Pilots Handbook FM-2 Wildcat VI

8/3/2019 Pilots Handbook FM-2 Wildcat VI

http://slidepdf.com/reader/full/pilots-handbook-fm-2-wildcat-vi 1/75

RESTRICTED AN 01-190FB-l

Pilot's Handbook

of

Flight Operating Instructions

NAVY MODEL

FM-2

BRITISH MODEL

WILDCAT VI



R E S T R I C T E D

AN 01-190FB-l

T H IS P U B L IC A T IO N M A Y B E U S E D B Y P E R S O N N E L R E N D E R IN G ,S E R V IC E T O T H E U N IT E D S T A T E S O R IT S A W E S

Inltrudlon$ Appllcatio'le to AAF ".r5111l.nel.

P"'~"r>h S,.J.01 ....my R.~III.'i,,~ 3~O·5 ",I",i,·. to 'h~ h.ndl inK 01 re-

nric[~d pT inl ed m;;'UI ~ri.\ quured be I0 , ,- ..

"d , Di,,!lemin~ninn of 1'C'!.r,rintdmil:n~r.--ThlC infotmatiO;l (',anulil'llt'd

i n rt !l t fi ff"d d o e ll m 'C 'r u: J j ,iI nd the r" ,=,nti a 1 c h. il lr iIt"ter;!u h ~1 n f resrr i red ma l ui:l.l

may be ~:h.er'l fO"~')' ",",IIm """,,"u-tJ If~bt ;,11 ,rb~ u'n";f"t of 'br (j,rt",J SIQI'.r~

.md In 1't'f'itnU tJ / Ilndfj,uhl~J 1'1,'.IIJ ,~.kJd;urdimJ' u·hn drt (or'Jprr,d1;"1

iN G,GI,I'....I ' . tIm.t 'o ' u'·or •• be e "",till no t 'be comrnuo.ca,c:d IOlh~ publ,ic C)I" ''0 Ih!

rl't-IS eKC'c~nby aUlhori:u:d miJi'lilI"fP1J,bl;ic ;rt 'Jari,Dn, IIIC'ocres. '.

I.. tructl.n, Applicable t.N.,,} 'erion_I.

Nny R 1a i , DIUI. Artiel. nv" ~<>III. llU th.. foll . .. . ·;n" pa r'a!!:,"ph, ",1-';01;

to' th~' h dlin.J,of If1:trr.in:ed ,m.~I-er:

. '( .) 1 l~". i~""1 ' .. r .... y be oIioclo~,o penutl" of dioctotion in ,he-

Govern",';", _".,., 1 I f t . i,.ppeo., to ... i" 1M publ ie i"t~reJ' .

.._----------LST OFREVSED

11 t c J ,R.,t'II,ri;(""~J. merrer mitt' be ' dj,dol.ed,~ u.ndC'r ,reci ..\ c'lr,cum:u~nc;f'J,:

to ~r:Uln!. noe in th e G O "il un me nr str"'ic~ "",hll::n it .pptau 'to b-e in the

pu.bl,jc- int!nt.'i

The- Buru:u .of Acnln;at,u:jcl Circular LCIU:'1 No. 12~43 furth~t j, tarof'1-:

"'Ttlll=rC'for~, h is r~quu'lC'd 'Ihiil' illI nl.Yill ! l C ' ~ i Y i , i lC ; s check 1hejr Own loc.al

rc:JiitUlaltOn.! and proccdUrr1i,IO malet ,ur~ ~h.ill handbookJi~ service 'nilro,,·

"io ns :iilnd ;(Uhe-f rt;lr;Clld 'lC'chni:C'.Z publ icarion.l arc actually be.in,Jt_ m_ii!idt

a'\i'~,il,abie- to both tj..l ,ian :and en.l iued pcr :ao' iu 'Ie' who h,ilYC u.H: lor them.r.

Gelleral.

Th~K j.n'~nJ cl'ion, pe un i~rhc:' iuuc ,of 1 1 J : S " ! . r ' i n . e d D-.:Ibl:i 1I:;',;n.jo", to ct. iJ ianco nl'ra('t ..nd ether a eeredieed .iChooJ, c :n ll :i 1. iI le c ln I B ,j n i n, ; p e rs o nn £ J fo r Go...•

~ti:lmmt "'Ork., (0 dvihJ!l.n concernl ,conlr,lct,ng for oYltrhlul IiIndflf:pl,ir

af.' rcr...t 'D.r :1ir~taf1'1 cceuorie.l. .nd 10 Ji If.!il.t comrn-erd.J or.. !! l1i.UI,i.,..I.

NOTE" : I I . bu"1 bl.ck nnical 1i,,0, '0 tho lei< "f 'h" ,,,,,, "" reyised f>1'~I, iDdicota ,he...ttn, or !be ten"DII. Thi. linc i.·.wued ""be.., IDD".'th." '0 pcrnnl 01lIMPIIp' i. ' " i N d .

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Sedion I

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AN 01-19OF8-1

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ASSEMBLYAI.~AYS IITUSIO I

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I Q I H I Q I U



IESTRICTED

AN 01-19OFI-1

3. TAB CONTROLS.

Th~ rab controls are rorated in the dirca:ionof the desired resultant motion of the airplane.

II. AILERON TAB.-A cockpit controlled trim tal

is provided on the left aileron only. The control wheel,

which is set inro the left band shelf, is rotated counter-

clockwise to lower the left wing and clockwise to lower

the right wing. The tab mvel is lO· up IIld 20· down.

A fixed tab on the right aileron is adjusted by

crimping to compensate for wing inequality. A single

letting 00 leaving the factory or following wing repair

is usually sufficient. Be careful not to aimp the tab too

leverely as a slight change in the tab anale will compeo-

Ute {or considerable wing heaviness.

h. ELEVATOR TABS.-lbe elevator tabs an coo.trolled by a handc:rmk 011 me side of the left hand shelf.

Rararion 41 or rl)1l1fJ~-d()(IIJ,l/ise raises. the nose. Rota·

tion forwtrr4 or dodtwise Iowers the nose.

Tab travel is through a range from 6- up to

1I· down. These tabs have been found efiectivethrOl.lgb .1 1 ranges of loadings. Trim about the lateral

axis can be checked by means of me gyro horizon.

t.RUDDER TAB.-Tb.e rudder trim tab is COD-

trolled by a wheel mounted On the left band cockpit

shelf. RotatioD tlotltwist' tums the nose right. Rotarion

tc.",in·docltwise turns the nose left.

Angular uavel of the tab is from 22 - left to 16-

Section I

Par. 3.4

right. On take-ofi, a basic Jetting at 2¥z marlu in tb~

..bite legment of me dial is used.

4. WING FLA.P SYSTEM.

Split_ type wing flaps extend from the ailerons inboardto the fuselage but are divided infO inboard and out-

board Saps by the wing fold. Due to an overlap at the

wing fold, the two sections opet1l.te as a unit capable of

being drooped to • muimum of " "3 - b J : me •.aion of avacuum system.

Tbl; ope~tit!g pwal vacuum is obtained fromtbe

carburetor intake manifold and may be applied directlyto the operating cylinder or stored in the vacuum tanklocated in the baggage companmeot. This tank has

IIl.fficient capacity to operate the Saps .tIeast twice with



Sedlon I

Par. 5a-1t

IESTRICTED

AN OI-l90FB-l

the engine CUL Even though the ~itc'" U cut, the engine,

unless it u completely stopped, will product V1Icuum

with the throttle closed.

The operating force on the Saps is sufficient to hold

the Saps down when the engine u idled. In flight, asmore power u applied and speed increases, the Saps will

come up until, at about 130 knots (ISO MPH), the angle

01 droop will be approximately lO·. If the power Is thenremoved, me Saps will return to the Down position.

This feature is very belpful when it is necessary to goIIrOllnJ IIglli" alter coming in for a landing. .

In • take:oft m e Sap ~.Jve can be left Down until

ample .peed and beight are obtained for forcing Sapsup. If the valve is then turned to U p position, any sink·

ing dect is eliminated.

The detail operation of m e system is described in the

accompanying acbematic diagnm (Figure 3). With

Ibis vacu um I)'S tem the operating e fficie ncy o f the Saps

will be reduced with decreased atmospheric pressun: athigh altitudes.

The flap operating valve control is located on the left

hand ahelf of the cockpit. Rotation dodt.wiu fo r aquarter tum of the handle lowers the Saps; c O I I " ' ' ' ' ·tlodlwise raises them.

50 POWER PLANT CONTROLS.

Power throulc position for the R·18l0·WA en~iOl.:. Thl\

joggle should be set tu rn,vide thL" Take-ofl and Miliiar)'

Puwer determined fur the opcrarional area. Mm'enH:nt

pan the joggle plil.cc~ the ehroutc concro] in full homt

potition for Combat Puwer.

The mixture control i! i muved full furward fur

Auto Ric"b positiun. .,1111(1UIII' pusitiun is 45· aft, ap -proximately in the center uf the quadrant, anti must be

found by scating the control in the notched position,

Idle CIII-Oo position, markt·d in red on the quadrant.

is located full aft.

Fuel will be discharged from the carburetor with

the mixture control in any position except l dl« CIII-OU

... hen eve r the fuel pre;.sure is greater· than five PSI

whether the engine is running or atopped. ThL"rdorL".

to prevent Rooding through the inadvertent usc of the

elecrric rmergeney fuel pump, th e mixture control

should always be left in the ,.Ie CId·OD position when

the engine is not running. If for any reason the engine

ahould cut out during ground operation. the mixturecontrol should be moved immediately into the Idle'

CIII.OD position in order to prevent SoodinJt.

For landing, landinI approach, take-off. all lroundoperation and during prolODled , luep dives, the mi:ltllre

control should be let in auto rich. For.1I other flightoperations the we of auto lean it recommended providedcylinder bead tempeflure Iimiu In: DOt e xce ede d .



IESTRICTED

AN 01-19OFI-1

supercharger shift control is an ann mounsed on a

'1uad'nnt botched in two positions. To shift s p e e d de-

press thr knob on the rap of the arm and move full for-

ward for low blower; full aft for high blower. The

control lever must be IeC\ll'ely locked at the extremity of

its tnvel in either High or Low position to insure com-

plete and positive clutch engagement. Do not attempt to

operate the engine with me supercharger control in any

intermediate position.

c. PROPELLER CONTROL.-Tbe propeller is a

three-blade Curtiss Electric Constant Speed type with a.

ten foot diameter. Basic pitch settings are at 18.5· low

Sedlon I

'ar. 5c-d

is obtained. Immediately on release, the switch ';11

automatically rerum to Pised Puch position. Hold this

R PM switch on only momcowily until the desired RPM

is indicated OD me tachometer.

If the rirruit breaker is opened by an overiOld, thepropeller operates It bed pitch I' the pitch angle in

effect at the moment the braker iii opened. Eix e d

pit--h coctrol cannot be used with this circuit breaker

open; the propeller blade angle cannot be changed until

the circuit breaker is reset.

AUTOMATIC CONTROLT o I I ICTe.tUe R PM

Circuit Breaker ~._ ..••_. .IJn

Selector Switch _ _ _ AutomacicPropeller Governor Knob __ _ Push In

To D er r e lU e R PM

Circuit Breaker ., __ __ _ _ _ .onSelector Switch _ Automatic

Propeller Governor Knob _ Pull Out

FIXED PITCH CONTROL

To '.&T elU e R PM

Circuit Breaker OnSelector Switcb _ Fixed Pitch

Selector Switcb _ lncrease RPM

To D ec re .se R PM

Circuit Brea.ker On

Selector Switch Fixed Pitch

Selector Switch Decrease R PM



S.dion I

Pal. 5 . · "IESTRICTED

AN 01·190FB-'

prevents the direct cold air from entering the carburetor

hut allows the .... rm air 10 be taken in from me

.ccessory section. This control operates • door whose

action may be compared to a ""a-way v&lve.

Nenr use an intermediate position for this control.

The control should be left in Direr' (Cold) position

at all times unless icing conditions are suspected or rain

is encountered. Under mese condirions the control

should be pulled out to the Alterna/t HoI position.

e. COWL FLAP CONTROL AND CYLINDER

In • climb increase die airspeed by as·much a.s

10 knots in preference ro opening them more

than half way.COWL FI.AP DRAG

IN KNOTS

lAS Y z OPEN FUll OPEN

120 B 15

140 7 14

160 7 13

I B O 7 13200 6 11

210 5 II

Cylinder head rempera~res can be reduced by:

1. Enriching the mixture.

2. Opening cowl Haps.

3. Reducing power.

4. Increasing climbing air speed.

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RESTRICTED

AN 01-190FB-1Section I



S.ction I RESTRICTED

AN 01-190FB-l



RESTR ICTED

AN 01-19OFB-1Section I

P I L O T ' S O I S T R I B U T I O N P A N E L

P O W E R R E C E P T A C L E ( F O R [ L E C T R I ·C A L L Y H E A T E O S U I T S )

U.D Ilia UU HAIIOCA N K

J A C K l O X



R E S T R I C T E D

AN 01-190FB-l$ection I

P I L O T ' S D I S T I I I U T I O M P A I E L

P O V E R R E C E P T A C L E ( F O I E l E C T R I ·

U I D I U I iii E A R H U D e R A M I (

J A C I ( l O X



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AN 01·190FB-l Par .. 6a-c

the "ON" position; it automatically returns to the

"OFF" position upon release. The battery ""itch muse

be "ON" to operate thestarrer.

The starter breech is located 00 the right hand side

of the engine rnounr structure and is accessible from theoutside through the righr hand landing gear welL Type

C cartridges are to be used under all circumstances. A

TANK CAPACITIESMaio Tank ...... 117 U.S .. ( 97 Imp.) Gals. (with liner)

130 U.S. (lOS Imp.) Gals. (without liner)

Airpla.ne No. 57044 and subsequent

Main CeIL 126 U.S. (105 Imp.) Gals.

Droppable, Rigln 58 U. S. (48 Irnp.) Gals ..Droppable, Left '·8 U. S . (41:1Imp) Gals.

Fuel should be drawn from the main tank for a

short time before swhching to the droppable tanks ..Fuel

ma.y be drawn from either droppablerank but the pilot

should compensate for loss of weight on the one wing

as the fuel is used by means of the [rim tabs. Trim tab

adjustment will compensate for a full tank on 'One wing

and an empty tank 00 the other .

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h . TANK SELECTOR VALVE.-The tank selector

valve, located on the left hand cockpit shelf, bas four

positions: Main, Left Drappable, Right Droppable, and

00. The fuel tank selector should always be sec on Mainfor take-off and landing. Always turn on the emergency

fuel pump when changing fuel tanks.



Sedlon I RESTRICTED

AN 01·190FB-l

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AN 01·19OFB·l

d. FUEL QUANTITY GAUGE .-An electric fuel

quandty gauge with the indicator mounted in the right

hand panel shows the fuel level in the main tank only.

No gaugt is provided for the droppable tanks, thereforefuel consumption from these tanks must be determined

from the lapsed time during which fuel is withdrawn.

e. LOW FUEL LEVEL WARNING LIGHT.-On

airplane No. 57044 !lnd subsequent, a low fuel level red

warning light is installed on the left hand instrumentpanel next to the fuel quantity gage which is also in-

stalled on the left hand panel beginning with this in-

stallation. This light goes on when only 30 gallons of

fuel (a minimum of one-half hour of Bying time at

Cruising Power) are left in the main tank.

f. DROPPABLE RJEl TANK REIEASE.-Drop-

pable fuel tank release handles are red painted rings,one located 00 each side of the cockpit on the sides of

the shelves. A sharp pull releases the tanks. The handles

should then be clipped back to shelves in their former

Par. 6d~8

mended grade of oil varies with temperature. The latestservice insrructions and technical orders should be fol-

lowed.

Oil returning from th e engine passes through a ther-mostatic regulator valve mounted on the oil cooler. This

valve causes the oil to by-pass the cooler until the oil-intemperature reaches 21°C at which time the valve starts

to open and then maintains the desired oil-in temperaturerange of 75°C to 90·C. Coid oil by-passing the cooleris discharged into the tank adjacent to the suction outletleading to the oil pump. Much of the same oil is therebykept in circulation, hastening the rise of the oil-in tem-

perature.

b. OIL DILUTION SYSTEM.-This airplane has

provisions for the installation of an oil dilution system.

When the equipment is installed, the system consists of

a solenoid valve electrically operated ~y a momentary

switch on the right hand instrument panel, a single re-

stricted fitting, and a safety shut-off cock located in the

dilution line between the carburetor and oil tank suction

outlet leading to the oil pump.

The Oil Dilution switch is also connected [0 a

second solenoid which simultaneously operates a diverrer

valve in the temperature regulator valve .. This enables

the diluted oil to by-pass the cooler and return (0 thebottom of the oil tank near the suction outlet.

Refer to Section II, Paragraph 20b for operational

instructions for the oil dilution :!Oy:.u:"".



S ection IRESTRICTED

AN 01-190FI-l

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AN 01-190FB-l

The MP Regwator and W.aUJ' Injection system Control

Unit are mounted together on .aD assembly bracket, The

solenoid valve, which controls the start of Water Injec-

tion operation, is actuated by two switches placed in series

to prevent undesiredwater 80w. One switch is mounted

on the supercharger control quadrant so that movement

of the lever into High Blower position closes this switch.

The second switch is iDcorporated in the throttle control

lever so that movement of the lever put the stop will close

the switch completing the circuit to inaugurare water in-j ection operation.

9. LANDING GEARCONTROLS.

Par. 9a+d

is exerted on the crank opposite to the desired directionof rotation.

WARNING

While extending the wheels, a point is reachedat which it becomes more difficult to rotate the

crank handle and there may be a tendency for

the pilot to Stop and engage the ratchet lock.

However, the pilot must continue to rotate the

crank handle until it hits a stop indicating that

he gear is fully down.

b. ~CRANK BRAKE.-The landing gear hand-

crank brake is installed on the operating shaft just for-

ward of the hand crank gear box. This unit ratchets

when the landing gear is being raised. When the gear

is being low ered , • pawl engages ch@ drum and the

braking action retards the speed with which the wheeb

are lowered. The single adjusting nut ...hich regulates

the tension on the friction brake must be so adjustedthat the lowering speed of the wheels will not tear the

band crank from the pilot's hand and possibly strip the

gears. Proper adjustment will prevent this but as an

additional- precaution the pilot must rdmn II firm grip

on the crank handle.

c, POSITION OF WHEELS.-A mechanical posicion

indicator on the right hand cockpit shelf JUSt forward

of the bandcrank registers the approximate posicion of

the wheels as th~y are being raised or lowered and indi-cates the "Up" posicion.



RESTRICTED Section I



AN 01·19OFB-l Par. 9a-f

•. BRAKE CONTROL.- The duo-servo hydraulic

brakes are operated by toe pressure on the upper part

of the rudder pedals.

f. ARRESTING HOOK CONrR.OL.-The arresting

book located in the after fuselage IS operated through

• system of cables by • conerol mounted in a slide under

the lefe hand cockpit rail.

To lower the hook rotate the handle up, pull ir afr,

arid rotate the handle down. To raise the hook, reverse

the procedure. About a twenty pound push is required

to retraCt the hook.

RESTRICTED



Par. 9g-l0d AN 01-190F.B-l

WARNING

The pilot shall insure that the control handle

is locked in the hook-down position prior tolanding .board a carrier.

The approach light automatically goes on when the

arresting hook is lowered. A manual switch for the

approach light is provided in the after fuselage for use

in practicing attier landings.

g. TAIL WHEEL CASTER LOCK.- The tail wheel

drag link is equipped with a lock pin which locks the

caster in the ttailing position. This lock pin is controlled

by a cable from [he TlliJ Wheel Lo,k lever on the portcockpit shelf. With the lever in the forward position,

the tail wheel is locked; in the aft position the [ail wheel

is free to swivel. i.e. unlocked.

The primary purpose of this lock is [0 reduce the

possibility of ground looping on landing. Lock the tail

wheel immediately after taxiing inro posirion for take-

off. The tail wheel will then remain loclted during

flight and during landing. Unlock the wheel after the

landing run has been completed in order to faciliraretaxiing.

For carrier operation, leave the tail wheel unlocked.

The tail wheel is a 360- swivel type equipped witb

a spring-loaded, self-centering device. The tire is a

high-pressure type. Pressure should be kept at 110

pounds for normal operation and 175 pounds for carrier

operation.

10. WING FOLDING_

a. CONTROLS.-The wings are folded and spread

manually from the ground and are held in spread posi-

IESTI ICTED S.dlon I



AN OT-T90FI-T

moves me wing into a spread position by pushing on

me wing tip. While me wing is being held in me full

spread position, me first man advances me Jocking pin

to • locked position by clockwise rotation of me hand·

crank. Condnue cranking until me pin is in as far as it

will go and no part of me red warning ftag appears

above me wing surface. Fold and stow me bandcrank

and snap me rover door closed.

CAUTION

When unlocking to fold the wings or releasingcables (0 spread wings. me wing wUl swingdangerously fast to II drooped position unless

remain[ is placed on the wing tip. U the wing is

allowed to swing free an d the arc is misjudged,

damage m.ay result to plane or personnel.

11. ARMAMENT CONTROLS.

II. GUNNERY CONTROLS.

(I)GENERAL DESCRIPTION.-Two.50 caliber mao

chine guns and ammunition boxes are mounted in each

wing outer panel. The guns are charged manually and

fired electrically.

(2)GUN CHARGING.~arging handle for each

gun is located beside the pilot'S seat, two each outboardof the right and left floor channels. PuJ I upward an d

return to load each gUD. The shell is then under the

hammer ready to fire. Guns need be charged manually

only once after installing the boxes and catching the

first shell behind the belt bolding pawl.

By rotating the handle left or right while extended

to charge position, the handle can be locked in full

charge or an intermediate safety position to make it p0s-

slble to operate safely with a shell in me chamber during

catapulting or landing operatioos.

(3)GUN FIRING.-The guarded gun master switch

Par. l1a

C H A R G EA N D L O C K

S A F E T YL O C K

Tht mlls'er swi/~h mllsl bt on 10 frrt tht g""s. By

we of the selector switches, the guns can be fired as a

banery or in outboard and inboard pairs. Closing the

trigger switch completes the nring circuit. Due to Jonger

chutes and deeper boxes. the inboard guns carry slightly

more ammunition m a n the outboard gun s .

Individual fuses for each gun circuit are located inthe top of the distribution panel. Spare fuses for re-

S.diDn I RESTRICTED



Par. 11-12 AN 01-190FB-l

instrument panel. The sight operates independently of

the gun master switch.

To use the sight. set the switch 0" and turnon the rheostat. If the bulb does not illuminate, turn

the switch to 0" Allnnlll_ to use the spare filament.

The gun sight circuit contains a circuit breaker

with the reset button mounted in the main junction box

cover JUSt below the distribution panel. In case of over-

load, reset the circuit breaker by pushing the reset button.

(5) GUN CAMERA.-Ao electrically heated and

operated gun camera, type AN-N-4, is mounted in theleading edge of the pan stub wing. On airplanes through

Serial Number 74358 a gun camera Ritch is installed

on the pilot's distribution panel. This switch is inde-pendent of the gun master switch and must be On for

th e camera co operate. The gun camera hearing element

is a.lways on :when the camera is operated as it is con-

trolled by the gun camera switch. Piaures are taken

when the gun trigger swiech is pressed.

The independent gun camera switch was elimi-

nated coincidentally with the installation of the rockets.

On airplanes Serial Number 74359 and subsequent, pic-

tures are taken by the gun camera when either the triggerswitch or the rocket switch is pressed and the Armament

Master Switch is on.

Fuses for the gun camera circuit are located under

the cover of the distribution panel.

(6) ELEcrRlC GUN HEATERS.-Electric gun heat-

ers of the pad type may be installed over each gun

breech. A junction box is provided on the inboard side

of the inboard gun compartment in each wing for this

installation. The electric circuit is connected directly to

the generator and the heaters are on at all times when

(2) When the airplane is airborne and heading

away from friendly territory or approaching a target

range, the switches should be turned ON. The indi-

cator light on the station distributor will glow when all

switches are on; the intensity of the light may be varied

by turning the knob on the light (which regulates a shut-

ter). The station distributor switches should be turned

off before the airplane returns to its base.

(3) The SAFE-ARM switch on the station distribu-

[Or must be in the ARM position to allow the instan-

- taneous nose fuse to arm and i.n the SAFE position to

al'"lw "Ie short delay fuse to function. When the base

fuse only is allowed to function, the rocket will pene-

trate the target before exploding.

(4) When the SINGLE-AUTO switch on the sta-

tion distributor is set on SINGLE, a pair of rockers will

be fired each time the trigger switch isdepressed ; when

the switch is on the AU TO position, pairs of rockets

will be fired at automatically spaced intervals (0.3 sec.

with the Mk. 3, 0.1 sec. with me Mk. 3·1) while the

switch is held closed.

c, TOW TARGET,-There is provisiOn fat "the in-

stallation of a tow target release control on the righthand cockpit Boor channel as marked by a name plate

and for a release latch on the bottom of the fuselage.

The tow target is released by an upward pull on the

handle.

d. PYROTECHNICS. - Airplanes prior to Serial

Number 74659 have a pyrotechnic installation consisting

of a Mark VIII pyrocedlDic piscol, a holster assembly

and a bolder for four extra carcridges. The pistol and

canridge bolder are located on the cockpit left band

shelf. To fire the pistol, withdraw it from the holster

RESTRICTED Sedion I



AN 01-I90Fa-l

On airplane Serial Number 57044 and subsequent

a Generator Field switch is mounted on the disuibution

panel. This switch is connally On and is to be PU Of!

only in emergency if the generator voltage regulator

fails and it is desirable to cut Out the generatt>r field

to prevent damage to the battery and possibly otherequipment.

The generator CUt-out is located aft of the main

junction box under the distribution panel.

The voltammeter, or on later models, the voltmeter,

is located on the forward face of the distribution panel

on the right hand cockpit shelf. Two pin jacks for test-

ing purposes are provided with the voltmeter.

b. ELECTRICAL CONTROLS.-The electrical con-trois, unless otherwise stated in a specific paragraph are

all located on the distribution panel on the right hand

cockpit shelf. The following controls are mounted OD

the panel:

Section Light

Flash

SWITCHES

Gun Camera

Pitot Tube Heater

Formation Lights

Wing Running Lights

Tail Running Light

GUDSelector (2)

Starrer

Primer

Battery

Gun Master

Airplane Serial Number 570« and subsequent:

Generator Field Master Radio

Airplane Serial Number 74059 and subsequent:

Master Exterior Light

Airplane Serial Number 74359 and suhsequent:

GUDCamera Switch Master Annamenteliminated (Replacing Gun

Par. 12

RHEOSTATS

Electric Panel Light

Cockpit Lights

Compass Light

Instrument Panel

Lights

Chan Board Ligbt

c. COCKPIT LIGHTING.-The cockpit and instru-

ments are ligbred by a right and left cockpit Hght, a

compass light, a chartboard light, seven instrument panel

lights, and a panel light, Spare 'bulbs are stowed as

described above. Tbe lights are controlled by rheostats

with an O f f position mounted on the pilot's distribu-tion panel.

d; SPECIAL UGHTING.-A master exterior ligbt

switch is installed on the distribution pane) 00 airplanes

Serial Number 74059 and subsequent. This switch coo-

trols all the exterior lightS operated from this panel andmust be 00 when the section light, formation light, tail

or wing running lights are to be used, These lights are

all extinguished simultaneously when this master switchis turned off.

The section and formation lights have individual

Brighl-OD·Dim switches and one common Flash-OfJ-O"

switch. To operate the lights the combined switch must

be on On or Flash! and the individual switches set for

either Dim or Bright.

An approach light manual switch is built into the

approach light switch box JUSt forward of Station Bin

the baggage compartment. This manual switch j~ inparallel with the automatic switch tripped by the arrest-



RESTRICTEDAN 01-190FB-l

S.dion IPar. 130-.



without actually letting the hook down. This switch

must be turned on before taking off from the airport.

The recognition lights toggle switches and keying

switch are on th e forward end of the le ft hand cockpit

sheIf.

13. AUXILIARY CONTROLS.

II. SLIDING CANOPY.

(I) OPERATlON.-The sliding canopy is oper·

ated by means of a large handle mounted in a slide on

the right hand side of the cockpit under the cockpit

rail. The handle is rotated upward and pulled aft [0

open the enclosure. By rotating downwards, the bandle

may be latched in any. one of four positions: Closed.

II';" inches Open. 5 1 ' s inches Open, and Full Open . An

angle clip on the lower left comer of the canopy maybe used to assist in opening and in closing the canopy.

A small door in the right ·hand side of the fwelage jwt

below me windshieldgives access to the cockpit from

outside for the purpose of operating the bandle wben

the canopy is closed.

M W . .. ..

control stick introduces fresh air into the pilot's cockpit

from an intake in the right hand stub wing.

d. PILOT'S SEAT ADJUSTMENT.-A control lever

for the vertical adjustment of the pilot'S seat is located

on the right hand side of the seat. Movement aft reoleases the locking pin in the seat stanchion and allows

the pilot to lower the seat by body, weight. or raise it

through the tension of the shock cords to anyone of

seven positions.

e, SHOULDER HARNESS. - The shoulder harness

should be connected to the spring on the rear of the

pilot's seat. The lever on the left hand side of the seat

controls the spring. When this locking handle is in the

S.ction I RESTRICTED



Par. 131-9 AN 01-190FB-l

RESTR ICTED

AN 01-190FB-lSedion II

Par. 1-2a



'tKNO RM AL O PER ATING IN STRUCTIO N S .

1. BEFORE ENTERING THE PILOT'S

COMPARTMENT.

II. FLIGHT LIMITATIONS AND

RESTRICTIONS.

( I) MANEUVERS PROHlBITED.

(II) No standard maneuvers are prohibited when

operating without droppable fuel ranks. Catapulting,

field landings, and arrested landings are permissible with

100-pound class bombs on the wing racks.

( b) When carrying one or more droppable tanks-

the following maneuvers are nor permitted:loops Immelman turns

snap rolls normal spins

chandelles prolonged spins

When such tanks are carried the following maneuvers

are permitted ~

wing overs

venial turns

aileron rolls (only (or entering a dive)

inverted flight (only for entering a dive)

(2) PERMISSIBLE ACCELERATIONS

.When carrying filled droppable fuel tanks the maxi-

mum permissible positive acceleration is 4.0g.

(3) LIMITING AIRSPEEDS.

(a) DIVING.-Terminal velocity dives are per-

missible with the airplane equipped as a tighter or as a

bomber with twO loo-pound class bombs on the wing

racks. Speed with droppable taaks is unrestricted pro·

vided the tank and sway braces are correctly installed,i.e., the forward sway brace shank is in the sway brace

'Wing socket as far as possible so that slight tank defor-

mation will not allow the brace to drop OUt of the

socket.

(b) WING FLAPS.-Tbere is no limiting air-

speed for lowering the wing flaps. Regardless of the

posi t ion of the ftap control valve, m e Baps will n ot com edown if the airspeed is in excess of 130 knots (150

MPH) as air pressure holds the flaps up until the air

speed has dropped below that point.

Seet lon U ImllClED



AN 01-I9OFI-l

"Iur. 14 - - - 1 ' . - ' ' ' 1 1 1 , Ch.ckU . '

1 1A.,n MISTPAil In. SUPPOITIAI UIDU UADI(ST

2 AIUIIT IUT

WlsncT mer"t fUl LOOSE

AITIa.ES WI C It U1 ",,1 COITiOlS

5' ISPl CT C AI OP' [ M[ lI l. e'

IILUIl '01 POIITIy[ ACTIOI

RESTRICTED Section II



AN 01-'190Fa-l Par.2a

moulder harness passes over the suppon bar under the

headrest.

(2) Adjust the seat to the desired level.

(3) Test controls for freedom of movement.

(4) Inspect cockpit for loose objects which mayfoul the controls.

(5) Check each wing for visible red Bag which

would indicate chat the wing fold locking pin is not

securely locked.

(6) Inspect the canopy emergency release pin CO

see that it is straight and lightly greased.

(7) Test the freedom of operation of the arresting

book by lowering and raising. making certain that it

Jocks in th e extended position.(8) Uneage all instruments and check for zero set-

t ings. Test the setting knobs for freedom of movement.

NOTE

The gyro horizon and directional gyro indica-

tors should be left uncaged at all times except

during maneuvers in which the operating limits

a t the indicators would be exceeded. The oper-

ating limits are:

DilJlt or

Climb

Gyro Horizon Indicator 70 •Directional Gyro Indicator 55·

(9) Wind the clock and set it to the operations'

office time.

(10) Turn on the battery switch and check fuel

quantity on the gauge.

(11) If a pyrotechnic pistol is installed, inspect the

shells for proper colors.

(12) Check the oxygen equipment as outlined in

Section V, Paragraph Ie.

(B) Test the operation of the gun sight by turning

on the battery switch and, with the rheostat. turned up.

fficking the gun sight switch hom On to On Alterne:«,

Make sure that both filamenrs are working.

Ban.i, uft0' Right

100°55°



RESTRICTED

AN 01-190FB-l

S ec:lion II

Par. 2bpS



(14) There is no [est for quantity of ammunition

ocher than a visual inspection of the ammunition boxes.

However, gun loading can be checked by operating the

gun charging handles until a loaded shell is ejected from

the bottom of the wing. As this operation leaves a

loaded shell in the gun chamber, take-off should beaccomplished with the gun charging handles locked

in safety position.

(15) Check the radio equipment as outlined in

Section V, Paragraph 2e.

h . SPECIAL NIGHT CHECK LIST.

(1) Complete check list indicated above.

(2) With the battery SWitth on, turn up the'rheo-

stars to test the cockpit lights, instrument panel lights,compass light, and chartboard light.

(3) Test the section and o f ormation lights by oper-

ating the switches.

(4) Have a ground crew member check the ap-

proach light operation when arresting gear test is made

as outlined in Paragraph 2a(7).

(:;) Check the operation of me recognition lights

by use of toggle and keying switches.

3_ FUEL SYSTEM MANAGEMENT.

Before starting a take-off, switch the fuel selector

valve [0the Main Tank using the emergency fuel pump

to insure the proper system pressure. If droppable fuel

tanks are carried, use about 15 gallons from the main

tank to allow room for vapor return. Then switch to

the droppahle tanks, using that fuel first inasmuch as

the tanks greatly increase drag and cause restrictions

to be placed on maneuvers. When switching tanks,

rurn on the emergency fuel pump. move the selectorswitch to the proper tank, and check engine gauge unit

selected manifold pressure through all conditions of

.flight within the critical altitude of that MP-RPM setting.

As the airplane is climbed the Regulator opens the car-

buretor throttle as necessary to maintain the selected

pressure until at the critical altitude for that operational

setting the carburetor throttle is wide open. If the climbcontinues and RPM is held constant, the Regulator holds

the throttle wide open. Further advance of the throttle

control lever will have no effect as the carburetor throttle

is already wide open.

la-iiiPreliminary calculations suggest that the link-

age between the Regulator and the carburetor

throttle will not permit Regulator to fully

open the throttle when :in lower MP ranges.Until definite information is available, the

pilot may consider the Regulator as fully

automatic at operation above 600/0 power.

When operating below 6 0 0 / c power and mani-

fold pressure starts to fall off, agaIn move the

throttle control lever forward to res elect the

desired MP. The Regulator will then hold

the selected pressure until the critical altitude

(or that MP-RPM setting is reached.

b.Movemcnt of the supercharger control lever from

Low Blower position to High Blower position auto-

matically lowers the throttle selected manifold pressure

about" inches Hg to values approximately consistent

with engine calibration curves.

5. COM BAT POWER.

a. A joggle in the throttle control quadrant rail marks

the Take-off and Military Power position of the throttle

control on airplanes equipped with R-1820-56W engines;

;t marks only the Military Power position on airplanes

Se"io.n II R E S T R I C T E D



Par. 64

Figur. J5-Slarrins Check ul'

2T H ' R O T T l [ OPUM IXTURE ID L[C U T O F F

1

I G I I T I O NS W IT C H O F F

3

• O R !! I R E V O L U ·

T I O I I S IN N O R M A LD I R E C T I 0 1 1

TUK

AN Ol ..l90FB-ll

6. START I 1 \1 (io.

II. NORMAL srARTING CHECK·OF.F LIST.

(1) Leave me ignition switch on 00.(2) Set me mixture control in lJl~ Cu/·O t J position.(3) Move the throttle full forward.

(4) Rorare xhe engine by hand for four or five

revolutions in the normal direction. IIan abnormal

effort is required, remove me spark plugs from me

lower cylinders to determine whether liquid bas col-

lected in the cylinder.

CAUTION

This installation bas a tendency for oil to

collect in the cylinders when engine is not

operating. If engine is not pulled through by

hand before starting, "Iiquid locks" with bent

and broken lower Iink rods will result.

(5) Move the fuel selector valve handle to Main

Tonk.

(6) Fully open the cowl Saps.

(7) Push me propeller circuit breaker switch to

insure [hat the circuit is dosed.(8) Snap the propeller selector switch into Auto-

malic position.

(9) Push the propeller governor control knob fuiJ

in for take-off RPM.

(10) Push th e carburetor air control knob full infor Direa Air position.

(II) Lock the supercharger control in Low posi-

bon.

(12.) Inserr II canridge into thestaner breech and

Iock the breech.

RESTRICTED

A", 01-190FI-l

S.ctlon II

Par. 6&



(13) Set the throttle for 1000 RPM. Do "ot pumptJr move the throttle abruptly until tbe engine is run"i"g

smootbly.

(14) Snap oc the battery switch.

(15) Snap on the emergency fuel pUlllp to build

up a pressure of 14-16 PSI.(16) Close the primer switch for three to five

seconds immediately before firing the starter. The exact

amount of priming will be varied as indicated by ex-

perience.

(17) Tum the ignition switch to Both.

(IS) Snap the starter switch to nre the cartridge.

(19) Advance the mixture control to Auto Rich as

the engine fires. If the engine Stops immediately, return

the mixture control to Idle Cut.OU position and switch

oft the emergency pump.

(20) Flick the primer switch intermittently until

the engine runs smoothly.

(21) Idle the engine at 1000 RPM.

CAUTION

If ill starting. oil pressure is not indicated in ten

seconds, shut down the engine and investigate.

h. HARD STARTING.

(1) Follow the starting check-off list carefully.

Wait a few minutes to allow any of the spilled fuel [0

drain OUtof the intake ducts and to permit the cartridge

starter to cool before repeating the attempt.

(2) If it is suspected that the engine is over-primed,dear the cylinders and induction system of excess fuel

by the following procedure:(II) Mixture COntrol... Idle Cut-Oft

20

FLI CK 'R IMEIII I T U M I T T E I I TU

U I T I L EUIIERun S M O O T H L Y

1701 T O F I R ECARTR IDGE .

16II.ITIOI 'WITC:H

S ection II RESTRICTED



Par. 6cp7a AN 01-190FI-l

Figure J 6--Worm-Up C"eclc:L i"

1C O W L FU'SF U L L OPU

2

C UI . Al lF U L L I I

(b) Auxiliary Fuel Ppmp Off

(~) Ignition Switch _..Off

(J) Throttle Full Open

(e) Rotate engine by hand ..4 or 5 revel ulions

(3) If the propeller turns over but the engine fails[0 start, do not fire more than three cartridges consecu-

tively without allowing a period of at least five minutes

for starter parts to cool. If the starting attempt fails to

result in the normal rotation of the propeller, another

cartridge should not be fired until the trouble has been

determined and corrected. In the event of a safety disc

failure, turn the engine propeller by band [0determine

wbether the engine is free. If the cartridge should fail

to fire, do not remove the cartridge irom the breech

for at least five minutes.

iH·)i'In all circumstances Type C cartridges should

be used.

(4) After starting, if heavy viscous oil is indicated

by oil pressure that is too high, fluctuates, or falls off

when engine RPM is increased, the dilution valve may

be operated inrerrnirrently (not continuously) to correct

the condition. This is not considered good practice and

should be wed only in emergency. Allow adequate

warm-up before taking off with diluted oil except in

cases of extreme emergency.

c. EMERGENCY OPERATION OF CARTRIDGE

STARTERS.-If the cartridge starter fails to fire because

of an open circuit, the following emergency method can

be used: Connect two flashlight batteries to a brass prod

and a battery damp. Insert a momentary contact toggleswitch in the circuit between the batteries and the brass

RESTRICTED

AN 01-190FB-l

Section II

'ar. 7b-c



::~:::::::::::::::::::~::: :::::~::~:;::::::;:::~::::!::::!:::;~!:~::::::::::;: ::::::::::~:::::::::::::: : : : : : : : : : : : : ! : : : : :!:::;~:;:::::::~:,::: : ; :: :: ~ : : :: :: ~ ::!= : ~ : : : : : : : ::::::::::!~:::::::~::::::~:;:::::::::: ~:::!:::

AD VANCE THROTTLE TO

ATTAIN 30 IN. HG

2 .

IAUT OMA TIC . PUS H

009 IN FOR TAKE-

OFF RPM

CHECK: 01 L PRES SURE15-75 P.S .I. FUEL PRES S -

liRE 115-18* P .S .I. OIL

T EH P[ RAT UR E 600 C - 90 ° C

figure J 7-En gine Operation Check

(I) Fully open (he cowl flaps.

(1) An oil pressure of 65·75 PSI is desired. If

excessive pn:~~uTl: i~ obtained in cold weather, operate

ut 800 R PM until the uil pressure drops to [he desired

ranHl·.

(3) Push carbo retor air control full in for Direr/

pu,ilion.

(i) Idle the engine at W O O RPM.

(5) \\ hen the engine fires smoothly, graduallr

ujlm the thrott II' to 1200 RPM and run it at this speed

unrll rhe oil in l ct (ellJP~ra[Ure reaches a minimum of

\(I'( pu,· F > .

b. I:NGlNf. CHECK.

(I) Open the rhrorrle to 30 in Hg with propeller

c. MAGNETO CHECK() With the propeller controls in the take-off posi-

tion, advance the rhrorcle to obtain approximately 2000

RPM.

(2) Move the magneto switch from Botb to Lf'/J.The tachometer should show a drop of less than 100

RPM.

(3) Move (be magneto switch from Lett 10 Both,

"'ait until RPM stabilizes and move switch to Rigb!

The tachometer should again show a drop of less than

100 RPM.

J. CARHURl::TUR IDLE MIXTURE CH1::CK.-

Make idle mixture check with throttle set for 600 RPMand auxiliary fuel pump "ON". Move the mixture con-

Section II RESTRICTED



Par. 7d·' AN Ol-190FB-l

GAlli S HOULDI E STEADYA 110 "£.lD AT2000 R PM FOR

0 1 l E · M I N U T E" , I T H O U TW A V E R I I t G

OPE II T HROTT LE T O , 0I I . K G W I T H E N G I I I ES PEED OF 2000 R P M

O P E NGRADUAlU

R E T A R DG R A D U A L L Y

2S T E A D Y D R O P I l fMP NO LAG ORSPURTS

Cru"OER HEADTEMPERATURE N O TTO E X C E E D 2 ' 20 C

S H I F T T OB L C W E R . A O R O P OFAPP~OX •• I N . H G1 M H P W I L L R E S U L T

S E T T H R O T T L E A T ,0 I N . H GW ITH [NGIIIE S PEED OF1700 RPM

Figure 19-Manifold P,enure Regulator Check

satisfactory idle mixture adjustment, in order to permit

idling at low speeds without danger of fouling plugs

and at the same time to afford geod a cc ele ra ti on c ha r-

acteristics. A rise in excess of 50 RPM indicates too

rich a mixture. No rise or a drop in RPM indicates toolean a mixture.

e. MANIFOLD PRESSURE REGULATOR CHECK.

(2) AUTOMATIC.

(a) Set propeller selector switch in Automatic.

Push propeller f':0verno[ control knob all the way in

for Take-Off RPM.

(b) Set throttle to obtain 1800 RPM.

( c ) Pull out the propeller governor control knob

until a decrease of approximately 200 RPM is obtained.

RESTRICTED

AN 01~190F8-1

Section II

Par.7g-8



"""U,U FIX ED PITCH AUTOMATIC

RESETCIRCUITnEUER.S.WITCH' N FIXED

. . . . . 1 ) 'ITCH

-DEC RPM -UNTIL LOS SIS "OTEO

Fif/ur. 20-Propeller Operation Check

g. SUPERCHARGER DESLUDGING OPERATION.

(1) BEFORE FLIGHT.-During warm up priorto each flight, operate the supercharger in each blower

position for two 30 second periods. Make these shifts

with the engine turn up about I(X)(J RPM.

(2) AFTER FLlGHT.-To desludge the super-

charger more completely; operate the engine in each

blower position at about 1000 RPM for 30 seconds or

more after each flight. The procedure of taxiing land

based airplanes back to the line in high blower satisfies

this requirement. Carrier based aircraft need not desludgeaftee Bight.

(1) With the propeller controls in the Take-off

position open throttle to obtain 1700 RPM.

(2) Shift to high blower and opeD throttle further

to obtain 30 inches Hg and nore RPM.

(3) Close throttle completely. Shift to low blower

and open throttle to 30 inches Hg again.

(4) If RPM is appreciably higher now than with

30 inches Hg in high blower the check is satisfactory.

8. EMERGENCY TAKE-OFF.

Emergency take-offs without full W:lfm·up are not rec-

Section III RESTRICTEDAN 01·190FB·l



5

1 W INGS S PREAD AND LOCKED

EUVATOR TAB I lEUTRAL

2

TA I L W "EEL LOCKED

C L O S U R f

L O CK E O O P E I I

6

IESTIICTEDAMO'-190FI-l

Sertlall II



10S it P ERC"''' R IURSET ll'\l

13CA lthURETOR A , I . :''''R ECT '"

11

1111XTUR E e !»'T!lOlAUTO lie ..

•12

•

14

IICREASETtlRl)nu TOu...ttl. HI> 01

'ULTMuni,[

POI "J,."

ENG INEONLY.

16

15

Cfll.DEI H£ADTEMPUATUI[120 ie _ 2U 0 ,

CHE CIC E!!G IR E '-'1Ii1EREAD ' . ( 0 Oil TEHPEIU,TUPE'lao e to 900 COIL"~ES S l'R E 6!1o - 75 ".S.I.FULL PRESS t iRE U-11'' .S.I.

Section II

Par.9·12b

RESTRICTED

AN 01,-l90FB-l



9 . TA XIIN G IN STR UCTIO NS .

No unusual charaCteristics exist. Turns of .360· in

either direction may be made with ease. Brakes should

be carefully applied as the airplane has a tendency to

nose over when the brakes are lammed on..

Ia all taxiing operations caution should be exercised

to insure that the tail wheel is unlocked whether the

plane is bandied by a tractor or under its own power.

The tail wheel locking pin may be sheared off otherwise.

As the engine cools during taxiing, further wann-up

is usually required eo bring the cylinder head tempera·

rure above minimum before entering the take-oft' run.

10. TAKE-O F f.

•. PISCUSSION.-Bt/ort Jlllrtm8 the tllke-ofl 'lin Set

that the tnnPt'rlltllrtS IIrtilbove

the lO1UlimitslJnd not '"II' the Upp" lim.iiJ.

Cylinder Head Temperature H8"C Maximumoa -in Temperature ..~ ~~~ _____ _._.J 0 "c Minimum

20°C EmergencyO il Pressure _ _.__._ ___.. .__._ _. .6j.7 .1 P S I

Fuel Pressure

(With emergency pump on) 16-18% PSI

For a rolling start, open the throttle graduallyuntil a maximum of 46.5 in. Hg is obtained. The

airplane wiII talte itself off Irom a three-point position

at about 70 (Q 15knoLS.

In 8 standing sta.rt, gradually release the brakes

w hen the manifold pressure reaches about 25 in, Hg. If

the brakes are beld, the tail begins to jump at about 30

in. Hg.

If it should be necessary to take-oft' in across "ind

make every attempt to keep the wind from the left.A.djust the rudder tab right in accordance with the

(11) Set the mixture control in Auto Ric:b.

(12)FHck on the emergency fuel pump.

(13) Move the carburetor air control to Dlrea,

(14) Advance thethroule ro the stop to obtain

46.5 inches Hg manifold pressure (R-1820-56 and -56Wengines).

Move the throttle past the stop to full forward

position (R-1820-56A and·56W A engines ).

, . , . , 1 " ( ' ]UOn airplanes powered by R-1820-56 and -56W

engines, do not move the thronle control lever

beyond the Stop for take-off. The exact pmitlon

of this stop should be adjusted to conform to

the take-off power determined for the opera-

tional area.

n. ENG INE FAILURE DURING TAKE-O F.F .

To provide greater safety in the event of a forced

landing due [0 power failure, retract the landing gear

as soon as the airplane is safely airborne.

,:t·ii 'On takr-oft' the landing gear should be broughtup immediately as high air loads caused by in-creased speed make the cranking operation muchmore difficult.

WARNING

With power off or with low power this ship istIf;;t$$ivdy nOH heavy .and, in the event of a.n

engine failure. will ,ull if a fairly good gliding

angle is not immedia.r.elywumed.

RESTRICTEDAN 01-190FB-l

Section IIPa.r. 12-13



TAILE I

f'RESS. ALT.

S.L. -5700

5700 -14000

14000-20700

2070<l-Up

MAN. PRESS., IN. HG

43- Full Throule

Full Throttle

38- Full Throttle

Full Throttle

F1LOWF.RRATIO

Low

Low

High

High

Cylinder Head Temperature of 2UGC can be main-tained continuously or temperature up to 212"C for onehour.

c, MILITARY POWER CLIMB.--Operate in accor-

dance with the Power Plant Charts and Engine Calibra-

tion Curve. The following table gives the thrortle and

supercharger serrings for [his condition:

TABLE II

PRESS. ALT.

S.L. -3500

3500 -1300013000-17800

17800-Up

MAN. PRESS., IN. HG

46.5- Full Throttle

Full Throttle

43- Full Throttle

Full Throttle

BLOWERRATIO

Low

Low

High

High

Cylinder Head Temperature of 212°C can be malD-

rained for ]0 minutes.

J. COMBAT POWER CUMB.-The use of Water

Injection in climb in low blower below 1000 feer gives

very little advantage over climb with military power at

the same altitude. While the foHowing table gives the

throttle and supercharger settings for a Combat Power

climb it also shows the effect of Ram, as discussed in

paragraph a, on [he airplane critical altitudes by giving

the airplane critical altitudes while climbing and in levelflight. The Water Injection system (high blower) may be

The crulSlng manifold pressure-RPM relationships

specified in the Engine Calibration Curve should not

be exceeded.

Cruising operations can be carded on at any power

below Normal Rated Power. The best fuel economyis realized at powers below Maximum Cruise.

Use the Flight Operating Instructions Chan to deter-

mine recommended cruising conditions based on fuel

quantity and rate of consumption. Engine senings for

cruising conditions are condensed in the Power Plant

Chan.

b. CHANGING POWER CONDITIONS.

(1) TO INCREASE POWER.

(a) Set the desired RPM with the propeller gov.

ernor control.

(b) Then adjust therhronle to obtain desiredmanifold pressure.

(2) TO DECREASE POWER.

(II) Set the desired manifold pressure with [he

thrortle,

(6) Then set [he desired RPM with [he propeller

governor. R@adjust the throule, if necessary.

c. SUPERCHARGER OPERATION.

(1) The supercharger high blower should be usedabove 14,000 feet pressure-altitude for normal rated and

Jower powers. The high blower should not be used for

cruising at altitudes which cruising power is available

in low blower since greater fuel economy is obtainable

in low ratio.

(2) Shift from Low to High blower as follows:

(II) Se; the mixture control in Auto Rich and

S.dlon II

Par. 13d-13.RESTRICTED

AN 01.190F8-1



T O I N C R E A S E P O W E R . . . . . r t

r-I-III-C-RE-A-S -E-M -~ -II-I-F-Ol-D~ REA.: RPM

- t m I T m ; : ~ ~ ; : ~ ' R E S S U R E W I T H ~ 1 ~ H ' R O P E• r . T H R O T T L E . e O Y E R I i l O R

s 1 2

O[CIEUE MAilfOlD' ........E C R E . A U tNt ~

P R E S S U R E WITH "'.~ W I T H P R O P E L l E ..H,OTT LE, """ •• 1"...

,.",.,' ~" _ ,- " "

START AT f.OIlT O F [.aIIiE

T O D ~ C R E A S E P O W E R

STAn .AT RUR OF nU[

Figur. 23-Changing Pow.r

(f) Return the mixture control to .111410 UlI1I

and turn the emergency fuel pump o D .

(3) Shift from High [0 Low blower as foUow.s:

(II) Retard the throttle setting to 5 0 1 % to 6 0 0 / ( 1

lhrottle.

(b) Adjust the propeller governor to obtain 1500

RPM or less.

«() Shift rapidly from High to Low and lock

the supercharger control 10 that position.(J) Readjust the propeller governor, throttle and

(5) The sup.erch~rger should be desludged before

and after each Bight. See paragraph 7g for details ofthe desJudgiog operation.

d. STABILITY.-The trim tabs have sufficient l"llnge

to maintain stability. After initial Bight the fixed tabon the right aileron can be set to compensate for wing

heaviness .

IU·hi



Section II

Par. 15-1721

RESTRICTED

AN 01-190FB-l



S ET THROTTLE AT 20 III •... " ,. M IXTURE - AUTO LEU

1CLOS E CIJIIL FLAPS

PRO PE lLER CONTRO L1 7 0 0 R P M I I I A U T O M A T I C C L O S E T HRO TT LE

I I I D I V E

Figure 25-Diving Check List

74.5 knots67,0 knots

Clean without powerFlaps without powerLanding condition

without powerThe airplane tends to drop one wing or the other

rather than mwh after ·stall develops.

Aileron control is considered adequate at speeds fiveknots above stalling speed but not at the stall. The

rudder, of course, may be used to raise a low wing afterthe ailerons become ineffective.

65.0 knots

15. S PIN S.

Recovery from normal fully developed spins to theleft or right may be effected in 1V 2 to 2 turns by the

ing a zero-lift dive are slightly aft, i.e. requiring a slightforward force. In a zero-lift dive there are no stickforces, i.e. the airplane tends to remain in the same

attitude. The engine shall not be allowed to tum over3100 RPM .~d the manifold pr~ssure shall be keptbelow the i1lDlt for RPM and altitude. If the engineRPM does exceed 3100, close the throttle, shift thepropeller to manual and full decrease RPM, and re-duce the airspeed to the m in im um speed for a s afe g lid e.

During the dive the airplane bas a tendency to

droop the left wing and nose right. Correct this withthe aileron tab and slight rudder pressure. This ten-

RESTRICTED

AN 01~190Fa-l

Section. II

Par. U-20a



( 1) Close the cowI flaps.(2) S et throttle to attain IS in. Hg. with mixture

contrQ.!~in AUTO RICH if a prolonged steep dive is to beundertaken. A shallow dive can be performed satis-factorily in AUTO LEAN since the lutomnic mixture

control wil l not lag with II gradual loss of ahitude.

'a ·H,Any manifold pressure from 1S inches up to

the maximum limiting manifold pressure for

the RPM and altitude may be used. Any mani-

fold pressure below 15 inches, if held in a

prolonged dive, will foul up the engine in the

same manner as do prolonged glides with aclosed throttle. Care should be. taken, however,

not to let the manifold pressure build up over

the limits as altitude is lost. THE GREATER

THE MANIFOLD PRESSURE USED, THE

GREATER WILL BE THE DIVING SPEED.

(3) Set propeller control in "Automatic" at 2100

RPM.

(4) Lock the supercharger in "Low" blower.

(S) Retard throttle settins during dive in accord-

ance with above note.

18. NIGHT FLYI.NG. (No Special Instructions)

19. APPROACH AN.D LANDING.

fl. EXPANDED LANDING CHECK-OFF LIST.

(1) C["'dnk me landing gear down.

· 1 4 ' ' 1 1 · ' : 'Be sure the landing gear is fully down.

(8) Move the mixture' control into ,AII.to Rich.

(9) Close the cowl flaps for a normal land ap-

proach. Open the cowl .flaps for a power on carrier

approach only as necessary to maintain recommended

cylinder head temperatures.

(10) Lower the wing flaps.

(11) Move the propeller governor control full

"IN" just prior to landing.

( 12 ) Operrehe cow I Saps wide just after Ianding.

' g . v ,\'X'hen lowering the landing Saps on this air-

plane the engine may "cough" and lose as much

a s 200 RPM during the operation. This drop is

normal,md only Itmporary. It is caused by a

change in the mixture as the flaps are vacuum

operated, the vacuum being created by the low

pressure area in [he carburetor venturi as

shown in6gure 3 and explained in Section I,

paragraph 4.

b, CROSS WIND LANDING.-Follow the norma!check-off list. Maintain a steep glide path to a posicion

as close to the ground as possible. Do not attempt to

bold the airplane off the ground any length of time.

Allow the tail wheel to touch first with [he caster

locked. These instructions apply to cross wind or

gusty conditlons when balding off may give the wind

a chance to pick up a wing while lateral control is

sluggish,

c..WAVE-OFF CONDITION.-Power suddenly ap·

RESTRICTED

AN 01·19OFl-l

S ecHon II

Par. 20a-b



(7) When engine has cooled sufficiently. increase

the speed to 1000-1200 RPM for one·half minute e o

layen•.

(8) Move the mixture CODtI'Dl to Idle CIII·Og.

(9) When the propeller Stops rourin8. shue off&be ignition switch.

(10) Snap off the battery switch.(11) Turn Fuel Selector Switch 10 Off·

II. OIL DILUTION. - When temperatures below

-5·C (23·F) are forecast for me period before the next



Sedion 11 RESTRICTED

AN 01-19OFt-1



1

figure 26-Approach and Landing Check L i . ,

L O C K SLIOIUC A N O p y O P E I I

C R A i l It G EA R D O Ii I l

6

2T A I L W H EE L lO C I t E D .F O R LA 110 O PE R A T I 011U N L O C K F O R C A RR IE R

O P E R A T I O N

3

4A R R E S T I I I G N O D I (

D il l i N F O R C A R R I E R

O P E R A T I 0 11 O tlL y

5C A R B U R E T O R jIll

C O I I T R O L III F O RD IR E C T A IR

8

RESTRICTED

AN 01·190FI·'

Section II

Par. 21a



. . . . . . L E A V E C O w LFLA PS O PE l

6

I D L E A T 8 0 0 - 1 0 0 0 R ' H U I I T I L

CHI.DEII HEAD T ~ M ' E I A T U R ED R O P S I E L O W 200 C

5

4SU PERCHA R eiERlM L O W

1 ' 4 1 X T U R E I NAUTO RICH

8

S.dlon II R E S T R I C T E D

AN et- 190F.~1



Fig"", 28--M00"11, Diagram

Hoor TO TAl[ U !'S LAC'I[

HOOI[ TO EY E IO l T

A T IU LkHEA D 1 0 . 5

US[ TIE DOW R I I i S AT

STATJO I 10.1' VHEI

W I U S AR E FOLD ED

TO HOLt I I R U D D E R - .. E D A L

ADJU Sf ! 'EOALS TO L O lG o . . O S I TI 01

TO TAKE UP SUcK

D O W JI R I I I G o S

IESTRICTEOAN 01-19OF8-1

prevent whipping of the controlsunaces when the plane

S.dion IIPar. 21&

(2) Insert parking blocks.



must be parked outside, slide the cup of the device overthe control stick handle. The two cables fastened 10 theume ring in the alp are brought forward and hookedinto boles in me pedal support arms. The other cablesare led aft and hooked into eye-bolu p .t either side of me

{liloc's seat and bulkhead No.5. Slack can be taken upby moving me pedals forward to Long potition. Thespate hooks on me aft cables can be used to take up anyIdditional slack.

b. MOORING.

(1) Lock m e tail wheel.

_-

_"";:_; '~~~~~r:_~~_~.--":"~:.::'::.T:~_:=~~;:-~~':'-- ::-

__ ' f-"~_" __'':'. -

-_=

(3) Slip the nOR cover over the engine cowliDgto keep the engine and accessories city and dirt·fl"Ce.

(4) If the wings are folded, use the tie-down ringsat Wing Station No. 73. Install the wing covers ovethe wing fold.

(5) If me wings &te spra.d, we the t ie--down ring,,;

at Wing Station No. 154.

(6) Attach me tail rope [0catapult hold back bolt,

(7) Spread the canvas abin enclOSlU 'e cover overthe canopy and lash it down.

- . . . .

Sedlon III IESTRICTED

AN 01-19OFI-1



POWER PLANT CHARTA IR CR AfT M O DE LIS ) PROPEL LER I S ) E NG IN E MO DEl(S )

JII-2 l1URTIS8 EIJ:OTJUCAPPLIII.u:LlI 70 Ll1l2o.56. -!Iii.

HU'! 053 25D -A 20 B LA DES 1093 54 -12_~.AID -560.. Dm'l J.J

uuar fUEL O i l OIL noun IUIIIUI HNIIIH£ IUIII IPI!: 3 10 0( )O .,IEICIU ' 1 £ " . PIEU. TEIIP. nllP. MIIIIIUM IECOIlMEUEO CUllE I''': 1200

1111 IIIUII I£COIIIHUU TUllO I'":

DUin 17 70 75-90OIL IUD£: }120 VIC. ,ar_"~IOIIIIU" 1J I 75 102'YH 1140[: 100 13 0 1Il'IO ..... r-2S

I I I . ' I I U M 16 6 5 60 ° (3 )I OLIIG 12 2 5

(Ll~~OILT) M IL ITARY POW ER

KOPERAiT lNG ) NORMAL RATED M A X IM UM CRU IS E

(1XIIll.U' JlmGJ:mcT) (n.-oDlluT [I'HifICY) CO IID I T I 0 1 1 (MAII~UM COITIIUDUl) 'NORMAL urn ATI 00)

nn .'II:IT[s !Bllln .... OlIS T 111£ LIIIIT 1DJII UU,UUl'ED UIL.UUHD

2 1 1 1 ° 0 Z J 2 0 0 IIUCH. U. nM'. 2 3 2 " 0 nsOo 2 0 5 ° 0

JI!!O lad (Ii) m:o IoaO" (~)MIUUIE

arm t&D mm I&iII2600 (0;: 2600 R . P . M. 2 5 0 0 2100

lUI IF. FIIU(1 ) NUIF. SU'EI- FIIElCUm. PRESSURE STlI.

NUIF. IUPEI- FUn M U I r . IIJPU- fUELU , £ I -lUI'.

tbl;.tn PUIS. CHUBE. !b1/'1JIlIM'.

ALTITUDE PIUS. cuuu 1 1 I t I ( 2 ) 'lEU. eliliU , . . . .2 )us,. eUI8El 'c 'f

Jtm.i jO,OOO rr. -17.0 III J'f £! 1 r~ JICE jI,I,

JUlI' · s r . . o

- T~ - s r . . o S8 ,OOO f T . -17.0 OPD!!'I

Iu 2600 .ss.e 36,000 rr, -17.0 IIILIU If POID

= D'IIOI J .T ' -& . I . . , 3 J .1 .0 00 F T. -&2. 'Jj . . . .~ 32 .000 fT. - " . 1P 1.0 r.t. .

1. 0 . 1 1 \ . , 30,000 fT. - " . 0 ••!. 5 1 r.t• ...Ji. . 28.000 rr.

I1. 2 ' . ! ' . ~ 1.2 -'10.5 -~ . r.I. 72 1'.1. ~1.11 r.f. . . . . 1.11 • ... 5 26,000 fT. 411.1 J'.f. 12 r.t. ]_., r.f. iI I . , -U.5 2 11.00 0 FT. -21.S r.t. u r.I.

I~ 1. 7 7.1. I!I 1·7 -21.& 22 ,000 FT. -I'.' J.!.

S100 1'.1'. II I 62

I1. , 1'.1.

iii1·.9 -%'.& 20,000 rr . -IU ). 1 0 5 j_ E il 9t

2. 1 II) . 2 . 1 -20.1 1 8 . 00 0 ' T . - S .% 31 1 0 3 62. . . 2. 2 Ii) • 2. 1 -IS.1 11 1.00 0 F T • % .0

~ a 31 10 1 )0

~l z.~ ~)

I2.0 '11.7 ''''.OQO fT. '.1 )1 10 0 3 D

Ii! iii 2. r.t. 1.9 - . . . 12 ,000 FT. 1!.2 r.f. 10 ) r.I, _.'B

a :2 . ,

' .. I_

i2 .0 - '.1 10.00(1 FT . 2 1 1 . 4

r.t. § 11 0 29 § 61iii 2 . 7 r.'. 2.1 - d •• e,ooo FT . to.s , . . t . 12 02 . 2 r.'. ~ 2.2 1.1 6,000 FT • 1 7 . & r.t.

RESTRICTED

AN Ol-l90FB-'

Section III

Par. 1-2



1. POWER PLANT CHART.This chan is intended to summarize the specific char-

acteristics and limitarions of the engine and to provide

additional instructions and inlonnarion. The Engine

Calibration Curve should be used to supplement the

dam givcn here, The dcwtiam of dl~cngine pow~r

ratings as shown on the chan are as follows:

II. TAKE-OFF.-Maximwn recommended for take-

off under a five minute time limit.

b. COMBAT POWER.- The limits established by

the manufacturer and accepted by the Government

specifically for combat use under the specified time limit,

limited [0five minutes duration.c. MILIT ARY.-Maximwn recommended for opera-

tion limited to thirty minutes duration.

tl. NORMAL RATED (Maximum Continuous).-

Maximum recommended for continuous operation.

e. MAXIMUM CRUISE.-The maximum recommend-ed economical power beyond which fuel consumption be-gins to increase :It a rapid rate.

2. AIR SPEED CORRECTION TABLE.Figure 30 is an Airspeed Indicator Calibration Chart

showing the relationship between indicated and actual

airspeed in knots.

Sedion fV

Par. 1-2

IESTRICTED

AN Ol-190F8-1



EM ERG ENCY O PERATIN G IN STRUCTIO N S

1. SLIDING- CANOPY EMERGENCY RELEASE.

To jettison the sliding canopy for emergency exit,

grasp the red painted rings on both sides at the forward

end of the canopy and pull aft. This removes the

pins holding the canopy to the track slide allowing the

slip-stream to rear the canopy free. It may be necessaryto give the canopy a slight push up into the air stream

H it is in a full closed position when the r ings are pulled.

CAUTION

The pilot must pull thetwO

emergency releasepins simultaneously 50 that both sides of the

canopy will be freed at approximately the same

time. Should one pin be pulled before the

other the pilot may be trapped or injured if the

airstream jams the canopy on the remaining

pin or whips it over as it is being torn free.

2. FIRES.

Open the canopy and gain as much altitude as pos.

sible.

be made to control a fire in the engine secrioa, the fol-

lowing procedure is offered 85 a guidiog principle to be

followed in the order listed i,n case of fire in Sight oron the ground.

(1) Turn the fuel selector valve to the O f f posi-cion, thus stopping the flow of fuel to the fire, Do

not CUt the ignition switch.

(2) Close the cowl .flaps.

(3) Push the carburetor air control in for direct

air supply.

(4) Increase the engine power as much as cir-

cumstances permit in order to consume the fuel thatmight otherwise feed the fire.

b. WING FIRES.

( 1) If a fire is discovered in either wing rum off

the following switches and rheostats controlling elec-

trical unirs and wiring in the wing:

Gun Camera Switch

Gun Master Switch

Formation Light Switch

Wing Running Light Switch

IESTRICTEDAN Ol-l90FI-l S.ctlon IVPar. 3-7

(2) Attempt to u:ti.oguish the A re by sideslipping. 6 . G EN ER ATO R FA ILUIE .



I. IN enN E FA IL UIL

In OI..K of engine fallun with altitude, put the mixture

eenrrol into Alllo Rjeh, retard the throttle to a maximumof 20 in. Hg, dttow 00 the emergeDCYuel pump switch,

aod hold the primer switch in 0,.. Do Dot trytoexceed20 in. Hg manifold pressure while operating 00 the:

primer. Open the aao.opy.

Glide for flying speed. Further glide CI.D be obtainedwith the flaps up. H the engine does Dot catch for a

power landing and the location makes it possible to

bring the airplaoe in, cut the iBDidon and turn thefuel selector valve to 08 before landing. Lower thetlllp:li when approadling for the landing.

4. WHE E L S UP LANDING.U the landing gear mould fail to tome down, land

as slowly as possible with flaps dowILOpen the canopy.Level the airplane 0 1 1 about ten feet. or Jess above theground and Jct it drop in.

I.WAT E R LANDING-DITCHINCi.

Il it becomes Det;eSSU'f 10 make a water landing,head for deep water. A landing in shallow water might

cawe the airplane to overtum and trap the pilot ifthe nose hits the bottom upon settling. Lock the canopy

·'OPEN". Keep the landing gtar up and come inas fora wheels-up landing. As the airplane hits the water andloses forward momentum the 'i"0sewill settle deeper and

deeper and finally sink nose first. However, before the

airplane makes its final plunge the pilot will have timeto esape.

U gcverator failure occun in Bight:

II. Tum off all electrically operated devices Dot esse.o-

fiaJ to safety in order to eeaserve the banery.

b. With the Propeller Selector Switch on Fixed Pileh

change the propeller pitch to the be$t fixed pitch for

normal flight. Do Dot use the Automatic Setting.e. Conserve the battery by:

(1) Using the radio .paringly.

(2) Tum off the battery nvitch as much as safe

operatiun will permit. Tum it on only periodically as

.required to read the iDnrwneDt i I.Dd perform othuDecessary operations.

d. Tum on the battery switch before 1&ndingin orderto have all electrical devices functioning Dormally dur-

ing the landing. S et the propeller selC40r twitch inAulorlllllu position.

7. MP REGULATOR FAILURE.

Should the MP Regulator fail, .ppronmately 90% of

Normal Rated Power is available through the mechanical1i.nkage between the throttle control lever and the

carburetor throttle. The 100/0 lost represents that portionof the carburetor movement controlled by the automaticaction of the Regulator.

In case of such failure operate the throttle control

lever as though the Regulator was not installed in the

linkage, advancing it to maintain the desired MP during

a"climb and retarding it during deseent,

Sadlon IV RESTRIICTED

AN 01-190F8-1



Figure 32--Ox:ysen SYI'.m

F L OW M ET E I I

1UTIUM E lT PA UL

RESTRICTED

AN 01-190FB-lSection VPar. 1-1('



1. OXYGEN SYSTEM.

". DESCRIPTION.-This airplane has a diluter-de-

mand oxygen system. 1e regulator is mounted on the

bulkhead [0the right and aft of the pilot. The pressuregage is mounted at the intake POrt of the regulator. The

flowmeter is mounted in the right hand instrument panel

facing the pilot. The tank jts~1f is mounted in a cradle

behind the pilot's seat. The main control handwheel is

on the forward end of the oxygen cylinder to the rightof the pilot's seat.

, ! - , I " ( . ] : ,Oxygen equipment must be kept free from oil,

grease and easily oxydized materials.

b. OPERATION.

(1) GENERAL.-The diluter-demand regulator

opens a valve to provide a flow of oxygen during each

inhalation. The emergency by-pass valve, incorporated

in the regulator unit, provides a continuous flow of oxy·

gen directly from the cylinder. The diluter valve allows

air from the tockpit to enter the breathing system. The

set to the 0"position, except as -noted above:

(a) On all Bights when above 10,000 feet.

(b) On Sights of more than four hours duration

between 8 to 10,000 feet for a minimum of fifteen min-utes out of every hour.

(e) On njgbt flights when above 5,000 feet.

e. PRE-FLIGHT CHECK.-To assure proper func-

tioning of d::e oxygen system, the following items should

be checked while tbe plane is on the ground prior to

a flight in which oxygen is to be used or is likely to

be used.

(1) Close the Emergency Valve.

(2) Open the cylinder valve. Allow at least ten

seconds for the pressure in line to equalize. The pres·

sure gage should then read 1800 ± 50 p.s.i, if the cylin-

der is fully charged.

(3) Close the cylinder valve. If the pressure dropsmore than 100 pounds in five minutes there is excessive

leakage. In such iii. case the oxygen system should berepaired prior to use.

(4) Check the mask fit by placing the thumb overthe end of the mask tube and inhale lightly. If there

Sadlon V

Par. 1d-2am

RESTRICTED

AN 01-19OF8-1

I g . > j ' ing the cylinder will vary with the recharging equip-



Since th e amoUDt of o xy ge n .d de d is very smal lat sea level the oxygen flow meter may not

operate while the airplane is on the ground.

Inthis cue tum me air-valve to 06 or 1 0 0 %OX1geJ l and rese again. If the oxygen flow indi-

cator operation is now satisfactory, reset the

air-valve to O. or ND 1"fIUd OX1gen . la thissetting adequate oxygen low and "'blinker"

operation will be assured at oxygen altitudes ..

(7) Check the Emrrgency Valve by slowly turning

it counter-clockwisc until the oxygen flows vigorowly

into the mask, then close the Emergency Valve.

Ig."!Upon completion of an oxygen check or anoxy,en flight, dose the cylinder valve.

d. RECHARGING CYLINDER.-To aUow a safe

mar,m 01 oxygen for muimum usage during a iingle

flight, be sure that . tank pressure is at 1800 PSI beforeany takeoff for an oxygen fligbt. At no time should the

residual pressure in die tank be allowed to fall below

300 PSI.The cylinder mwt be removed from the airplane to

be recharged. Close the cylinder valve tightly, discon-

nect the tube at the valve and remove the cylinder from

the cradle, Be IIwe 10 dOJe 'be f)lJlvebefore ,uJCo"ne~l~

;"g tbe ~1linder line. High pressure OxygeD escaping

from a cylinder rramlorms it into a batte.ring tam.

The cylinder is then connected to the recharge

equipment by means of the sleeve nut on the valve. The

cylinder valve is opened aUowing the oxygen to cascade

ment used

'q . 'i 'i t . U iExercise the greatest care to prevent oil, grease,

wrute lead or an y other easily oxidized. mate-

rial from coming in contact with the oxygenequipment. Contact of such materials with

oxygen under pressure may cause explosion.

e. MAN-HOUR OXYGEN CONSUMPTION TA-

BLE.-Figure 33 consists of a man-hour oxygen coo-

sumption table showing the endurance obtainable with

the alr-valve in die 0. and O f f positions until the pres·IW'e falls to 300 PSI.

For example.ifa flight of 5 bours duration at18,500 feet is planned, reference to this table shows that

sufficient oxygen is available for the flight only with

the air valve set to the 0" position. If,however, a flight

with droppable fuel tanks of 9.8 bours duration is

planned at 18,500 feet, reference to th is table shows

that a Bight 0 1 such a duration ca n only be made at15,000 feet altitude.

In preparing lili ftjght plan, the pilot should al-

ways check his proposed time of flight in altitudes above

10,000 feet against die accompanying chart to be certain

sufficient oxygen is available for the light.

2. OPERATION OF RADIO E9UIPMENT.

•. DESCRIPTION.

(1) GENERAL.-The FM-2 airplanes are equipped

with three different radio installations. AU the iDstalla·

dons will eventually be changed in len-ice to accommo-

date the ANI ARC· 1Communication Equipment, me

ANI ARR-2 Navigation Equipment, and me BC1206

RESTRICTED

AN 01-1'90FB-l

of selecting the desired operating channels, while the

S.dlon V

Pa r.. 2a I2 } -2&12110 }

4. Tum. the dual coil seeremore control to the



AN IARR-2a incorporates an au.tomaric eleetricalselec-

lion of the mannels.

In all installations, the radio co.ntrolsare located onthe starboard side of the cockpit aft of the Pilot'5 Dis=

rn"butiol1 panel. A .witch for a lip microphone it builtin the throtde control. All other equipment is locatedin. the baggage compartment.

in·"jWhen the engine is running the banery switch

need nor be On to operate the radio equipment

as me operating current is drawn from me gen-

erarerand/oe me battery when me engine is

running. The battery switch should be turnedOn,however to care for the peak loads.

(2) Airplanes serial number 15952 to serial num-

ber 46942 inclusive are supplied with GF-12/RU-17

Communication Equipment, ZB-3(AN/ARR-l) Navi-

gation E~uipment,. provisionolor ABD/ ABE Navigation

ECJuipment, provision for ABA· 1 Identification .Equip·

ment, and provision for IFF IABK Identification Equip-

ment. Refer to figur~ 34 for a photograph of this

equipment.

(3) .Airplanes serial number 46943 to 5704.3 in-

dwive arelUpplied with ANI ARC4 Comm.unication

Equipment, AN/ARR-2 Navigation Equipment, BC1206

Range Receiver, AN/APX·l IFF Equip·

me.nt and provision lor ABA-I Identification ECJuipment.

Refer to figure 35 for a photograph of this equipment.

(4) Airplanes serial number 57044 and subsequent

are supplied with ANI

ARC-l Communication Equip.ment, AN/ARR-2a Navigation Equipment., BC1206

desired frequency band.

,. Tune and receive by means of the remote

tuner.

6.. If operating in Mtmw/, adjust the volume

with the lrl&Tetm:-OlllpUl knob ..7. If receiving voice or a modulated signal,

use the MCW switch position.

8. If receiving an unmodulated signal, use the

CW switch position.

(h) TO TRANSMIT VOICE.

1. Set the 1CS-R.ildioswitch OD RAdio.

2. Set the Aulo-OIf-MllnU4l switch on /tf1lfJU4J

or AuJo.3. Set the ¥o;(e-CW - MCW switch on Vo;(e.

4. Press the Press to Tillie switch o.n the micro-

phone or the switch in the throttle control arm if ano.xygen mask is being worn.

(~) TO TRANSMIT IN CODE.

1. Set the ICS-Rlldio switch o.n RiId;o.

2. Set the AllIo-OIf-MtmU4l switch on M4nU4l

Dr Amo.3. Set the Voj(e-CW - Mew switch 0..0. CW

or MCW .•

4. Press the code key on the transmitter con.trol box.

(2) AN/ARC-4 COMMUNI.CATJON

EQUIPMENT.

(II) TO RECEIVE.

1. Tum off me Output Control on. the Navi-

prion Receiver Control unit (lull counter clockwise).

Section V RESTRICTED

AN 01·190FB·'



IESTR .CTED Section V

AN 01-190f&-1



S.dlan V R E S T R I C T E DAN 01·190FB-l



RESTRICTED

AN 01·190FB-l

Section V

Par. 2b(2){!J1-2d41

(b) TO TRANSMIT. to IncrelJSe-O",/J'I' and adjust the volume as desired.



1. Obtain the desired operating channel in

accordance with the above table. The tranSmitting chan-

nel is indicated directly by the channel indicator.

2. Press the Pres«10

T"ul t swi.fch on the micro-phone or the switch io the throttle control arm if an

oxyge.n mask is beiog worn.

, a . I I ,Voice transmission only is possible with this

eqwpmtf i t .

(3) AN/ARC-l COMMUNICATION

EQUIPMENT.

(a) TO RECEIVE.J. Set the Radio Master Switch on the side of

the Pilot's Distribution panel to On.

2. Select GlUlrd, Both or Main channels.

3. Obtain desired volume by tumiog the vol-

ume control knob on the iack bo x clockwise.

4 . The following table lists reception and

uansmitting channels for each position of the Channel

Selector switch:

ChannelSelectionPOlition

GU8rdBoth

Main T/R

Olannels Available

Tnosmittin_,B

Guard

1-9, indo

1-9, indo

Receiving

Guard

Guard & H~,ncl.1-9, incl.

(b) TO TRANSMIT.

1. Set the Radio Master Switch to On.

2. Set the Channel Selector switch to the chan-

(2) AN/ARR-2 NAVIGATION EQUIPMENT.

(a) Tum the Output Control knob on the VHF

Communication Control unit off (fuU counter clock-wise). -

(b) Operate the crank with the Navigation Re-

ceiver Control unit to obtain the desired opetatjng; chao-

nel indicated in the Channel Window.

(c) Set the N"SI'Vo;u Selector switch 00 NaSI.

(d) S et the Output control to obtain a usableweak signal (turn clockwise). If the desired signal an-DOt be beard, adjust to obtain a fairly strong back-

ground hiss .

( e) Adjwt the Beat Note knob to produce apleasing audible tone.

(f) Readjust the Output control to the minimum

required for reception of signals to avoid inaccurate

course indications.

(3) AN/ARR-2. NAVIGATIO.N EQUIPMENI'.-Operation of this equipment is the same as with the

AN/ ARR-2 equipment described above with the fol-

lowing exceptions:

(a) In lieu of the first step (step (a), Paragraph

(2) above), tum down the volwoe control of the jack

box. This volume control aHects the AN/ARCI Com-

munication Equipment only.

'a·iiiThe jack boxes, type J-22A/ ARC-5, used with

this installation bave been modified to provide

a direct circuit from the Navigation Equipment

to the plug-in receptacle so duat the volume

S.ctfon Y

Par. 2d...

I E S T I . C l E O

AN 01-190FI-l



previous .adaa if simultaneow .moDltoring is desired.

-he seem of accurately interpreting Naviga-

tiOI] si8llals is attained by me lowest practicalRttiDg of the Outfut Control. Keep chis con-trol adjusted to receive oo1y OD e chuacrer pre-dominately. The lower the aipal level, the

better me reception.

II. SIMUlTANEOUS REOYfION OFNAVIGATION AND COMMUNICATIONEQUIPMENT.

(1) GP·12/RU17 COMMUNICATION EQUIP~MENT AND ZB-3 NAVlGA nON EQUIPMENT.-With chU installation simultaneous reetpdon is Dot:

possible.

(2) AN/ARC-4 COMMUNICATIONEQUIPMENT AND ANI AR.R.2

NAVIGATION EQUIPMENT.

(II) S et m e 0.·08 switch on CommUllicadoacoattol u.ait to 0,..

(6) Tum me ' ,", ,_.s,.OIdI'*' coattol clockwise

to attain desired reception.

(c) Set: me P-G, Bolh, pop nritch OD Commuai·,cadoa Coauol u.ait to Both.

(3) AN/ARC 1 COMMUNICATION EQUIP-

MENT AND AN IARR·2a NAVIGATION EQUIP-MENT.--This iostafladol] provides simultaneous recep-tiOD at all times whca Navigation Equipment is in

operatioD.

e. PRE·FLIGI-IT RADIO TEST.(1) On entering the cockpic. plug the head·set Into

cbe discoanect jack on m e phone extension cord.(2) ClJed to see that the microphone and head-set

plugs arr fully engaged in the jack box. U the we ofaD oxygen .m . a 5 k is anticipated; connect the mask micro-phone plug to the c:hrotde microphone receptacle.

(3) Tum the battery nritcb to 0,..

(") Test me VHF Communication Receiver by

checking operation io all channels to be wed.

WARNING

This test is IUbject to IncaJ limiratioDl ftgard.

iog Radio lileocc.

.(,) T_ the Navigation Equipment or Raoge Re-ceiver, depending upon me mission .wgned.

(6) When installadons permit, set controls for

limultaneous receptit>n of Communication and Naviga-do D Equipment.

(7) Select the desired tranSmitting channel and,if aecwity instructions permit, make a test transmission

with the base IUtion and any Other plane scheduled toame Bight or mission.

RESTRICTED

AN 01-190FB-l

S.ction VI

Par. 1-4



1. GENERAL' DISCUSSION.

\Vhen operating in an y locality where any extreme

hot or cold weather conditions exist, or in desere or dryregions where there is an excessive amount of dust andsand in the air, certain precautions or additional oper-

.tions ate necessary to maintain aonnal and safe opera-

tiOD of this airplane. In extreme cold weather, precau.

dons must be taken to prevent m e fcemation of ice oncenain parts of the airplane rendering flight ·imposuble,

just as in extreme hot weather steps must be taken to

prevent overheating of the engine. The steps necessary

for the operation of this airplane under these conditionsare set forth in this section.

2 .. ARCTIC AND COLD WEATHEROPERATION.

(I, WINDSHIELD DEFROSTER.-To defrost thewindshield of this airplane, pull Out the T handle eon-

trol located above the left rudder pedal just forward Q rand below the instrument panel. This introduces heated

air into the space between the double windshield thus

removing and preventing any formation of frost on the

d. ELECfRIC GUN HEATERS.-When operation

of the guns is anticipated under icing conditions, the

pilot should make sure that the gun heater is pluggedin at the inboard gun companme.nt in each wing beforetaking off. When plugged in the gun heaters are can-

tiected direCtly to the geo.en.ror &ad ate 0,. wbeneve!

the engine is running. Therefore, the pllor bas no can-

«01 of the gun beaters froOl the coekpie,

3. DESERT AND EXTREME DRY AND DUSTYCLIMATE OPERATION.

When operating under extremely dry and dusty con-ditions, the pilot should set the carburetor alternate air

control fot alternate air during landing, take-off,

all g.round operations and during flight at altitudes

where there is an abnormal amount of dust and sand in

the air. The altetnate ail duct of this airplane is pro-vided with a filter that will remove all dust particles

before entering the carburetor and engine where sand

and dust would cause damage. The loss of ram

which will accompany the shift from direct to alternate

Section V I RESTRICTED

~N 01 al90FBa1



R E STR ICTED A pp.ndlx I

AN 01-190FI-l



APPENDIX I

Operating Charts, Tables,

Curves and Diagrams

App.ndix I RESTRICTED

AN 01-190FB-l



f igvr. "I-P.r.onn.' Prot.ction Againd GvnAr.

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Pilots Handbook FM-2 Wildcat VI

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Transcript of Pilots Handbook FM-2 Wildcat VI