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  • A-26 Pilot Training Manual

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    125 visualizações143 páginas

    A-26 Pilot Training Manual

    Enviado por

    dcpage

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    © All Rights Reserved
    Baixe no formato PDF ou leia online no Scribd
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    es = RESTRICTED PILOT TRAINING MANUAL MaQGVANI 3ZHL 4O4d Published for Headquarters, AAF Office of Assistant Chief of Air Staff, Training By Headquarters, AF, Glfice of Flying Safety RESTRICTED >; = RESTRICTED FOREWORD RESTRICTED This manvel is the text for your training asa A-26 pilot and airplane ‘commander. The Air Forces’ most expetiented training and supervisery porsonnel hove collaborated to make it « complete exposition af what your pilot duties ore, how each will be performed, and why it must be performed in the manner prescribed. ‘The techniques and procedures described in this book are standard ‘and mandatory, In this respect the manual serves the dual purpase of a training checklist end werking handbook. Use it to make sure that you learn everything described herein, Use it to study and review the ‘essontial foets concerning everything taught. Such additional self-study and review will not only advance your training, but will alleviate the burden of your already overburdened instructars. This training manual does not replace the Technical Orders for the airplane, which will always be your primary source of information concerning the A246 se long a you fly it. This is ossontially the textbook of the A-26, Used property, it will enable you to utilize the pertinent Technical Grders to even greater advantoge. Ay Me a fh GENERAL, Us, am, COHAN GONNA, = ANN AIR FORCES . ie bowser by mriking power. One of the erat ever designed, It appronche a fighter and has versatile nir- the speed of range and bowl bead of ion to packing a non and Combest While th bat ex peri RESTRICTED RESTRICTED wei Make no naistake boy's flying m airplane wi resnigtie a General Description The A-26 Is @ 2-engine mid-wing attack bomber of all-metal construction. lever, laminar flow. (Span, 0 feet; maxionim width, 10 fowt; maximum depth, 1845 inches.) FUSELAGE All.metal structure of olotad skin abaped mr Feinfarced by aluminum allay rib, bulkheads, ‘ind Tongitudinal members, (Length with bam bardicr nnsw, 51 feet 3 tnelex; length with all Purpose oust, 50 feet 8 inches; mircirmurn width, 5 feet 2 inehex; beight, 5 foot 1) inetses,) ENGINES ‘Two Pratt d& Whitney Re2800-27 Double Wasp, developing 2000 beake Hip cock on takeof, PROPELLERS Three-bisded (12 feut. T-imshes-in diameter), constant speed, full feathering hydromatic Hanilton Standard, LA G GEA Full retractable, hydraulic tricycle gear, ’ RESTHICTED RESTRICTED Si é RESTRICTED r RESTRICTED 2, BOMBARDIER NOSE, Crow 3 iglns ose Fitted with bombsight end controls, and two fixed -50-cal, machine guns. The A-26 ito extremely versatile airplane, it is designed ‘with two interchangeable note rectiowa to meat axnet toetical requirements, 1. ALL-PURFOSE NOSE, armament, as follows: 8, Siu SOLe, machine guns crew 3 b. Oee 27mm. esanen and few 28-eal, hi gem Dew 2 © One Jem. cannan aml jw S-nal, machine gun. caw 2 4 Two Ifemm. eannon, Craw 3 4, One73-0im. cannon ena! te Shea, sacking gure: oer) RESTRICTED RESTRICTED OUTSTANDING FEATURES OF THE A-26 LAMINAR FLOW WING The Laminne flaw airfoil is shaped with its thickest dimension mesree the trailing edlg ol the wing that tn the normal aicfull, The laminar flow airfoil ir more efficient wt high speeds ap ‘Broaching compressibility. It is the most mod ern and bist designed high-speed wing known today: Eee iis) LAMINAR FLOW AIRFOIL LY EFFICIENT FLAP This new Douglas doubile-sintted flap is de- serited Ty the designers ax “the flap of the future." It extends outward and downward, causing greater lift and much greater drag than conventional flagas, TORPEDO INSTALLATION ‘Two torpedoes may be carried im the boss bay, released electrically by pilot with the same Pushbutton be uses for bomb reloaiw, A. spect vorpede director sight in installed for pilot's ise RESTRICTED OaLaiwisay BUILT-IN ARMOR PLATE ty ndidlition to the standard-gage armor plate far protection from direct machine gun fire, lege ureas of tho fusiage, wing and nacelle akin are protected with Meinch or Spinch Dural built as an integral part of the airplasw foe dutlection protection from angular machine win Fire, ARMOR PLATE QaL2iHisae RESTRICTED 26 0 Capacities and Limétations NOSEWHEEL SWING DIVING SPEEDS 26,000 ss, Grew 37,000 Ibe. 35,500 lbw, 3. LEVEL-FUIGHT SPEED 10, 11, Of CONSUNMPTION—NORMAL OPERATING . ccd ‘OPEN BOMB BAY DOORS WITHOUT SPORERS FLAPS DOWN WHEELS DOWN TAKEOFF MANIFOUD PRESSURE _ RPM a. TAKEOFF AT FULL INCREASE RFM bk. GROUNE RUN-UP APPROX. 25° <. MAGNETO CHECK Loss cd. FULL DECREASE RPN t © IDUNG OW CAPACITY (eoch tank) FULL . 4.5 gol, FOR EXPANSION Ol, TEMPERATURES a. MIN, FOR TAKEOFF b, DESIRED OPERATING . «MAX ALLOWABLE RATED POWER . ‘ ‘OW PRESSURE 2. oars a. NORMAL IDLE b MIN, OPERATING . DESIRED OPERATING d, MAX ALLOWABLE 38° clther dirsciten 435 IAS 400 1S, 360 1A, a limitation 43d 1AS 240 1s 208 1AS 160 1A, 52° Ho. 10 ia, fhe/ergine D7 gis, /hr angie 25 pl 50 pal 70-80 pal 100 pal RESTRICTED SESTRICTE: 1 PUBL CAPACITY , MAIN TANKS: i's ~ tewch) b. AUK TANKS cok ‘ = leach) BOMB BAY TANK : TOTAL NORMAL a. FERRY TANK TOTAL FERRY . . MIM, ALLOWABLE |b. DESIRED OPERATING . 16, CYUNDER-HEAD TEMPERATURE 2. MIN, BEFORE RUNUP b. MIN. BEFORE MAG CHECK © MAX. BEFORE TAKEOFF =e a, MAX. ALLOWABLE vies scx {AUTO LEAN} ‘ = MAUL BEFORE STOP | 17, HYDRAUIC 8. CAPACITY OF SYSTEM . SYSTEM PRESSURE © ACCUMULATOR d, EMERGENCY AIR PRESSURE i ©. GHAR EXTEND AND RETRACT 160 1AS 18, ELECTRIC < raed Reems fala RETNA IS IAS b. COWL FLAPS , + woe © Oll COOLER DOORS ad, VOLTMETER AT 1700 RPM. 4. AMMETIRS (200 MAX, EACH) 19, INSTRUMENT SUCTION. 20. WEIGHT AND BALANCE MAC : CO-LUMITE 4% OF MAC : RESTRICTED 300 gale 100 pals, 125 gals. 925 gals, 675 galt. ‘809 pals. 13 pal Ve pal LOW 7-9 psi GH 15-18 pai apprax. 150 OPH 20° 10°C mas 260°C (1 br, osily) ure 150°C approx. 8 gals. 250-1000 pal 480 pal 450-575 pol 12 see 12 soc 10 ae, 16-20 sae ‘2678S wollte mio, 20 amp. if, 42" Hg. + or — 97-5 inchos eat RESTRICTED ‘The A-Bohas two Pratt & Whitney B-2800.27 engines. They are twin-tow, Ieylinder (nine cylinders in each bank) air-cooled radiata, each containing an internal singlesaye, 2-specd, goar-driven blower, Engine Lisvite ‘Your instructor will lewlst co astenlute pre- cision In. eegioe operation. Take bis word as spel. The engines of your airplane are the mast powerful, inest dependable engines built. To maintain them and use them peoperty, you must nat deviate fren the power settings indl- cated of your new color marker instruments und_on your Cruse Cantrol Chart, With these aide your engines will remain efficient and dependable. ft may bea tired gag, but there were newer trier words than: “7 Pilots Beat Friend ca Wis Water!” RESTRICTED RESTRICTED — OBSERVE THESE LIMITS ‘SEA LEVEL te ALTITUDE 1. Takeoff 52° Mg. ane Full Hraiele ‘2700 rpm 2, Rated Power 42" Hg. ond See nave instrument estar 2400 epem morkings and Cruive [LOW blower) ‘Central Chart, Note that Mate Ds net encued rated pews seaings axempt fer iukaelf and in manifold prassure drops emus ef emerpancy, and them meer far morn thas 5 itotan. ‘whh bncreose in altitude, 3. Contineous Cruising as Mg. ond See new instrument colar (02.5% Power Line) 3100 rpm workings and Cruise [LOW blewer) ‘Control Chart. Wate thet senifeld pressure drops ‘with Increons in altitude, 4 Mixture Central LOW tlewar— Above 33° ond 2100 tm Below 33°" and 2100 rpm Operate in AUTO RICH ‘Operate in AUTO LEAN HIGH Blower Above 30 and 2160 rpm (Below 20° and 2100 rpm Operate in AUTO RICH ‘Operate in AUTO LEAN Do not attempt te Ison yeur mixture further by pulling the mixture control back ‘beyond the AUTO LEAN petition. AUTO LEAN js the only peiition which gives ‘yOu @ proper lean mixture. 5, Cylinderhoad AUTO LEAN AUTO RICH Temperature De nat exceed 232°C, De net excend 260°C, 4. Engine Dive Llnity Always use a minimum of 15" te 20% Hg. in dives, Maver dive the airplane with power off. Rapid coaling, fallowed by epplicotion af power, damages the seegints, 7. Oil Temperatere MPG ee. te iets 8. OW Pressure Limite 80 pal. 1100 pal RESTRICTED ie RESTRICTED NEW INSTRUMENT =~ COLOR wanxines All now AAP aireraft will have color sones plainly marked oo the faces of most af the instruments om the panel, As soon as possible, the inesrument panels on all AAF aircraft now use will be marked with the same color snes, ‘This applies not only to the A-26 but to all other AAP airoraft, ax well, The color scones ons Blue sone... indicates AUTO LEAN oper- sting limits Green zane... indicates AUTO RICH oper sting lienits, Yellow sane, .. indicates caution llenits, Bed line... indicates maximum allawabie ‘eperating limits, ‘There will be matching colors cn the mixture seotral ta correspond with the blue (AUTO LEAN} and the green (AUTO RICH) somes en the instruments tn the Af, far example, after you have reuched cruising altitude, for any power setting below 3° and 2100 ein yout will be io the blue 20m, which will indicate thal you muy mave your mixture eoatrol from the AUTPG RICE (green) positions, back to the AUTO LEAN (blue) position to carsepond with your new power settings. The maniiold prewure and the rpm instruments must always fateh. They must both read in the blue sone or they must both read in the green zone. ‘This mew ealoe muring system as 40 sibeious and so easy to follow that neve: again will there be uny excuse for u pilot not to fly within proper Power and mixture settings. This sew aid maluea it possible far you, ata glasiee, to fly-within site coperating limits, but far most effieient perisrmn- ‘snoe, refer io your Cruse Control Chart. a RESTRICTED RESTRICTED RESTRICTED . RESTRICTED RESTRICTED Factors AFFECTING OPERATION Pre-ignition Preignition is the burning of the fuel gases Withia » cylinder before the sparkplug fires. It ln caused by o hot spot within the cylinder, such os an uvetheated sparkphag, wate oxhuust valve, or a carton deposit that can timues to burn as the fresh gasea aro com pressed. Once pre-ignition starts it becomes progres sively worse. The timing of the orgie is un. Suntrolied; roughness and detonation follow, swith resultant cverhenting, rapid los of power, and possilile eapine failure RESTRICTED RESTRICTED nal een ier armas relat the fuel charge in ly slowly. When date nn occurs, the ip part of the fuel within the coplinides ta tly, This compresses the usburmed part of the charge until the pressure and temper the cylinder rise se high that the unburmed charge explodes, or deto. ste Detonation literally hammers the walls of the eylinders and causes the knock with which you are familie in an automobile. Because of the outtide noise in an alepline pow can't bear the ‘engine knock. That's why you must be oa guard against detonation. You ean a it by under: landing it and following correct engi pro- cedures. Don't forget that detenation can enmse cam plete engine failure during the short time that it takes you to make takeoff run, ‘The inifcations of detonstion are roughiess and overheating of the engine These tnetors couse detanutia L Low Grade Poel Dio not use fuel lower than specification AN- P-2 Grade 96/120 of AN-F-28 Grade 100/110 Don't experiment. A lower grade fuel caises detonation, and engine failurn results, 2. High Inlet Carheiretoe Air Temperatures Use carburetor heat when known icing con- ditions exist. Use only eoough heat to prewent ieing. Cheek: your carburetor alt temperature void theam: STRICTED lenge frequently to be sure that the het air door has not opened. The yellow marking on the dial indicates eauthan aren, 2. High Hilower at Low Altitudes Never take aff is HIGH bliwer. Do not use HIGH blower below 00 fect except when shifting blowers to-remave sludge from clutches, ‘The HIGH blowar inpeller speed greatly ls creases the mbcture temperature ws it raises the ‘wnifold pressure. The increased mixture lem erature at low altitues causes dtonaition, 4. Mixtures Too Lean A too bean fuel/air rutie, particularly: whe ‘sromatic fuel in unoth comses detonation. Alay use AUTO RICH at any power setting above 35° and 2100 rp and far nll ground operation, 5, Abnormally High Manifold Pressure ‘Do nut use emeessively high manifold pres For Erample sures except when necesmry, and then only ‘with the propor rpm. Increase rpm firet and manifold pressure second, in propartion. Deto- nation depends not only on high temperatures and pressures trut alan on the length of tine the mixture is exposed to these temperatures and ressures. 4 High Cylindes-thead Tomperntieres Excessively high cylinder-head temperatures eed directly to delorution by overheating the fuel misture ax it enters the cylinder, Pffect of Altitude on Power Gutput Tho higher you elienb, tho thinner the air ‘hecomes, To got the same amount of air into te engine ut high altitude, you trust open your throttles farther. The power autput of the en. icine imeresses with altitude if you keep the sunifold pressure aed run settings constant, 10,000 FEET «1125 HP Moth these sieplanes ore cruling at 32 Hg. and 2100 rpm. The pawer output of the engines of reo level Is 950 Hp wach. The pawer eulput af the engines at 10,000 fee! is 1125 Hp eoch. The ronson For this power increas is that ive engines do not have te wark se hard to push out the exhowst gases becuuse the outside prewores at high altitudes are Haas, SEQ LEVEL = 950 HP RESTRICTED een CRUISING Cor Mebe, aEea-non 00 LBS. & This Cruise Control Chart shows.the correct manifold pressure and You cruise your © STUDY AND LEAI RESTRICTEG “— * RESTRICTED RUISING GONTROL CHART MODEL, A-BSB-MORMAL CONF A@URATION GHOSE WEIT CORRECT WNDGATCO AINSPEED MPH d pressure and rpm settings for all altitudes. You crulse your airplane af 62.55, power during most of your training. STUDY AND LEARN THE PROPER MANIFOLD PRESSURE AT 62.5%, POWER AT ALL ALTITUDES. mn BLOWER OPERATION Your engine blewert are Virtually trevble-fres, Mower difficulties re caused by incorrect procedure, Observe the sxcom- Panying procedures exactiy, end the impariont tips ther follow, and you and blower trouble will remain absolute strangers. Move bork blowers tagether To Change tw HIGH Blower L Reduce manilold pressure 2°, 2 Move blower controls quickly, without Resitation, te HIGH blower. 3, Check to: see that the oll pressure fuctu- tes und that manifold pressure increases. 4 Make sure that the control handles are locked firmly in the HIGH position & Adjust sunifold pressures to: pooper set- tings, — RESTRICTED To Change te LOW Blower Mowe cantral handles quickly, without hesitation, to LOW blower, 2 Make sure that the oil preasury fhictuates fee thn the manifold pressure decreases 43. Cheel to make sure that control handles are firmly locked in the LOW position, 4. Adjust manifold pressures to proper urt- tings, RESTRICTED IMPORTANT TIPS ‘Shift the blowers from ane stage to the other every 5 hours during Might te remove the sludge which forms in the blower clutches, Allow at ‘least § minutes between shifts so the chitches inve time to eval Tt is important tn check: the Alucttsaticn afl ail premiurn ns well as manifold pressure when you shift blarwers. The all pressure should drop and then return to sumemal. Make sire that your blowers are always locked cither in EIGH or LOW binwer, Never keave the control lever in intermediate position, Uso a quick, dafinite motion to shift blowers Whee you shift from LOW to HIGH blower remember that the increased impeller speed absorbs from 100 to ii additinnal Fp from your engine and ineresses fuel consumption, ‘At lower power settings it ir more advantageous for you to increase your rpen up to 210 than itis to change into HIGH blower, Do not change to HIGH blawer until you reach critical sltitede. This varies according to Power setting. Critical altinde is the highest altitude at which you can maintain a given manifold presure and rp setting with full thrattie. (Bee Cruise Control Chart.) Vise of Cowl Flaps There ore only & few simple rules tu follow: 1, Ground Operation ...ull span 2 Vokeod ............One-hoif 10 fll open a, AUTO RICH - fidjust 40 keep eylindardhwod temperatares below 260°C 4. AUTO LEAN... .Aadjust te: heap eylinder-bood 4 After Landing COWL FLAS FULL GPEN temperature below 232°C. + dust to: keep cplindersbood temperatures approximately 200°C. Always leave cowl flops full pen. RESTRIC CARBURETOR ICE ‘There are throe types af ice which form in most isufuction. systems: 1. Impact tow Lenpoct ice forms when water which existed originally ax snow, sleet, oF super-cooled water strikes a surface which is eclder than @*C, Impact lew eccurs caly when visite maisture ix present and the outside air temperature is Keas than 18°C. If carburetor intake screens are ned, they quickly beeaie elogred by the im= Pact Se, cutting off the sirflow. Ii no screen sure installed this ice elogs up the area arnund the carburetor metering elements and also shokes off the airflow. Make this» rule: When you fly through clouds or Freeing rain, keep your carburetor air temperature shove 15°C, 2 Throttle: tee ‘Throttle ice forme when damp air flows threugh @ restriction (venturi tube) and is therelare quickly cooled below the freezing point. Remember that throttle ice ean focm even though outside tempersture are above froesing. This type of ice occurs only when the throttle butterfly valve is leat than 45° open and only when visible moisture is presen! and the outside temperature in 5°C of bem. Thratthe fee accumulates rapidly, first ewusing the - terfly valve to stick and finally choking off abr Passage entirely, To avald throttle les, take the following pre- eautions: Avoid descents through overcasis at law temperatures with throttles early closed, ‘Vary throttle settings often to prevent the throttle from sticking. 2. Fue! Evaporation ico Foel evaporation kee forma when the mixture cools because of evaporation. This type of ica is unusual on the A-20 because at the design cof the fuel discharge spinner ring TO REMOVE ALL CA RESTRICTED RETO ICE—TURN CARBURETOR HEAT TO F RESTRICTED Tips on All Corburstor tee Carburetor ice is dangerous. The best guard against it is to he om the alert and to prevent ita forming by maintaining the proper tempern- tures. Remember, too much heat in betiar than ot enough, ‘Your first indication of carburetor lew is a drop in manifold pressure, lee can farm quickly under ideal temperature and stisture condi+ tions. STRICTED ELECTRICAL SYSTEM The electrical syntem on the A-20 is efficient, reliable, and eas to understand, W's Wee a water pumping system, There are only three main things to consider. Souree, distribution, ucel store ELECTRICKL SYSTEM WATER SYSTEM 1. Source Generator Water pomp 2 Dintvibtion ‘esire jai 3. Storage Botery Storage tok Different terms are used in an electrical sys ‘tem, although it funetions exactly like a water ayster, Frenure — Voltage Quontity — Amperes Resistance — Resinience (in ohens) ‘Water is resinted us it flows through the pipe according to the roughness nr smoothes af the inside of the pipe. Electricity is resisted ac~ cording to the size of the wire and the material of which it is made. ‘A water system has a drain-aff pipe to return water to the remevair, [ts an electrical aystem the seturn line consists of a ground through the nirplanw structure tn the battery. ‘The A-26 electrical aysiem ia 24-volt DC, singleswire, ground-return system, There are two generators capable of producing 200 am- ‘peres each. Thus, either generator, working ‘separately, provides enough current ta operate all the electrical equipmierst in the airplane andl tw charge the Bivolt morage battery Brcnuse there are two genorators ies the sys tem, each bne a volinge reguiator to male eer ‘ain that it is shsoebing its portioa of the Toad. ‘These regulators ate set ot 28.5 volts and axe fastened to the floor on the right-hand side off the pilot's compartment. “There ls another automatic device in this system, It is called « reverse-current relay and is sleuply an electric counterpart of a check vralve in a fluid aster, It ullows the current to how fram the generntor to the main bus ber (where the current is distributed) but does not allow it to flow backward toward the generator. ‘Thus, if one gencrator quits, it in automatically: ‘cut out of the system, and tho other generator provides enough power (200 anys) to operute the electrical system, bus Bor ‘The bus bar is the pipeline of an electrical system. The bus bar in the A.36 extends along the left side of the fuselage ard has branches that run along the leading edge of each wing. There are ax many connections to the tus bar as there are electrically opernted gurls, Hemeries ‘The batteries une the starage tanks, or re serve sources of power, used for starting the engines and operating the system when the Ernerators are mot functioning. They receive their current from the generators and maitstain ws full charge. RESTRICTED Oalsuisae Oa1jaisay gg ELECTRICAL SYSTEM a i ace cee ln a Ne RESTRICTED FIVE CONTROL PANELS Main Electrical Centeal Penal ‘ON OTHER AIRPLANES 28 RESTRICTED RESTRICTED e Auxiliary Control Panel This ia the It in to the right of panel ol panel, ‘Gverheod Control Pana! This Is the ove Te is directly ove Fire Control Panel ‘This is the fire control panel, Tt is an the ‘tenter Hine of the airplane, just aft of the wind- shield Memorize d oe panels, Every switch an them must pass a tlindlald RESTRICTED RESTRICTED 0 RESTRICTED Distribution Panel Panel has a series of circuit breaker switches, a elec te protect the exceeds the capaci res. Thase circuit fs may be reset, but they pop ope im open until the elrcull in repaired. jeter and two ammeters ar in the lower right comer of the instrument panel. The voltmeter rugisters pressure—the pressure that the generator is producing. Check this voltage with both “tt at F700 pen, red with witches ne, off, for w reading under no-load ¢ The aun engines oper load in amperes RESTRICTED When you check the two gunerators to male sure they are carrying an equal amount nf load, they should not differ more than 29 amperes ‘The voltage must be within 5 volts af feing equal. Be. les the re-set switches 8 can rewel in tains manual re-set Gunn Relny Box Also, there ina gunier's relay bos which con- taina nine more manual re-sat eiruit protectcies, Manual re-set cireult proiectars differ from circuit breakers becnuse they ate literally and ‘but are beld in th and have to be repliced if they ‘ON position.

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