Ground Check One of the fellows brought his brother to the Pilot House the other day for a visit. He had just returned from the southwest Pacific where he flew a 38, earning the DFC and the Air Medal with 8 clusters. We kept him busy answering questions about his exploits but he was interested in finding out about our procedures for testing each plane as it comes off the line. Heinz Wegner was just starting out for a first production hop in one of the new J's so the lieutenant and a couple of us walked along with him. On each test flight the pilot follows a standard procedure and check-off list to determine the ship's normal trim and response to controls, engine operation, instrument operation, and gear and flap operation. As he tests each item he indicates on his pad whether or not it is satisfactory. When the test is completed the "squawks" are turned over to the crew chief for correction. |
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Each plane's test begins -- not as it takes off at the end of the runway -- but a good forty-five minutes before run-up. On this ground check which we will follow through with Heinz you should remember that it is the first time the plane has flown and for this reason Heinz must be extremely thorough. We know that you fellows, particularly in combat areas, will seldom have time for such an inspection - - that is part of your crew chief's job -- but you at least will know we are doing our best to furnish you with planes in tip-top shape. |
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We stop off first at Flight Operations while Heinz picks up his chute and files a flight plan, and then walk out to the plane. To an onlooker he inspects the plane in the same manner any pilot does before takeoff. He makes sure the cowling is buttoned up--checks control surfaces for free movement and inspects the trim tabs for undue play in the hinges. EXCESSIVE PLAY MAY CAUSE FLUTTER. Before crawling up to check his tuel load and turbos he removes the pitot cover and inspects the head. (Mechanics sometimes forget and leave the pitot heat "on" -- don't grab hold without first testing.) As we walked towards the plane Heinz had already begun his inspection-he was checking his tires and shock struts (main wheel struts should be extended from 2½" to 4" and the nose wheel strut from 4" to 6"). And as he circled the ship he was noting the position of the oil cooler flaps, prestone and intercooler flaps and wing flaps in order to check their settings later against indications in the cockpit. |
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| When he was looking in the wheel wells he not only checked
for plumbing leaks but you can bet your bottom dollar he made sure the hydraulic valves
controlling the doors were safetied open. If these valves were closed the doors would not
shut and at high speeds might blow off, endangering the booms and empennage. As Heinz climbs into the cockpit he carefully examines the dive fillet between each window and wing to be sure it is tight against the Plexiglas filler strip which is molded onto the window. If there is even the slightest gap the stalling and buffeting characteristics of the ship will be affected -- particularly at high altitudes. (This is a check you fellows might find invaluable for yourselves.) |
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| Heinz Wegner* says: CHECK YOUR FILLETS AS YOU CLIMB INTO THE. IF YOU WANT TOP PERFORMANCE BE SURE THERE IS NO GAP BETWEEN THE FILLET AND THE WINDOW. *Lockheed Production Test Pilot (one of Lockheed's original twelve
test pilots.) |
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As little as 1/16" gap between the fillet and the windows really makes a difference in the 38's performance above 25,000 feet. You don't believe it? We didn't either until we proved it to ourselves. We had made two or three flights in this particular ship and each time the pilot's report indicated that the ship wasn't right, yet nothing definite was squawked. An unexplainable sluggishness and tendency to buffet and stall occurred above 20,000 feet. Even at lower altitudes it seemed unstable. We tried everything, but to no avail. We then consulted our Engineering Test Flight Group who recommended that we close the gap between the fillets and the windows. A mechanic bent the fillets tightly in, and another flight was made. Low and behold, she flew beautifully. We are all fillet-conscious now. |
But let's get back to Heinz's inspection.. . once in the cockpit he operates the emergency hatch release to see if it is functioning properly. (We like emergency hatches that work.) . A complete check to be sure the controls and tabs are rigged correctly is now in order. With the wheel in neutral position both ailerons have a slight amount of droop... not more than 3/8" however. After adjusting the rear view mirror, Heinz operates the oil and intercooler shutters through their full travel, returning oil shutters to automatic position. Next he checks the hydraulic accumulator by relieving the system pressure with the flap lever and returning it to neutral. Then by pumping the auciliary hand pump up and down the system pressure jumps to 500 PSI and. rises slowly as pumping is continued. He relieves the pressure with the flap lever and leaves it in open position so that the pumps will not shear under a cold oil load. Now Heinz sets the altimeter, cages the directional gyro and artificial horizon, and checks the clock as the mechanic gives him the all-clear signal to start his left engine. |
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He taxis to the head of the line where he goes through his regular pre-flight run-up and mag check and an other P-38 takes to the air for the first time. After two more thorough ground checks and test hops, this plane will join the many other 38's fighting on every battlefront. We feel a thorough ground check is one of your best preventives against trouble in the air. Although you fellows might not have time for such a complete check, it's a good idea to look your plane over before each hop. |
DECOYS ARE DEATH DON'T LET THE "SITTER" FOOL YOU! NINE TIMES OUT OF TEN In July 1943, a squadron of P-38's escorted a group of B-17's to a target in Italy. On the way out, one of the fighters reported a lone ME 109 flying at the same altitude at 3 o'clock, about one-quarter of a mile away. He looked like a "sitter," but the squadron kept on minding its own business of escorting the B-l7's. Soon, another fighter reported the presence of "8 ME 109's high at six o'clock." Lt. -------' , who apparently did not hear the reports, fell for the come-on tactics of the lone Messer schmitt and peeled off to get him. He was lucky enough to hit the German with a good burst and saw him go down, but did not see the 8 Messerschmitts who had been waiting for one or more of our fighters to get itchy guns. In less than 5 seconds Lt. was trapped, and his plane destroyed. He bailed out over enemy territory, and is now cooling his heels in a German prison camp. To make sure you hear all reports check your radio while you are still on the ground! STAY IN FORMATION!DON'T STREAM OFF ON YOUR OWN! THE ONE-MAN ARMY IDEA MAY GET YOU GLORY, BUT YOU MAY NOT BE THERE TO HEAR ABOUT IT! Prepared under the supervision of the Office of Flying Safety A.A.F. |
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