ATRC MANUAL 51-1 primary AIR TRAINING COMMANDATRC Manual Headquarters, Air Training Command Number 51-1 Scott Air Force Base, Illinois September 1952 FOREWORD 1. Purpose, This Manual describes the techniques, procedures, and maneuvers which a student pilot must know and be able to perform to become proficient in the fundamentals of visual flying. Although this Manual is designed primarily to give the student pi ing, the techniques covered are ones the pilot will use throughout his Air Force 2. Scope and Contents. The theory in this manual will be supplemented by academic training. This repetition of theory, in the Manual and in academic studies, is considered necessary to insure © positive transfer of the theory to practical application. To provide for continuity of instruction cond to give the student pilot the necessary background for beginning each successive phase of his flight training, subjects are covered in this Manual in the some manner in which they will be presented to the student pilot by his instructors BY COMMAND OF LIEUTENANT GENERAL HARPER: A.M. Minton Colonel, United States Air Force John F. Concannon Lieutenant Colonel, USAF Adjutant General, DISTRIBUTION Air Adjutont General, Headquarters USAF 2 Each Major Air Command (Zl and OS)... « « 5 2 Director Air University Library. . 2s se ee ee 1 Flying Training Air Force... 8,525 Technical Training Air Force... 2 2 ee ee 150 Crew Training Air Force... ve 140 Human Resources Research Center... 10 No copyright material is contained in this publication This manual supersedes ATRC Manual $1-60-1, “Basic Flying," 1 February 1950chapter 1 chapter 2 chapter 3 chapter 4 table of contents introduction to primary pilot training . Primary Pilot Training. Your Instructor... . Pilot's Handbook of Flight Operating Instructions Local Flying Regulations . Be Ready to Fly . Cockpit Time ground operations... Inspections, Checks, and Procedures . . 1 2 3 3 3 fundamental maneuvers of flight . Effect and Use of Controls Using the Controls cee Straight and Level Flight. . Confidence Maneuvers Turns Aerodynamics of Turns... . Gentle, Medium, and Steep Turns Skids and Slips Torque Effects... . Coordination Exercise . take-off. 2... Application of Power . The Take-Off Roll a Take-Off (Cross Wind)... . Leaving the Ground . 13 13 15 19 - 23 24 26 230 232 - 38 5 51 52 - 53 Caution Ask Questions Physical Condition Outside Study . Ground Safety... . Flying Safety Toxiing 2... Climbs and Climbing Turns Straight-Ahead Climbs . Climbing Turns... . Level-Of From Climbs . Descents Power let-Down 2... 2. Level-Of From Power Le!-Downs Glides and Gliding Turns Level-Off From Glides Leaving the Ground (Cross-Wind) Technique After Becoming Airborne . Traffic Exit +13 40 2 AR ceri 45 45 45 a7 a7 49 51 2 54 - 56chapter 5 chapter 6 chapter 7 part 1 part 2 part 3 part 4 chapter 8 characteristic maneuvers and procedures... Theory of Stalls 7 ‘Types of Stalls 58 Proficiency Stalls... - 58 Demonstration Stalls... . . . 58 Clearing Turns - 59 Approach to a Stall—Power-On 59 Proficiency Stalls... ..... . 60 Power-On Stalls oe 1 Power-Of Stalls... 65 Landing Characteristic Stall 66 Spine Pee EEE EEE 6a ground-track maneuvers... Theory of Wind Drift... . . . 86 S-Turns Across a Road... . 90 traffic patterns and landings the rectangular traffic pattern 45° Entry Leg 7 Down-Wind Leg 7 Bare leg Peete?) Final Approach... 2... . 98 Gross-Wind legs. 98 Techniques of Flying the Legs of the Traffic Pattern... 99, landings and ground control . Normal Landing us landing irregularities Definitions of Related Factors. 129 go-arounds 2 2 2 forced landings... Selecting the Field vs Determining Wind Direction . . 145, Elementary Simulated Forced Landings . . 146 Do pa oe Spins From Various Flight Attitudes 72 Recovery From Dives 73 Demonstration Stalls 74 Rudder-Control Stall Secondary Stall . Excessive Back-Pressure Stall. . 77 Excessive Top-Rudder Stall... . 78 Excessive Bottom-Rudder Stall. . 79 Elevator Trim-Tab Stall... . 80 Cross-Control Stall... 0... 87 Slow Flight oe 82 Bp pre acu 8's" Along @ Road a Rectangular Course... - . 93 So Letdown to Traffic Al 9 45° Entry 99 Dowa-Wind leg... 2... 99 Bare leg... .. 100 ral Approach... .... 102 Pa nS) Cross-Wind Landing... .. . 122 ee 1D Landing Irregular ‘ond Recoveries... 2... . 130 PCC ee) 45 Advonced High-Altitude Simulated Forced Landings 148 Advanced Low-Altitude Simulated Forced Landings ....-... 150 Actual Forced Landings 150chapter 9 chapter 10 chapter 11 chapter 12 chapter 13 appendices accuracy landing stages . 90° Power-Off Approach for 3-P Landing 153 90° Power-Off Cross-Wind Ap- proach For a Three-Point landing. . 155 90° Power-On Approach For a 3-Point Landing see 155 maximum-performance maneuvers Maximum-Performance Climbing Turns 163 night fying 2 2... Night Vision cence WI Night Recognition so WTA Night Flights 175 acrobatics. ©. 2 1 ee loop . 181 Barre! Roll. 181 Immelman . 183 aerial navigation . Preparation for a Novigation Flight os 189 Chort Preparation 189 Route Survey 192 The Flight Log - 192 Preparing the Flight log... . 193 Pre-Flight Briefing 7 194 Cruise Control 195 The Flight 196 Setting Course 196 appendix | Your Parachute personal equipment . 205 90° Power-On Approach for Wheel Landing... . . 180° Side Approach for a 3-Point Landing 360° Overhead Landing Patt (3-Point Landing) Chandelles . Lazy 8's Check-Out Solo Londings Slow Roll. . . Half-Roll and Reverse . In-Flight Procedure . « Loss of Charts in Flight Strange Field Landings Night Navigation . Emergency Procedure Fuel Exhaustion Radio Procedure . Radio Failure . Forced Landings Flying Clothing 153 156 158 159 163 166 168 7 175 176 176 179 185 188 189 197 199 199 199 202 203 203 204 204 205 206appendix Il parachute descents. . . . . . 2... 207 Before the sees 207 High-Wind Landing... ... 210 Bolling Out... 2... ++ 208 Tree Landing»... . 2... 210 Pulling the Ripeord 208 Water Landing... 2... 211 The Descent... 0... © 208 High-Tension Wire Landing.» 212 How to Make Body Turns 208 Night Jumps ..... 2... 212 Normal Landing ........ 210 Take Care of Your Parachute. 212 appendix ll analysis of landing accidents... 2... 213 214 Accident Number Fi . 221 214 Accident Number 2223 ‘Accident Number Three... . 217 Accident Number Seven... . 224 Accident Number Four . . 219introduction to primary pilot training Primary training is your opportunity to learn precision and maximum-performance fying. Pilots who treat flying as a hobby can get by without knowing the fine points, But military pilots, like all professional pilots, must develop the highest degree of proficiency possible. This, manual is designed to help you master the fundamentals. Flying Air Force aircraft requires initiative, good judgment, and trained reflexes, as well as skillful flying technique. To become an Air Force pilot, you must acquire all of these quali- tles. This will take considerable study, prac- tice, and determination on your part. Becom- ing an officer and pilot in the U. S. Air Force should be incentive enough for you to make ‘every effort to complete your training success- fully. Hard work and determination offer you this reward. Everyone at your field, from the command- ing officer to the men who wash the aircraft, will do everything in his power to help you. If the program sometimes seems impersonal or chapter 1 rigid, remember that everyone is carrying @ heavy load of responsibilities PRIMARY PILOT TRAINING Primary pilot training involves close coordi- nation between classroom and flight-line train- ing. The better you master the classroom theory, the easier it will be for you to perform the operational maneuvers in the aircraft. Each part of pilot training — classroom and flight- line — will clarify and enliven the other. The objective of the fiying training pre- sented in this manual is to develop you into a skilled pilot in the basic principles of visual flying. Your muscular responses will be de- veloped to the point where they become reflex actions. As you gain flying proficiency, the acuteness of your senses — hearing, seeing, and feeling — will develop along with your muscu- Jar responses.YOUR INSTRUCTOR Your instructor is a well-qualified pilot. He knows the primary trainer and he knows the maneuvers and how to teach them. His only objective is to graduate expert pilots, and to this end he will expect you to do your best. If he places great importance on exactness, it is, because he is trying to train you as close to perfection as possible. PILOT'S HANDBOOK OF FLIGHT OPERATING INSTRUCTIONS Technical orders, known as T.0.'s, are pub- lished by the Air Force for every piece of equipment in use by Air Force activities. The “Pilot's Handbook of Flight Operating Instruc- tions” pertaining to your training aircraft is the technical order which contains all the es- sential information you should know about the aircraft you are to fly. It is the “bible” for your aircraft's operation, You will be issued a copy of this handbook. Following is a brief summary of the infor- ‘mation to be found in the “Pilot’s Handbook of Flight Operating Instructions.” (Refer to this publication continually.) Secrion I describes all the components and equipment of the aircraft in general and covers the oil, fuel, electrical, and hydraulic systems. Section II discusses all the normal operat- ing procedures. It gives the check-lists for all pre-flight and in-flight inspections. A check-list extracted from this . O. is an essential item in every cockpit. It lists the steps performed in aircraft operation. These steps are the standard procedures which you and every other pilot must follow. Make use of this section frequently to familiarize yourself with all the standard operating procedures, Section III covers all emergency operating procedures for fires, forced landings, and emer- gency procedures for the various systems, such as electrical installations, landing gear, and brakes. Section IV explains operating procedures for all auxiliary equipment in the aircraft, such as radio, heating system, and lighting equipment. ‘Section V explains all limitations and re- strictions. Section VI covers the flight characteristics of the aircraft. Secrion VII discusses the operation and characteristics of the various aircraft sys- tems. Secrton VIII, on crew duties, has been de- leted, since it does not apply to the T-6 air- craft. Section IX covers operation under various weather conditions. ‘The aprenorx contains all operating data charts necessary for efficient pre-flight and in- fight mission planning.LOCAL FLYING REGULATIONS As the Primary Flying Manual is designed to assist you in learning the basic elements in fly- ing an aircraft, obviously it cannot include certain types of detailed information which will vary from school to school because of local conditions. This type of information is pub- lished by each school in “Local Flying Regula- tions.” “Local Flying Regulations” set forth rules to be followed while flying in a specific locality. They cover such subjects as flying areas, traf- fic rules, and traffic patterns. They are very important because they have been written to insure safe, efficient operation; these local fly- ing regulations are in many cases based on regulations from higher levels of command. Copies of pertinent flying regulations will be available in your flight room. You will be re- quired to read these regulations and to abide by the rules they contain. Any violation of ap- plicable flying regulations will seriously jeopar- dize your chance to complete your course suc- cessfully. BE READY TO FLY In order to utilize a flying period fully, you must be completely prepared for the lesson. Be sure that you read and understand all avail- able material which will contribute to the work to be done. Be sure that your flying equipment is in good order and ready for use. You were chosen for your initiative, resource- fulness, and intelligence, Officers in the Air Force are expected to be alert and to think ahead. Be eager and enthusiastic, and you will find that your instructor will reflect your en- thusiasm. COCKPIT TIME Sometimes, while you are awaiting your turn to fly, you may find yourself without a spe- cific assignment. You can use this free time to become better acquainted with the cockpit of the aircraft, its controls, and instruments. This period spent in the cockpit of an aircraft, on the ground is commonly known as “cockpit, time.” Your instructor will outline the proced- ures and policies for obtaining such training, CAUTION Do not touch switches or the landing gear handle while becoming familiar with the cockpit, Some basic schools mount trainers in level-fight attitude so that the landing gear may be raised and lo ered. These trainers are called “Captivair” trainers. They are used as an aid to fax miliarize you with ground and flight cock- pit procedures. During your study of the cockpit, examine the check-list and study the prescribed pro- cedures. As you go through the check-list, vis- ualize the movement of the controls and the readings on the instruments. This practice will help you to develop the systematic approach you will need to perform the procedures in the checklist. Keep in mind that a thorough sys- tem is important in performing all procedures. ‘The sooner you become familiar with the check-list, the cockpit arrangement, and the aircraft in general, the sooner they will become second nature to you. Your attention may then be devoted to flying the aircraft. [ASK QUESTIONS Many things may occur that will seem strange to you and contrary to your former ideas about flying. Make certain that you seek a solution to each problem. Don't be afraid toask questions. You can never learn too much about flying. Pilots with years of experience and thousands of hours of flying are still ask- ing questions and still learning. ‘Your instructor will brief you before each flight. In this pre-flight briefing, he will tell you what you will do, why you will do it, and how you will do it. Question any point that is not clear. After each daily flight, your instructor will review the day's lesson. This is your chance to clear up any mistaken ideas and to learn the correct procedure. Your instructor's review will clarify these points, but be sure to ask questions if you have failed to grasp all the steps in any maneuver being discussed. Becom- ing an Air Force pilot demands that you grasp each lesson fully. Be sure to get a com- plete understanding of your mistakes and the action you take to correct them. The time to ask questions is immediately after the flight, when your problems are still fresh in your mind. PHYSICAL CONDITION Absorbing flying lessons quickly and com- pletely requires physical stamina, Even if you are in top physical condition, learning all the information you will receive in the first few days will be fatiguing, Mental stress causes this. Your first flights will not be long; adjust your mental attitude so that your mind is free to consider the techniques of flying. Good phys- ical conditioning helps to improve your men- tal condition. OUTSIDE STUDY Learning to fly is learning to develop the Proper reaction to an experience in an aircraft, You cannot understand each step unless you are prepared for it. Study each lesson and vis- ualize how the pressures on controls will change the attitude of the aircraft. Review the lessons of each day, visualizing the “why” behind each operation. Use this manual, the “Pilot’s Handbook of Flight Operating Instruc- tions,” and the check-list to prepare, review, and answer your questions about flying. In ad- dition to these sources of information, you must become thoroughly acquainted with the local flight regulations, traffic patterns, and special technical orders on equipment made available to you. ‘GROUND SAFETY ‘Municipal, state, and national officials must enforce rigid traffic regulations to insure the safety of pedestrians and automobile traffic in areas where they intermingle. The Air Force has similar problems and must enforce regulations in areas where ground personnel might interfere with aircraft operation. Your instructor will acquaint you with these regu- lations before he starts your flight training, Make a mental note to understand them thor- oughly, and by all means abide by them to the letter. Some of the problems of the ground safety officers will be discussed in this section so that you may better understand the impor- tance of these regulations. Also included here are some practical common-sense rules or sug- gestions that you should consider before you get on a ramp or in the proximity of aircraft operating on the ground. ‘On most bases there is considerable activity on the ramp. Fuel trucks are driving up and down, mechanics are running up engines, air- craft are taxiing in and out, and you will at first feel there is no end of movement and noise. Because of this noise you must use your eyes continuously. Never trust your ears to warn you of an approaching truck or taxiing aircraft, It would be extremely ironic, to say EMRE D BR 4the least, if you were run down by a fuel truck ‘on your way to fly. ‘As you go out on the ramp to your assigned aircraft, walk on the edge of the ramp and then slong the inside ramp edge (the edge nearest the building area) to the line where your aircraft is parked. Then walk along the line of aircraft tails to the one you want to approach. As you reach the correct aircraft tail, approach the cockpit from the left REAR. While approaching the aircraft, look all around for obstructions and articles such as fire extinguishers or cowling that you might run over when you begin to taxi the aircraft. After you have completed your pre-flight in- spection and are ready to start the aircraft, ALWAYS be sure that someone (normally one of the ground crew) is standing by with a fire ‘extinguisher. When leaving your aircraft after flight, use the same precautions as when you first came out onto the ramp. You may be tired from the flight, but this is not the time or place to re- The Proper Wey to Approach Your Aircraft Te TT lax. The first time you taxi a T-6 aircraft, you will notice the blind spot in front of its nose. Remember this as you walk onto and along the ramp. The man taxiing the aircraft may not see you, but you certainly can see him and stay out of his way. When you leave your air~ craft depart to the left rear and go directly to the inside edge of the ramp and then down that edge to your flight room, Under some light conditions it is difficult to see a rapidly revolving propeller. This may give the impression that it is not there. For this reason, or out of pure carelessness, the files of ground safety officers contain cases that read: “Victim walked into a rapidly turning propel- ler.” Don’t become the subject of one of these reports. You can never have too much respect for turning propellers. Stay away from them. Never for a second let your mind stray or you may walk into trouble, By the same token, never approach a propeller that is not turning. unless you have personally checked the cock- pit and know that the switches are off.FLYING SAFETY Take the proper steps to insure safety in flight. This is a rule you should learn early in your flying training. You will note that fre- quent reference has been made to flight prep- aration and planning. Before you take off, do all the things you are supposed to do. Plan the flight and make all necessary checks. A careless pilot may let himself, his crew, and his fellow pilots down because he failed to make a thorough pre-flight check, Remember that any item on a pre-flight check, if neg- lected, can easily become the most important factor in your life. Do not take your respon. sibility lightly. For your sake, as well as for that of others, get into the habit of making thorough pre-flight checks. ‘The safe operating limits of your basic train- er are outlined in the “Pilot's Handbook on Flight Operating Instructions.” Your instrue- tor will discuss them; you must abide by them, Throughout your entire flying career. You will be concerned with safety. Observe this rule always: LOOK AROUND; It means flying with safety: look above you. Over your left shoulder, Over your right shoulder. Keep alert. Always look before turning, Rigid necks are dangerous. ‘Once is not enough. Under you is a blind spot. Never assume that others see you, Divide your attention, A most important flying safety requirement during your flying training is a clear and posi- tive understanding at all times as to who has control of the aircraft. The procedure for ex- changing control is for the instructor to tell you over the interphone, “I have it” or “You have it,” and for you to acknowledge by shak- ing the stick. Stay on the controls and keep fiying the aircraft until you are told to do otherwise. Never be in doubt as to who is doing the flying. Always fly as if you were flying solo unless you know that the instructor has the controls. Flight Line Briefing 6