RESTRICTED TECHNICAL ORDER NO. 01-140DA-1 FILE: PILOT’S FLIGHT OPERATING INSTRUCTIONS L-4A and L-4B AIRPLANES PUBLISHED BY AUTHORITY OF THE COMMANDING GENERAL, ARMY AIR FORCES, BY THE HEADQUARTERS, AIR SERVICE COMMAND, PATTERSON FIELD, FAIRFIELD, OHIO oa1-83-0H SEPTEMBER 25, 1942 REVISED APRIL 10, 1943+ 0. Nos O1-1,0DA-1 P OF REVISED PAGES TSSUEQ Latest Pas Revised Date Line, to the left \dica tes extent of the reviston. ne is omitted han 50 pereent of the page 1s re~ A heavy black verti ‘OP the text. on revised pare where nore THIS PUBLICATION MAY BE USED BY PERSONNEL RENDERING. SERVICE TO THE UNITED STATES OR ITS ALLIES Parageaph Sul of Azmy Regulation 380.5 relative tothe handling of * printed mater is quoted below "d, Dissemination of restricted matter—The information contained in estscted documents and she essential characteristics of restricted material may be given 40 any person known Bo be in the service ofthe United States and to persons af undoubted loyalty and discretion who are cooperating in Government work, but will not be communicated 0 the public or to the press except by authorized military public relations agencies.” This permits the isswe of “rest ted” publications to civilian contract ancl other accredited schools engaged in taining personnel for Government work, to civilian eonceras contacting for overhaul and repair of aircraft or aircraft accesories, and to similar commercial organizations,RICTED Description 1, Gonerel Deseription 2. ¥1Seht Personnel Interior of the Cockpit The Emergency. vent: The Instrument Panel The Right Side Phe Upp rr Left side The Lower Left Side The Observer's Deste The Floor The Buel System The Lubricating Syetem Pilot Operatin= Instructions L. Review of information Qe 3 6. Taxying Instruct om b Operation 1: ‘ing Characters bet: Ll. Engine Faflare During o1-aopa-2 3 1 3 i & n i Appreachy Landing, and 4 Erossind Landing 1 if. Emergency Take-off’ ££ Saneing [91 n n 20, Manewvers Prohibited 2 1 Flight Operation Data Operational and Electrical Eguipment (todel i-lA Only) Le Commungeat ion Equipment and Operation The Comnnieation Equipment APPENDIX 1 abridged Unt LLDUSPRATIONS Page The Model L-LA in PLteht 2 ‘The Model L-l,B in Flight 2 Top, Side, and Front Viens of 3 Psp. Soma 3 2 Engine of the Model L-iA or 4 é Equipment on the Nodel Daa 4 7 Equipment on the Model L-B i cnent Panel on the tode? b-LA 5 9 Instramest Panel on the Model L. 5 0 Right Side of the Yodel Lela or ely 5 n Upper Left Side of the Model L-ha (Intersor of Cockps § 12 Upper Left Side of the Medel L-4B (Interior of 6 2 Side of the Hodele E=llA and Eel (Interior of é wy # Desk in the Model LelyA $y 1% Observer's Desk in the Hotel IAB é we Cockpit Floor in the Model Lali 7 i Covkpit Floor in tho Model Dold Z 18 fuel System tn Hodels D-lA and Deke 8 9 O12 System in the Models LelA and I-lB 8 20 iydraulle Syston in the Models I-A and Lhe 8 aL Moicht and Balance Diagram fer the Hodels I-hA end Les vB he and Balance Char (%odel Lela) ab Weteht and Balanes Churt (Model I-i) 19 Specific Engine Flight Chart (Models L-lA and L-iB) 16 Take-off, Clio, and Tanding Chart (Models Z-hA and L-4B) ve Ed Intereonmection Dingram of the Model inlA Alreraf! Communt= RESTRICTEDThe Model ha in Plight io RESTRICTEDRESTRICTED 0. No. 01-1h0DA-2 SECTION I DESCRIPTION 2. Genera: dption. a. The models L-lAand L-\B Airplanes, man uffetured by Piper Aireraft Corporation, Lock Havens Pa.» unger contract, W539, ac~2h952 and aeLS0l2bs abe Light ‘monoplanos with high tings, tsternatly strut-braceas with "no wing flaps. ‘The L-Bis similar to the L-la, except that no facto or ‘electrical equipment ‘ts. installed. Provision ismade, however, for aportable radio. The fuselage 1s 4 welded ateol tubular framo— work, tabric-skinned. It 4s provideawith seats Tor two crew menbers in tandem. ‘The landing Bear ts of the Fixed split-vee type, consisting Sf individually sprung wheels on’ which are mounted low pressure &.00-xlj-tnch tires. The Steerable tall wheel 1a mounted on steel spring Yoaves. “Its solid rubber tire t3 6 x°2.00 Inches. ‘The cockpit enclosure 1s covered with transparent sheets on the top and sides, from the windshiela to a point approximately thirty inches aft of the wing trailing edge. (See figures 1, 2, 3, and.) ‘The tactical mission of these airplanes is making short-range re= Connaissance trips and acting as liaison agents for the use of ground conmanders. b. The airplanes are powered by one Conti- nerital a65-8 (AAF designation 0-170-3) engine mounted in the nose. (See figure 5.) They are air cooled, with four horizontally opposed cylinders and’ overhead valves. ‘The normal horsepower wating at sea level Ss 65 and the rpm 2500. The Iubricant is admitted to the sump through ‘the ofl filler cap on the ‘right side of the engine peiind the cylinders (fi cure 5). The fuel tank, witha capacity of 12 U.S. Gallons (10 Imperial gallons), is located in Che fuselage just behind the ‘fire wall. The fuel $s admitted to the tank through the fuel tank cap just ahead of the windshieid on the outsides “Attached to and penetrating the cap fs the fuel gage. It is ‘of the float type, not calibrated, the extended end showing the proportion of file) supply remaining. The pilot Gan readily observe the gace from the cockpit through the windshield (figure 5). cs The propeller ie directly driven, having two fixed-piteh wooden blades. It has a di- ameter of 6 feet and a ground clearance of 1 foot and 2-1/2 inches in level flight position. 2. Flight Personnet. ‘The cockpit provides two seats in tandem, with each person having a complete set of con- Pigure 3 = Top, Side, and Front Views of the Model L-hA Revised -10-h3 Figure 4 - Top, Side, Front Views of the Model L-LB RESTRICTEDRESTRICTED To. i! ‘OIL FILLER CAF GAGE Lex tn car ox Figure 5 ~ Engine of the Model L-kA or Llp trols. The inetrument panel 1s nat ‘the instruments are visible from seat and visibility is very good from front of rear seat in a flight or landing atti- tude, The rear seat is so placed that occupant can face forward (operating airplane) or aft (observing), This alternative is determined before flight i started, ‘There 1s a placard in the airplane giving directions for removing stick for aft position. The cushion ie arranged for this alternative. 3. Interior of the Cockpit. a+ The Bnergency Equipment. (See figures 6 ‘n7.} = Looking thrcugh the door into cockpit between the front and back seats, clipped to the floor is the one U.S. quart (0.8 Imperial quart), carbon tetrachloride, Pigure 6 = Emergency Equipment on the Model I-ha No. O1~ hoDA-1 hand fire extinguisher, easily removed with a quick upward movement ‘after releasing safety catch. The first aid kit is located in the upholstery pocket in the back of the front seat. Back-type parachutes maybe worn in the ont and rear seats by removing the seat~back cushions. In case exit isnot poseible through the door, the smal window on the left side, which slides down, may be used. b. The Instrument Panel. (See figures and 3.) This panel, located in front of the pilot, contains a battery condition indicator modei I-lA only), tachometer, air-speed in- Aicator, compass, deviation card, altimeter, oll temperature and oil pressure gages, pric? Jmob, and cabin heater mob. An air heater muff’ surrounds the exhaust silencer and is used to fumishwarmair to the cabin, Ventilation is accomplished by adjustment of the sliding window on the left side. Pigure 7 - Bnergency Equipment on the Model L-lB fg. The Right Side. (See figure 10.) - The ony control onthe right side of the cockpit is the carburetor air heater, It is recessed near the door. Pushing formard applies the heat. When the control is fully forward, the heater is at its maximum. A valve in the air box below the carburetor permits taking heated air from the exhaust manifold shroud into the carburetor. The use of the carburetor pre= heater 1s hecessary to prevent chilling or to remove the ice formation inthe carburetor and around the throttle valve, but causes loss of power and therefore should be used only when necessary. Pull back tho control as far as possible in order to shut off the heater com- pletely. The Upper Left Side, (See figures 11 and Tae) Son the Bode] nla the upper left side bears the antenna entrance fairiead, the antenna reel, the remote control panel fo? the transmitter,’the radio receiver, and the 1g- nition switch, The switch, accessible from a RESTRICTEDboth seats, permits the use of either magneto separately, or both together. On the model L-lB the only control on the upper left side ie the ignition switen. 2, The Lower Left Side. (See figure 13.) - The throtbles are quadrant levers along the window ledge. The fuel shut-off control is recessed. Pash forward for "ON" and pull back- wand for "OFF." Tt operates the fuel shut-off cock directly beneath the gas tank. The stabi- Azer adjustment control, by moans of a cranking action, causes a worm gear in the stabilizer sembly to raise or lower the leading edge of tl ontal stabilizer, correcting for vari ous flight or load conditions. A visual in- @icator button above the crank is provided whieh shows the position of the stabilizer. f The Observer's Desk. (See figures 1h and IS.) - Tho desk is aft in the cockpit. ‘The observer has visibility above and on ali Figure 6 - Instrument Panel on the Model L-lA sides. On the desk is the radio transmitter and tito cards, the operating instructions and the tuning chart (model I-A only). Along the edge are the control stick elips which furnish stowage for the rear stick when removed for aft observation. Underneath the desk along the pight side isthe map rack. On the ceiling 1s Sh pores radio lead-in bushing (model L-1B only). the Floor. (See figure 16.) (2) Conventional dual rudder pedals whieh operate the rudder are fairly simple. See that rudder pedal return springs are operating -to bring the pedal back in position when foot pres- sure is relinguished. The dual brake pedals are of the heel type, located beneath the rud~ der pedals. They are individually actuated and of the hydraulic type. Pressure applied by the pilot impedes or stays the turning motion of the wheels. (See figures 16, 17, and 20.) The pedals are mounted on a bearing shaft which is located under the floor, (See ficure 20.) Preseure on the pedal is transmitted through RECTED 7.0. Mo. toure 9 = Instrument Panel on the Model I-hB @ push rod toa master cylinder filled with ofl. ‘This 1s connected to the brake drum by a copper tube, (2) The metal battery box is located on the floor Just aft of the fire wall (model L- la only). “The battery is provided with master fuses and spares. The conventional dual con: trol sticks operate the elevators and ailerons. Aft of the front seat to the right of the torque tube fs located the switcn box (model L-lA only) containing the master and generator switches. (See figures 6and 16.) These con- trols have no relation to the power plant. AL’ of the front seat to the left of the torque ube is the fire extinguisher. (See figures 6, 16, and 17.) hh. The Puel System, (See figures 8, 9, 13, Gnd-ié-}-= Ths fuel system is composed of one 12 U.S. gallon (10 Imperial gailon) kagoline tani, primer, throttle control, = CARBLRETER AIR EATER CONTAC! %, Figure 10 - Richt Side of the Model I-A or (Interior of Cockpit) RESTRICTEDrol, fuel valve, and fuel line ‘and’ thence to éarburetor, Use fuel grade of 73 octane minimum. ae tem. (See figures 5, z he lubrication of the plant ° atures are the of] pressure and ofl temper- ature gages, ofl filler, of1 filler neck, and one U.S. gallon (0.8 Imperial gallon) of] tank Figure 12 = Upper Left Side of the Model I-bA (interior of Cockpit) Moicure 1h - Observer's Desk in the Model L-hA Pigure 12 - Upper Left Side of the Model L-hB Cnterior of Cockpit) Figure 15 - i Observer's Desk in the Nodek L-kB a Pigure 13 - Lower Left Side of the Models I-A and L-4B (Interior of Cockpit) RESTRICTEDRESTRICTED T. 0. No. O1-: aODA=2 SECTIO! mu PILOT OPERATING INSTRUCTIONS 1. Review of Information a.’ The model E-lA and L-hB airplenes may be taken off, Clown, and landed in the manner of all conventional airplanes of this type. (See figures 1 and 2.) The flying characteristics the airplanes are normal in all respects, here being no special features incorporated would require special attention. by Having an over-all span of 35, feet 2-2/2 inches over-all length of 72 feet 21/2 inches, over-all height at rest 6 Teot € inches, wing, Joading of 6.5 pounds per square feet, and power loading of '17.8h pounds per horsepower, the E-iA and E-4B are in the category of so- called "light airplanes.” (See figures 3 and ‘As such they present some problems to the pilot who 1s fant liar only with heavier and more powerful stalling speed fully loaded is ind the gliding ratio of nine to one indicates that the airplanes have a flat, slow glide. Care should be exercised by the pilot unfanilfar with this type of airplane, since the slow landing speed and glide may easily deceive a pilot accustomed tomuch more speeds c. The empty model L-lA airplane weighs about 740 pounds, ana with fuel and ofl, 520 pounds. ‘The model L-lB weighs 693 pounds’ empty and 775 pounds with fuel and oil. The gross weight 1s waste HITCH & ceneeaTOR switoH or view Figure 16 - Cockpit Floor in the Model L-hA EAR axe PEDALS & ‘BRAKE UNITS: TOP VIEW Figure 17 — Cockpit Floor in the Model L-hB RESPRICTEDRESTRICTED 1. 0. No, O1-140DA-2 Figure 16 - Fuel, System in the Models L-hA and L-)B ow OF AIRPLANE wr view 20.8. GALLO (10 IERIAL eaLton) Tate Se ruses Fe vet stauner sen uct ume = Figure 20 - Hydraulic Systen ee the Modis Cha and EAs suc ex on. 30) Figure 19 - 011 system Rates eee -8- RESTRICTEDRESTRICTED T. 0. No. 1260 pounds with a useful load of 340 pounds (model E-LA) or 387 pounds (model 1-lB) for crew, parachute, baggage, and observation equip~ ments "(See figure 21and the Weight and Balance Charts.) The 12 U.S. gallon (10 Imperial gal- jon) fiel tank represents the main feature of variable load. In case of solo flying the rear seat is used. Be sure to hook the unused safety belt. The center of gravity limits ror voth take-off and landing are 16.8 to 36 per- cent of the mean aerodynamic chord. 4d, The airplanes are not provided with lights and are not intended for night-flying. g- With 75 mph cruising speed and 12 U.S. gallons (10 “Imperial gallons) of fuel, the cruising range 1s 206 miles. 2. Entering the Cockpit Bntrance to the cockpit 1smade from behind, under the right wing. A step is suspended from the fuselage inthe angle formed with the wing struts. A large door opens in tno sections, The lower section is hinged along the lower edge and folds down. ‘The upper section is hinged along the upper edge and folds up and out of the way. If the door 1s latched shut, it 18 necessary to open the window on the left side and reach across the cockpit to unlatch ats 3. Starting Engine, a. Be sure the ignition switch is "Orr." (see figures 11 and 12,) Ds Set throttle slightly open, (See figure G+ Turon fuel shut-off control. (See fig- ure"13.) d. Turn primer knob slightiy to unlock. (See figures 8 and 9.) Pull out and push in slowly. Repeat three to five times to supply gas to carburetor, CAUTION: Overpriming should be avoided to prevent the danger of washing lubri- cating oll from the cylinder walls. The carburetor. is safety-wired in the full rich position. No priming 1s necessary Lf the engine ts warm. &. There is no starter, Have the mechanic turn the engine overby hand five or six times with the throttle still slightly open to make certain that combustion chambers are free of excess of1 and draw fuel up through the idle system. A sucking noise should be heard in ‘the carburetor. GAUTTON: Prom mechanic's position stand- Ing in front of the airplane, the pro- peller rotates counterclockwise. Be sure chocks are in front of wheels or that they are otherwise blocked. There are no parking brakes. ‘The mechanic should be careful to stand firmly at ae great a distance as possible. Ifnecessary to 29 o1-1hODA~1 use both hands apply both to same blade. Do not overgrasp blade. Always treat propeller ae if switch were "ON," even when cranking for priming, so that there will be no danger of being hit by pro- peller if it "kicks" or backfires or starts through a mistake. £. Turn the ignition switch to "BOTH." &, Start the. engine by pulling propeller through with a snap. hh. If the engine fails to start, the above procedure should be repeated. A. If the engine loads up, the ignition switch should be tumed off, the throttle fully opened, and the engine turned backward to un= load the cylinders. ad. In case of fire, cut off-ignition and fuel atonce. A hand fire extinguisher 1s located on the floor of the cockpit behind the front seat at the left, (See figures 6 and 7+) hs Engine Warm-up. A. As soon as the engine starts to fire, it As usually necessary to open the throttle slightly more to keep the engine running and to warn Lt up sufficiently for normal operation. b. The speed should be maintained between 700 and 900. ‘rpm and the of1 pressure carefully observed. (See figures 8 and 9.) &. If the gage fate to show ot pressure within 30 seconds after starting, stop Une en Gine inmodlately and correct the trouble before continuing operation. i. The throttle should not be opened wide until the ofl has been warmed to within twenty degrecs of normal operating temperature, which is'a minimum of 120 degrees F (9 degrees) and a. maximun of 220 degrees F (10 degrees C). (See spect rie Engine Plight chart.) + The of1 pressure should be 20 pounds per square inch minimum cruising, 35 maximum cruis- ing, and10 dling. (See Specific Reine Flight chart. £. Continue the warming up procedure (700 to 900 rpm) for at least three to five minutes. &. Bnergency take-off may be made as soon as engine will take full throttle without miss- ing. hh, Test each magneto individually. The en- gine speed should not drop off more than 50 rpm from dual magnetos. CAUTION: Do not operate on either single inagneto for more than thirty seconds at a time. Prolonged periods of operation at idling and full throttle while on the ground should be avoideds 5+ Gheck-off List Before Taxying. BSTRIOTEDRESTRICTED &, Check for interference of controls. b. Be sure carburetor air heater is off, (see figure 10.) GAUTION: Carburetor heat is used only under Toing ornear-icing conditions and is ordinarily unnecessary above 60 de~ grees F (10 degrees ¢). It means a loss of approximately 50 rpm. {+ Check airplane loading and adjust stabi zor accordingly with erank. (See fizure 13.) Tt may be readjusted in the alr, @. Make sure that belt is on, door closed, and’ choeks removed. + The pilot newto this airplane is advised to ask fora check flight. 6, Taxying Instructions. a, Increase throttle to put airplane in motion. b. After inertia has been overcome, decrease throttle somewhat, CAUTION: The tail of the model I-lA or TUE ts light. Taxying speed should not exceed the briskwalk of a person. Past taxying {s hazardous and causes unnec- cessary wear on the mechanism. g. Since the airplane is provided with indi vidually controlied hydraulic brakes and a Steerable tail whcel, 1: Is possible to make sharp ture by pivoting on etther wheel. (See Pigure 20.) 1% ff a. The take-off distance in calm air, for full gross weight onhard dry surface to clear a 50-foot object 1s about 05 feet at sea level. (See Take-off, Climb, and Landing Chart.) b. Use full throttle, headed straight into che wind, with wings level. . G+ Move stick forward until tail rises. a. When flying speed is attained, apply back pressure on stick for take-off. &. Relax pressure to gain air speod of ap= proximately 55 mph. (See Take-off, Clim, and Landing Chart.) CAUTION: This speed is necessary as a Precaution azainst engine failure. If the engine fails at this point, the air= plane, being level, can settle for a Forced landing. cuam. Reapply back pressure on stick for normal climb. Be sure to maintain speed of approxi- nately 55 mph. ‘The initial rate of climb 1s Usp feet per minute; to 5,000 feet in 1.4 minutes. (See Take-off, Climb, and Landing Chart.) Revised 4-20-43 -10- T. 0, No. 01-1h0DA-2 9. Flight Operation. + The engine should not be flown for any great length of time at full throttle (2300 rpm). The most satisfactory service may be obtained if the engine is cruised at a speed of 100-250 rpm below full throttle in level flient. “(See Specific Engine Flight chart.) 2200 rpm is safe but is done with certain pen- alties attached, The valve life will be ap- preciably shortened, as weil as the piston ring and bearing life. ‘There willbe consider- able sacrifice in gasoline and oi1 consumption. 1.2000 19 the recommended cruising rpm, using approximately .27 gph. The cruisung speed, Bfuil toad, 1s 76 mph. bs Should tachonetor (figures &and 9) becin to fall unduly, push on carburetor airheater full (figure 10), as apparently the air entering tho carburetor 18, too, cool and moist and. the ‘The tachometer shoula 'y 50 rpm below normal. Then the carburetor air heater should be pushe off, _If the troubling condition haa been elim tnated, the rpm will wise to normal. If not, repeat: Tt Lemore efficient to run the enciné without the carburetor air heater. ‘Therefore Use only when absolutely necessary. G+ The of1 temperature gage should not rise above 10h degrees ¢ (220 degrees F). (See figures § and 9 and Specific Engine ‘Flight chart. d. ‘The ofl pressure gage should not fall be: low" 20 pounds. (See figures 6 and 9 and Spe- eifie Bngine Plight Chart.) CAUTION: Ife. and/or 4. occur, a landing hould be ndde without delay. 10. General Flying Characteristics. a. The airplane is designed for observation, commnication, and liaison purposes and should be mancuvered accordingly. b. The stabilizer (figure 13) maybe adjusted for load changes, thus maintaining trim through out the flient. &. The following maneuvers may be satisfac~ torily performed by a pilot experienced with the airplane: (2) Afleron or stow rei1 (2) chanaeire () Hair rol or apiit (4) Immelman turn (5) Loop (6) Normal spin (7) Wormaa staia (8) Snap rol. or horizontal spin (9) Vertical bank (not to exceed 70 degrees) CAUTION: Service ceiiing for the L-yA ‘and T=hB 1s 11,950 feet. RESTRICTEDRESTRIOTED 11. Engine Patlure During Flight. a+ If the enjgine loses rpm because of icing, the’ carburetor air heater should be pushed fully on. D. If the engine should stop comp oe maybe possible to dive airplane in orden to start the engine, g. If engine will not start for any cause, such as exhausted fuel supply, prepare glide for foreed landing. With a ¢lide ratio of nine to one itis practical to figure a mile for each thousand feet of elevation until grounding. 12. Stalls. ‘The full-load stalling speed is 38 mph. In stalling there is noticeable softening of aileron control. The airplane mushes with the tail low and then the nose drops, but a turn in either direction can be controlled by the rudder. 23. Spins. For rapid recovery froman involuntary spin, the following sequence of operations should be followed: a. Apply full opposite rudder. b, Make one-quarter of a turn, Gs Push stick formard, d, Alternative. - Recovery may also be ef- fected by @ simultaneous or reverse order of these operations, but the time or number of turns required to recover from the spin is greater than in the former case. During re- covery the controls should be kept in the ex- treme righting position since slackening up results In slower, but still positive, re- coveries. ake Davings ‘This airplane is not designed for diving but a steep glide can be taken in case of emer gency. Speed limit ts 122 mph. Apply car- vuretor airheater. Maximum permissible engine overspeed 18 2530 rpm. GAUTION: Do not dive in gusty air, nor make abrupt puli-outs, 15. Bmergency Exit. In case exit 1s not possible through the door, the small window on the left eide may be used. 26. Approach, Landing, and Gross-wind Landing. a. Push on carburetor air heater, Ifnot on. Bb. Glide at 60 mph, (Soe Take-off, Climb, and Landing Chart.) The slow glide ratio 13 nine to one sae T. 0. No. 01-140DA-1 + Head into wind, with throttle slightly open, at approximately 600 feet altitudes CAUTION: The rpm should not be reduced Eo less than $00 to 1000. ‘The throttle should be left slightly open to prevent engine from cooling too rapidly. d. (Optional) Set stabilizer to bring nose up’ When 10 to “15 feet from ground, break by a slight, Continuous back pressure on f£. Level off. &. Ease stick as airplane settles. h, Close throttle just before landing, engine saTing. e A, Push stick fully back. _A three-point landing maybe nade ai 38 mph. Total distance from clearing 50-foot object to stop 1s about 605 tee. (See Take-off, Climb, and Landing J. Taxt back to flight line with as 1sttie ust of brakes as possible because of the fact that braking requires considerably more throt- tle and wears the tires excessively. kK, Cross-wind Landing, - Since the airplane sevischeswelentand hss a low wing loaaing, it fs well to exercise a little extra care in cross-wind Ianding. Drop the upwind wing tip suffieiently to overcome the drift effect, stopping turning tendencies caused by this lowered wing with enough pressure on the op~ posite rudder. This is, ineffect, amild slip. 17. Rnergency Take-off if Landing Is Not Com Since the throttle hae been left slightly open, the engine will be kept "clear" ana ready ror instant use should full-throttle be needed because of overshooting or undershooting the tela. 18. Stopping of gine. A. Never cut vhe ignition switch immediately after landing, as this tends to cool the en- gine too rapidly. B. Close fuel supply. G- Idle engine until the fuel runs out. This permits an even and slow cooling of parts. d. At reasonable intervals the Lgnition switch should be changed from one magneto system to the other in order to reduce the temperature of the spark plug insulators. Switching from one set of plugs to the other overcomes the tendency of the plug insulators to become in- candescent and to cause preignition when the switch is turned to the "OFF" position. Upon reaching the flight line the engine should be allowed to idle buta very short time upon the. RESTRICTEDRSSTRICTED set of plugs other than that used while taxying. ‘This procedure reduces the temperature of the hottest set of plugs before the switch is tured off. &, As soon as the engine stops, turnoff ig- niFion switch. £. Open throttle slowly, in omer to reduce any’ tendenoy tonard fire hazard due to. Leakage of gasoline stom the carburetors IMPORTANT: By following the above cool- Thg-off procedure, possibility, of "after-firing" 1s greatly reduced. The cylinder walls and pistons are also left in a well-lubricated condition, because the ofl on them has cooled and’does not drain off as readily as it does when an engine 1s stopped while at high operating temperatures, It 1s equally as important as the warm-up procedure in starting a cold engine. ‘The subsequent warm-up is appreciably shortened and, because of the piston and cylinder wall lubrication remaining, the danger of loss of lubri- cation caused by overpriming 32 consid- erably reduced. 19. Gheck Before Leaving the Cockpit. &. Be sure the following are "OFF," (2) Puen, (2) Tnrotere (3) Ignition sith. T. 0. No. 01-10DA-2 (4) Carburetor air heater (5) cabin heat (6) Communication equipment (model L-hA only) b, Leave cushions and belts in order. &. There are no parking brakes. Therefore arrange for tying down and/or chocking the wheels. a. Note, preparatory to reporting, defects when developed in airplane during flight. 20. Manouvers Prohibited, It 1s not a matter of eliminating any par- ticular maneuvers but of keeping in mind that the model L-lA and L-hB are light airplanes and should not be overtaxed as far as load factors are concerned. These airplanes are provided with an excess of control area in order to allow more complete handling at low speeds, thus avoiding accidents. However, this featuré also enables the pilot to overcontrol, at high speeds when performing aerobatics. A skillful pilot executes all maneuvers smoothly and avoids high speeds. ‘The air speed should be kept below 90 mph and for snap rolls below 70 mph. when ‘maneuvering, make the load as Light ‘as possible. Many stunts can be per- formed with safety with a light load which would be decidedly dangerous with a full load or overload. Do not make banks over 70 degrees. Do not let’ the airplane make "tail slides.® RESTRICTEDP.O. No. O1-2h0DA-1 SEOMON ITT "LIGHT OPERATION DATA This section contains the flight information 2. Weight and Balance Chart. charts and diagrams of value to the pilot. ‘These ares 3. Specific Engine Plight Chart. 1. Weight and Balance Diagram (figure 21). kj. Take-off, Climb, and Landing Chart, = a hs] | a (8) bar | paTun 3] BODY GRouP 135 | 95 61 Figure 21 ~ Weight and, Balance Diagram for the Models I-lA and L-lB sas RESTRICTEDRESTRICTED 7. 0, No. 01-21)0pA-1 WEIGHT & BALANCE CHART FIKED GUN INSTALLATION i: (XK) —— cae — FIRED CANNON INSTALLATION(S): ( X) FLEXIBLE GUN INSTALLATIONS): X)— FLEXIOLE CANNON INSTALLATIONS): CX) ue EQUIPMENT: navicaTION __K ce PHOTOGRAPHIC PYROTEGNICS «rtares erc)_X us AIRPLANE MooELS BALANCE (6.6) Limits tea z counstio eeacint unc. TAKE-OFF 16-8510 36 LANDING 16485, r0 36» [rounos: WEIGHT EMPTY, tincivoine i |Wood propeller, 2-way radio, electric systen, 1 740 crew 2 ADEE Sone nnscwres) M0 oe Olt tose a 348 TAGTIGAL WEIGHT EMPTY cco 27 muses ALTERNATE LOADING (Pounos) ALTERNATE ITEMS EXTRA TANK (3) INSTALLATION Hone. EXTRA O1L us neouine BOMB INSTALLATION isy: wwrenmar ( ‘ on ( Dexrennat Veereawat — Kone INSTALLATION TORPEDO AMMUNITION! Kone PASSENGERS wacom FUEL. FUEL (6cepen us cL. - 728 PER mena, GALL USOAL (nm en a Ley] 72 72 GROSS WEIGHT MoE! % mae. -O-6linenes 28% BALANCE Un PERCENT WAG) 1160 ak - RESTRICTEDRESTRICTED 2. 0. WEIGHT & BALANCE CHART AIRPLANE MODELS BALANCE (6.6) LimiTS sauostioN Peaceat ac. TAKE-OFF — [6-8 yo 36 4 LANDING — IG-B oro 38 BASIC LOAD ITEMS Paunos WEIeHT EMPTY, uncivome ( Wood propeller, fixed antenna, fire extinguisher 693 FED GUN INSTALLATION ss (1) ene we FixeD canon InstarLamiontsy (X) ww FlexieLe GUN INSTALLATION Ky — ex a “ FLEXIBLE CANNON INSTALLATIONS): ¢ X_ a cal EQUIPMENT! - NAVIGATION Xoo puorosraPHic Xie. Prmorecnics wanes exer Xun crew 2 ebRelGGBtione munscrvres) —3NO. Le OW Tus on. o899.ur cnt) Be 395 TACTICAL WEIGHT EMPTY ico akc.) ALTERNATE LOADING (PouNos) ALTERNATE ITEMS. wou Poet FUEL ceveren 5 cat, = 72U0. rem mpemAL CALLUS CAL wren n 2 EXTRA TANK (5) INSTALLATION None EXTRA OIL cas nequineo = waximom ts simi one « (¢ —_a)] = BOMB INSTALLATION wr: wean, CD oo (externa to on CD exrenna we __.. None. = eae =| TORPEDO INSTALLATION None = eee AMMUNITION! zi None ROsieseOn seen PASSENGERS BAGGAGE wari None i a Portable Equipment = = i J 7 GROSS WEIGHT Wome: mA. On6lincnts 28% BALANCE um rencenr wa.c.d 1160 -15- REST CrEDa = “THORS SHOTIGNOS INA TULOUT THE HATA GGMVIGD ST USAC AORTA HOW TW IVE ST SOM TSW GIOAY OL SNOILIONOO Tw ONISINUD WOAWINIA pe NOLLAWPSNOD| 91410345 WOWININ “IW 1d 7 1eAe7, WOIXVN oss ese fez |uce| x x fal eet | oh |e | 0008 | twoNRS Ty ia gre | ath 1997 0s 0012 ‘SMONNILNOD oss | sz x x x sg x WONIXYH oe WNWIXVA 4ON39Y3W3 tv 1s si oss faez | cm] ors} x x x ooez | 440-3¥VL Tsainwin)| Je] Dele A INOILISOd] MOT3E 5 : 'NOILIGNOD ‘SMUVNSY NOlLvunG! Wal “TAD “WOIOHLNOD | Y3MO18 3 wae Wn] AOAIKYA [MOA “TansiBuALx 1m | OT 36] 8) AVOLLRD| 3 SONLIVESeO 7 BNW190 134 1BdAL BBOUVHOURENS| ———OS7OE (M)—~OBOR_—(S): OVO 10 09 x ONITGI ‘MH/LO'SN x -H/Ld AW! 3 epAy x WOWININ [uH/LOSN—X"SH/Ld aN X__XVW TWOINONOD3,, 70 x WAWNIXVA "YH/LO'SN “ETO UV/1d dWITZ"0 _,SNONNILNOD XVW,, ‘Oh avs Of ays x a3uis3a0 NOWENTENOD WO STaVROTTY §=—_ROTTIGNOS a bere NOLLaWASNOO PBR _.wr ea ae : ani ‘BYOSSIud Noltlanoo oesz Wau ONIAIG ST8ISSINUSd XV "3nd Sse POLI l 0 LHOMNS Gt=1 pu VAT i ST3GOW 3NISN3 SNION] O1dIDSdS “STR00N 3NVTdulV RESTRICTED - 16 =5 SORA TEVIOEAT CEST OTE OTE ose | soo | os CREE | EO TOT | eae | ee PE aS ere ‘owove [oraisex|_ounowe [uvavseu] owrouo|uvavso. | annous [arava au| ounavo [wavs ou] onnowo|wsv.o1| ovnovolwws aes] ownows [wesvscu poo (so NI) ‘1 000°C 1¥| 73A37 V3S lv] 1#000'9 1¥| 14 000% av| T3AST VSS 1¥ | 14 000° IV] 43 000% Iv] TaAgT vas Iv] ‘S'¥1] 1HOI3H iszal_ sso CEP OELY 005_1u0 wuld ‘Zovauns _Aw0_GuvH, (23) JONVLSIGONIGNVT ‘SORVAOTV 350-Shvi Gh 4n-NUVA SSOTTON aNd SUMAVUDAWEL IV S5UIT2E)9.0 SAORY (GOS) D.01 HOV WOK TE — SH Tip dasayis SevauoM “SION aus 2ven09 aus vanoo ww si] ene 7auuBa ww st| exe | ss || avanoo || ost ‘aoweno [sang Lam Las] eh Saar [San] a4] [Sdn] sme bras] B88 [sane | oma | 4] ste amas] sina] te 0 | Tod vwanove [vas avis Tei ea BOF ATF] 40 zai] ssowo Daenra=a-===8 wa 0OEy 30 SAOSIN nw] viva @Wino DOEE _3EA ENOISSIN IvaNCD STM Hae SET WOH SLIMY SONS TEeZE)5 0 SADGW(G.08)5=01 HOWS WOa EOI SONVISIO SSVIUOM SION oF i oz ° oF oz ° oF oss | sex | ove | ser | oz ose | ove | cee | ose || o | oot jet¥sds | onrave [ovses | ounuo [vr¥5es | oncewo fuvsss-61| ontavo [orS8s6s] otto [arisssi] otfouel|wrsrs Gs] owve [yrs G1] onnove ware ea] annoys} (387 wp 114.0009 av | 14 000's av | 13437 vas av] 44 000% 1v | 14 000'r av] aAsT vas uv || 1 00O'S4v] 13 ooo'e Aw] vangT vas Jv 4Ho13m AVANTE SOvIUNS 140s AVANT aun — 0S AvANAY S3OvsunS OuVH sous. ie (terete terrae tarae: (ue) SONVISIO SJO-3WVL Bi | ees erro q s ‘eO1RT ~~~ oe ene OOO 7 E LYVHS ONIGNYT 8 SWI19 “440~- SVL - 4 ‘S7300W SNTONS SHOWN RESTRICTED siteRESTRICTED P.O. No. 01-2)0DA-2 SECTION IV OPERATIONAL AND ELECTRICAL EQUIP! 1. Qonzuntcetion Equipment and Operation. a, The Communication Equipment. (2) Radio recetver is mounted on the upper left side of cockpit near wing root, tilted for operator's convenience. (See figures 11 ang 22.) It contains a jack for the headphones (2) Transmitter system includes: (a) Radio tranomitter hich ie mounted on'topof desk at rear of sockpit, (See figures 1, 3, 1k, and 22.) Its fuse protects all radio equipment. (p) Transmitter remote control panel, which IS mounted on the upper left side of cockpit aft of the receiver. (See figures 11 and 22s) Microphone can be plugzed into its Jack of the jack on the transmitter. (c) To cards, the transmitter tuning chart aha operating instructions, in holders fastened on observer's desk beside transmitter. (See figure 1h.) (3) antenna system include: (a) Drag unit, at the top of rudder. (see i8ares 5 ana 22.) (2) Antenna reel, at the upper left side of cockpit aft of transmitter remote control panel. (See figures 1, 11, and 22.) (g) Bntrence fair-lead, from reel to ex= terior of cockpit. (See figures 3, 11, and 22.) (a) Retracteble trailing antenna wire, from reel to drag unit, with a fully extended length of 125 feet. (See figures 3, 11, and 22.) Be Operation. (1) Te above untts comprise the complete aircraft communication installation for com- munication from the aircraft to ground stations or to other atreraft. The equipment is sinple and direct in operation. (2) When the antenna ts reeled in, st con= stitutes a fixed antenna. rank clockwise, in flight only, to play out antenna. Observe transmitter tuning chart to determine number of tums required for frequency in use. (See figure 1h.) (5) caurtons (a) The transmitter must not be operated in a hangar, while the airplane 1s being fueled, or near fuel supplies. (2) Yo avoid the posssbi1ity of the mi- crophone cord becoming entangled with the alr= plane controls, make sure the microphone is Fits: (tode1_ EA On2z) hung upon the hook when not in actual use. (e) Be sure that the antenna is clear of any Birplane or structure waten might act @s a ground when testing the radio sefore flichts - (a) Be sure to reel in antenna wire be- fore landing. (hk) The steps of recommended operation may be found on the card beside the transmitter. ‘They are as follows (a) Paug headphones and microphone in re- spective jacks. (>) Throw airplane's master battery suiteh to "on™ position. (c) Tum recetver on by rotating volume control clockwise. (a) Set VAR.-CRYSTAL switch to variable tuning. Crystal tuning is available only when crystals are used in receiver. (g) Tune receiver carefully to desired signal.” The use of CW (telegraph) position is veryhelpful in spotting desired signal when waiting for desired signal to appear. (£) For OW reception throw GW-PHONE switch to OW; for phone reception throw CH-PHONE ewiteh to PHONE. (g) To operate transmitter throw ON-OFF switch on either remote control panel or trans- nitter to "ON" position. Jewel lights on remote control panel and transmitter panel. showla flow inafeating that transmitter is on. Fe- ceiver must be on before transmitter can be tumaed on. (h) Allow 30 seconds for filaments to warm up. (4) Set controls on transmitter and an-~ tenna léngth for desired frequency and selected operation as indicated on TUNING CHART. (1) Press microphone button and talk @irectly into front of mierophone with lps Just touching mouthpiece, (x) 20 tum transmitter off, reverse above procedure. Recetver and transmitter ean both be turned off by means of receiver voltme control. (2) Master battery awiteh mst always be turned Off before leaving airplane. NOTE: Antenna current mst always reg- Tster on meter when tranemittang. Failure to do so may be caused by Improper ad= justments, especially with transmitter RESTRICTEDRBS?RI io. O1-140DA-2 UHING control being set too sharp (too A121 show wamber side}. Alsays is fully mich gives highest ter other controls tely half scale if battery cha @. Master sxitch ("OFF" backward and "ox" are set according to tuning chart. For fortarc) 1s located to the right in the rear further information, see instruction of front seat oa floor board. (See figures book. 6andi6.) ‘This switch controls the electrical supply from the battery. It does not control 2. Electrical Equipment the magnetos. Keep "OFF" when radio equipment is not in aciual use. Six-volt battery, In metal case, 1s lo- Ted on the center of, the floor fotwrd of + Generator switch Ls mounted on same brack~ cockpit. (See figure 16.) et With master swite’ 6 ana 16.) Observe placard 1 b. Master fuses,and spares, 25 amperes, are side junction box. on the battery box. NOTICE: Be sure senerator control switch ‘tteryscondition indicator is at the ex= ‘reads "OFF" when operating below erutsing rt on instrament panel board. (See speed (70mph) or when standing on ground re 8.) Switch on generator 1f instrument indicates battery {s below normal. Switch off f£, Generator, wind driven, is located di~ generator if battery 1s above normal. when reetly below the fuselage on cabane vee of operating with generator off, the indicator landing gear. (See figures 1 and 3.) {> DRAG UNIT ENTRANCE SIDETONE LEAD TO RECEIVER MI-5884A CABLE GROUND TO AIRCRAFT STRUCTURE To MASTER SWITCH BOX -19 RESTRICTEDRESTRICTED American Atrerart Atreraft, heavier-than- air, or aerodyne Aindrome, air field, or aazport ASrplane antenna Battery, storage cabane carburetar chord Controls, air, or cable controls 7. 0, No. 01-1h0DA-2 APPENDIX 1 rom master glossary British Equivalent Arerart, Aerodyne Aerodrome Aeroplane Aerial Accumulator or storage battery Cabane or pylon carburettor or carburetter Chord line Flying controls asag UNITED STATES-BRITISH GLOSSARY OF NOMENCLATURE trace Definition Any weight-carrying device designed to be supported by the air, either by buoyancy oF by dynamic action. In Britain used only a3 a collective plural, and in the United States "as either a sin- gular or a collective plural. A genertc term for air- craft which derive their lift in flight chiefly from aerodynamte forces. A definite and limited area of ground or water intended to be used in connection with the arrival, departure, and servicing of aircraft, A mechanically driven aireraft, heavier than air, fitted with fixed wings, and supported by the dynamic action of the air, Note: Curtiss Aeroplane Division ts correct in the United States. A conductor consisting of a wire or wires supported in the air for directly transmitting or receiving electric waves. A battery of leakproof design which will not discharge its liguid con— tents during violent maneuvers, A pyramidal arrangement of struts on an airplan A mechanical device for mixing Tigquid fuel and air in the proper pro- portions to form a com- vustible mixture, ‘The straight line’ through the centers of curvature of the leading and traii— ing edges of an airfoil section, ‘The means employed to operate the control sur faces. RESTRICTEDRESTRICTED Anorican course Course or track Course made good or true Cowling (cockpit) or cockpit enclosure Distance, take-off Drift (to) Dump or jettison Efftetency, propeller Engine Bxit Field, Lending Filter, screen, or strainer (ot) Filter, air Flow, streamline Flying, blind, or instrument flying Gage, fuel, or fuel gage 1. 0. No. 01-2)0DA-1 British Bguivalent rack-angle Track ‘True track-angle Cockpit enclosure ‘Take-off run, Drift-angle (to) Jettison, slip, or dump Net efficiency Aero-engine Egress or exit Landing ground Filter Air cleaner Streamline motion Instrument flying Fuel-contents gauge or fuel level indicator - ane Definition ‘The direction over the surface of the earth, with respect to true north, that an aircraft is flown, ‘The projection of the path of the center of gravity of an aircraft onto the earth's surface. ‘The true direction the aircraft bears from the point of departure. A removable covering around and over a cockpit. The distance in which an airplane will finally break contact with land or water, starting from zero speed, ‘The angle between the heading and the track. To release material from an aireraft in danger of eing lost or wrecked. ‘The ratio of the thrust power to the input poner of @ propeller. An engine used to provide the motive power for an aircraft. A passage out of a place. A field of such a size and nature as to permit of alrorart lending and taking off in safety. A porous material or a unit through which engine of] 1s passed to cleanse and strain it. A porous, usually of2 Soaked material through which air ts passed to remove dust and sand. ‘The steady motion of a fluid past an obstacle when the paths of ail particles contain neither abrupt changes in direc- tion nor closed curves. The act of flying an air- craft solely by instru- mente. A gage for indicating the quantity of fuel in a fuel tank, RESTRICTED