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PUBLISHED BY LOCKHEED AIRCRAFT CORPORATION, BURBANK, CALIFORNIA

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This is the first of a series of notes compiled and tested by Lockheed pilots and should be useful to you who are about to fly or are flying the P-38. In these notes 'there is no attempt to explain the check-off list, nor tell you how to fly. You have had good training on other ships. You know how to fly. It is assumed that you have read T.O. 01-75FB-l and are thoroughly familiar with the '38. Now the men who have made more than 5,500 flights in the P-38, with only one accident,give you the fine points, the "know how," in an informal notebook they call "Hangar Flying." There is no need to become a test pilot yourself, if you absorb the experience of these P-38 veterans.


In this series of discussions let's consider that we are all comfortably seated in the hangar "talking shop." Of course, real hangar flying includes a certain amount of feminine interest, but that will have to wait - - at least for the present.

    PREVIEW OF COMING       ISSUES

  1. Normal Flight.

  2. Single Engine Flight.

  3. Landing.

  4. Dive Characteristics.

  5. Maneuvers.

  6. Engineering.

  7. Self-hypnotism.

  8. Compressibility

  9. Limitations, etc.

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TAKE-OFFS

To begin, let's take a crack at take-offs. We've run many take-off tests here at Lockheed and can, perhaps, save you some trouble.

First of all before take-off we lock the hatch and make darn sure that both sliding windows are securely closed, for if they are left open even a little an annoying buffeting will be experienced.

To make sure that the mechanic gassed her up, we check all tanks and when carrying a full load, always take off on the front tanks. It may be that gas rationing has made us supersensitive on this subject, but it pays dividends.
 JIMMY MATTERN* says...
usep22.jpg (6344 bytes) p23.jpg (3783 bytes) * Lockheed Test Pilot

Holder of many long distance flight records.

Barnstormer, airmail pilot and movie stunt pilot (Lilac Time, Hell's Angels, etc.)

Co-holder of world distance record for blind flying.

First to attempt solo 'round the world flight in record time.

 

After the usual warm-up and mag check, we see that the propeller selector switch is in "automatic" position and by trying the governors make certain that they are really governing.

Now, on airplanes equipped with external tanks, Milo Burcham says: "Before take-off I always place the drop tank switch in the 'safe' position and the drop tank selectors 'on', so that if necessary I can lose the tanks by punching the drop tank release button. This comes in pretty handy in case of single engine failure on take-off."

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MILO BURCHAM* says ...
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* Engineering test pilot for the P-38, Constellation and other Lockheed experimental models.

International aerial acrobatic titleholder.

World record holder for upside down flying.

Barnstormer and inventor.

First "Supercharged" Pilot (Decompression of body for flight above 30,000 feet).

 

On normal take-offs we use no flaps but we do use, always, maximum allowable manifold pressure. To do this, brakes are held with the balls of the feet, rather than with the toes, and both throttles are advanced to get the boost up. This precaution at the head of the runway is important, for it gets those turbos turning for take-off power and also allows the prop to reach the governing limit of 3,000 R.P.M. at the start of the run. Thus, we know if the propellers are going to "run wild" while there is still time to stop.

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With the maximum manifold pressure and without flaps the Lockheed P-38 takes off at between 90 to 110 M.P.H. indicated, but. due to the tric~cle gears the ship has no tendency to fly itself; so, at 70 M.P.H. indicated we ease the stick back and at 90 to 110 pull back to break ground. The gear is upped immediately the ship is committed to flight, by which time we will be well above the single engine flying speed of 120 indicated. Normal take-offs are made without flaps in order to reach this single engine operation quickly. We use 50% flaps or more for short fields, muddy or sandy terrain, or when obstacles are encountered. After take-off the normal power rating is 37 inches manifold pressure and 2600 R.P.M.
S_p51.jpg (20297 bytes) REMEMBER:

Close both sliding windows and lock the hatch. Check fuel supply.

Check governors after warm-up and mag. check. Place drop tank switch in "safe" position.

Use no flaps for normal take-off.

Use 50% flaps or more only on short field, muddy or sandy terrain, or when obstacles are encountered. Always attain maximum allowable manifold pressure at head of runway, using brakes.

Lift ship from ground at between 90 to l10 M.P.H. Up the gear immediately the ship is airborne. After take-off use the normal power rating of 37 inches and 2600 R.P.M.

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