Lockheed P-38 Lightning Manual
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Dedicated to Laura, Jamie, Jaan, Zack, Stephen & family, and a special thank you to my family for all
the love and support. God Bless.
P-38 PILOT OPERATING INSTRUCTIONS- Page 1 -
PILOT OPERATING INSTRUCTIONS (Page 1 of 16 pages)
1. FLIGHT RESTRICTIONS
(1) Deleted.
(2) Continuous.inverted flight.
(3) Airspeed or accelerations in excess of those given on the DIVE LIMITS (No. la. see diagram
which is posted in the cockpit of each airplane). Do not exceed 3.5 Ga negative acceleration.
CAUTION:
Extreme care must be given during acrobatic maneuvers which require a downward recovery.
Acrobatics should not be attempted at altitudes below 10,000 feet.
(b) AIRSPEED LIMITATIONS
Condition Max. allowable airspeed (I.A.S.)
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DIVING ...................................................... See Diagram Ia. (Fig. 25)
P-38 PILOT OPERATING INSTRUCTIONS- Page 1 -
Landing EXTENDED;.................................... 175 mph
Flaps 100% EXTENDED.............................. 150 mph
Flaps 50% EXTENDED ................................ 250 mph
Landing Light EXTENDED ........................... 140 mph
300-gal. drop tanks installed............................250 mph
WARNING:
Dangerous instability exists when the center of gravity is aft of 32% mac (32% gear up
corresponds to 28.5% gear down). Under these tail heavy conditions, full down elevator will be
required to prevent stalling the airplane if the airspeed is allowed to drop below 90 mph indicated
with flaps down, power on9and landing gear up.
NOTE: Tail heavy conditions may be relieved by lowering the landing gear.
2. ON ENTERING PILOT'S COMPARTMENT
a. CHECK FOR ALL FLIGHTS.
(1) Battery switch OFF if battery cart is used. ON if cart is not used.
(2) Cross-feed switch OFF. (Cross-feed switch is replaced by a cross-feed position of
the tank selector valves on later airplanes).
(3) Turn the tank selector valves to OUTER WING ON (or outer wing tank switches
ON)
Check operation of outer wing tank booster pumps by checking the fuel pressure.
b. Check the condition of the low level warning light bulbs by pushing the test button on the side
of the warning light box, or (on modified airplanes) press the bulbs into their sockets.
(4) Oxygen pressure 400 to 450 lbs/sq. in.
(5) Throttles 1/10 OPEN (3/4 inch)
(6) Propeller control INC RPM (Full forward)
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P-38 PILOT OPERATING INSTRUCTIONS- Page 2 -
PILOT OPERATING INSTRUCTIONS (Page 2 of 16 pages)
(9) Propeller circuit breakers (fig. 4--5) ON
(10) Propeller feathering switches (fig. 4-13) NORMAL
(11) Mixture (fig. 4-6) IDLE CUTOFF
(12) Oil cooler flap switches (fig. 5-17) AUTOMATIC
(13) Generator switch (fig. 5-17 or 8-11) ON
(14) Coolant flap overide switches (fig. 5-13)
(15) Intercooler flaps (fig. 5-12) OPEN (if installed)
(16) Gun-sight light (fig. 5-10) operating and seat adjusted so that the sight reflection is easily
visible.
(17) Inverter switch (fig. 5-9) (or compass switch on main switch box) ON
(18) Contactor heater ON if contactor is to be used during the flight
(19) Armament switch (on control column) OFF
(20) Fuel quantity (fig. 8-20 and 21) adequate. Check the fuel level in outer wing tanks by
pressing the low level test button (fig. 12-4), or (on modified airplanes), by operating the low
level test switch on the side of the warning light box).
(21) Turbo-supercharged warning lights functioning (if installed)
(22) Carburetor air filters (fig. 4-8) AS REQUIRED
NOTE: The use of carburetor air filters reduces the critical altitude and range of the
airplane and should be avoided in clear air.
(23) Clock and altimeter set
(24) SPECIAL CHECK FOR NIGHT FLYING - Test by operating
(I) Landing lights (fig. 5-7) (not more than 5 sec. for test)
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(2) Recognition lights (fig. 7-13) (not more than 10 secs. for test)
P-38 PILOT OPERATING INSTRUCTIONS- Page 2 -
(3) Cockpit lights (fig. 5-11)
(4) Fluorescent light (fig. 5-5)
(5) Position lights (fig. 5-6)
(6) Spot light (fig. 4-1)
FUEL MANAGEMENT (SYSTEM)
GENERAL:
On unmodified airplanes fuel is supplied to each engine by an engine driven fuel pump
and one master booster pump which draws fuel from either the main reserve ordropable
tank depending on the setting of the selector valve. (An additional booster pump for the
outer wing tank is installed on airplanes equipped with these tanks). On modified
airplanes, fuel is supplied to each engine by an engine driven fuel pump and an
individual booster pump for each tank. The dropable tanks on modified airplanes arc
also pressurized to five to seven pounds per square inch.
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PILOT OPERATING INSTRUCTIONS (Page 3 of 16 pages)
P-38 PILOT OPERATING INSTRUCTIONS- Page 3 -
Normal Use
(I)
Warm up taken off and fly for the first fifteen minutes on reserve tanks. This is to provide space in
the reserve tanks for the vapour return from the carburetors. Switch both engines to the left
dropable tank until almost dry then shift to right dropable tank until almost dry. Determine hourly
fuel consumption from the charts in Appendix II. Fuel gauges are not installed in the dropable
tanks. Do not drop external tanks unless for increase range or for combat. Use up the fuel in the
outer wing tanks (if inst) then use main tanks, and switch back to RESERVE for the remainder of
the flight.
WARNING:
Always check the fuel level in the tank before trying to operate the engine from that
tank. To check the level in the outer tank, press the low level test switch on the side of
the warning light box. It is not possible to check the fuel level in the dropable tanks.
(2)
On modified airplanes the booster pumps should be operated during take-off) and landing to
prevent engine failure which may result from engine-driven fuel pump failure. The booster pumps
should also be operated during flight whenever necessary to maintain the required 16 to 18 lb/sq.
in. fuel pressure. On modified airplanes the booster pump master switches should be on at all
times. The speed control switch should be in the EMERGENCY position during take-off and
landing to prevent engine failure which may result from engine-driven fuel pump failure. The
booster pumps should also be operated on EMERGENCY whenever necessary during flight to
maintain the desired fuel pressure of 16 to 18 lb/sq. in. The speed control switches have no effect
on the dropable tank booster pumps. On modified airplanes the booster pump switches merely
supply power to the booster pumps. The proper pump is turned on by contacts on the tank selector
valve.
NOTE: Never exceed 250 mph indicated with 300 gallon dropable tanks installed.
(3)
To release drop tanks:
(a) Raise flaps and landing year.
(b) Turn tank selector valves to MAIN, RESERVE or OUTER WING.
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(c) Move the arming switch to ARM or SAFE.
P-38 PILOT OPERATING INSTRUCTIONS- Page 3 -
(d) Turn the selector switches ON for tank(s) to be dropped.
(e) Press the release button when flying at an angle not greater than 30.degrees from the horizontal.
(f) Full fuel tanks may be dropped without danger at airspeeds up to 400 mph. Empty 150 gallon
tanks should be dropped only while flying at an airspeed of 160 mph or less. On late airplanes,
dropable tanks are equipped with displacement struts which increase the safe dropping speed to
350 mph.
WARNING:
EMPTY 300 GALLON TANKS ARE TO BE DROPPED ONLY IN AN
EMERGENCY as the tanks may hit the airplane when released. To drop the tanks, it
is necessary to slow the airplane down to 120 mph with landing gear and flaps up to
avoid serious damage.
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PILOT OPERATING INSTRUCTIONS (Page 4 of 16 pages)
b. LONG RANGE FERRY FLIGHT
Whenever flying with drop tanks, it is advisable to operate both engines from the LEFT
drop tank until empty and then operate both engines from the RIGHT droppable tank.
This procedure empties the left tank in the minimum time and, if necessary it can be
released sooner by operating each engine from its own individual tank.
c. CR0SS FEED OPERATION
On early airplanes the left and right fuel systems are connected by an electrically
operated "cross-feed" valve which makes it possible to operate either engine from any
tank, except the outer wing tank'. Late airplanes have a cross-feed position on the tank
selector valves. When prolonged single engine flight makes it necessary to use fuel from
the dead engine side, or when operating both engines from one droppable tank, operate
the fuel system as follows:
(a) Airplanes with four-way fuel tank selector valves.
I. Turn tank selector valve to the tank supply fuel.
2. Turn the cross-feed switch to CROSSFEED.
3. Turn other tank selector valve OFF.
(b) Airplanes with five-way tank selector valves.
I. Turn tank selector valve to the tank to supply fuel.
2. Turn other tank selector valve to CROSS-SECTI0N.
NOTE: It is not possible to cross-feed from the outer wing
tanks.
CAUTION:
Do not attempt to use the booster pumps on modified airplanes during cross-feed,
operation if there is a leak in the fuel lines to the dead engine. The booster pumps will
pressurize the fuel lines, forcing fuel out through the leak.
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3. STARTING ENGINES
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NOTE: Engine fire extinguishers are NOT installed in this airplane. Strict
adherence to the following instructions as to the mixture control positions will
reduce the possibility of fire. If fire does occur, move the mixture control to idle
cut off, and shut off tank selector valve, electric fuel pump and ignition to the
effected engine. See pilot's check list.
Check for normal fuel pressure 16 to 18 lb/sq. in. with electric fuel pumps OFF.
Check for idling pressure of 9 lb/sq. in.
Set prop selector switch to FIXED PITCH, with 2300 RPM, 35 in Hg.
(10) Check magnetos, max. normal drop, 100 RPM after shifting from both to either left or
right magneto.
With RPM at 2300
1. Check propeller control levers DEC. RPM then INC RPM (full forward)
2. Check propeller selector switches DEC. RPM then INC RPM, then return to AUTOMATIC
CONSTANT SPEED.
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P-38 PILOT OPERATING INSTRUCTIONS- Page 5 -
PILOT OPERATING INSTRUCTIONS (Page 5 of 16 pages)
3. With the generator switch ON, check the voltmeter .for approximately 28 volts and the
ammeter for charge. Leave the generator ON.
4. Move the inter-cooler flap controls to OPEN and check operation of the turbo-chargers. by
opening throttles individually to take-off power.
CAUTION:
Do not operate engines at take-off power for more than two or three seconds while on the
ground.
e. Tvpe A-4 Automatic Pilot
1. Check vacuum 433 to 513 Hg.
2. Check automatic-pilot oil pressure 125 lb/sq. In.
3. Check the artificial horizon unit uncaged.
4. Match the directional gyro cards on the directional gyro.
5. Turn the automatic pilot control valve ON.
6. Turn the course setting knob, the elevator trim control knob, and the aileron trim knob to check
operation of the units.
4. TURN AUTOMATIC PILOT CONTROL VALVE OFF BEFORE TAKE-OFF
a. Check the following: -
1. Top hatch - LOCKED IN PLACE. Side windows - cranked CLOSED. Side
window ratchets - ON.
NOTE: Open side windows will cause buffeting of the tail section.
2. Propeller levers INC RPM (Full-forward)
3. Propeller selector switches AUTO CONSTANT SPEED.
4. Mixture - AUTO RICH.
5. Tank selector valves RESERVE ON.
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6. Dive flaps UP.
P-38 PILOT OPERATING INSTRUCTIONS- Page 5 -
7. Wing flaps – UP wing flap lever CLOSED. Up to 1/2 flaps may be used for
short take-off run.
8. Flight controls free and proper movement.
NOTE: Look at the surfaces for this check to see that they move in
the right direction.
9. Aileron control booster ON.
10. Inter-cooler flaps OPEN (if installed)
11. Droppable tanks prepared for immediate dropping.
12. Electric fuel pumps - ON
13. Rudder, elevator and aileron tabs - ZERO.
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P-38 PILOT OPERATING INSTRUCTIONS- Page 6 -
PILOT OPERATING INSTRUCTIONS (Page 6 of 16 pages)
14. Taxi a few feet "straight" down the runway so that the nose wheel will be in
line when take-off power is applied. Maximum performance take-offs require
holding the airplane with brakes at the end of runway until power reaches the
desired setting. Because of the tricycle landing gear, there is no tendency for the
airplane to take-off by itself, and no feeling of lightness as take-off speed is
reached. Start to ease the column back at about 70 mph, then at 90 or 100 lift the
airplane in the air.
15. Hold brakes, open throttle to 46" hg. 3,000 RPM.
16. Release brakes, keep manifold pressure below 54" hg.
CAUTION:
Be prepared to reduce power immediately to prevent uncontrollable in case of
failure of one engine during take-off.
17. Landing gear UP as soon as practical after leaving ground.
NOTE: Retract the landing gear immediately after the airplane is off the ground so
that flight may be safely continued in the event of one engine failure after take-
off.
18. Reduce manifold pressure to 43" Hg. at 2,600 RPM after clearing obstacles.
5. ENGINE FAILURE DURING TAKE OFF
1. If one engine fails during take-off and the aircraft has left the ground, but before the safe
sing1e~engine airspeed (120 MPH) has been reached, close both throttles and LAND
STRAIGHT AHEAD. Retract the landing if it is not possible on the runway.
b. If one engine fails after reaching the safe airspeed of 120 MPH, and after the landing
gear has started up:
1. Reduce power enough to gain control, then apply power gradually, hold enough
rudder to prevent the airplane from skidding and level the airplane.
2. Turn OFF electric fuel pump of dead engine.
3. Circle the field and land, DO NOT make turns into the dead engine unless trim
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and speed have been established.
P-38 PILOT OPERATING INSTRUCTIONS- Page 6 -
6. CLIMB
a. Mixture AUTO RICH.
b. lntercooler flaps OPEN.
c. Refer to the take-off, climb and landing chart in Appendix II, for best climbing speed at sea
level is 160 mph.
d. On P-38H airplanes, carb. air temp.is critical in a high power climb between 15,000 and
25,000 feet. Above 25,000 feet turbo-supercharged overspeed is critical Excessive temps will
cause detonation and very rough engine operation resulting loss of power and probable engine
damage.
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P-38 PILOT OPERATING INSTRUCTIONS- Page 7 -
PILOT OPERATING INSTRUCTIONS (Page 7 of 16 pages)
e. The following maximum manifold pressures are to be used for "War
Emergency"
ONLY:
"Never exceed 60 in Hg. in a climb above 25,000 feet.
GENERAL FLYING CHARACTERISTICS
a. Due to the counter-rotating propellers, there is no noticeable torque effect in any two engine flying
with this airplane. Rudder and aileron trim tab settings do not require adjustment as a result of
changes in airspeed and power.
b. TO INCREASE POWER IN FLIGHT
1. Move throttles to the new manifold pressure.
2. Move propeller controls to the new RPM.
3. Move the throttles to the new manifold pressure.
c. TO DECREASE POWER IN FLIGHT
1. Move the throttles to the new manifold pressure.
2. Move prop controls to the new RPM.
3. Re-adjust the throttles
4. Move mixture controls to AUTO LEAN is permissible.
d. The turbo superchargers are controlled by the same levers which operate the throttles. Rated
supercharger speed is 24000 rpm allowable for five minutes and overspeed is 26400 rpm. The
warning lights start to flicker at 25,600 rpm and burn continuously at 26,400 rpm.
e. On P-38J aircraft the intercooler flap should be open for take-off and climbs and nearly closed at
all other times. Carburetor air temperature should not be allowed to exceed 45 degrees cent.
f. The airplane is stable at all normal speeds. The airplane becomes slightly nose heavy when the
flaps and landing gear are extended. Release of drop tanks causes no noticeable change. Two-engine
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cruising below 170 mph i.a.s. is not recommended because the airplane requires more attention and
ranges not increased.
P-38 PILOT OPERATING INSTRUCTIONS- Page 7 -
STALLS
a. With power off., the airplane stalls at the following air speeds and gross weights noted.
15,000 lbs 17,000 lbs 19.000 lbs
Flaps and landing gear up 94 mph 100 mph 105 mph
Flaps and landing gear DOWN 69 mph 74 mph 78 mph
b. As stalling speed is approached, the centre section stalls first with noticeable shaking of the
airplane, however the ailerons remain effective.
c. In either power ON or power OFF stalls with flaps and landing gear up the airplane rushes
straight forward in a well controlled stall. With flaps and landing gear down there appears to be
a slight tendency for one wing to drop. There is however
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P-38 PILOT OPERATING INSTRUCTIONS- Page 8 -
PILOT OPERATING INSTRUCTIONS (Page 8 of 16 pages)
c. (Cont’d)
no tendency to spin. Under these conditions, the nose drops slightly and as the speed increases,
the wing will come up.
d. On airplanes equipped with rocket installation the stall characteristics are the same.
SPINS
a. Spin Characteristics
The spin is fast, but recovery is prompt and easy if the proper technique is used.
b. Recovery
The airplane can be brought out of the spin any time by kicking full rudder against the spin for a
minimum of half a turn then easing forward the control column. The procedure is as follows:
1. Close throttles.
2. If flaps are down pull them up.
3. KICK FULL RUDDER AGAINST THE SPIN AS BRISKLY AS POSSIBLE, WAIT AT LEAST
HALF A TURN BEFORE ATTEMPTING TO PUSH THE WHEEL FORWARD. Recovery is
slower by one turn with flaps down. If the flaps are down or on their way up the rudder should be
held against the spin for at least one full turn before pushing the column forward.
4. After half a turn, with rudder full over the control wheel may be eased forward as the rotation
stops. Recovery can be accomplished in one-and-a-half turns under any condition except with flaps
down when two turns will be required. The airplane will come out of the spin in a vertical dive and
recovery from the dive should be made slowly in order to avoid a highspeed stall which may cause a
spin in the opposite direction. Any attempt to push the wheel forward before kicking full opposite
rudder will immediately increase the speed rotation and the acceleration to which the pilot is
subjected. If this is encountered pull the wheel full back and hold full rudder against the spin for a
minimum of half a turn. Then push the control column forward.
DIVE RECOVERY FLAPS
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The airplane without these flaps becomes very nose heavy and starts to buffet above diagram dive
speeds (Dia.2.). The dive recovery flaps which are installed under the wings between the booms and
tile ailerons restore the lift to this portion of the wing and thus cause the uncontrollable nose
heaviness to occur at a higher speed. The flaps also add some drag to the airplane which in
conjunction with the higher allowable dive speed permits safer dives at a much steeper diving angle.
The dive recovery flaps should be extended before starting the dive or immediately after the dive is
started before a buffeting speed has been reached. If the airplane is buffeting before the dive recovery
flaps are extended the buffeting will momentarily increase and then diminish. With these flaps
extended, the nose heaviness is definitely reduced but the diving speed should never be allowed to
exceed the placard by more than 15 or 20 mph. With the dive recovery flaps extended before entering
the dive, angles of dive up to 45 degrees may be safely accomplished. Without dive recovery flaps
extended the maximum angle for extending dives is 15 degrees. Diving characteristics are better with
power off than power on.
P-38 PILOT OPERATING INSTRUCTIONS- Page 8 -
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P-38 PILOT OPERATING INSTRUCTIONS- Page 9 -
PILOT OPERATING INSTRUCTIONS (Page 9 of 16 pages)
APPROACH AND LANDING
General
Extreme tail down landings possible only with flaps up, may cause the fins to strike the runway.
1. With the landing gear DOWN and the flaps at MANEUVER, START the approach at 120 i.a.s.
When the approach is assured put the flaps all the way down and come over the fence at 110 mph.
and flare off to about 80 mph and wait for contact.
2. If, for some reason the flaps cannot be lowered, land a little faster and allow for more flare off and
a flatter gliding angle.
b. NORMAL LANDING
1. Tank selector valves to MAIN or RESERVE whichever contains the most fuel.
2. Mixture control AUTO-RICH.
3. Propeller levers to about 2600 rpm position.
4. Electric fuel pumps ON.
4a Check landing gear warning horn switch for ON.
5. Landing gear DOWN (not over 175 mph).
6. Pump the brake pedals a few minutes to ensure that brakes are working.
7. Wing flaps DOWN (not over 150 mph).
NOTE: Lift the flap lever trigger through the quadrant notch to place lever to DOWN.
8. Inter-cooler flaps OPEN unless operating in extreme low temperatures.
9. Flaps UP after landing.
c. SINGLE APPROACH AND LANDING - CAUTION
Concentrate sharply on your approach because once you are fully extended the flaps and the landing
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gear or descended below 500 ft. you cannot again circle the field and you must make a landing. If
however the flaps are not fully extended and your elevation is still 500 feet or more and you want to
go around again, proceed as follows before beginning to circle.
P-38 PILOT OPERATING INSTRUCTIONS- Page 9 -
1. Apply as much power as can be held at the same time milk up retracting and landing gear
accelerate to at least 160mph and raise the flaps. Do not make turns into the dead engine unless trim
and speed have been established.
(Note from Stan Wood: It looks as though the original is wrong. It should be retract landing gear,
milk up flaps, accelerate to at least 160mph and raise the flaps. The original makes no sense. If you
pull flaps up all at once close to the ground there is a good chance of stalling into the ground.)
1. Turn aileron control booster OFF to conserve' hydraulic power for landing gear
and flap operation.
2. Start approach allowing 1,000 feet above field for each two miles away.
3. Extend landing gear at 160 mph.
NOTES: Allow more time for landing gear and flap extension when only one
engine Is operating.
4. Extend flaps to MANEUVER position at 140 mph.
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