The following comments from the commander of the U.S. 5th Armored Division on the proper use of ground recognition signals were published in “Antiaircraft Artillery Notes,” No. 5, November 22, 1944.
Subject: Use of Ground Recognition Signals
Source: AA Section, Headquarters Twelfth Army Group
The following extract is taken from AAA Situation Report No. 98, First US Army:
* * * *
“a. The following is quoted from a letter received at this headquarters from the Commanding General, 5th Armored Division:
“‘1. At approximately 1630, 2 November 1944, nine to twelve P-38s approached the CP of the 47th Armored Field Artillery Battalion located in a group of buildings about fifty (50) yards south of paved highway one mile southeast of ROETGEN (K-919273). After circling the CP twice, the three lead planes broke out of the circle and flew off in the direction of ROETGEN. The next three planes made a diving attack of the CP, dropping six bombs. ******* The 440th AAA thereupon fired six recognition flares, at which the remaining planes pulled out of dive without dropping bombs and dipped their wings and left the area.*******
“‘3 ******* AA did not fire on planes, other than recognition flares.’
“b. The AAA complied strictly with standing instructions, by firing flares and withholding fire of their weapons. The friendly A/C, recognizing the signal and the lack of fire from the ground, immediately ceased the attack. This exemplifies the manner in which such incidents must be handled.”
Two new WWII aircraft decal sets from Iliad Design have been announced: 1/32nd-Scale: 7./JG 53 Bf 109G-6 “Cartoon Aircraft” and 1/72nd-Scale: Early P-40s & Tomahawks.
A-26 Invader armor diagram, from: Pilot’s Handbook for Army Models A-26B and A-26C Airplanes, AN 01-40AJ-1, August 1945, revised January 1946.
P-47N pilot’s preflight check, from: Pilot Training Manual for the Thunderbolt P-47N, Headquarters, AAF Manual 51-127-4, Army Air Forces, Washington, D.C., September 1945.
Pilot’s Preflight Check
The preflight check starts before you reach your airplane. Survey the proposed taxiing route for any possible future obstruction, such as a fuel truck about to move. Study the ramp area for stray equipment or rubbish and rags that might be blown into the airscoop or tail assembly by prop blast.
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Valiant Wings Publishing has announced the sixth volume in their Airframe Album series: Airframe Album No. 6: The Focke-Wulf Fw 189 Uhu, A Detailed Guide to the Luftwaffe’s Flying Eye by Richard A. Franks. According to the publisher, the book will include numerous historical photographs; detail pictures; detailed study of the structure, equipment and armament; isometric views by Wojciech Sankowski of prototype and production airframes; color profiles and camouflage details by Richard J. Caruana; and lists of all model kits, accessories and decals in all scales. List price is £16.95.
P-61 Black Widow cockpit instrument diagrams from the Pilot Training Manual for the Black Widow, P-61, Office of Assistant Chief of Air Staff Training, Headquarters AAF, Washington, D.C.
Controls, Switches, Instruments (Front Panel)
|1. Remote compass
2. Airspeed indicator
3. Rate of climb indicator
5. Turn and bank indicator
6. Gyro horizon
7. Dials of automatic pilot
8. Pilot’s gunsight
|9. Manifold pressure indicator
10. Oil temperature indicator
11. Oil pressure indicator
12. Carburetor air temperature indicator
13. Lower cowl flaps control valves
14. Upper cowl flaps control valve
17. Cylinder head temperature indicator
18. Fuel pressure indicator
19. Wheel and flap position indicator
20. Fuel gage
21. Oil cooler flap indicator
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Introduction to the Consolidated B-32 Dominator heavy bomber from the training manual: Airplane Commander Training Manual for the B-32 Dominator, AAF Manual 51-126-7, Headquarters Army Air Forces, 1945.
The B-32’s Past
The history of your B-32 Dominator starts in 1940, when the Army accepted Boeing, Martin and Consolidated Vultee designs for VHB aircraft. Martin designs were not completed, but the end results of those Boeing and Convair plans are the present B-29 and B-32 airplanes. Between the first 32 design and the airplane you’re flying today, however, is a long succession of changes.
The originally planned XB-32 was an airplane with several similarities to the present Superfortress. It had pressurization and remotely controlled turrets. It also had a double tail, wing guns and cannon, and other features which it doesn’t have today. The Army decided not to put all its eggs in one basket, but to have at first only one airplane with the new features of the 29, and to duplicate its purpose in another model of more conventional design.
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|A new Kagero book release for November 2014 has been announced by Kagero Publishing: Monographs No. 58: Kawasaki Ki-61 Hien/Ki-100 by Leszek A. Wieliczko. The book contains 116 pages, 18 painting schemes, 105 archive photos, 19 pages A4 sheet of scale drawings, and two double A2 sheet with drawings.|
Diagram of the upper turret fire interruption angles for the A-26, from: Pilot’s Handbook for Army Models A-26B and A-26C Airplanes, AN 01-40AJ-1, August 1945, revised January 1946.
This illustration shows the gunfire intercepting areas and the margins of interruption (approximately) and indicates the limits of gunfire from the upper turret for efficient use of the guns by flight personnel.
Instructions for short-field takeoffs in the P-61 Black Widow reproduced from: Pilot Training Manual for the Black Widow, P-61, Office of Assistant Chief of Air Staff Training, Headquarters AAF, Washington, D.C.
Suppose you are on a field pitted with bomb holes. You must get off the ground as soon as possible. However, we’ll assume there are no obstacles to clear. Therefore, you do not have to pick up altitude quickly.
1. Make the usual pre-takeoff check.
2. Lower your wing flaps 2/3.
3. Line up for takeoff as close to the end of the runway as possible.
4. Run the engines to full takeoff manifold pressure (54″ Hg.) against the brakes.
5. Release the brakes and start your run, but keep the nosewheel on the ground as long as you can while picking up speed.
6. Pull the nosewheel off the ground and take off as soon as you have reached flying speed (75 mph at 29,000 lbs. gross weight). Then, raise the wheels and level off to attain critical single engine speed before climbing.
In short-field takeoffs, you may use your water injection system to increase the engines’ horsepower and help you get off sooner.
TAKEOFFS OVER OBSTACLES
Fields bordered by obstacles generally are also short. To take off under these conditions, follow the procedure of a short-field takeoff, with the following exceptions:
1. Take off at the last possible moment.
2. After getting off the ground, raise your wheels and climb steeply until you have cleared the obstacle. Then level off to gain speed.