAN GE IN AIRMllES RANGE IN AIR'MllES RANGE IN AIRMllES U.S. RANGE IN AIRMllES
In
::r STATUTE NAUT ICAL GAL. STATUTE NAUTICAL STATUTE NAUTICAL STATUTE NAUTICAl GAL. STATU;E NAUTICAL
~ (If
u: SUBTRACT FUEL ALLOWANCES ~OT AVMLABLE FOR CRU IS I NG
I
-..""
900 780 300 1080 940 1200 1030 1320 1140 300 1390 1210
B~O 730 280 1010 880 1120 960 1230 1060 280 1300 1130
cO' 780 680 260 930 820 10~0 890 II~O 990 260 1210 1050
::r 620
60
630
570
2~0
220
~60
90
750
690
960
BBO
820
760
1050
960
910
830
2110
220
II~O
10 0
970
890
:lit
~
600 520 200 720 630 800 690 880 760 200 930 810 »:lIt
..0'..
m 5~0 47(j 180 650 560 720 620 790 680 180 8~0 720 Zm
CI'l I'D ~80 420 500 7~0 640
.-
-I
160 570 6~0 550 700 610 160
O~
:lit Q ~20 360 I~O 500 440 560 480 610 530 I~O 650 560 -:lit
n 360 310 120 ~30 380 1iS0 410 520 450 120 560 480 O'n
Igg
..-.
260
-I :2
~flg 100 360 310 ~OO 340 ~~8 380
~~g 400 0-1

-
m 210 80 290 250 320 270 35 300 320 ~m
C 150 1'c
:2
III
180
120 100
60
~O
210
I~O
190
120 ~~IO
1 0 1~~ ~~g 12l,O
in ~g ~~g f:g
.....0'
e: MAXIMUM CONTINUOUS
M. P. MIX-
R. P.M. INCHES 11JRE TOT.
APPROX.

T. A.S.
PRESS
ALT.
(3.6 STAT. (3.15NAUT.) Ml.-fGAl.)
M. P.
R. P.M. INCHES
MIX-
11JRE TOT.
APPROX.
T. A.S.
(11.0 STAT. (3.115NAUT.l MI.fGAL.) (11.11 STAr'. (~.8 NAUT.) MI.iGAL.) PRESS
M. P. MIX-
R. P.M. INCHES 11JRE TOT.
APPROX.
LA.S.
M. P. MIX-
·R. P.M. INCHES 11JRE TOT.
APPROX.
T. A.S.
ALT.
R. P.M.
MAXIMUM AIR RANGE
M.P.
INCHES
MIX-
11JRE TOT.
APPROX.
T. A. S.
:2 FEET
G.P.H. M.P.H, KTS. FEET G.P.H. M.P.H. KTS.• GP.H. MP.H. KTS. G.P.H. MP.H. KTS. GP.H. "'-P.H. KTS.
t")
::r ~OOOO ~OOOO
Q

r-
0-
2700
2700

2700
F. T.
116

116
RUN
RUN

RUN
98
98

97
390
380

365
3110
330

315
35000
30000

25000 2550
2550 1111

1111
RUN

RUN
92

90
375

360
325

310
2550
21100

2250
F.T.
110

110
RUN
RUN

RUN
86
81

76
380 330
360 310

3110 1295
35000
30000

25000
21100
2350

2200
F. T.
36

36
RUN
RUN

RUN
76
711

68
355 305
3115 300

320 280
~ 2700 116 RUN lOll 365 315 20000 21150 F.T. RUN 87 350 305 2250 F.T. RUN 71 315 75 lUU.UU Zloo ~I KUN ijZ ZSO IZ~u
lQ 2700 116 RUN 101 3115 300 15000 2600 1111 RUN 92 3110 295 2300 III RUN 80 '320 275 2050 311 RUN 65 285 2115 15000 1900 30 RUN 55 255 220
Q

~ 2700 116 RUN 99 325 280 10000 2500 113 RUN 86 315 275 2100 39 RUN 72 290 250 1800 all RUN 58 255 220 10000
:2 2700 116 RUN 97 305 265 5000 21100 112 RUN 80 290 250 2000 38 RUN 66 265 230 1700 35 RUN 53 230 boo 5000

..
0
0
'lJ
2700 116 RUN 95 285 2115 s. L. 2250 III RUN 73 265 230 1950 37 RUN 60 2110 210 1700 32 RUN 117 205 180 S. L.

SPECiAl NOTES EXAMPLE LEGEND

;t (1) MAKE ALLOWANCE FOR WARM-UP. TAKE-OFF' CLIMB (SEE FIG. ) AT10.S00 LB. GROSS WEIGHT WITH 211C GAL. OF FUEL ALT. : PRESSURE ALTITUDE F .R. : FULL RICH
:2 PLUS ALLOWANCE FOR WIND,RESERVE AND COMBAT AS REQUIRED.' (AFTER DEDUCTING TOTAL ALLOWANCES OF 60 GAL.) M. P. : MAN IFOLD PRESSURE A.R. : AUTO-RICH

:- HIGH BLOWER ABOVE HEAVY LINE TO FLY 1050

MAINTAIN
STAT.AIRMILES AT2S.000 FT.ALTITUDE
2250 RPM AIrlO 110 ·IN.MAN IFOLD PRESSURE
GPH
TAS
: U.S.GAL.PER HOUR
: TRUE AIRSPEED
A. L. : AUTO-LEAN
C.L. : CRUISING LEAN
WITH MIXTURE SET: RUN KTS. KNOTS M. L. : MANUAL LEAH
S. L. ..: SEA LEVEL F. T. : FULL THROTTLE

OATA AS OF 10/1/45 BASEO ON: FLIGHT TEST

) ) )
 ( (

A I RCRA FT MODE L EXTERNAL LOAD ITEMS

P-5IH
FLIGHT OPERATION INSTRUCTION CHART
10 ROCKETS

ENGINE V-1650-9 CHART WEIGHT LIMITS: II :>00 TO Q')oo POUNDS

LIMITS flIPM.
I M,P .. IIBlOWER HJXTURENlT1ME
IN.HG. POSITION POSITION LIMIT G.P.H.
rOTA~.l INSTRUCTIONS fOR USING CHART: SELECT FiGURE" fUEL COLUMN
ll
NOTES: COLU""~ I IS FOR [MERGOICY HIGH SPEED CRUISING ONLY. COLUMNS

~
EQUAL TO OR LESS THAN AMOUNT OF FUEL TO q[ USED FOR CIWIS1Nd 11,111,IV AIfD V GiVE PROGRESSIVE INCREASE IN RANGE AT A SACRiFICE
WAR MOVE HORIZONTALLY TO RIGHT OR LEFT AND SELECT RANGE VALUE III SPEED. AIR MILES PER GALLON (MI./GAL) (NO WiHO).GAlLONS PER HR.
REfER TO POWER PLANT CHARTS, SECTION III '3
~MERG. ~
EQUAL TO OR GREATER THAH THE STATUTE OR NAUTICAL AIR MILES (G.P.H.) ANO TRUE AlRSPEEO (T.A.S.) ARE APPROXIMATE VALUES FOR
~
TO SF FLOWH. VFRTICALLY BELOw ANo'npPO)iIH VA.lUr Ht:ARE~T REHR['lCE. RANGE VALUES ARE FOR A~ AVERAGE AIRPLANE FLYING ALONE

I
O~ •
MILITARY
POWER
3000 I 6I I HIGH
lO W RUN I 15
I MIN.
160
165
wc>
.o:.~-

.~~~
DESIRED CRUISING
(M.P.)ANO MIXTURE HTTING REQUlREO.
ALTITUDE(AlT.)READ RPM, MANIFOLD PRESSURE (NO WINOf'TO OBTAIN BRITISH IMPERIAL GAL. (OR Il.P.H.):MUlTiPLY
U. S. GAL. (OR G. P. H.) 9Y 10 THEN OIViOE 9Y 12.

ca·'"e:
.
III
f--
RANGE
COLUMN
IN AIRMILES
I FUEL
U.S. RANGE
COLUMN II
IN AIRMILES RANGE
COLUMN III
I N A I R'M I LES RAN GE
COLUMN IV
IN AIRMILES
FUEL
U.S. RANGE'IN
COLUMN V

AIRMILES
Co)
Co) STATUTE NAUTICAL GAL. STATUTE NAUTICAL STATUTE NAUT I CAL STATUTE NAUTI.CAL GAL. STATUTE NAUl I CAL

~
(I)
SUBTRACT FUEL ALLOWANCES ~OT AVAILABLE FOR CRUISING

..
ca':7-
0
800
720
660
660
620
570
255
240
220
920
860
790
790
750
680
990
940
860
870
820
750
1070
1010
920
930
880
800
255
240
220
1130
1070
980
980
920_
850
520 620

:lD
...
"a
III
Q
600
540

480
470
420
200
180

160
,20
650
580
560
500
780
700
620
680
610
540
840
760
670
730
660
580
200
180
160
890
800
710
770
690
620 >:lD
Zm
m o·::l 360 140 500 430 480 510 540

-...
420 550 590 140 620
CIt
-t 360 310 120 430 370 470 410 500 440 120 530 460 O~
-;:Ill
:lD
n
-t
::l
CIl 300
240
260
210
100
80
360
290
310
250
390
310
340
270
420
340
360
290
100
80
440
360
380
310
t5
'-m
m
0 ..
...e:
O·
::l
:~~
MAXIMUM CONTINUOUS
160
Inn
60
40
PR ESS
220
140
190
120
13.6 STAT. ( .1 NAUT.) MI.·fGAL.)
~~~
I 0
(3.9 STAT. ( .4 NAUT.l MI.fGAL.)
200
un
250·
170
220
150
(ij.? STAT. (3.65NAUT.) MI.fGAl.)
60
40
PRESS
270
180
2{~
15
MAXIMUM AIR RANGE
-
7'0

0 M. P.
R. P.M. INCHES
MIX-
TURE TOT.
APPPOX.

T. A. s.
AL T.
M. P.
R.P.M. INCHES
MIX-
TURE TOT.
APPROX.

T. A. s.
I
M. P. MIX-
R.P.M. INCHES TURE TOT.
APPROX.

I. A. S.
M, P. MIX-
R. P.M. INCHES TURE TOT.
APPROX.
T. A. S.
AL T.
R. P.M.
M. P.
INCHES
MIX-
TURE TOT.
APPROX.
T.A.S.
:7-
Q G'p'H. M.P.H. KTS. fEET G,P.H. MPH. KTS. GP.H. M.P.H. KTS. CPH. MP.H KTS. fEET GPH "1PH, KTS.
~
I ~OOOO ~OOOO
....
III ij6
35000 35000
::l 2700 RUN 98 375 325 30000 2550 ~ij RUN 93 370 320 2ijOO ijl RUN 8ij 355 310 30000 2350 38 RUN 77 3ijO 295
:lO 2700 ij6 RUN 97 360 310 2600 ijij RUN 92 355 310 2350 ijl RUN 81 3ijO 295 25000 2200 38 RUN 72 320 280
...
0
2700 ij6 10ij 365 315
25000
2600 ijij 9ij 2ij50
.. RUN 20000 RUN 355 310 F. T. RUN 87 3ij5 300 2350 F. T. RUN 77 325 280 20000 2150 33 RUN 65 290 250
:It" ijij
III 2700 ij6 RUN 101 3ij5 300 15000 2600 RUN 92 335 290 2350 ijl RUN 81 320 280 2100 37 RUN 70 295 255 15000 2000 32 RUN 59 260 225
CIl
2700 ij6 RUN 99 325 280 10000 2ij50 ij3 RUN 86 310 270 2150 ijO RUN 73 290 250 1850 36 RUN 61 255 220 10000
2700 ij6 RUN 97 305 265 5000 2350 ijl RUN 78 285 250 2050 39 RUN 68 265 230 1750 36 RUN 55 230 200 5000
2700 ij6 RUN 95 285 250 s. l. 2200 ijO RUN 72 260 225 1900 37 RUN 60 235 205 1700 35 RUN 51 210 180 S. L.

"sPECIAL NOTES EXAMPLE lEGEN D

(1) MAKE ALLOWANCE FOR WARM-UP,TAKE-OFF 6 CLIMB (SEE FIG. ) to 11,000 l.a.GROSS WE IGHT WITH 200 GAL.OF FUEL ALL PRESSURE ALT nUDE F.R. FULL RICH
PLUS ALLOWANCE FOR WIND,RESERVE AND COM8AT AS REQUIRED. (AFTER DEOUCTIN~ TOTAL ALLO~~NCES OF 55 GAL.) M. P. MAN IFOLD PRESSURE A.R. AUTO-RICH
TO FLY 800 STALAIRMILES AT25,OOO FLALTITUDE GPH : U.S.GAL.PER HOUR A. L. AUTO-LEAN
HTGH BLOWER ABOVE HEAVY LINE ,l,jA1NTAIN 2350 RPM AIlD lil IN.MAN IFOLD PRESSURE TAS TRUE AIRSPEED C. L. : CRU IS ING LEAH
WITH MIXTURE SET: RUN "<TS. KNOTS M. L. MANUAL LEAN
"0
>
S.L. : SEA LEVEl F. T. FULL THROTTLE "0
III
, ~
OATA AS Of 9/24/45 BASEO ON: FLIGHT TEST Q.
;C'
Ut
W
 --~ ~ .__._- --====

...
UI »
~
~
CD
~
a..
A I RCRA FT MODEl EXTERNAL LOAD ITEMS )C'
FLIGHT OPERATION INSTRUCTION CHART 6 ROCKETS AND 2 - 500-POUND BOMBS
.,.. P-5IH

cO' ENGINE~ V-1650-9 CHART WEIGHT LIMITS: I 1,600 TO 10,000 POUNDS

...e:CD ! M'P'.I I
I~
BLOWER MIXTURENITIME TOTAl INSTRUCTIONS FOR USING CHART: SELECT FIGURE IN FUEL COLUMN NOTES: COLUM'" I IS FOR EMERGENCY HIGH SPEED CRUISING ONlY,COLUMNS
LIMITS R.P:M. IN.HG. POSITION POSITION LIMIT G.P.H. w<- ll
EQUAL TO OR LESS THAN AMOUNT OF FUEL TO 8£ USED FOR CRUIS1Nd 11,111,1'1 AND Y GIVE PROGRESSIVE INCREASE !N RANGE AT A SACRIFICE
c.» WAR REFEr. TO POWER PLA_d CIIARTS,
~u
~
•
MOVE HORIZONTALLY TO RIGHT OR LEFT AND SELECT RANGE VALUE IN SPEED. AIR MILES PER GALLOH (MI./GAL.) (NO WINO}.GALLONS PER HR.
~ ~~u

.
~~w

EMERG. SEC TI ON I II (I.A.S.)

I -<~ EQUAL TO OR GREATER THAN THE STATUTE OR NAUTICAL AIR MILES (G.P.H.) AND TRUE AIRSPEED ARE APPROXIMATE VALuES FOR

I:~
NEARE~T. REFERE"lCE. RANGE VALUES ARE FOR AN AVERAGE AIRPLANE FLYING ALONE
::!:! TO BE FLOWN. VFRTICALLY BELOW AND npPOSITF. VALUF
(NO WINOi'~'TO OBTAIN BRITISH IMPERIAL GAL (OR G.P.H.):.ULTIPLY
I 6 I I HIGH
MilITARY
cO'
=- POWER 3000
LOW
RUN IMIN.
15 160 W~
~,,-
;00"'-
DESIRED CRUISING ALTITUDE(AlT.)REAO
(M.P.)ANO MIXTURE S,TTING REQUIRED.
RPM, MANIFOLD PRESSURE
U.S.GAL (OR G.P.H.) BY 10 THEN DIVIDE 9Y 12.
.... 165 ~~-

0 COLUMN I FUEL COLUMN II COLUMN III COLUMN IV FUEL COLUMN V

".......
CD
Q
RAN GE
STATUTE
IN AIRMllES
NAUT I CAL
U.S.
GAL.
RANGE
STATUTE
IN AIRMllES
NAUT ICAl
RANGE
STATUTE
IN AIR'MllES
NAUTICAL
RAN GE
STATUTE
IN AIRMllES
NAUTICAL
U.S.
GAL.
RAN GE IN
STATUTE
AIRMILES
NAUT I CAL
0' (I)
~ SUBTRACT FUEL ALLOWANCES ~OT AVAILABLE FOR CRUISING
;- 730 620 255 850 740 930 80u 990 87fJ 255 1100 920
680 5911 2110 800 7uu 880 76U 9110 82u 2110 1000 86u
!!:.
...e: 630 540 220 7110 640 800 69U 860 750 220 910 79u
....
t'I 570
510
490
440
200
180
670
600
580
520
730
660
630
570
780
700
680
610
200
180
830
79 0
720
650
0' »='ll
='ll ~
Zm
m \j60 390 160 5\j0 46u 580 5uu 520 HO 160 660 58u
...
CIt
='ll =-
0 1100
3110
340
290
1110
120
1170
\j00
410
35u
510
1130
44IJ
38U
550
1170
480
41u
11I0
120
580
500
5uV
430
o!!l
-='ll

...m .......I
Q
n 280 240 100 330 290 360 310 390 34-u 100 1110 360 '-
000
230 200 80 270 230 2110 250 310 270 80 330 290 0 ...
'""m
c '" >c"
::0
0
t'I
170
110

MAXIMUM CONTINUOUS
150
100
60
110

PRESS
200
130
(3.35STAT. ( .9 NAUTo) MI.-/GAL.)
170
12u
220
150
\l.65 STAT. (3.15NAUT.( MI./GAL.)
19u
13u
230
160

(~.Q STAT.(~UNAUTo)
200
140
MI./GAL.)
60
110

PRESS
250
170

MAXIMUM AIR RANGE

220
140
-
7'0

M. P. MIX- APPROX. APPROX. ~. P. MIX- APPROX. M. P. APPROX. M. P. APPROX.

;0:- M. P. MIX- MIX- MIX-
ALl.
....
CD
III
R. P. M. INCHES TURE TOT. r. A. s.
ALT.
FEET
R.P.M. INCHES TURE- TOT. T.A.S. R'-P.M. INCHES TURE TOT. f.A.S. R. P.M. INCHES TURE TOT. T. A.S.
FEET
R.P.M. INCHES TURE TOT. T.A.S.

G.P.H. M.P.H. KTS. G.P.H. M.PH. KTS. GP,H. MP,H. KTS. GPH: MPH KTS. GPH. lot.P.H. KTS.
Q
~ ~OOOO ~OOOO
a.. 35000 35000
30000 30000 RUN
"'~" 2700 ~6 RUN 98 355 310 2600 ~~ RUN 9~ 350 305 2~00 ~2 RUN 86 3~0 295 21100 38 78 325 280
0 2700 ~6 RUN 97 3~0 295 25000 2600 ~~ RUN 92 335 290 2~5O ~3 RUN 86 330 285 25000 2250 39 RUN 76 310 270
\II 2700 ~6 RUN 10~ 3~5 300 20000 2500 F. T. RUN 90 330 285 2~00 F. T. RUN 81 315 775 20000 2200 Kun
0
0I
2700 ~6 RUN 101 325 280 15000 2600 ~~ RUN 92 320 280 2350 ~2 RUN 83 305 265 2150 38 RUN 71 280 N5 15000 2000 ~~ RUN ~g I~~~ 1~1~

"e:
0
~
2700
2700
2700
~6
~6
~6
RUN
RUN
RUN
99
97
95
310
290
770
770
250
235
10000
5000
S. L.
2550
2350
2300
~~
~2
~I
RUN
RUN
RUN
89
80
76
300
270
250
260 2200
235 2100
215 1950
~O
39
38
RUN
RUN
RUN
75
69
62
275
250
225
2110
215
195
1910
1800
1750
37
36
35
RUN
RUN
RUN
6~
56
51
250 215
220 190
200 175
10000
5000
S. L.
a..
OJ SPECIAL NOTES
0 EXAMPLE LEGEND
3 (1) MAKE ALLOWANCE FOR WARM-UP,TAKE-OFF 6: CLIMB (SEE FtG. I AT 11.500 LB. GROSS WEIGHT WITH 200 GAL.OF FUEL AlL PRESSURE ALT nUDE F .R. : FULL RICH
D" PLUS ALLOWANCE FOR WIND,RESERVE AND COMBAT AS REQUIRED. (AFTER DEDUCTING TOTAL ALLOWANCES OF 55 GAL.) M.P. : MANIFOLD PRESSURE A.R. AUTO-RICH
III
TO FLY 750 STAT.AIRMIL(S AT 20,000 FT.AlTlruOE GPH : U.S.GAL. PER HOUR A. L. AUTO-LEAN
MAINTAIN· 2400 RPM AtlDF.T. IN.MANIFOLD PRESSURE TAS TRUE AIRSPEED C.l. : CRUISING LEAN
HIGH BLOWER ABOVE HEAVY LINE WITH MIXTURE SET: RUN KTS. KNOTS M.l. : MANUAL LEAN
S. L. : SEA LEVEL F. T. : FUll THROTTLE

DATA AS OF 9n4/45 . BASED ON: FLIGHT TEST

) ) (.
 ( ( (

A I RCRAFT MODEL EXTERNAL LOAD ITEMS

FLIGHT OPERATION INSTRUCTION CHART 6 ROCKETS AND
P-5IH
2 - 1000- POUND BOMBS
ENG I NE: V-1650-9 CHART WEIGHT LIMITS: 12.500 TO 10.500 POUNDS
'"e:..
cO' LIM ITS fi'.P.H.
M'P·.I POSITION
I IN.HG. BLOWER MIXTUREHIT1MET~~TAl
POSITION LIMIT .P.H. lw~= INSTRUCTIONS FOR USING CHART: SELECT FIGURE '·N FUEL COLUMN
n
HOTES: COLUMN I IS FOR EMERGENCY HIGH SPEED CRUISING ONLY. COLUMNS

CD
Co)
WAR REfER TO POVEI PLANT CHARTS, I~ii:
~~u
~zw
EQUAL
MOVE
TO
HORIZONTALLY
OR LESS THAH
TO RIGHT
AMOUNT
OR
OF
LEFT
FUEL
AND
TO H
SELECT
USED FOR CRUISINd
RANGE VALUE
11,111,IV AND V.GI'IE PROGRESSIVE INCREASE IN RANGE AT A SACRIFICE
IN SPEEO. AIR MILES PER GAlLON (HI./GAL.) (NO WINOI.GALLONS PER HR.
EMERG. SECTION III -~~ EQUAL TO OR GREATER THAN THE STATUTE OR NAUTICAL AIR HILES (GoP.H.) ANO TRUE A,RSPEED (T.A.S.) ARE APPROXIMATE VALUES FOR
UI
I~~
-...
TO BE FLOWN. VFIHtCAllY BELOW AND OPPOSITE VALUF NEAREST REFERENCE. RANGE VALUES ARE FOR AN AVERAGE AIRPLANE FLYING ALONE.
I w
0'" . (NO WIND}(~)TO OBTAIN BRITISH IMPERIAL GAL. (OR G.P.H.):MULTIPLY
MILITARY
I I HIGH 15 ·160 ,.,.- DESIRED CRUISING AlTITUDE (ALT.) READ RPM. MANIFOLD PRESSURE
c'"
W~

LOW RUN MIN. 165

POWER 3000 61 ,OOIJ.. (M.P.)AND MIXTURE SUTING REQUIRED. u.S.GAL. (OR G.P.H.) BY 10 THEN DIVIDE BY 12.
O' 1 ~~-

:I"
COLUMN I FUEL COLUMN II COLUMN III COLUMN IV FUEL COLUMN V
0 1M AIRMILES U.S. RAM GE 1M AIRMllES RAMGE
.
"0
CD

...
Q
RAM GE
STATUTE NAUTICAL GAL. STATUTE MAUTICAl STATUTE
1M AIR'MllES
MAUT ICAl
RAN GE
STATUTE
{lj
IN AIRMllES
NAUTICAL
U.S.
GAL.
RAM GE 1M
STATUTE
AIRMllES
NAUT I CAL

0' SUBTRACT FUEL ALLOWANCES ~OT AVAILABLE FOR CRUISING

-.....
:I
:I
III
700
660
15IU.
550
610
580
530
480
255
2110
220
200
820
770
700
6110
710
670
620
560
870
820
750
680
750
710
650
590
920
860
790
720
790
740
680
620
255
2110
220
200
960
900
820
750
830
780
710
650
...e:
f\

0'
500
IJIJO ~~g
180
160
570
!lIn ~~~ ~~g ~{~ ~g ~~~ ::g ~~g 580
!i?n
390 340 1110 1150 390 1180 410 ~;III
;III :I 500 430 1110 520 450 Zm
m t"l 330 290 120 380 340 1110 350 1J30 370 120 1150 390
'" 240 100 320 280 290 O~
-t
;III
n
-t
....
:I"
Q

I
280

220
170
190
140
80
60
260
190 ~~8
3110

270
200
240
180
360

290
310
250
100

80
370

300
320
260
,_
-;III
00n
0-t
190 &.om

-
m \It
220 60 220 190
110 lOU 110 130 110 1110 120 IIlO 120 110 150 130 7'0
0 >C'
::a MAXIMUM CONTINUOUS PRESS (3.2 STAT. (2.8 NAUT.) Mt.·/GAL.) (3.~ STAT,!2.96 NAUT.l MI./GAL.) (3.6 STAT. ( .1 HAUT.) MI./GAL.) PRESS MAXIMUM AIR RANGE
0 M. P. APPROX. M. P. MIX- APPROX. M. P. MIX- APPROX.
f\ MIX- M. P. MIX- APPROX. M. P. MIX- APPROX.
ALT. All.
...
:li:'"
CD
III
R.P.H. INCHES llJRE TOT.
G'p'H,
T. A. S.
M.P.H. KTS. FEET
R. P.H. INCHES llJRE TOT.
G.P.H.
T .A.S.
M.P.H. KTS.•
R.P.M. INCHES llJRE TOT.
G.P'H.
f. A. S.

1otP.H. KTS.
R.P.H. INCHES llJRE TOT. T. A. s.
GP.H. M.P.H. KTS. FEET
R. P.H. IHCHES llJRE TOT.
G.PH.
T.

lo1.P.H.
A.S.

KTS.
Q ~OOOO ~OOOO
:I 35000 35000
Q. 30000 30000
-t
~

-
2700 Il6 RUM 97 320 280 25000 2600 1Ill· RUM 93 320 280 21150 113 RUM 86 310 270 25000 12300 III RUM 80 300 260
0 !
2700 116 RUM 1011 325 280 20000 2550 ·113 RUN 92 315 775 ~5O F. T. RUM 811 305 2.65
zuv.vv
2300 F.T. RUN 75 285 W
0 2700 ~6 RUN 101 310 270 15000 21iOO II~ RUM 92 300 260 ~OO 112 RUM 811 290 250 2200 IJO RUM 76 275 2'10
15000
2100 35 RUN 72 250 215
0
0 2700 Il6 RUM 99 295 255 10000 2.500 113 RUM 87 280 2~5 2250 .. I RUM 77 265 2.30 1950 'n RUM 65 235 205 10000
I
"0 2700 Il6 RUM 97 275 2~0 5000 2~00 112 RUN 82 260 225 2150 39 RUM 71 2!10 210 1850 36 RUN 59 210 180 5000
0 2700 Il6 RUM 95 255 220 s. L. 2250 ~I RUM 7~ 235 205 2000 38 RUM 63 215 185 1750 36 RUM 53 190 165 S. L.
e:
:I
Q. SPECIAL NOTES EXAMPLE !J..ill.Q
lIJ

~
0 (1) MAKE ALLOWANCE FOR WARM--UP,TAKE-OFF 6 CLIMB (SEE FIG. ) AT 12,000 L8.GROSS WEIGHT WITH 200 GAL. OF FUEL ALl. : PRESSURE ALTITUDE F.R. : FULL RICH
3 PLUS ALLOWANCE FOR WIND,RESERVE ANa COM8AT AS REQUIRED. (AFTER DEDUCT I KG TOTAL ALLOWANCES OF 55 GAl.) M. P. : MAN I FOLD PRESSURE A.R. : AUTO-RICH
a-
lii . TO FLY 700
lolA INTAIN
STAl.A)RMILES AT20,OOO Fl.AlTlTUDE
21150 RPM AND F.T.1N.MANIFOLO PRESSURE
GPH
TAS
: U.S.GAL.PER HOUR
: TRUE AIRSPE£O
A. L. : AUTO-LEAN
C.l. : CRUISING LEAN
HIGH BLOWER ABOVE HEAVY LINE WlTH MJ XTURE SET: RUN KTS. : KNOTS M.L. MANUAL LEAN ~
S.L. : SEA LEVEL F • l. : FULL THROTTlE "tI
"tI
CD
BASEO ON: ::;,
DATA AS OF 10/ 1145 J"i.TroNT TJ"..<'T c..
UI
x'
UI
 ~
'"00 "II
IQ"
.c:
ID
"0

"a.
ID
:l
~
0- AIRCRAFT MODEL EXTERNAL LOAD ITEMS ><"
-..
VI P-5IH
FLIGHT OPERATION INSTRUCTION CHART 6 ROCKETS AND
::r- 2 - 75-GALLON ~ROP TANKS

--
ID
ID ENGINE V- 1650-9 CHART WEIGHT LIMITS: 11,600 TO 10,700 POUNDS
I It''HG.
M.P •• !IBLOWER MIXTUR\]TIME iOTA~J

-
~-
LIMITS RPM. POSITION POSITION LIMIT G.P.H. ~-
w~_
INSTRUCTIONS FOR USING CHART: SELECT FIGURt FUEL COLUMN
IN NOTES: COlUM~ I IS FOR EMERGENcY HIGH SPEED CRUISING ONLY. COLUMNS

0 wx-
~u . EQUAL TO OR LESS THAN AMOUNT OF FUEL TO BE USED FOR CRUISIN~I) 11,111,IV AND V GIVE PROGRESSIVE INCREASE IN RANGE AT A SACRIFICE.
WAR ~
~~u MOVE HORIZONTALLY TO RIGHT OR LEFT AND SELECT RANGE VALUE 1'1 SPEED. AIR MILES PER GALLON (MI./GAL) (NO WIHOl,GALLONS PER HR.
~
REFER TO POWER PLANT CHARTS, SECTION III. ~zw
(G.P.H.) ANO TRUE AIRSPEEO (LA.S.) ARE APPROXIMATE VALUES FOR
EMERG. -~~
~~
EQUAL TO OR GREATER THAN THE STATUTE OR NAUTICAL AIR HILES
VI
~~
TO BE FLOWN. VERTICALLY BELOW ANn OPPOSITE VALUE NEAREST REFERE"lCE. RANGE VALUES ARE FOR AN AVERAGE AIRPLANE FLYING ALONE
::r- MILITARY
I I HIGH I O~ •
(NO WINOI'~)TO OBTAIN BRITISH IMPERIAL GAL. (OR G.P.H.):MULTIPLY

---::!!
w~ DESIRED CRUISING ALTITUOE(AlT.)READ RPM, MANIFOLD PRESSURE
ID 3000 61 LOW RUN 115 160 .Cr.~-

ID ~OWER MIN. 165 .001.&. (M.P.)AND MIXTURE HTTING REQUIRED. U.S. GAL. (OR G.P.H.) 8Y 10 THEN OIVIDE 9Y 12.
~~.

CIl
COLUMN I FUEL COLUI4N II COLUMN III COLUMN IV FUEL COLUMN V
I
RAM GE 1M AIRMILES U.S. RAM GE 1M AIRMILES RANGE 1M AIR'MILES RAM GE 1M AIRMILES U.S. RAM GE 1M AIRMILES
IQ"
-
::r-
0
STATUTE MAUT I CAL

990
GAL.

~05
STATUTE MAUTICAL

SUBTRACT FUEL ALLOWANCES

STATUTE

~OT
MAUT ICAL

AVAILABLE FOR CRUISING

STATUTE
(ll
MAUTI CAt: GAL. STATUTE MAUTICAL

.
'1:J
ID
1150
1080 930 380
1370
1290
1190
1120
1500
I~IO
1290
1220
1610
1510
1400
1310
~05
380
1700
1600
1480
1390

-
Q

Cr
1020
970
880
830
360
3~0
1230
'1160
1060
1010
1330 1150
1090
1~30 1240
1180
360
3~0
1510
1~30
1320
1240

-.
1260 1360
::I 910 780 950 1170
320 1090 1190 1030 1280 1110 320 1350
~~
... -
~
m ::I
CIl 850 720 300 1020 890 1110 960 1200 1040 300 1260 1100 Zm
VI 800 680 280 960 830 10~O 900 1120 970 280 1180 1030 o~
,_
... - IJgg
c: 7~0 630
Ig~g 950 ...~
840 910
~~g
260
~;~
~ 890 970
n n
Cr
690 590 2~0 8?O AllO 77r1 R~n RRn 00n
0 ...
c.. m
m
0
::I
(') ...7'0
-.
::r-
Q MAXIMUM AIR RANGE
MAXIMUM CONTINUOUS PRESS (3.35sTAT. (2.9 NAUT.) MI./GAL.) (3.65STAT. (3.15NAUT.). MI./GAL.) (3.9 STAT. (3.4 NAUT.) MI./GAL.) PRESS
APPROX. APPROX. APPROX.
I M. P. MIX- M. P. MIX- APPROX. M. P. MIX- APPROX. M. P. MIX- M. P. MIX-
All • AL T.
VI R.P.M. INCHES TURf TOT. T. A.S. R. P.M. INCHES TURE TOT. T.A.S. R. P.M. .INCHES 'URE TOT. T. A. S. R. P. II. INCHES TURE TOT. T. A. S. R. P.M. INCNES TURE TOT. T .A.S.
;C" ":''p'H. M.P.H. KTS. FEET G.P.H. M.P.H. KTS. GP,H. M.P.H. KTS. G.P.H MPH KTS.
FEET GPH. MP.H KTS.

~ 40000 40000
0
n 35000 35000
~ 2700 46 RUM 98 355 310 30000 30000 2400
2600 44 RUN 94 350 305 2400 42 RUN 86 340 295 38 RUN 78 325 280
~
CIl
2700 46 RUM 97 340 295 ,.nM 2600 44 RUN 92 335 290 2450 43 RUM - 86 330 285 25000 2250 39 RUM 76 310 1270
Q
::I I~~~~
~b
46
I KU"
RUM :~~ I ~~~
300
280
20000
15000 2600 44 RUN 92 320 280
Il~OU
2400
F.T.
42
RUM
RUN :g 330
305
285
265
2400
21S0
F. T.
38
RUM
RUM
81 315
71 280
275
245
20000 2200
15000 2000
35
32
RUN
RUM
68
60
285 245
250 215
...
Cl.

~
2700 46 RUM 99 310 270 10000 2550 44 RUM 89 300 260 2200 40 RUM 75 275 240 1900 37 RUN 64 250 215 10000
0 2700 46 RUM 97 290 250 5000 2350 42 RUM 80 270 2.35 2100 39 RUM 69 5000
250 215 1800 36 RUM 56 220 190
S. L. S. L.
..... 2700 46 RUN 95 270 235 2300 41 RUM 76 250 215 1950 38 RUM 62 225 195 1750 35 RUN 51 200 175

'"
I
SPECIAL LEGEND

-
CQ NOTES HAMPLE
So. .. (1) MAKE ALLOWANCE fOR WARM-UP,TAKE-OFf 6 CLIMB (SEE fiG. I AT1r, 500 LB. GROSS WEIGHT WITH 3110 GAL.OF FUEL ALl. PRESSURE ALT I TUDE F.R. : FULL RICH
0 PLUS AllOWANCE FOR WINO,RESERVE AND COMBAT AS REQUIRED, (AFTER DEDUCTING TOTAL ALLOWA~CES OF 65 GAL.) M. P, ~AN IFOLD PRESSURE A.R. AUTO-RICH
::I GPH
..
0 "HTG"H BLOWER ABOVE "HEAVY LINE
TO FLY 1.350
MAtNTAltl 21150 RPM A"ID
WITH MIXTURE SET: RUN
ij'
STALAIRMILES AT25.000 FT.ALTITUDE
IN.MA"IfFOLD PRESSURE TAS
KTS.
: U.S.GAL.PER HOUR
TRUE AIRSPEED
KNOTS
A.L.
C.L.
M. L.
AUTO-LEAN
CRU IS ING LEAN
MANUAL LEAN
0
'1:J F. T. : FULL THROTTLE

...
S. L. : SEA LEVEL

Q DATA AS OF 9/24/45 BASEO ON: FLTG"HT TEST

::I
~
CIl

) ) ) "
 ( (

ca·""e:
...
CD ;
AIRCRAFT MODEL EXTERNAL LOAD ITEMS
Co)
0- P-5IH
FLIGHT OPERATION INSTRUCTION CHART 6 ROCKETS AND
i;; 2 - 75-GALLON DROP TAtIKS

.....,
:2" ENGINE V-1650-9 CHART WEIGHT LIMITS: 10,700 TO 9000 POUNDS
CD
CD
LIMITS R,P.M.
I M'P·.1 BLOWER M1XTURE~rITIME TOTAl.[
IN.HG. POSITION POSITION LIMIT G._P.H. ~- IHSTRUCTIOHS FOR USIHG CHART: SELECT FIGURE IN FUEL COLUMN NOTES: COlUM"l I IS FOR EMERGENCY HIGH SPEED CRUISiNG ONLY. COLUMNS

-
~~-

0
-
WAR
REFER TO POWER PLAHT CHARTS, SECTIOH III
~u

~
~z~
.
.. u
, EQUAL
MOVE
TO OR
HORIZONTALLY
LESS THAN
TO
AMOUNT
RIGHT OR
OF
LEFT
FUEL
AND
TO '3E
SELECT
USEO FOR CRUISINdl)
RANGE VAlU£
11,111,IV AIlO V GIVE PROGRESSIVE INCREASE Iii RANGE AT A SACRIFICE
IN SPEED. AIR MILES PER GALLON (MI./GAL) (NO WINO),GALlONS PER HR.

..., EMERG.
..
-~~
~~
~
EQUAL
TO B£
TO
FLOWN.
OR GREATER
VERTICALLY
THAN THE
BELOW
STATUTE
ANI)
OR
OPPOSITE
NAUTICAL
VALUE
AIR
NEAREST
MILES (G.P.H.) AND TRUE AIRSPEED (l.A.S.) ARE APPROXIMATE VALUES
REFERE"ICE. RANGE VALUES ARE FOR Ml AVERAGE AIRPLANE FLYING ALONE
FOR

INO WINOI'~'TO O"AlN BRITISH IMPERIAL GAL. (OR G.P.H.):MULT,PLY

I
O~ ,
~ILlTARY

""
:2" ~OWER
3000 I 6I I LOW RUN 1
15 160
MI H. 165 .~~~
~~ DESIRED CRUISING ALTITUDE(AlT.)READ
(M.P.)ANO MIXTURE HTTING REQUIRED,
RPM, MANIFOLD PRESSURE
U.S. GAL. (OR G.P.H.) BY 10 THEN DIVIDE" 12.

..
CD
CD
HIGH

V
--
III COLUMN I fUEL COLUMN II COLUMN III COLUMN IV fUEL COLUMN

c-
I RA NGE IN AIRMILES U.S. RAN GE IN AIRMILF~ RANGE IN AIR'MILES RAN GE IN AIRMILES U.S. RAN GE IN AIRMILES

..""a· STATUTE NAUT I CAL GAL. STA TUTE NAUT ICAL STATUTE NAUTICAL STATUTE NAUT I CAl GAL. STATUTE NAUT! CAL
:2" (I)
SUBTRACT FUEL ALLOWANCES NOT AVA I LABLE FOR CRU I SING
0 730 63([' 255 870 750 940 820 1000 880 255 1080 940
1:1 690 590 240 820 710 890 770 960 830 240 1020 880
..o·...
CD
Q 630 550 220 750 650 810 700 880 760 220 930 810
570 500 200 680 590 740 640 800 690 200 850 740
510 450 180 610 530 670 580 720 620 180 760 660
;Ill
m
""... e:
-.....
~

~
460
400
400
350
160
140
540
480
470
410
590 ,
520
510
450
640
560
550
480
160
140
680
600
590
520
:I>:llJ
Zm
O~
;Ill
n
III
340 300 120 410 350 440 380 480 410 120 510 440
-
-;Ill
,
O\n
...m !lo· ~90
30
250
200 Igg 340
270
290
240
3 0
3 0 6 320
260 MBB 340
280 19B 4ijO
3 0 %8 e~
C
~

0
:2"
170
110
MAXIMUM COHTIHUOUS
150
100
60
40
(
200
140
3.~STAT. (2.95NAUT.) MI./GAL.)
180
120
220
150
190
130
(3.7 STAT. (3.2 HAUTo), MI./GAL.)
240
1,60
(~.O STAT. (3.~5 HAUT.) MI./GAL.)
210
140
60
40
250
170
2~~
15
MAXIMUM AIR RAHGE
-
7'c

..
...
Q

I
M. P.
R. P.M. IHCHES
MIX-
TURE TOT.
APPROX.

'.A.S.
PRESS
AU •
M. P.
R. P. M. IHCHES
MIX-
TURE TOT.
APPROX.

T. A. s.
M. P. MIX-
R. P.M. IHCHES 'URE TOT.
APPROX.

T. A. S.
M. P.
P:. P.M. IHCHES
MIX-
TURE TOT.
APPROX.

T. A. s.
PRESS
AL T.
FEET
R. P. M.
M. P.
IHCHES
MIX-
TURE TOT.
APPROX.

T. A.S.
FEET
""
;C. '~P.H. MP~, KTS.

NOOOO
G.P.H M.P.H. KTS. GPH. MP.H. KTS. GPH MPH KTS.

NOOOO
G,PH MPH. KTS.

~ 35000 35000
...:lI:"
0
2700 ~6 RUN 98 355 310 30000 2600 ~5 RUN 95 355 310 2~00 ~2 3~5 30000 2~00

..
CD
III
2700
["17Olf
~6
116
RUN
RUN
97
10~
3~0
H5
295 25000
290 20000
1?600
2500
ij5
F.1.
I RUN
RUN
92
88
3~0 2~5
330 285
2300
2350
~I R""
F.T. RUN
RUN 86

0'
77
h?5 I ?on
310 270
300

25000 2?50
20000 2200
39

~9
F.T.
RUN

RUN
RUN
80

N
70
335

310
290
290

270
250
Q 2700 ~6 RUN 101 325 280 15000 2600 ~~ RUN 91 320 15000 2050
280 2350 ~I RUN 82 305 265 2100 37 RUN 70 280 2~5 33 RUN 61 260 225
~
a.. 2700 ~6 RUN 99 310 270 10000 2550 ~3 RUN 88 300 260 2150 ~O RUN 7~ 275 2~0 1900 215 10000
37 RUN 63 250
'"'4 2700 ~6 RUN 250 5000 2~00 ~2 81 5000
97 290 RI'N 275 2~0 2050 38 RUN 67 250 215 1800 36 RUN 57 225 195
~ 2700 ij6 RUN 95 270 235 S. L. 2250 ~I RUN 7~ 250 215 1900 36 RUN 61 225 195 1700 205 S. L.
0 35 RUN 51 180
.....
VI SPECIAL HOTES EXAMPLE LEGEHD
•
-
(Q
Q

0
~
(1) MAKE ALLOWANCE FOR WARM-UP,UKE-OH & CLIMB (SEE FIG.
PLUS ALLOWA!<lCE FOR WIND,RESERVE AND COMBAT AS REQUIRED.

'HT'G'H BLOWER ABOVE 'HEAVY LINE

I AT 10,500 Lq.GROSS WEIGHT W!TH ZOO
(AFTER DEDUCT I NG TOTAL ALLOWANCES OF 55
TO FLY 800
MAINTAIN 2300
STAT.AIRMILEs AT 25,000FT,ALTITUOE
RPM A~O 111
GAL. OF FUEL

IN.MA'IlFOlD PRESSURE
GAL.)
ALL
M. P.
GPH
TAS
PRfSSUqE ALTITUDE
MAN lFOLO PRESSUR£
U.S.GAl.PER HOUR
TRUE AIRS PHD
F.R.
A.R.
A.l.
FULL RICH
AUTO-RICH
AUTO-LEAN
C.l. : CRUISING LEAN
:I>
...0
0
WITH MIXTURE SET: RUN KTS. KNOTS
S. L. : SEA LEVEL
M.l.
F. T.
: MANUAL LEAN
FULL THROTTLE
"C
"C
1:1 CD
:l
'"'4 DATA AS OF 9/24/45 BASEO ON: FLIG'HT TEST 0-
Q
~
X·
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..... III
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..
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'tl
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(,.)
..... A I RCRAFT MODEl EXTERNA L LOAD ITEMS )(
...... ~
I
P-5JH
FLIGHT OPERATION INSTRUCTION CHART 6 ROCKETS ANu 2 - IIO-GALLON OROP TANKS
'"
::r J
..
lD
lD ENG I NE: V-1650-9 CHART WE I GHT 1I MI TS: 12. 100 TO 10,800 POUNOS

- I l M.P

-
•. IBLOWE.R MIXTUR\! TIME TOTAL ~-
INSTRUCTIONS FOR USING CHART: SELECT FIGURE" FUEL COLUMN NOTES: COLUM'" I IS fOR EMERGENCY HIGH SPEED CRUISING ONLY.COLUMNS
L 1M ITS RPM,. .... HG. POSITION POSITION LIMIT G.P.H. ~-
W~- ll
0 i--- EQUAL TO OR LESS THAN AMOUNT OF FUEL TO IlE USED FOR CRUISINd II,III,IV MID V GIVE PROGRESSIVE INCREASE 11<1 RANGE AT A SACRIFICE
WAR REFER TO PO~ER PLANT CHARTS, ~~u
~
MOVE HORIZONTALLY TO RIGHT OR LEFT AND SELECT RANGE VALUE III SPEED. AIR MILES PER (;AlLOH (MI./GAL)(HO W1HOl,GALlONS PER HR.
W~W
t -)
EME RG• SECT I liN II I -~~ EQUAL TO OR GREATER THAN THE STATUTE OR NAUTICAL AIR MilES (G.P.H.) AND TRUE AIRSPEED (T.A.S.) ARE APPROXIMATE VALUES FOR
~w
REFERE~CE. RANGE VALUES ARE FOR AN AVERAGE AIRPLANE FlYIHG ALONE
'"::r
~~
TO BE FLOWN. VERTICALLY BELOW ANn OPPOSITE VALUE NEAREST

..
lD
lD
MILITARY
POWER
300061 I I LOW
HIGH RUN
! 15
I~ IN.
160
J 65
O~
w'-'
~~-
OO~
~~-
•
DESIREO CRUISING
(M.P.)AND MIXTURE ,"TTING REQUIRED.
ALTITUDE(ALT.)REkO RPM, MANIFOLD PRESSURE (NO WINOI(~)TD DSTAIN BRITISH IMPERIAL GAL (OR G.P.H.):MULTIPLY
U.S.GAL (OR G.P.H.) 9Y 10 THEN DIVIDE 9Y 12.

--
III

I
:!! RAN GE
COLUMN I
IN AIRMILES
FUEL
U.S. RAN GE
COLUMN II
IN AIRMILE~ RANGE
COLUMN III
I N A I R'M I LE S RAN GE
COLUMN IV
IN AIRMILES
FUEL
U.S.
COLUMN V

RAN GE IN AIRMILES
CS·
..
::r
0
STA TUTE NAUT I CAL GAL. STATUTE NAUTICAL

SUBTRACT FUEL ALLOWANCES

STATUTE

~OT
NAUT I CAL

AVA ILABLE FOR CRU ISING

STA TUTE
«)
NAUTICAL GAL. STATUTE NAUT I CAL

...
'b 1370 1190 1175 1610 1400 17110 15.vO 'B70 162u 1175 1970 112u
lD 157u 1670
1320 115.0 1160 1560 136u 1690 1450 IBIO 1160 1910
Q
1270 110il 11110 1500 l'JuIJ 1610 13:iu 17liO 151u llllO 1830 16UO
O· 1210 105u 1120 '1130 124u 15liO 133IJ 1660 144U 1120 1750 1530

:11:I
m -..
:J
:J
!!1.
'":11:I... ..
c:
1150
1100
10110
980
lUuU
115u
9IJU
85IJ
1100
380
360
3liO
1360
1290
1220
i 150
118u
112u
1u6u
1uIJIJ
11170
1390
1320
1250
127u
12IJU
114U
lu81J
1580
1500
Ili30
1350
l'Jlil
Hlu
124u
l11u
1100
::lBO
360
3110
1670
Ifi90
1510
11130
1460
1 ~jJIJ
1320
125u
~:II:I
Zm
o!!;
-:11:I
80u l1IJu
940
1~.~~ ~5g :~~g B1~
920
I:~ro
320 1090 1170
n
... o·:J
n
B60
BOO
75tJ
7uO
300
2BO
1020
950
RRU
82u
1100
1020
.~.i(J
89u
00
1120
lu4u
970 280 1190 lu4U
o.n
0 ...

-
~m
m 750 65u 260 8BO 771; 950 82u 10liO iJOO 260 1110 97u
10 0 690 6ul; 2liO 820 71u 880 76IJ 970 84u 2110 1030 9ul; 7'10
..
::r
Q

I
MAXIMUM CONTINUOUS
M. P. MIX- APPROX.
PRESS (3.~ STAT. (2.95NAUT.) MI./GAL.)
fl. P. MIX- APPROX.
(3.65STAT. (-3. H,NAUT. ! MI./GAL.)
M. P. MIX- APPROX.
(3.&STAT. ( ~~HAUT.) MI./GAL.)
M. P. MIX- APPROX.
PRESS MAXIMUM AIR RANGE
M. P. MIX- APPROX.
All • AL T.
'")(' R. P. M. INCNES TURE TOT. T. A. S.
j,P.H. M.P.H. KTS. FEET
~. P. M. INCHES TURE TOT.
G,PH.
T. A. s.
M.P.H. KTS.
R. P.M. INCHES 'URE TOT. T. A. S.
GP'H. M.P.n, KTS.
k. P.M. INCHES TURE TOT. T. A. s.
G.P.H. MPH KTS.
FEET
R. P.M. INCHES TURE TOT.

GPH
T. A. S.
MP.H. KTS.
;lQ
0 ~OOOO ~OOOO
,....
n

..
lD
III
2700
2700
'16 RUN
RUN
9$
97
350
3'10 295
35000
305 30000 2600
2600
~~

'I~
RUN
RUN
95 3~5

335
300
290
2~00

2'100
~2

'12
RUN
RUN
86 33" 290
3:1.5 280
35000
30000 :1.'100
2250 'II
39 RUN
RUN
81 325 280
275
Q '6 25000 92 85 25000 79 315
:J 2700 '16 RUN 10'1 3'10 295 20000 2600 'I~ RUN 90 330 285 :1.'100 F. T. RUN 82 315 275 20000 2300 F.T. RUN 75 300 260
Q. :1.700 '16 RUN 10/ 325 280 15000 ~'I RUN 8'1 RUN 7'1 15000 RUN 65 260
2600 92 315 275 :1.'100 '12 RUN 305 265 :1.1,,0 39 285 :1.'15 2050 3'1 225
-e
~ :1.700 '16 RUN 99 305 :1.65 10000 :1.'150 ~2 RUN 8~ 290 :1.50 :1.150 39 RUN 73 ·270 235 1900 37 RUN 6'1 2'15 215 10000

-
0

0I
IQ
2700
2700
'16
'16
RUN
RUN
97
95
290
270
250
235
5000
S. L.

SPEC I AL
2300
2200

NOTES
'II
~o
RUN
RUN
77
70
:1.65
2~0
230 :1.050
210 1950
38
37
RUN
RUN
67 :1.'15
60 220

HAMPLE
:1.15
190
1800
1750
36
36
RUN
RUN
07
S3
220 190
200 170
5000
s. L.

LEGEND
a0' (1) MAKE ALLOWANCE FOR WARM-UP,TAKE-OFF & CLIM8 (SEE F!G.
PLUS ALLOWANCE FOR WINO,RESERVE AND COMBAT AS REQUIRED.
) AT 12.000 L8.GROSS WEIGHT WITH 1100
(AFTER DEDUCT I NG TOTAL ALLOWANCES OF
GAL.OF FUEL
75 GAL.)
ALT.
M. P.
PRESSURE ALT I TUDE
MAN I FOLD PRESSURE
F .R. : FULL RICH
A.R. AUTO-RICH
:J GPM

.
TO flY 1550 STAT.AIRMILES AT25.0DO FT.ALTITUDE U.S.GAL. PER HOUR A. L. AUTD-LEAN

t:l MAINTAIN 2QOO RPM A~D u2 (N . .MANIFOLD PRESSURE TAS TRUE AIRSPEED C.L. : CRU IS ING LEAH
H1GH BLOWER ABOVE HEAVY LINE WITH MIXTIIRE SET: RUN KTS. KNOTS M. L. MANUAL LEAN
0 S. L. SEA LEVEL F.T. FULL THROTTLE
'b
-e
Q DATA AS OF 101l14~ BASED ON: FLIGH1' TEST
,....
:J
III

) )
 (

"II
cO'
e:
~
~
Co.) AIRCRAFT MODEL EXTERNAL LOAD ITEMS
...... FLIGHT OPERATION INSTRUCTION CHART 6 ROCKETS ANJ 2 - IIO-GALLON JROP TANKS
P-5IH
in
::r ENGINE: V-1550-9 CHART WEIGHT LIMITS: 10.800 TO 9000 POUNDS
~
a LIMITS R,PM.
I M.P •. lBLOWER MrXTUR\!IT1ME
IN.HG. POSITION POSITION LIMIT G.P.h,
TOTAL ~~
~- INSTRUCTIONS FOR USING CHART: SEL'CT FlGUR' IN FUEL COLUMN NOTES: COLUMN I IS FOR EMERGENCY HIGH SPEED CRUISING ONlY.COLUMNS
~ f--
W~-
W~-
EQUAL TO OR LESS THAN AMOUNT OF FUEL TO 'H USEO FOR CRUISING'
(I'
11,111,IV AND II GIVE PROGRESSIVE INCREASE IN RANGE AT A SACRIFICE
,
a.
~u

WAR REFER TO POWER PLANT CHARTS,

~
~~ u MOVE HORIZONTALLY TO RIGHT OR LEFT AND SELECT RANGE VALUE 1'1 SPEED. AIR MILES PER GALLON (MI./GAL) (NO WINO),GAlLONS PER HR.
~% W

EMERG. SECTION III -~~ EQUAL TO OR CREATE,R THAN THE STATUTE OR NAUTICAL AIR MILES (G.P.H.) AND TRUE AIRSPEED (T.A.S.) ARE APPROXIMATE VALUES FOR
~ ~~
~~ REFERE"lCE. RANGE VALUES ARE FOR AN AVERAGE AIRPLANE FLYING ALONE
TO BF FLOWN. VFIHICALLY BELOW ANn flPPOSITF: VALUr NEAREST
In
::r MILITARY
I I IIMIN. 160
O~

w'"'
•
DESIRED CRUISING ALTITUDE(AlT.)READ RPM, MANIFOLD PRESSURE (NO WINOIO'TO OBTAIN BRITISH IMPERIAL GAL (OR G.P.H.):MULTIPLY
°
.. LOW .r:r:3!:-
~ POWER 3000 61 HIGH RUN 15 165 .~~~ (M.P.)ANO MIXTURE SUTING R'QUIR'O. U. S. GAL (OR G. P. H.) BY 10 THEN IV ID' 9Y 12.
~
III COLUMN I FUEl COLUMN II COLUMN III COLUMN IV FUEL COLUMN V
'-

-..
I
"II
cO'
::r
RA NGE
STATUTE
IN AIRMILES
NAUT ICAl
U.S.
GAL.
RAN GE
STATUTE
IN AIRMILES
NAUT ICAL
RAN GE
STATUTE
IN AIR'MILES

SUBTRACT FUEL ALLOWANCES NOT AVA IlABLE FOR CRU IS I NG

NAUT ICAL
RANGE
STATUTE
(I)
IN AIRMILES
NAUTICAL
U.S.
GAL.
RAN GE
STATUTE
IN AIRMILES
NAUT I CAL

0 730 640 255 870 75.0 940 82U 1030 890 255 1100 UO
'tJ 590 600 240 820 7lu 8BO 77U 970 840 240 1030 9.00
~

..
~
Q

0'
tjjU
580 ~Z~
45.0
~6g
180
~~g
O:JO
590
530
81u
71i0
700
640
890
810
770
700
220
200
950
850
83u
75.0
630
~g~
520 510 570 580 730 180 770

,., -..
m
::J
::J
450
400
400
350
150
140
540
1i80
470
41u
590
520
5.10
45.0
650
570
560
490
150
140
590
500 530
»,.,
Zm

,.,...
III
VI

..'"
~
e:
340
290
30U
25.U
120
100
1i10
340
350
290
440
370
380
320
1i90
1i00
420
350
120
100
520
1i30
450
370 -,.,
O~
o.n
n
... 0' 230 2UO 80 270 240 300 260 320 280 80 340 3uO 0 ...

- m
C-
m ::J 170 15.0 50 200 180 220 19U 240 210 50 250 21u
0 110 100 40 IlIO 120 150 13U 150 140 40 170 150 7'0
0
::r
..
Q
~

In
I
MAXIMUM CONTINUOUS
M. P.
R. P.M. INCHES
MIX-
TURE TOT.
APPROX.

T. A.S.
PR ESS
AL T.
(3.~ STAT. ( .q.,NAUT.) MI.:/GAL.)
M. P.
R. P.M. INCHES
MIX-
TURE TOT.
APPROX.

T. A. s.
h.7 STAT. (3? NAUT.l MI./GAL.I
M. P. MIX-
R. P.M. INCHES TURE TOT.
APPROX.

I. A. S.
(~.05 STAT. (3.~ NAUT.) MI./GAL.)
M. P.
R. P.M. INCHES
MIX-
TURE TOT.
APPROX •
1. A. S.
PRESS
AL T.
R. P. M.
MAXIMUM AIR RANGE
M. P.
INCHES
MIX-
TURE TOT.
APPROX.
T .A. S.

)(' FEET FEET .eH KTS.

G.P.H. M.P.H. KTS. GP.H. MPH. KTS. Gl:H. MP.H. KTS. GP.R MP.H KTS. GPH

::l:l ~OOOO ~OOOO

0 35000 35000

..
'"
~
~
III
Q
2700
2700
~6

~6
RUN
RUN
98
97
300
~~O
310
29~
30000

? <nnn
2600
2600
~~

~~
RUN
RUN
9~

Q?
305
3~0
310
290
2~00

2300 ~
~ I
I
RUN
RUN
. 8~

80 325
3~0 290
280
30000 /.300

?'onn 2200
20000 21bO
a6
~8
RUN
RUN
H
71
320
30b
280
260
2700 ~6 RUN 10~ a~~ 3uO 20000 2000 F. T. RUN 88 a30 2~0 2~00F. T. RUN 7" 305 260 32 RUN 6~ 270 2~0
::J 2700 ~6 RUN 101 ~30 2.~~ 15000 2000 RUN 66 270 15000 1900 5~
Q, ~~ 92 320 280 2300 ~I RUN 82 30" 26b 2100 3, RUN 235 30 RUN 230 205
...
~
2700 ~6 RUN 99 310 270 10000 2000 ~3 RUN 87 aoo 260 21,,0 39 RUN 7~ 27b 2~0 1850 35 RUN 59 2~0 210 10000
5000
2700 ~6 RUN 97 290 250 5000 2300 ~ 1 RUN 78 270 23b 2050 38 RUN b8 200 21b 1700 ao RUN 53 21b i85

-
0
2700 ~6 RUN 90 270 230 S. L. 2200 ~O RUN 71 2~" 21" 1900 37 RUN 60 22~ 19b 1700 3~ RUN ~9 190 170 S. L.

0I SPECIAL NOTES EXAMPLE LEGENO

CQ
e.. (1) MAKE ALLOWANCE fOR WARM-UP, UKE-OFF 6 CLIMB (SEE fiG.
PLUS ALLOWANCE FOR WINO,RESERVE AND COMBAT AS REQUIRED.
I AT 10.500 LB. GROSS WEIGHT WITH
(AFTER OEOUCTING TOTAL ALLOWANCES OF
200 GAl. OF FUEL
55 GAL.)
ALT.
M. P.
PRESSURE ALT r TUDE
MAN I FOLD PRESSURE
F. R. : FULL RICH
A.R. AUTD-RICH
0'
::J
TO flY 800 STAT.AIRMILES AT 25,000 FT.ALTITUDE GPH U. S.GAL. PER HOUR A.l. AUTD-LEAN

0 HIGH BLOWER ABOVE HEAVY LINE.

MA INTAIN 2300
WITH MIXTURE SET:
RPM AriD
RUrl
it 1 IN. MAN t FOLD PRESSURE TAS
KTS.
TRUE AIRSPEED
KNOTS
C.l.
M. L.
CRUISING LEAN
MANUAL LEAN
»
'tI
~
0 ~. L. : SEA LEVEL F.T. FULL THROTTLE 'tI
~
'tJ
...
Q
OATA AS OF 1011/45 BASED ON: FLIGHT TEST
='
Q.
X'
::J
Ul ~
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e:
CD
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"a
CD
:l
Q.
Co)
Q) AIRCRUJ MODEL EXTERNA L LOAD ITEMS X'
i;; FLIGHT OPERATION INSTRUCTION CHART 6-ROCKETS AND
P-5IH
=-
CD
2 - 165-GALLON DROP TANKS

...
-
CD ENGINE V-1650-9 CHART WEIGHT LIMITS: 13,000 TO 11,500 POUNDS

LIMITS R.p.H.
[ IN.HG.
M'P'.I POSITION
BLOWER MrxruREN!ITIHE TOTAL.I
POSITION LIMIT G.P.H.
~-
"'-
w<-
IHSTRUCTIOHS FOR USIHG CHART: SiLECT FIGURE IN FUEl COLUMN NOTES: COlUM~ I IS FOR EMERGENCY HIGH SPEED CRUISING ONlV;COLUMNS

~
W~- EQUAL TO OR LESS THAN AMOUNT OF fUEl.. TO l3E UsEe FOR CRurSINdl) II,III,IV AND V GIVE PROGRESSIVE INCREASE IN RANGE AT A SACRIFICE
~u .
WAR ~~u
~
MOVE HORIZONTAllY TO RIGHT OR LEFT AND SELECT RANGE VALUE IH SPEED. AIR MILES PER GALLON (MI./GAL.) (NO WIHO).GAlLONS PER HR.
to.,) REFER TO POWER PLAHT CHARTS, SECTIOH III ~zw
(G.P.H.) AND TRUE AIRSPEED (T.A.S.) ARE APPROXIMATE VALUES FOR
EMERG. -<~
<~
EQUAL TO OR GREATER THAN THE STATUTE OR NAUTICAL AIR MILES
VI ~~
TO BE FLOWN. VFRTICALLY BELOW ANn OPPOSITE VAlUF NeAREST REFERE"lCE. RANGE VALUES ARE FOR AN AVERAGE AIRPLANE FLYING ALONE
=- I I HILOVGK I
w
0'" •
DESiRED CRUISING AlTITUOE(AlT.)REAO .RPM. MANIFOLD PRESSURE rNOWINO)(~)TO OBTAIN BRITISH IMPERIAL GAL. (OR G.P.H.):MULTIPLY
MILITARY
I 3000 w"

.......
CD RUH 115 160 "',,-
CD POWER 6I ~~~ (H.P.).NO MIXTURE HTTING REQUIRED. U.S.GAL. (OR G.P.H.) BY 10 THEN DIVIDE BY 12.
MI H• 165
III
COLUMN I FUEL COLUMN II COLUMN III COLUMN IV FUEL COLUMN V
~
cQ' RANGE IN AIRMILES U.S. RAN GE IN AIRMILES RANGE I N AI R'M I LE S RAN GE IN AIRMILES U.S. RAN GE IN AIRMILES

...=- STATUTE NAUTICAL GAL. STATUTE NAUTICAL STATUTE NAUTICAL STA TUTE
(I)
NAUTI CAL GAL. STATUTE NAUTI CAL

0 SUBTRACT FUEL ALLOWANCES ~OT AVA ILABLE FOR CRU ISING

Q
....
'b
CD 1680
1610
1460
1400
1350
585
560
~':l0
1930
18ijO
1780
1660
1590
1530
2060
1980
1790
1710
1650
2200
2110
1900
1820
1760
585
560
2320
2220
2010
1920
o' IR8g 1300 520 1710 1480
1910
18ijO 1590
2030
1960 1700
5ijO
520
2150
2070
1860
1790
;lIJ
m
CIt
-I
-.
~
~

!!l.
e:
lijijO
1380
1320
1260
1210
1250
1200
1150
1100
1050
500
ij80
ij60
ijijO
1120
1650
1580
1520
lij50
1390
1420
1370
1310
1~50
1 00
1770
1700
1630
1560
lij90
1530
1470
1410
1350
1290
1890
1810
17ijO
1670
1590
1640
1570
1510
1450
1380
500
ij80
ij60
ijijO
ij20
1990
1920
18ijO
1760
1690
1720
1660
1590
1520
1460
»;lIJ
Zm
O~
;lIJ
n o'~ 1150

\8~8
1000
950
ijOO 1320 1140 lij20 1230 1520 1320
1260
ijOO 1610 1390
1320
gn
-;lIJ

18~8
380 1260 lij50
-I
m ~ 900 360 1190
1350
HI8 1190
380 1530
1250 ..,m
~-I

-.e
1280 1370 360 11150
e 0 980 850 3ijO 1130 970 1220 1050 1300 1130 3ijO 1380 1190
=-
. 920 800 320 1060 920 1150 990 1230 1070 320 1300 1120
Q
.I.. MAXIMUM COHTIHUOUS
M. P. MIX- APPROX.
PRESS (3.25 STAT. (2.8 HAUT.) MI./GAl.) (3.~5sTAT. (3.0 HAUT.) MI./GAL.) (3.6:; STAT. ('3.15 HAUT.) MI./GAl.) PRESS
APPROX. M. P. MIX- APPROX. M. P. MIX- APPROX.
MAXIMUM AIR RAHGE
M.P. MIX- APPROX.
M. P. MIX- AL T.
VI ALT.
>C. R. P.M. IHCHES TURE TOT. T. A.S. R. P.M. IHCHES TURE TOL LA. S. R. P.M. IHCHES TURE TOT. f. A.S. R. P.M. IHCHES TURE TOT. T.A.S. R. P.M. IHCHES TURE TOT. T :A.S.

G,P.H. M.P.H. KTS. FEET G.P.H. M.P.H. KTS. GP'H. MP.H. KTS. GP.H. MP.H. KTS. FEET GP.H." IolP.H. KTS.
::0
0 ~OOOO ~OOOO
t'I
~ 35000 35000
...
CD
III
30000 30000

Q 2700 ~6 RUN 97 325 280 25000 Innn U~ RUN AA h?n I?An 25000 I ?~ll/I UI I RUN 7Q l~n5 ?6fi
~ LlUU '10 HUH IU'I ~~~ 1290 20000 2600 ~~ RUN 9~ 325 280 ~50 F.T. RUN 20000 2300 295 255
86 315 275 F.T. RUN 76
a.. 2700 ~6 RUN 101 320 280 15000 2550 ~~ RUN 90 310 270 2250 ~O RUN 79 290 250 15000 2100 35 RUN 67 255 220
-e
~ 2700 ~6 RUN 99 305 265 10000 2550 ~~ RUN 90 295 255 2350 ~I RUN 80 280 2~5 2050 38 RUN 70 255 220 10000

-.
0

0-
I.n
2700
2700
~6
~6
RUN
RUN
97
95
285 250
265 230
5000
S. l.
2~50
2300
~3
~I
RUN
RUN
8~
75
270
2~5
235
215
2150
2050
~O
38
RUN
RUN
72
65
250
225
215 1900
195 1800
37
36
RUN
RUN
62
55
225
200
195
175
5000
S. l.

-
-
(Q
Q
0-
~
SPECiAl HOTES
(1) MAKE ALLOWANCE FOR WARM-UP,TAKE-OFF 6' CLIMB (SEE FIG.
PLUS ALLOWANCE FOR WIND,RESERVE AND COM8AT AS REQUIRED.
I
EXAMPLE
AT 12,600 LB. GROSS WEIGHT WITH
(AFTER DEulleTING TOTAL ALLOWANCES OF
TO flY 1850
500

STAT.AIRMILES AT 25,OOOFT.AlTITUDE
GAL.OF FUEL
85 GAL.)
AL T.

GPH
LEGEHO
PRESSURE ALT nUDE
M. P. : MAN IFOLD PRESSURE
: U.S.GAL.PER HOUR
F .R. : FULL RICH
A.R.
A. L. : AUl
AUT~RICH

~LEAN

..
c
0
RiGH BLOWER ABOVE HEAVY LINE MAINTAIN 2500 RPM MID
WITH MIXTURE SET: RUN
ij) IN.MANIFOLD PRESSURE TAS
KTS.
TRUE AIRSPEEO
KNOTS
S.l. : SEA LEVEL
C.L. : CRUISING LEAN
M.L.
F. T.
MANUAL LEAN
: FULL THROTTlE
'b
-e
Q DATA AS OF 10/1/45 BASED OH: FLIGHT TEST
~
~
III

) )
 ( .J

ca·""e:
.
CD
Co) AIRCRAFT.MODEL(S) EXTERNA L LOAD ITEMS
~
....... P~5IH
FLIGHT OPERATION INSTRUCTION CHART
Vi
6 ROCKETS AND
::r 2 - 165-GALLON DROP TANKS
..
CD
CD
I\) LIMITS
ENGINE:
R.P.M.
I
V-1650-9
M.P •• 118l0WER I,
MIXTURE T1ME TOTAL
I,LHG. POSITIOH POSITIONH LIMIT ';.P.H. ~-
w<_
>--
CHART WEIGHT LIMITS: 11,500
INSTRUCTIONS FOR USING CHART: SELECT FIGURE IN FUEL COLUMN
EQUAL TO OR LESS THAN AMOUNT OF FUEL
TO

TO H
9000 POUNDS

USED FOR CRUISING

. (I)
'NOTES: COLUWf I IS FOR EMERGENCY HIGH SPEED CRUISING OHlY.COLUHHS
II,III,IV AND V GIVE PROGRESSIVE INCREASE IH RANGE AT A SACRIFICE
a.
I\)
WAR
EMERG.
REFER TO POWER PLAn CHARTS,
SECTION III
~u

~>-u
~zw
-<~
<~
•
>- MOVE
EQUAL
HORIZONTALLY
TO OR GREATER
TO RIGHT OR
THAN THE
LEFT
STATUTE
AND
OR
SELECT
NAUTICAL
RANGE VALUE
AIR MILES
IH SPEEO. AIR MILES PER GALLON (HI./GAL..) (NO WIHDI.GALLONS PER HR.
(GoP.H.) AND TRUE AIRSPEED (T.A.S.) ARE APPROXIMATE VALUES FOR
>-~
w TO 8E FLOWN. VfRTICAllY BELOW ANn npPOSlTE VALUF' NEAREST REFERENCE. RANGE VALUES ARE FOR AN AVERAGE AIRPLANE FLYING ALONE
Vi MILITARY 15 ISO C~ •
(NO WIHDJ'~)TO OBTAIN 8RITISH IMPERIAL GAL.. (OR Il.P.H.):MULTIPLY
Is I DESIRED CRUISING AlTITUDE(ALT.)READ RPM, MANIFOLD PRESSURE

..
::r IlO. w<o
3000
CD POWER H16H RUN
1
MIN. IS5 :~~~ (M.p.lAND MIXTURE S~TTING REQUIRED. U.S. GAL.. (OR G.P.H.) BY 10 THEN DIVIDE BY 12.
CD
~ COLUMN I FUEL COLUMN II COLUMN III COLUMN IV FUEL COLUMN V

c-
~ RAM GE 1M AIRMILES U.S. RAM GE 1M AIRMILES RAHGE 1M AIR'MILES RAM GE 1M AIRMILES U.S. RAM GE 1M AIRMILES

..a·
::r
0
STATUTE

860
HAUT I CAL

750
GAL.

300
STATUTE

1000
MAUT ICAL STATUTE

SUBTRACT FUEL ALLOWANCES ~OT AVAILABLE FOR CRUISING

870 1080
MAUT ICAL

930
STATUTE

1170
.(1)
HAUTICAl:

1020
GAL.

300
STATUTE

1230
HAUT I CAL

1060
...
'b
CD
Q
800
750
700
650
280
260
9110
870
810
750
1010
9~0
870
810
1090
1010
950
880
280
260
1150
1070
990
920
o· 690 600 2~0 8DO 700 860 740 9~O 820 2~0 980 850
630 550
~88 7~0 640
Z~g HZ ~l)8 28g
;Ia
m
CIt
-.
:I
:I

... ..c:
!!l.
570
~~
liDO
500
:~~
350
:~g
I~O
67D
~~g
1J70
580
~~g
410
~~8
651}
580
500
~gg
430
~g
700
620
550
~~g
480
:gg
I~O
~~g
570
~~g
~~g
500
»;Ia
Zm
O~
;Ia n 31J0 300 120 1100 350 1J30 370 1J70 410 120 1J90 430 -;Ia
n
... o·
m :I
~~g ~gg I~g ~~g ~~g ~gg ~~g ~~g ~jg I~O 3~g :~g eo.n...
0 t'\
::r
Q
::t
170
110
MAXIMUM CONTINUOUS
M. P. MIX-
150
100

APPROX.
60
IJO
PRESS 13.35
~OO
130
STAT.
M.P.
(2.9
MIX-
170
120
NAUT.) MI.·/GAL.)
APPROX.
(3.6
220
PtO
STAT. (g.
M. P.
10
MIX-
NAUT.l MI./GAL.)
190
120

APPROX.
(3.9
230
160.
STAT. (3.~ NAUT.) MI./GAL.)
M.P. MIX-
200
140

APPROX.
60
IJO
PRESS
250
160
MAXIMUM AIR RANGE
M. P. MIX-
210
140

APPROX.
-
7'~

I R.P.H. INCHES TURE TOT. T. A. 5.

ALT. R. P.M. INCHES TURE TOT. T.A.5. R. P.M. INCHES TURE TOT. r. A.S. R~ P.M. INCHES TURE TOT. T. A.S.
ALL R. P.M. INCHES TURE TOT. T .A. S.
Vi
>c. G~H. M.P.H. KTS. FEET G.P.H. M.P.H. KTS.• .G.P'H. MP.H. KTS. GP.H, MP.H KTS. FEET G.P.H. "lP.H. KTS.

~ ~OOOO ~OOOO
0 35000 35000
n
..
~
CD
III
2700 '16 RUM 97 335 290
30000

25000 2600 ~5 RUM 93 335 290 2350 ~I RUH 81 320 280

30000

25000 ~50 39 RUM 7~ 305 265

Q 20U.00 ~oo
:I 2700 '16 RUM 10~ 3IlO 295 20000 2560 ~3 RUM 92 330 2.85 2350 F•.T. RUN 78 305 265 35 RUN 68 280 2~5
15000 2000

...a..~ 2700 ~6 RUN 101 320 280 15000 2600 lilt RUN 92 315. 275 2350 'II RUN 82 300 260 2100 37 RUN 70 275 2~0 32 RUM 61 250 215
2700 ~6 RUN 99 305 265 10000 2550 ~~ RUN 89 295 255 ~OO ~O RUN 76 275 1~0 1850 36 RUN 61 2.110 210 10000

-.
0 2700 '16 RUN 97 285 250 500.0 2.IlOO ~2. RUM 81 270 235 2100 39 RUN 70 250 215 1750 36 RUN 55 215 185 5000
2700 ~6 RUN 95 265 230 S. L. 2250 'II RUM 73 2~5 215 2000 38 RUM 63 225 195 1700 35 RUN 50 '195 170 S. L.
0.
~
SPECIAL NOTES EXAMPLE illill
CQ
Q (II MAKE ALLOWANCE FOR WARM-UP,TAKE-DFF • CLIMB (SEE FIG. ) AT 11,000 LB. GROSS WE IGHT WITH 2ijO GAl.OF FUEL ALT. PRESSURE ALT I TuO£ F .R. : FULL RICH
PLUS ALLOWANCE FOR WIND,RESERVE AHD COMBAT AS REQUIRED." (AFTER DEDUCTING TOTAL ALLOWANCES OF 60 GAl. I M. P. : MAN IFOLD PRESSURE A.R. AUTo-R ICH
==
0
:I
TO FLY 900 STAT.A1RMILES AT25.000 FT.ALTITUDE GPH : U.S.GAL. PER HOUR A. L. : AUTO-LEAH

.
tJ
0
'b
HIGH BLOWER ABOVE. HEAVY LINE
MAINTAIN 2.350
WITH MIXTURE SET:
~PM AND Itl

RUN
IN. "MAN I FOLD PRESSURE TAS
ns.
TRUE AIRSPEED
KNOTS
S. L. : SEA LEVEL
C.L. : CRU ISING LEA-H
M.L.
F. T.
MANUAL LEAN
: FUll THROTTlE
»
"tl
"tl
...
Q
DATA AS OF 10/1/45 BASED ON: FLIGHT TEST
CD
~
a-
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III
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CD
:I
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III
AI RCRA FT MODE L
P-5IH
FLIGHT OPERATION INSTRUCTION CHART EXTERNAL LOAD ITEMS
I - 10OO-POUNJ BOMB ANJ
I - IIO-GALLON JROP TANK
i('

Co)
'0 ENGI NE ~ V-1650-9 CHART WEIGHT LIMITS: 11,500 TO 10',500 POUNDS
--.
VI
:r LIMITS li,p.M.
I M.P .. IIBlOWERNltXTURE~~,l
POS~
IN.HG. POSITION LIMIT G.P.H. Iws= IHSTRUCTIOHS FOR USIHG CHART: SELECT FIGURE IN FUEL COLUMN
tl
HOTES: COLUMN I 1$ FOR EMERGENCY HIGH SPEED CRUiSiNG ONlY,COLUMHS
II, III, I V AND V GIVE PROGRESS IVE I NCREASE I N RANGE AT A SACR IF ICE
EQUhL TO OR LESS THAN AMOUNT OF FUEL TO H USED FOR CRUISINd

-...
III ~u .
III WAR REFER TO POoo/ER PLANT CHARTS, ~
~~u MOVE HORIZOHTALLY TO RIGHT OR LEFT AND SELECT RANGE VALUE IN SPEED. AIR MILES PER GALLON (MI./GAL){HO WINO),GALLONS PER HR.
~~w
EMERG. SECTIOH III EQUAL TO OR GREATER THAN THE STATUTE OR NAUTICAL AIR M'llES (G.P.H.) AND TRUE AIRSPEED (T.A.S.) ARE APPROXIMATE VALUES FOR

-
-~~
~~
~~
TO SF FLOWN. VFRTICAollY BELOW ANO npPOSI·Tf. VALUI=' NEARE~T REfERENCE. RANGE VALUES ARE fOR AN AVERAGE AIRPLANE FLYING ALONE
o
l \)
MILITARY
POWER 3000 I I 61 LOW
HIGH RUH 115
MtH.
160
165
0'" .
W~
.t:r.:J;:-
.~~4.
DESIRED CRUISING
(M.P.)"D MIXTURE
ALTITUDE(AlT.)READ
HTTING REQUIRED.
RPM, MANifOLD PRESSURE (NO WINDlOlTO OBTAIN BRITISH IMPERIAL GAL (OR G.P.H.):MULTIPLY
U.S. GAL (OR G.P.N.) BV 10 THEN DIVIDE 9Y 12.

VI COLUMN I FUEL COLUMN II COLUMN III COLUMN IV FUEL COLUMN V

:r'
III
III RA NGE IN AIRMILES U.S. RAN GE IN AIRMILES RANGE IN AIR'MILES RAN GE IN AIRMILES U.S. RA NGE IN AIRMILES
c: STATUTE NAUT I CAL GAL. 'STATUTE NAUTICAl STATUTE NAUT ICAL STATUTE NAUTICAL GAl. STATUTE NAUT I CAl
'I
-""
lO'
:r
1100
10~0
iJ5U
88u
365
340
1310
1190
SUBTRACT FUEL ALLOWANCES
IBu
lliSU
1440
131i0
~OT AVAILABLE FOR CRUISING
1250
116U
1550
1450
(I)

USO
116U
365
31i0
1650
151i0
1430
1340
00
;1
960
900
83v
78U
a~o
300
1150
1080
gllO
930
1260
1180
110v
lU3U
1360
1280
119u
1110
320
300
11i50
1360
126U
118U
:iIllI .....
8110 730 280 1010 860 1100 960 1200 1U40 280 1270 1110
m oQ
J>;llJ
780 680 260 930 8UU 1020 890 1110 970 260 118u 103U Zm
~ gi' 720 620 2110 860 74U 950 82v 1030 900 2110 1100 950 o~
22 iJ ~ "';llJ
n 0- '-
Oon
-.t e: ~ 0-1
.... ~!!1. c..
c c.c
OJ" ...7'0m
o :!'.
:I0 MAXIMUM COHTIHUOUS PRESS {3.6 STAT. ( .1 HAUT.) MI.·/GAL.) (3.95 STAT. (3.~HAUT.l MI./GAL.) (~.2 STAT. ~.65 HAUT.) MI./GAL.) PRESS MAXIMUM AIR RAHGE
tr~ APPROX. APPROX. APPROX. APPROX. APPROX.
n
:r
M. P.
R. P. II. INtoHES
MIX-
TURE TOT. T .A.S.
ALT.
M. P.
R. P.M. tHCHES
MIX-
TURE TOT. T .A.S.
M. P.
R. P.M. IHCHES
MIX-
TURE TOT. ,. A. S.
M. P.
R.P.M. IHCHES
MIX-
TURE TOT. T. A.S.
ALT.
R. P,M.
M.P.
IHCHES
MIX-
TURE TOT. T .A.S.
Q FEET FEET

ro
G.P.H. M.P.H. KTS. G.P.H. M.P.H. KTS.• G,P.H. M.P.H. KTS. G.P.H. MP.H. KTS. G!'H "IP.H KTS.

~OOOO ~OOOO
35000 35000
~ 30000 30000

......
CD
2700 ~6 RUN 97 355 305 25000 2550 ~~ RUN 91 350 305 2350 ~I RUN 82 3~0 295 25000 2250 39 RUN 7~ 325 280
20000 zuu.uu
2700 ~6 RUN IQII 360 310 ~~ RUN 9~ 305 2~50 ~2 RUN 3~5 RUN 2150 RUN 65 250
:A
Q
2700 ~6 RUN 101 3'10 295 15000

10000
600
600 ~~ RUN 91
355
335 290 2250 ~I RUN
86
80 315
300
275
2350
2100
39
36 RUN
77
68
325 280
285 2~5
15000

10000
1950
33
31 RUN 57
290
250 215
2700 '16 RUN 99 325 280 ~50 ~3 RUN 85 310 270 2100 39 RUN 72 28:> 2~:' 18:'0 35 RUN 60 250 215
if
~
2700 ~6 RUN 97 305 265 5000 300 ~I RUN 78 285 2'15 2000 38 RUN 65 255 220 1750 35 RUN 5'1 225 195 5000
S. L.
2700 '16 RUN 95 285 2'15 S. L. 200 '10 RUN 71 260 225 1900 37 RUN 58 230 200 1700 3'1 RUN ~9 200 175
o
~ SPECIAL HOTES
(1) MAKE AlLOWANCE FOR WARM-UP,TAKE-OFF & CLIMB (SEE fiG. 1
EXAMPLE
AT 11.500 LB. GROSS WE IGHT WITH 320 GAL.Of FuEL ALI. : PRESSURE ALTITUDE
LEGEHO
f .R. : fULL RICH
~ PLUS ALLOWANCE FOR WINO,RESERVE AND COMBAT AS REQUIRED.' (AFTER DEDUCT ING TOTAL ALLOWANCES Of US GAL.) M. P. MAN IFOLD PRESSURE A.R. AUTO-RICH
~ TO flV1350 STAI.AIRMILES AT20,OOO FT.ALTITUOE GPH : U.S.GAL.PER HOUR A.L. AUTO-LEAN
~ MAINTAIN 2,350 RPM MID ,39 IN.MANIFOLD PRESSURE fAS TRUE AIRSPEED C. L. CRUIS INC LEAN
Q HIGH BLO'ER ABOVE HEAVY LINE WITH MIXTURE SET: RUN KTS. KNOTS M. L. MANUAL LEAN
~ S. L. SEA LEVEL F. I. fULL THROTTLE
C.
OATA AS OF 9/24/45 BASEO OH: FLIGHT 1£5T5

) )
 ( (

~
cO' A I RCRAFT MODEl EXTERNAL LOAD ITEMS
..
e:
III 1
, P-5IH
FLIGHT OPERATION INSTRUCTION CHART I -IOOO-POUND BOMB AND
I - I 10-GALLON DROP TANK
Co) ENGINE V-1650-9 CHART WEIGHT LIMITS: 10,500 TO 9000 POUNDS
'0
Vi LIMITS R'p,M.
I M.P •• 1,BLOWER
IN.HG. POSITION POSITION
MrXTUREN!TIME TOTALJ
L1MITG.P.H~
~-
~-
W~-
INSTRUCTIONS FOR USING CHART: SELECT FIGURE IN FUEL COLUMN
(\l
NOTES: COLUMI; 1 IS FOR EMERGENcY HIGH SPEED CRUISING ONlY.COLUMNS
::r- W~-
EQUAL TO OR LESS THAN AMOUNT OF FUEL TO '3£ USED FOR CRUISING 11, Ill, IV A'IO V GIVE PROGRESS IVE INCREASE IN RANGE AT A $ACR IF ICE

-
~u •
III WAR "'~u
~
MOVE HORIZONTALLY TO RIGHT OR LEFT AND SELECT RANGE VALUE IN SPEED. AIR MILES PER GALLON (Ml./GAL) (NO WINO),GALLONS PER HR.
III NEFER TO POWER PLANT CHARTS, SECTION III ~zw

EMERG. -~'" EQUAL TO OR GREATER THAN THE STATUTE OR NAUTICAL AIR MILES (G.P.H.) AND TRUE AIRSPEED (T.A.S.) ARE APPROXIMATE VALUES FOR
~~
~~
t -) TO 8E FLOWN. VFRTICALLY BELOW ANn npPOSITF: 'IALUr Nt:.ARE.,T R£FERE"lCE. RANGE VALUES ARE FOR AN AVERAGE A lRPlANE FLY ING ALONE

- Ii RUN I (NO WIHDI(~'TO O'TAIN BRITISH IMPERIAL GAL. (OR G.P.H.):MULTIPLY

Q~ •
MILITARY
0
POWER
3000 I 6I I HIGH
LOW 15 160
MIN. 165
wc>

:~~;
DESIRED CRUISING
(M.P.)AND MIXTURE HTTIHG REQUIRED.
ALTITUOE(AlT.)READ RPM. MANIFOLD PRESSURE
U.S.GAL. (OR G.P.H.) BY 10 THEN OIVIDE 'Y 12.
1
t -)
VI COLUMN I FUEL COLUMN II COLUMN !II COLUMN IV FUEL COLUMN V
::r-

-
III RANGE IN AIRMILES U.S. RANGE IN AIRMILES RANGE IN AIR'MILES RAN GE IN AIRMILES U.S. RAN GE IN AIRMILES
III
I II STATUTE NAUTICAL GAL. STATUTE NAUTICAL STATUTE NAUT ICAL STA TUTE NAUTICAL GAL. STATUTE NAUT I CAL
I SUBTRACT FUEL ALLOWANCES NOT AVAILABLE FOR CRUISING
(I)

::!! 610 190

cO' 770 920 880 960 1020

-
255 1020 1100 255 1170
::r- 720 630 2110 860 140 960 830 1030 900 2110 1100 960
00 660 580 220 790 680 880 160 940 820 220 1010 880
_
;~.. 600
540
520
410
200
180
720
650
620
550
800
720
690
620
860
770
150
610
200
180
920
830
800
120
:lII:l oQ
»:lII:l
m ll80 420 160 570 490 6110 550 690 600 160 730 640 Zm
VI g~' 1120 310 1110 500 430 560 480 600 520 140 640 560 O~
-t
:lII:l ,; ~ 360 310 120 1130 310 11M 410 510 450 120 550 480 "':lII:l
n oe: -~ 300 260 100 360 310 400 340 1.\30 310 100 460 400
O-n
O~
-t ~ ~ 240 210 80 290 240 320 210 31.\0 300 80 370 320 .... m
m
0 Q,,"

~~.
c: :80
20 g~ 60
40
210
_-.l1l0
~80
I?O
2110
IRO
200
IJ.n
260
1]0. ~~~ ~~
270
lAO
240
160
...710
MAXIMUM CONTINUOUS (3.6 STAT. (3.1 NAUT.) MI.!GAL.) \~.O STAT. (3.~5NAUT.l MI.!GAL.) (~.3 STAT. (3.75NAUT.) MI.!GAL.) MAXIMUM AIR RANGE
3 0 PRESS PRES S
o-~ M. P. MIX- APPROX.
M. P. MIX- APPROX. M. P. MIX- APPROX. M. P. MIX- APPROX. M. P. MIX- APPROX.
0 R.P.M. INr.HES AL T. AL T.
TURE TOT. T .A.S. R.P.M. INCHES TURE TOT. T .A.S. R.P.M. INCHES TURE TOr. I. A. S. R. P.M. INCHES TURE TOT. T. A. S. R. P.M. INCHES TURE TOr. T .A.S.
::r-

-..
FEET FEET
Q G.P.H M.P.H, KTS. G.P.H. M.P.H. KTS.• G,P.H. MP.H. KTS. S.P.H MPH. KTS. G.PH "1PH KTS.

~OOOO ~OOOO
I
~O
35000 35000
0 2700 ~6 RUlI 98 380 330 30000 2600 ~~ RUN 9~ 375 325 2~00 IRUN 83 360 310 30000 2350 36 RUN 7~ 3~0 295
~

--
III
2700 ~6 RUN 97 360 310 25000 I?~~n uu OlIN I an I O~~ on~ 1??1;ft 110 10". 7R 10.., I?a~ 25000 I??nn O~ RUN 68 315 270
12700 'lffi RUN 10~ 1365 1315 20000 600 ~~ RUN 93 355 310 2~50 F. T. RUN 86 3~5 300 2250 F. T. RUN 74 320 280 20000 2100 31 RUN 62 285 1250
0I 2700 ~6 RUN 101 3~5 300 15000 2600 ~~ RUN 91 335 290 2250 ~O RUN 78 315 275 2100 36 RUN 68 290 250 15000 1900 30 RUN 55 250 220
IQ
S- 2700 ~6 RUM 99 1325 280 10000 2500 ~3 RUM 88 315 275 2100 39 RUN 71 285 2~5 1850 35 RUN 59 255 220 10000
o
~
2700
2700
116
~6
RUN
RUN
97 305
95 285
265
2~5
5000 2350
S. L. 2200
~l
~O
RUN
RUN
79285
71 260
2~5
225
2000
1900
38
37
RUN
RUM
65
59
260
235
225 1700
205 1700
35
32
RUN
RUN
52
~7
225
200
195
180
5000
S. L.

.
0
0
'1:l
SPECIAL NOTES EXAMPLE LEGEND
(1) MAKE ALLOWANCE FOR WARM-UP,TAKE-OFF 6: CLIMB (SEE FIG. ) AT10,500 LB.GROSS WEIGHT WITH 220 GAL.OF FUEL ALL PRESSURE ALTITUDE F .R. : FULL RICH
-t PLUS ALLOWANCE FOR WIND,RESERv£ AND COMBAT AS REQUIRED. (AFTER DEDUCTING TOTAL ALLOWANCES OF 35 GAL.) M. P. MAN IFOLD PRESSURE A..R. : AUTO-RICH
Q
~
TO FLY 900 STALAIRMILES H20,OOO FLALTITUDE GPH : U. S.GAL. PER HOUR A. L. AUTO-LEAN
HIG~ BLOWER ABOVE HEAVY LINE
:0:-
Q
MAINTAIN 2250
WITH MIXTURE SET:
RPM ANpF.T. IN.MANIFOLD PRESSURE
RUN
TAS
ns.
TRUE AI RSPEED
KNOTS
C.l. : CRU ISING LEAH
M. L. MANUAL LEAN
»
"'l:J
~ S.l. : SEA LEVEL F.L FULL THROTTLE "'l:J
Q" CD
::J
OATA AS OF 9/24/45 BASED ON: FLIGHT TEST Q.
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AIRCRAFT MODEL EXTERNAL LOAD ITEMS ;C'
#
I
FLIGHT OPERATION INSTRUCTION CHART 6 ROCKETS AND I - 1000-POUND BOMB
J P-5IH AND I - IIO-GALLON DROP TANK

"'"
cO' ENGINE V-1650-9 CHART WEIGHT LIMITS: 12,500 TO 11,500 POUNDS

..
e:
1Il
LIMITS RP.M.
I lH.HG.
M'P·.I BLOWER
POSITION
MrxTuRE lT1ME TOTAL.1
POSITIONN llMITG.P.H. ~-
<-
u.
IHST~UCTIOHS
EQUAL TO OR
FOR USIHG CHART: SELECT FIGURE," FUEL
LESS THAN AMOUNT OF FUEL 10 8E
COLUM~"
USED FOR CRUISING
HOTES: COlUM"! I IS FOR EMERGENCY HIGH SPEED CRUISING ONLY.COLUMNS
11,111,IV AND V GIVE PROGRESSIVE INCREASE IN RANGE AT fir. SACRIFICE
oI:l. WAR ~
~u MOVE HORIZONTALLY TO RIGHT OR LEFT AND SELECT RANGE VALUE IN SPEED. AIR MILES PER GALLON (MI./GAL.) (NO W"D) .GAlLONS PER HR.
Q REFER TO POWER PlAHT CHARTS, SECTIOH I II (G.P.H.) AND TRUE AIRSPEED (T.A.S.) ARE APPROXIHATE VALUES FOR
EMERG. <~ EQUAL TO OR GREATER THAN THE STATUTE OR NAUTICAL AIR MILES
...... ~
TO BE FLOWN. VFRTrCALLY BELOW ANO npPOSITF. VAlUJ:" HEARE~T REFERENCE. RANGE VALUES ARE FOR AN AVERAGE AIRPLANE FLYING ALONE
.
'"
::I"
1Il
MILITARY
POWER 3000 I 6I I HIGH
lOW RUH 1
15 160 I
~
W~

"'-
:i'~
DESIRED CRUISING AlTITUDE(ALT.)READ RPM. MANIFOLD PRESSURE
(H. P.) AND MI XTURE HTT ING REOU IRED.
(NO WINOf'TO OBTA" BRITISH IMPERIAL GAL. (OR G.P.H.):MULTIPLY
U.S.GAL. (OR G.P.H.) ay 10 THEN DIVIOE BY 12.

-
HI H. 165
o !a.
_...
;;_0
RAN GE
COLUMN I
IN AIRMILES
FUEL
U.S. RAN GE
COLUMN II
IN AIRMILES RANGE
COLUMN III
IN AIRMILES RAN GE
COLUMN IV
IN AIRMILES
FUEL
U.S.
COLUMN V

RAN GE IN AIRMILES

,?N STATUTE NAUT I CAL GAL. STATUTE NAUT ICAL STATUTE NAUT ICAL STATUTE NAUTI CAL GAL. STATUTE NAUT I CAL
CQ",
Q::I"
=:1Il
SUBTRACT FUEL ALLOWANCES ~OT AVAILABLE FOR CRUISING
(I)
.
o 1Il 1000 870 365 1190 1030 1290 1140 1380 1200 365 PlllO 1250
::I ..
III
0'""
.. I 930 810 3110 1110 960 1200 1040 1290 1120 3110 13110 1160
o::!:!. 870 760 320 10110 910 1130 980 1220 1050 320 1270 1090
~ cO' 820 710 300 980 850 1070 920 11110 990 300 1190 1030
»;IICI
1Ia -4::1" Zm
m Q .. 760 660 280 920 800 1000 860 1070 920 280 1110 960
Q~
'"
~
1Ia
::1
0
~~
710
650
620
570
260
2110
850
790
740
680
930
860
800
750
990
920
860
800
260
2110
1030
950
890
830 -;IICI

n Q 1Il
g5
~
m ..
::I ..
Q.Q ~m
C o C)"
1Il
::I ::I

-::I
_
MAXIHUH COHTIHUOUS PRESS (3.2 STAT. (2.8 HAUT.) MI./"GAL.) (3.45STAT. (3.0 HAUT.! HI./GAl.) (3.7 STAT. (3.2 HAUT.) HI./GAl.) PRESS MAXIMUH AIR RAHGE
-
7'0

QIIl APPPOX. APPROX. M. P. MIX- APPROX. M. P. APPROX. APPROX.

H. P. HIX- M. P. HIX- HIX- M. P. MIX-
Q:: R. P.M. IHCHES JURE TOT. T. A. s.
ALT. R. P.M. IHCHES JURE TOT. LA. S. R. P.M. IHCHES JURE TOT. I. A. S. R. P.M. IHCHES JURE TOT. T. A. S.
AL T.
K. P.M. IHCHES JURE TOT. T.A. S.
Qe: FEET FEET
I ... G'p'H. M.P.H. leTS. G,P.H. M.P.H. leTS. GP.H. M.P.H. leTS. G.P.H. MP.H leTS. GPH ,,\PH. KTS.
~ ::!'.
o 0 40000 40000
e: ::I 35000 35000
::I
Q.O 30000 30000
0;,::1"
o ~ 2700 46 RUN 97 325 280 25000 2600 ~~ RUH ~? ~?n I?Rn ?~nn ~? RUN' R~ ~ 15 ?75 25000 non 41 RUN 79 305 265
3 .. 200CO 2600 44 94 325 2400 F. T. lVVVV
I~~~
/./vv _0 "UK •• 0 RUN 280 RUN 83 310 270 2300 F. T. RUN 7~ 2~u
~~ :~~
L~U
2700 46 , RUN 315 15000 2600 44 RUN 91 305 265 2450 ~3 RUN 86 300 260 2150 39 RUN 74 275 240 15000 2100 35 RUN 67 255 220
;Co
2700 46 RUN 99 300 260 10000 2600 44 RUN 90 290 250 2300 . 41 RUN 80 275 240 1950 37 RUN 65 240 210 10000
;lQ 2700 46 RUN 97 280 245 5000 2450 43 RUN 83 265 230 2150 40 RUN 71 245 215 1800 36 RUN 57 210 185 5000
...
0
~
2700 46 RUN 95 260 225 S. l. 2300 41 RUN 75 240 210 2000 38 RUN 64 220 190 1750 36 RUN 52 190 165 S. L.

!a.
III SPECIAL HOTES EXAMPLE lEGEHO
Q (1) MAKE ALLOWANCE FOR WARM-UP, TAKE-OFF & CLIMB (SEE FIG. I AT12,000 LB. GROSS WEIGHT WITH 300 GAl.OF FUEL ALT. PRESSURE ALT ITUOE F.R. : FUll RICH
::I PLUS ALLOWANCE FOR WINO,RESERVE AND COMBAT AS REQUiRED. (AFTER DEOUCTING TOTAL ALLOWANCES OF 65 GAL.) M. P. MAN IFOLD PRESSuRE A.R. AUTO-RICH
Q.
TO FLY 1100 STAT.AIRMILES AT20,000 FT.ALTITUOE GPH : U.S.GAl.PER HOUR A.L. AUTO-LEAN
HTG"H BLOWER ABOVE HEAVY LINE MAINTAIN 2QOO RPM AND F.r.IN.MANIFOLD PRESSURE TAS : TRUE AIRSPEED C. L. : CRU ISING LEAN
WITH MIXTURE SET: RUN leTS. KNOTS M. L. : MANUAL LEAN
S.L. : SEA LEVEL F. T. : FULL THROTTlE

OATA AS OF 9/24/45 BASED OH: Fl.lGHT TESTS

) I,
 (

~
A I RCRAFT MODEL EXTERNAL LOAD ITEMS
~ FLIGHT OPERATION INSTRUCTION CHART
...ca" ,
: 6 ROCKETS AND I - 1000-POUND BOMB
P-5IH AND I - IIO-GALLON DROP TANK
ENGINE V-1650-9 CHART WEIGHT LIMITS: 11,500 TO 10,000 POUNDS

.,e: liMITS R.P.M.

I M'P·.I BLOWER HIXTUREN!ITIHE TOTAlJ
IH.HG. POSITION POSITION ltHITC.P.H
~-
~-
W~_
INSTRUCTIONS FOR USING CHART: SELECT FIGURE IN FUEL COLUMN NOTES: COLUM'l I IS FOR (MERGENCV HIGH SPEED CRUISING ONLY. COLUMNS
CD ~u . EQUAL TO OR LESS THAN AMOUNT OF FUEL TO ~E USED FOR CRUISIN~I) 11,111,IV AND V GIVE PROGRESSIVE INCREASE IN RANGE AT A SACRIFICE
WAR ~
MOVE HORIZONTALLY TO RIGHT OR LEFT AND SELECT RANGE VALUE IN SPEED. AIR MILES PER GALLON (MI.fGAL.) (NO WINDl.GALLONS PER HR.
~
~~u
REFER TO POWER PLAMT CH ARTS, SECT I ON III ~%W
(G. P. H.) AND TRUE AIRSPEEO (T. A. S.) ARE APPROXI MATE VA LuES FOR
0 EMERG. -~~
~~
EQUAL TO OR GREATER THAN THE STATUTE OR NAUTICAL AIR MIU:S

...... ~~
TO BE FLOWN. YFIHICALLY BELOW ANO npPOSITF. VA.LUF Ht:ARE~T REFERE'lCL RANGF. VALUES ARE FOR AN AVERAGE AIRPLAHE FLYIHG ALONE
(NO WIND1Ul TO OBTAIN BRITISH IMPERIAL GAL. (OR G.P.H.):MULTIPLY
I
•
MiLITARY
IMI15N.
O~

'"
:r
CD POWER
3000 I 6I I NILONGN RUN 160
165
w"
.fZ3<-
.::~~
DESIRED CRUISING
(M.P.)AND MIXTURE HTTING REQUIRED.
ALTITUDE(AlT.)READ RPM, MANIFOLD PRESSUR.E
U.S.GAL. (OR G.P.N.) BY 10 THEN DIVIDE 9Y 12.
olt COLUMN I FUEL COLUMN II COLUMN III COLUMN IV FUEL COLUMN V

_
~ ~
...
_0 f-----.-
RANGE
STATUTE
IN AIRMllES
NAUT I CAL
U.S.
GAL.
RAN GE
STATUTE
IN AIRMllES
NAUT ICAl
RANGE
STATUTE
IN AIRMllES
HAUT ICAl
RAN GE
STA TUTE
iN AIRMllES
HAUTI CAL
U.S.
GAL.
RAHGE I H AIRMllES
STATUTE NAUTICAL
C?~ (I)
CO", SUBTRACT FUEL ALLOWANCES NOT AVA IlABlE FOR CRU IS I NG
Q :r 610
==CD
710 255 840 730 910 790 980 850 255 1020 880
o It 670 580 240 790 680 860 750 920 800 240 960 830
::I III
0'- 610 530 220 720 630 790 680 840 730 220 880 760
., I 550 480 200 660 570 720 620 770 660 200 800 690
O::!! 500 430 180 590 510 650 560 690 600 IBO 720 620
"0 CO
-. :J>lIlJ
lIlJ ""l:r 380 Zm
m Q .. 440 160 530 460 570 500 610 530 160 640 550
390 330 400 O~
'"-t
lIlJ
::I
~"O
0 330 290
140
120
460
390 340
500
430
430
370
540
460
460
400
140
120
560
480
480
410 -lIlJ
0.;:;
;:; Q CD
..
:I .,
~~8 Hg I~g ~-~g 280 ~60 310 38
8 330 100 400 350 0-t

-
-t Q.Q 230 90 250 31 260 80 320 280 '-m
m 160 140 170 210 7'c
C 60 200 210 180 230 200 60 240
00· 110 90 110 130 110 140 120 150 130 40 160 140
:I :I
CD_ MAXIMUM CONTINUOUS PRESS (3.3 STAT. (2.85NAUT.) MI.fGAL.) (3.6 STAT. (3.1 NAUT.l HI.fGAL.) (3.85sTAT. (3.35NAUT.) MI.fGAL.) PRESS MAXIMUM AIR RANGE
-:I M. P. MIX- APPROX.
MIX- APPROX. M. P. MIX- APPROX. M. P. MIX- APPROX. M. P. MIX- APPROX.
M. P.
O!!L ALT.

. R.P.M. INCHES TURE ALT. INCHES

0., TOT. T. A.S. R.P.M. INCHES TURE TOT. T. A. S. R. P.M. INCHES TURE TOT. I. A. S. R. P.M. INCHES TURE TOT. T. A. S. R. P.M. TURE TOT. T. A. S.
Oe:... G.P.H. I'I.P.H. KTS. FEET G.P.H. M.P.H. KTS.• GP,H. MP.H. KTS. G.P.H. MP.H KTS. FEET GPH. "1PH. KTS.
-a ::-.
o 0 qOOOO qOOOO
e: :I 35000 35000
::I t') 2700 '16 RUN 98 3'15 300 30000 2600 '1'1 RUH 9'1 3'10 295 2'150 '12 RUH 88 335 290 30000 2'100 '10 RUN 81 325 280
Q.:r
o=Q., 2700 '16 RUN 97 330 285 25000 2550 '1'1 RUN 90 325 280 2350 'II RUN 81 315 270 25000 2250 '10 RUN 76 305 265
3 .. 2700 '1.6 RUH 10'1 335 290 20000 2500 F. T. RUH 88 320 27~ 2350 F. T. RUN 79 305 265 20000 2250 F. T. RUN 71 285 2'15
o-~ 2700 '16 RUN 101 320 275 15000 2600 '1'1 RUN 92 310 270 2350 'II RUN 82 295 255 2150 37 RUN 70 270 235 15000 2000 33 RUN 61 2'15 215
;<" 2700 '16 RUN 99 300 260 10000 2550 '13 RUH 88 290 250 2150 '10 RUH 73 265 230 1900 36 RUN 61 235 205 10000
;lO 2700 '16 RUH 97 ~80 2'15 5000 2'100 'II RUN 80 265 230 2050 38 RUN 67 2'10 210 1800 36 RUN 55 210 180 5000
...
0 2700 '16 RUN 95 ~60 225 S. L. 2250 '10 RUN 73 2'10 210 1900 37 RUH 60 215 185 1700 35 RUN 50 190 165 S. L.

..
~
CD
III SPECIAL NOTES EXAMPLE LEGEND
Q (1) MAKE ALLOWANCE FOR WARM-UP, TAKE-OFF 6 CLIMB {SEE FIG. I AT 11,000 LB. GROSS WEIGHT WITH 200 GAL. OF FUEL All. ; PRESSURE ALTITUDE F .R. : FULL RICH
::I PLUS ALLOWANCE FOR WINO,RESERVE AHD COHBAT AS REQUIRED. (AFTER DEDUCTING TOTAL ALLOWANCES OF 55 GAL. ) H. P. MAN IFOLD PRESSURE A.R. : AUTD-RICH
Q. TO FLY 750 STAT,AIRMILES AT 20,000 Ff.ALTITUDE GPH : U.S.GAl-PER HOUR A. L. AUTO-LEAN
HIGH BLOWER ABOVE HEAVY LINE MAINTAIN 2,350 RPM AND F'. T. ilL MAN IFOLD PRESSURE TAS : TRUE AIRSPEED C. L. : CRUISING LEAN
H. L. : MANUAL LEAN
:J>
WITH MIXTURE SET: RUN KTS. KNOTS "tJ
S. L. : SEA LEVEL F. T. : FUll THROTTLE "tJ
CD
:s
Q.
DATA AS OF 9./24/45 BASED ON: FLTG'HT TESTS
>C.
0-
Ut