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NORMAL FLIGHT

Flying the '38 is an old story to pilots here at Lockheed, but it's still our main topic when we settle down for a session of hangar flying~and for a good reason. You see, we've logged a lot of hours on this ship and, basically, all use the same flight technique; but since we differ sometimes on the fine points, a good strong argument will bring those differences out in the open-so that we can settle on the ONE most effective procedure. For instance, on a certain fogged-in A.M. we were discussing the 38's rate of climb:

"I can get upstairs in a hell of a hurry at 140 indicated," said one pilot.

"I won't have as sharp an angle," said another, "but at 180 I will beat you up there."

So, out came the spec and we settled the question for all time.  We found that at 140 to 180 there is little or no difference in the rate of climb. If you want the most effective climb it's 160, but it's reassuring to know that in combat you can increase the angle, slow down to as low as 140 indicated, and still hold your rate of climb.

The '38 is a pilot's dream-come-true when it comes to the stall characteristics. They are unusually good and-although not generally used-are worthwhile investigating so that in an emergency you will know what performance to expect from your ship. We have discovered that the power stall occurs at about 70 M.P.H. with about a 50-foot loss of altitude. The counter rotating propellers eliminate torque and there is no tendency for either wing to dip or fall away.

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You will find "she" is just as steady in a power off stall with gear and flaps retracted or extended.One of the finest characteristics of the '38 is the accelerated stall. Such stalls, accompanied by normal buffeting, occur on any ship when the angle of attack is increased to the point that the airflow over the wing becomes turbulent.
S_i2p32.jpg (19058 bytes) Tony Levier: Lockheed Engineering Test Pilot with over 3000 hours logged.

Grieve Trophy 1938 and second place for Thompson Trophy 1939

-Flying School Operator and former Test Pilot for General Motors

-Air Line Pilot

-Developer and Builder of Racer Planes.

As you know, this can happen in sharp turns, pull-outs or other severe maneuvers. The '38 is designed to take the buffeting of the stall and has no tendency to fall off on either wing at any altitude. If combat necessitates, you can hold it in the accelerated stall as long as you can take the buffeting -- the ship will take it much longer. To get out of an accelerated stall immediately, ease up on the stick, permitting the airflow to reestablish normal lift.

You'll have no trouble in normal flight if you keep these suggestions in mind and if you know your ship. But, don't forget, all that plexiglas you sit under is to give you vision. Use it. Keep a weather eye about you. One midair collision here may mean that ten Zeros get off easy over there.

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