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By Lone_Sentry_Admin, on November 23rd, 2011%
Instructions for crash landing procedures for the Douglas A-26 Invader from the Pilot Training Manual for the A-26 Invader, Headquarters, AAF, Office of Flying Safety.
CRASH LANDING
Pilot
1. Call crew. “Prepare for crash landing.” (Have crew acknowledge.)
2. Switch on emergency IFF radio transmitter.
3. Release parachute by unbuckling.
4. Tighten safety belt and lock shoulder harness.
5. Salvo bombs. Close bomb bay doors.
6. Make a normal approach. Use up to 3/4 flaps. Always make a wheels-up landing.
7. Slide seat back but still keep rudder control. (Place cushion between chest and control column.)
8. Call rear gunner and warn of “final impact.”
9. Have bombardier pull emergency lever to release cockpit hatch when airplane is just off the ground.
10. Mixture controls to IDLE CUT-OFF.
11. Turn battery and master ignition switches to OFF.
12. Tank selector valves to OFF.
13. Exit through upper hatch opening. Continue reading A-26 Crash Landing Procedure
By Lone_Sentry_Admin, on January 30th, 2011%
Associated Press has published an interview with Mayhew “Bo” Foster, the U.S. pilot who flew Nazi leader Hermann Goering to the 7th Army’s headquarters for interrogation in a Piper artillery spotter plane: Pilot Recalls Nazi Leader’s Capture.
It was May 9, 1945, the day after World War II ended in Europe. Goering, Foster and officers from the Army’s 36th Infantry Division gathered on an airstrip outside Kitzbuhel, Austria, to transport the war prisoner back to Germany in a two-man reconnaissance plane….
Goering, 52, had surrendered to the U.S. Army’s 36th Infantry Division the day before, and was now being delivered to Foster for transport….
The main problem, Foster said, was getting the two of them off the ground. Goering weighed 300-plus pounds, and the nimble, lightweight Piper L4 that Foster piloted in his artillery spotting missions wouldn’t support both him and Goering.
They’d have to upgrade to an L5, a slightly larger aircraft Foster hadn’t flown in years….
There was just a single jeep at the airstrip to meet the arriving flight. Foster rode with Goering to the gates of the 7th Army Headquarters and formally turned him over to the intelligence officer without ceremony.
By Lone_Sentry_Admin, on December 5th, 2010%
Instructions on pilot gunnery in the Douglas A-26 Invader from Pilot Training Manual for the A-26 Invader, Headquarters, AAF, Office of Flying Safety.
No other plane in the Army packs the forward firepower of the A-26. It is designed, among other uses, for low-level attack and strafing. You must know the location of all your gun switches, how to load your guns, and the principle of air-to-ground gunnery.
All the guns must be loaded and charged while on the ground. Under most circumstances, you don’t have to do this yourself, but the time may come when knowing how to load your gun will save your life. See your armament officer for this information.
When you charge your guns, be certain that the airplane is pointed where there is absolutely no danger of hitting anything or anyone in case of an accidental firing (preferably a gun abutment).
Continue reading A-26 Invader Gunnery
By Lone_Sentry_Admin, on November 12th, 2010%
Aircraft fire fighting procedures from Pilots’ Information File, U.S. Army Air Forces, 1944:
KNOW THE HAZARDS OF FIRE IN AIRCRAFT—BE FAMILIAR WITH THE PROCEDURE FOR FIGHTING FIRES ON THE GROUND AND IN FLIGHT
IN FLIGHT
Use all fire extinguishers applicable and follow proper procedure at once.
Prepare for emergency. Warn every man on the airplane to attach his parachute and to move to his proper position for bailout.
Determine whether a landing will be attempted or the airplane abandoned.
If airplane is to be abandoned, climb to a safe altitude, if possible, then give the order to bail out.
Engine Fires At the first sign of a fire, if conditions permit, use the following procedure on the affected engine:
With built-in carbon dioxide system:1. Cowling flaps “OPEN”.
2. Shut fuel “OFF”.
3. Feather propeller.
4. Turn ignition “OFF”.
5. Set extinguisher selector valve.
6. Release carbon dioxide charge.
7. Do not start engine again.
8. Land as soon as possible, determine cause of fire, and correct condition before continuing flight.
Without carbon dioxide system:1. Shut fuel “OFF”.
2. Turn ignition “OFF”.
3. Feather propeller.
4. Cowling flaps “CLOSED”.
5. Land as soon as possible, determine cause of fire, and correct condition before continuing flight. Fuel Tank and Amphibian Hull Fires If fuel tanks or hulls are equipped with built-in carbon dioxide system:1. Locate source of fire.
2. Set extinguisher selector valve.
3. Release carbon dioxide charge.
4. If fire is accessible, use hand equipment.
5. Land as soon as possible.
If not equipped with built-in carbon dioxide system:1. Locate source of fire.
2. If fire is accessible, use hand extinguishers.
3. If fire is on side of hull attempt to control flame by sideslipping away from fire.
4. Land as soon as possible.
Cabin Fires1. Close windows and ventilators.
2. Locate source of fire.
3. If electrical, cut power to affected part.
4. If fuel line is leaking, cut flow through line.
5. Use all extinguishers available. (Open windows and ventilators as soon as possible after flames are extinguished.)
6. Land as soon as possible and correct condition before continuing flight.
Wing Fires1. Turn all switches controlling electrical wing installations “OFF”.
2. Attempt to extinguish flame by sideslipping the airplane away from the fire, when possible.
3. Land as soon as possible and correct the condition before continuing flight.
Drop Tank Fires Airstream usually will extinguish fires involving all types of externally mounted drop tanks, without damage to wing structure. Drop the tanks only if fire persists. If your plane has a bomb bay type tank, drop immediately.
Flare Fires If flares in the racks ignite, release the flares at once. Pry them loose if they stick in the racks.
In case of fire, don’t open emergency hatches or bomb bay doors in the air, except for bailout. External fires may be drawn into the cabin. Drafts will cause cabin fires to flare up.
Open emergency hatches just before landing if fire makes a crash landing necessary, to permit escape or rescue without delay. 
See that a member of the ground or air crew stands by with adequate, portable fire extinguishing equipment while your engines are being started.
Starting an engine is a critical fire moment. Backfiring sometimes ignites excess priming fuel in the induction system. If a fire starts it may spread rapidly.
In case of fire while starting engines:1. Allow engine to continue running. Fire often is sucked through the engine and extinguished.
2. Signal crew to use portable fire fighting equipment at once.
3. Notify tower to rush crash equipment.
4. If fire persists, shut off the ignition and fuel supply.
5. Use the built-in CO2 system if you have one.
IN CASE OF FIRE ON THE GROUND, USE YOUR CO2 SYSTEM. THAT’S WHAT IT’S FOR!
LEARN THE LOCATION AND PROPER USE OF FIRE EXTINGUISHING EQUIPMENT INSTALLED IN YOUR AIRPLANE.
“Fyr Fyter”, hand-type fire extinguishers, having a carbon tetrachloride base, are found in most airplanes. Use this extinguisher primarily for fighting fires in the cockpit or cabin. It is unsuitable for extinguishing fires outside the fuselage during flight.
Aim at the base of the fire, remembering that your supply is limited and must be used effectively. The “Fyr Fyter” extinguisher in your plane has enough fluid to last for about one minute of continuous use. Its effective range is approximately 20 feet.
“CO2“, hand-type fire extinguishen, using carbon dioxide, also are found in large airplanes. Use this extinguisher for fighting fires inside the airplane.
The CO2 extinguisher has an effective range of only 3 feet. The charge will last only 15 to 30 seconds, according to size of the unit. So aim at the base of the fire and move in close, on the upwind side. Then pull the trigger release, directing the CO2 straight at the base of the fire. Move the discharge nozzle slowly across the flame area.
Know the location of all extinguishers, their limitations, and how to use them.
Both of these extinguishers are effective in combating fuel, electrical, and wood or fabric fires. CO2 is rapid, clean, and easy to use. However, because of the small quantity in the cartridge, it might not be final in action.
Built-in CO2 (carbon dioxide) systems are installed in some types of airplanes, so that engines, hulls of amphibians, gasoline tank compartments, or even cargo sections may be flooded with carbon dioxide gas in case of fire. First, set the extinguisher selector valve to direct the CO: charge to the desired location. Then pull the release handle. The operating controls are marked clearly to indicate their method of use.
Precautions
Stand back, but within effective range, when using the “Fyr Fyter”, carbon tetrachloride extinguisher. Open windows and ventilators after fire is extinguished. The fumes generated are poisonous. See a doctor as soon as you land if you have inhaled excessive amounts of the gas or have swallowed even a small quantity of the liquid.
Don’t touch any portion of the discharge nozzle of the CO2 extinguisher. The extremely cold temperature of the carbon dioxide may cause severe burns.
CREW FIRE DISCIPLINE
Be sure that your air and ground crews are instructed in fire fighting procedures and methods of fire prevention.
By Lone_Sentry_Admin, on November 3rd, 2010%
 U.S. Air Force Photo Captain Jack Shaw and the crew of B-24 “Tidewater Tillie” are congratulated after sinking a German submarine by Brig. General Larson, commanding General of the Antisubmarine Command in England. (U.S. Air Force Photo)
By Lone_Sentry_Admin, on October 25th, 2010%
Emergency exit routes of the TBM Avenger for both ditching and bailout in flight. The turret exit could not be used by the gunner to bail out during flight, because the gunner did not wear his parachute in flight. The gunner’s parachute was stored above the door in the bombardier’s compartment.
 Emergency Equipment and Exits Source: Pilot’s Handbook of Flight Operating Instructions, Navy Model TBM-3 Airplane, November 1945.
By Lone_Sentry_Admin, on October 24th, 2010%
The following bailout procedures are reproduced from the Pilot Training Manual for the Thunderbolt P-47N, Headquarters, Army Air Forces, September 1945.
Bailout Procedures
 1. Plane Under Control.
Gain altitude if it is necessary. Call Mayday (international distress signal) on channel designated for distress. Switch on emergency IFF. If time permits, contact controller and give pertinent information, such as altitude and course.
Jettison the canopy. Disconnect your shoulder harness, radio leads, oxygen tubing, and safety belt. Keep oxygen mask on to protect face from cold and fire. Pull up into a slow climb, bank the ship gently to the left, and go off the right wing. From this side the slip-stream will aid in clearing the tail. If you prefer you may roll the plane on its back, release the safety belt, and fall out with the plane inverted. Keep your hand away from the ripcord release, as the slipstream will jerk your arm before you are clear of the plane.
When jettisoning the canopy, remember to duck your head.
 2. Plane Under Control but on Fire.
Follow the normal procedure but do not open the canopy until last possible moment in order to keep flames and smoke from being sucked into the cockpit.
3. Plane Out of Control Not on Fire.
Follow the normal plane under control procedure as far as possible, but never release your safety belt until you are ready to leave the plane as in most cases you will be pulled or thrown clear by suction or some other force.
 If altitude permits, wait until you slow down before pulling the ripcord.
4. Plane Out of Control and on Fire.
Follow the normal out of control procedure, remembering not to open the canopy until the last possible moment.
Review the instructions in PIF on what to do after leaving the plane.
By Lone_Sentry_Admin, on September 25th, 2010%
Emergency procedures for a forced landing at sea from the Pilot’s Manual for Boeing B-17 Flying Fortress:
FORCED DESCENT AT SEA
1. As complete evacuation of the airplane should not take over 30 seconds, preflight practice drills should be participated in by all crews who are to make a flight over water, or whose operations are generally over water.
2. A complete and careful inspection of emergency equipment should be made before each long over water flight. Check life rafts, emergency kit bags (provisions), and emergency radio equipment. The kit bags and radio are stored aft of the radio compartment.
3. When it becomes evident that the airplane is to be forced down at sea due to lack of fuel, or that an altitude of at least 1,000 feet cannot be maintained, the pilot gives warning over the interphone. WARNING! This command must, if possible, be given while the fuel supply is still sufficient for 15 minutes of flight. The chances for a successful landing are much greater, if power is used.
4. Each crew member will acknowledge the command over the interphone.
5. The bombardier after acknowledging the command, will jettison bombs, or bomb bay tanks if more than half full, and close the bomb bay doors. If there is not sufficient time to release the bombs and close the bomb bay doors, ascertain that the bombs are “SAFE” and leave the doors closed.
6. The navigator will determine the position and inform both the pilot and the radio operator. He will take with him the instruments necessary to make simple computation while on life rafts.
7. The radio operator will jettison the hatch cover. Then, when directed by the pilot, he will send an appropriate distress signal and position. After completing this duty, he will bring the emergency radio set into the radio compartment.
8. The side gunners will jettison the side guns as they make very dangerous battering rams. If there are no side gunners, this duty should be given to other crew members before flight.
9. A crew member appointed before flight will take the emergency kit bags to the radio compartment.
10. After completing his individual duties, each member goes to the radio compartment which is the crash station for all but the pilot and copilot.
11. The pilot will direct the copilot to cut the two inboard engines, if the two outboard engines are functioning satisfactorily, and to feather their propellers.
12. Both the pilot and the copilot will strap themselves in their seats. If the side windows are to be used as exits, slide windows open, then close, insuring freedom of operation. Leave them closed until after the impact. CAUTION! Place axe handy in event of jamming.
13. Be sure all emergency equipment is in the radio compartment. Throw overboard any equipment that might come loose.
14. Remove cushions from seats for head protection and take crash positions. Do not take a position in the center of the compartment as ball turret upper structure makes this unsafe. Brace head against solid structure, if possible. Do not leave these positions until plane has come to rest as there will probably be more than one shock.
15. All members should have life vests on, parachutes removed, and should have on all extra clothing to be worn on rafts. At night, turn off all bright internal lights and use only the amber lamps.
16. The pilot should attempt to set the airplane down in a trough, which is usually cross wind. The two outboard engines are used for control and to flatten the approach. The landing gear should be up, the flaps lowered medium, and the ignition switches cut a foot or so above the water.
17. The water should be touched at about 90 mph. Come in as level as possible.
18. As soon as the airplane has come to rest the predesignated member will pull the life raft handles.
By Lone_Sentry_Admin, on September 24th, 2010%
How to Fly the P-47: Pilot Familiarization
War Department Training Film 107-A
How to Fly the P-47: Ground Handling, Take-Off, Normal Flight and Landing
War Department Training Film 107-B
How to Fly the P-47: High Altitude Flight and Aerobatics
War Department Training Film 107-C
By Lone_Sentry_Admin, on August 30th, 2010%
Don’t roll or loop your B-17 bomber. Important pilot restrictions for the B-17 Flying Fortress from the Pilot’s Manual for Boeing B-17 Flying Fortress:
- DON’T lower flaps at speeds in excess of 147 mph!
- DON’T dive in excess of 270 mph (with modified elevators).
- WARNING: Some airplanes are restricted to 220-mph maximum diving speed, pending modification of the elevators. See warning placard in airplane.
- DON’T exceed 46 inches Hg manifold pressure!
- DON’T exceed 30 inches Hg below 2100 rpm!
- DON’T stall the airplane! (except for training purposes.)
- DON’T spin!
- DON’T roll!
- DON’T loop!
- DON’T attempt inverted flight!
- DON’T fly the airplane at maximum gross weight (64,500 pounds) UNLESS auxiliary wing tanks are full!
- CAUTION: All power settings given in this section are for use with 100 octane fuel only. See appendix III for restrictions to be observed when using 91 octane fuel.
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The Pacific (HBO Miniseries)
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