AN 01-145LAA-1 FLIGHT HANDBOOK USAF SERIES L-16A AND L-16B AIRCRAFT PUMLSHED UNDER AUTHORITY OF THE SECRETARY OF THE AIR FORCE ‘AND THE CHIEF OF THE BUREAU OF ABFONAUTICS sr oare w49/ 18133 800 17 MARCH 1948 REVISED 15 JULY 1953AN O1-149LA4-1 Reproduction for non-military use of the information o* illustrations contained in this publication is not permitted without specific approval of the issuing service (BuAer or AMC). The policy for use of Classified Publications is established for the Air Force in AFR 205-1 and for the Navy in Navy Regulations, Article 1509. UST OF REVISED PAGES ISSUED ‘3RRT LATEST REVISED PAGES. DESTROY SUPERSEDED PAGES OTE: The paron of she sot cd he cwrnt sevnon i inicnd by ena tne ia the or mains of Date of tates: ‘Revision 15 July 1953 15 Joly 1083 “AS July 1953 1953 1953 “Toe aHeIN Indes pages revted, added oF dest by the cattee revinoe, ‘ADDITIONAL COPIES OF THES PUBLICATION MAY BF OBTAINED As FOLLOWS: USAF ACTIVITIES —In accordance wh Technica! Order No. 00.5.2 NAVY ACTIVITIIS—Gobmic requ t9 menses mppir poi Lat bulow, wlag form Navher 140; NASD, Phildehis, Pa: ‘NAS Alameda: Calif; NAS. Jecaonvile, Fay NAS, Noval: Vay NAS, Sen Dingn, Cally NAS, Sopra, Wash ASD, NSC. Gone er Han of allble material and Naval Acronantcs Pblicstons Index Nave 00-500 Revised 15 July 1953 te of diatationSECTION 1 AN OL-LUSLAA-1 TABLE OF CONTENTS PAGE DESCRIPTION OF AIRPLANE. 1 Lely 1-5 1th 1-1€A, Puel and Oil Specificst 117. Fuel System. 128. Brake Systom Controis.. 1-28, Electrical System. 1-30, Miscellaneous Equipment. Bower Diaat Controls, SECTION B27. Diving.. 220) ‘297A. Post Plight 288. Stopping The Engine Before Leaving ‘Phe Airpiane I EMERGENCY OPERATING INSTRUCTIONS, W V EXTREME WEATHER OPERATION: S-1, Cold Weatner Operations, 5-12, Hot Weather Operations.. APPENDIX I - Operating Cheris. ILLUSTRATIONS 1 2 3 8 3 4 4 4 NORMAL OPERATING INSTRUCTIONS., 7 2-1, Before Entering The Pilots Compartment, 7 2-5, On Entering Pilots Compartment 7 2-7, Starting Engine. 1 2-10, Engine Warm-Up. 8 aL 8 212, : 8 2-18, 8 2-1T. 9 2-18, 3 2a 9 2-25. 9 2-26, 9 Figure 1-1 Three Quarter View ~ Airplane., ii Figure 1-2 Pilots Compartment Forward View... Figure 1-3. Elevator Trim Tab Contrel... Figare 1-4 Pilots Compartment ~ Left Side, Figure 1-5 Fuel System Diagram, ‘Model L-16A., 3 Figure 1-6 Fuel System Diagram, Model L168. 5 Figure 1-T General Arrangement Diagram... 6 Figure 2-1 Power-olf Stalling speed, 9 Figure 3-1 Emergency Door Release Handle 11 Revised 15 July 1953 Figure 4-1 Roceiver-Tranemitter Set, Model L-16B. Figure A-1. Air Speed Installation Correction Table. Figure A-2 Instrument Dial Markings, Model L164, Figure A-3 Instrument Dial Markings, ‘Model L-16B., Figue Ad Take-off Chart, Model L-16A and B. Figure A$ Climb Chart, Model ‘Motel L-10A and B+ Figure A-6. Landieg Chart, Model L-1cA and B+ » wv » we » v u ul ul w 2 Operation Of Reesiver-‘Tranemitter 12 2 2 a8 a3 3 “ n u 1B 18 1 18 wAN OL 149LAA-1 IMPORTANT In order to gain the maximum benefit from this handbook, it is imperative that you read these pages carefully. ‘This handbook contains all the information necessary for safe and efficient operation of the T-18A and B series airplanes. These instructions do not teach basie flight principles, but are designed to provide yon with 8 generel knowledge of the airplane, its flight characteristics, and specific normal and emergency operating pre- cedures, Your flying experience is retognized, and clementary instructions have been avoided, The only source of technically azearate and constently carrent information ia contained in your Flight Hondbock. ‘This information is basod upon tho technical knowledge of the aircraft manufacturer and the Air Force as well as the experience of the using commends You would never recognize these new books ax your old familiar, undesirable -1 technival order. To help solve sour specitic problems, thes» new books have been made attractive, accurate, current, and easy to use, Not all of tho books have been prepared to the new requirements, but you can eastly tell the old from the new, ‘The new type handbook has a full page eover illustration whereas the old book has a small “spot” usteation, Bach flight crew member, except these atiached to an administrative base , is entitled to have a pertonal copy of the Flight Handbook while he is stationed ot a given base, Air Foree Regulation 6-18 , issued in 1963, specifically makes that provision. ‘The technical order distribution systom will work if you do your part; order your required quantity of sndbcoks before they are needed instead of waiting until the nood arises. If you order them early, the Air Force ‘will print enough to cover your requirements; if you delar, you will prabsbly be kept waiting a long time when you do order because sufficient copies may aot have deen originally printed to cover your request. The technical ordor aystem is vaay to cope with; Technical order 00.6-2 explains, in just a few pe ‘easy mouns by which you can sit the eutomatie machinery int> motion. Actually, all you have to do is reflect your requirement quantities on the Publications Requirements Table 10. 00 ‘and supplements will be autcmatically forwarded to jou in the same quantities. Your hase supply offi charged with the responsibilty of ordering and scouring quantities of the technical orders in secordanee with your requiremente—eneck with hii. Of course, each base must develop a system of feeding these bioks and related data to their flight crew members s0 thet no one will be usteig sn ebsolete book and all tho revisions, reicaues, One more thing—it takes a cortsin amount of time te revite the Flight Handbook. Sineo the time lag ie excessive for safety of flight information, « aew peogsam haa been put into effect to get euch information to you in a hurry. This i done by means of saZoty of dlicht supplements which use the same number as your Plight Handbook excep: for the addition of suftix lotror. Supplements covering leas of life will get to you in 48 hours; those concerning serious damage to equipment will be delivered in € days, Ané what do you have to de to get thes supplements? Absolutely nething—if you have ordered your Mlight Handbook on the Publleations Requirements ‘Table, you will automatically recefvo all supplements pertaining te your alreratt, ‘Your comments and questions regarding any phase of the Flight Handbook program are invited and should bbe directed to the Wright Alx Development Center, Attention: WCOSE-5. ii Revised 15 July 1953(AN 01-145LAA=1 ‘This handbook is divided into sections se follawa: Sestion 1, Description 2 Atrplane. The function of this seetion Is to describe the sixplane, its equigment, sys tems, and controls which are essential to flight and which will be needed fer one complete non-combst. mission. Section 11, Normal Operating Instructions. ‘This section contains the steps of procedure to he accomplisned from: the time the aircraft is apprnached by the flight erew until itis left parked on the ramp after accemplishing: one feomplete noncombat mission. This section also ineludes a digeassion of the normal flight charasteriatios of the aiyplane. Section (TI, Binergeney Operating Instructions, This sexton clearly and conesely deseribes the procedure to be followed in meeting the emergency of tire and engine failure. Seation TV, Operational Rquipment. This section includes the description, normal aperstion and emangeney opers. ioe tion of all ecuipment no: directly eontributing to fight but which enables the airplane to perform certain spe functions. Included in this eategory aro auch items as: heating aystem, ventilating system, and communication: equipment. Section V, Extreme Weather Operations Information concerning operation of this aitereft in cold and ot weather is contained in this section Appendis T, Operating Charts. The appendix contains al) operating date necessary for pre-flight and in-flight rission planning and the instraments markings for operational Siitations Revised 15 July 1959 ifiAN OL-145LAA-1 Figure 1-1, Three-Quarter View—Aisplane, v Revised 15 July 1953AN O1-M45LAA-1 Section 1 Paragraphs 1-1 10 1-2 SECTION I DESCRIPTION 14. AIRPLANE, 1.2, GENERAL, ‘The Aeronea alrplane, Model L-I6A is a high wine monoplane with tendem seating arrazgement ‘and dal centrele. It is powered by a foar cylinder, hori- gontally opposed, aiz-cooled Continental engine, Model 1H 0-190-1, The engine turns a two bladed, metal, tixed pitch MeCoulex propeller. Tho landing gear is « fixed tripod type employing mechanical brekes, A stecrabie tall whee! 4s moanted on leaf springs and is connested to the rdcer control. The Model L-168 airplane has hrdrsiwie bralees, rredio receiver-trenamitter and an waxiliary fuel sank in salted in the right wing. The Model 1-168 Is powered by 8 Continencal engine, Model 0-205-1, Be BS ne ous L Taonemeee 1. OW Pressure Gage 13. Ale Ventoator Eran cael Curses Sane ee anate tae . bee ere See eeerature cagy = aR ea inasaner © = eae & Rel Gace it boorheteaee Bin Ring in Crate Sak E Sa dite. oh Deo Palaaee + Release Handie Figure 1-2, Pilot's Compartment, Forward View Revised 15 July 1953Section AN O1-145LAA-1 Paragraphs 1-3 to 1-10 1-3, AIRPLANE SIZE. ailerons may be secured by lashing the rear seat contro! stick in its most forward position with the Wing Span 89 feet, 2 inches front seat safety belt. Rudder lock 1s provided by the Overall Length 21 feet, 6 inches, radder-tail wheel spring connectors which will lock Height (level) feet, 8 inches ‘the rudder in ono position to the limit of the spring * ‘tension. +4, GROSS WEIGHT, The maximum allowable gross ‘weigh: for the airplane is 1800 pounds. The overload frome weight 1950 pounds 1.5. CONTROLS, 1-3, FLIGHT CONTROLS. 1-1. ELEVATOR & AILERONS, A conventional stick is employed to operate the elevaior and ailerons, 1-8, RUDDER, Rudder pedals (figure {-2) of the onal type are installed for rudder operation Isalsooperated iru the rudder pedal 1.8. TRIM TAB. The elevator trim tab control (tig~ ure 1-8) is located on the cabin rocf, slightly behind land 0 the left of the front seat, and the tab is actuat~ ed by moving the control knob forward (acse down trim) or alt (nose up trim}. A friction lock ifigure ‘operated by turning an adjvating knob, will pro- ‘vide any desired frictionon the tad control system, oF securely lock the tab for any desired trim condition. 1, Friction Lock 2, Rlevator Trim Control . I-10, CONTROL LOCK, No mechanical lock is pro= vided for the surface controls. The elevator and Figure 1-3, Elevator Trim Tab Control Seaihce cole 1. Ignition switen 3, Throttle 2 Fuel Shut-Omt Valve ° Figure 1-4, Pilots Compartment, Lett Sie 2 Revised 15 July 1953AN OL-MMSLAA-1 Section T Isl1. POWER PLANT CONTROLS. 1-12, THROTTLE. (igure 1-4) Engine throttle con- ‘trols are mounted onthe left sice of cabin. A separate control is available for both crow members, the two ‘quadrants being linked by a control rod. 1-13, PRIMER. (figure 1-2) Tho engine primer is ‘mounted on the right side of the instrument panel and is available only to the crew member in the forward Seat. It is a conventional hand operated pump type. 1-14, IGNITION SWITCH. (figure 1-4) ‘The ignition ‘oF magneto switch is on the Left side of the cabin di~ rectly opposite the {ront seat back and is within easy reach of both crew members. 1-15. CARBURETOR HEAT. The engine is a fuel injectortype and hence no carburetor heat is required. 1-16. STARTER. ‘There is no mechanical starter provided. The engine must be turned over by swing- {ing the propeller by hand. FUEL AND OIL, SPECIFICATIONS, L.16B. FUEL. Tho recommended fel for this aieplane Paragraphs 1-11 to 1-21 1.180, OTL, Oil to be used in this sizplane shell be in accondance with Specification No. MIL-L-6082A, Grade 1069 for winter and 1100 for summer. 117. FUBL sysrEN. 1-18, GENERAL. The fuel system is a combination gravity and forced flow type. The gravity flow ie eup- plemented by the fuel injector pump which draws fuel from the main tank in quantities exceeding the re. quired ergine supply. The excess fuel is pumped back {nto the main tank through a retura line (figure 1-5). On the Model L-16B, an auxiliary tark supplements the main fuet supply. Fuel {rom this tank drains into the main tank by gravily feed. (figure 1-8). FUEL TANS (Main), The main fuel supply 1s sd in a tank located just aft of the firewall. The tank capacity is 13.0 U.S. gallons. ‘This is the only fel tank on the Mode! L“16A airplane. 1-20, FUEL TANK (Auxiliary). The Model 1-168 Airplane carries an auxiliery fuel sapply in a tank located in the right wing panel. The tans capacity 1s, 5.0 U5 gallons with & usable capactiy of 9.5 U.S. ons. 1-21, FUEL GAGE. (Main Tank). float type fuel all be m accomdance with specification Nv. MEL-F-6D%2, gage 1s mourtedon top of the tank and extends through Grade 80, ‘The alternate fuel shall be in accordance with the cowl forward of the Instrument panel. The gage U.S Army Specification No. 2-108, Grace 8). can be read from either seat. (figure 1-2), MH FUEL LINE ll VAPOR RETURN 1. Gas Tank 2. Injector Pamp 8, Puel Sediment Bowl 4. Shut-Off Valve Figure 1-8, Fuol System Diagram, Mode} L-16A, Revised 15 July 1953Section Paragraphs 1-22 to 1-34 1-22, FUEL GAGE. (Auxillary Tank). A float type fuel gage is mounted in the side of the auxiliary tank. ‘The gage is visible through 2 cut-out in the fabric covering the right wing reot, above the door. 41.28, FURL VALVE (Moin Tank). The fuel shut-ott valve is operated by a. control located on the left Eide of the pilots corpartment opposite the back of the front seat. The same control is avaiLable to botn secupants. (figure 1-4). Turning the fusl central andle fal down turn on the fue ull up shuts off the flow of fuel 1-24, FUEL VALVE (Auxillary Tang). The fuel shat aff valve for the auxillary tank is located above the door inside the pilots compartment. The valve is only available to the pilot ir the front seat. Turning the haacle to a horizontal pesition turnsth fuel ‘on turning the handle toa vertical position shuts the fuel “oft”. NOTE. Drain the fuel contents from the auxiliary tank vhon main tank ie half full, Compliance will prevent man tank irom overflowing, NOTE. Auxillary fuel should be drained Into main ‘tank only when airplane is in level flight. BRAKE SYSTEM CONTROLS. 1-26. CENBRAL, Individually actuated brakes are provided on the main landing whools. ‘Tho brakes on the Model L-168 alzplane are mechanically operated, brakes on the Model L~16B airplane are hydraulically operated. 1-27, BRAKE PEDALS. Heel type brake pedals ure installed just inside the rudder pedals. (igure 1-2) ‘This location permits use of brakes in conjaretion with the rudder, - AN OL-149LAA+1 1-28, PARKING BRAKE. A hand operated parking brake control 18 located under the Tignt side of the instrument panel (figure 1-2). Pulling back on the handle sets the brakes. The contro} is locked in posi- ok by a ratchet which can be released by squeezing the trigger typehandle. In setting the parking brakes, itis advisable to operate the brake pedals at the same time, thus relioving tho load on tho parking ‘brake cable 1.29. ELECTRICAL SYSTEM. No electrical system If provided with the airplane, although it s wired in- ternally for installation of position lights. 41:80, MISCELLANEOUS EQUIPMENT. 1-81. SEATS. The seats are provided with seat and back cushions (figure 1-6). ‘The seat cushions may be removed in the event Seat pack parachutes are used. Each seat is equipped with an adjustable safety belt. ‘Noither coat is adjustable. 1-82, DOOR. The airplane is equipped with a coor on the right side, hinged at front, and opering with a ‘conventional door handle. A map compartment {3 Lo- cated in the door panel. The door may be jettisoned ‘atany time hy an emergency release mecharism which releases tho hinges. The emergency door release handle 1s located just forward of the deor hinge line. (figure 1-2) Refer. to Section I, Emergency Operat- ing Instructions, for instructions in releasing the door. 1-28, WINDOWS. Adjustable windows are provided on ‘the left side of Ue alrplane only, They consist of two sections moving in grooved tracks in the side of the fuselage and may be adjasted az desired by pulling on ‘the flanges making up the window frames. 1-84, OPERATIONAL EQUIPMENT. Information on ‘the heating and ventilating equipment and the com- munication equipment Is supplied in Section TV. Revised 28 Docomber 1948AN D1-MM9LAA-1 Section I WING TANK AUXILIARY FUEL TRANSFER VALVE me fee FUSELAGE TANK SHUT-OFF VALVE... SEDIMENT BOWL INJEGTOR PUMP oN A 06 mg FUEL LINE 7) 4° HE VAPOR RETURN TO ENGINE Figure 1-8, Fuel Sysiem Diagram, Model L-163,1 AN O1-M45L.AA-: Section 1 reader uowsosioerry yesoueg *y-T Om 100 @oF-TapO NO} aTqRITTAY « wea Sars weg Keeney ‘oBeD (ana “Ole MauEdwoy oBeAIeq “L a5 2018 LOE suey, Aretreny ‘287eA (ord Be sey 19g HONG “8 EL, WU) BD NTS yromdmbg wonermurey “g, ——PIPALO "WAG HT °C Revised 23 December 1948AN O1-145LAA-1 Section 11 Paragraphs 9-1 to 2-3 . SECTION it NORMAL OPERATING INSTRUCTIONS 24, BEFORE ENTERING THE PILOTS COMPARTMENT 2-8, PLIGHT LIMITATIONS AND RESTRICTIONS: t. The following maneuvers azo prohibited. : ay inverteg Fright, (2) Outside Loop, (8) Enverted pin. (4) Snap oF slow roils at 35 mph (6) Intentions} spinning whon baggage is ear ried Maximum ergine speed. (2) Model 1-168 = 2575 open, (2) Mocet Les = 2876 rpm, 1. Whon fishig the Model L-16A airplane avoid con- tinaous engine operation between 2030 and 2270 . rpm, Propeller tip vibration cceurs within this speed range, ‘Do not exceed 96 mph IAS in level fight, fe. Do not exceed 129 mph JAS at any time. ‘These limitations and restriesions are subject te change and latest service directives and ordera must De consulted. ‘| 22A, MINIMUM CREW REQUIREMENTS. Tho mini- mum crew requlsemen: Zor this airplane is one pilot in the Eront gest, Additional crew members as required will be ‘deed st the discretion of the Commanding Officer. 2.8, WEIGHT AND BALANCE, ‘The subject airplane is ‘classed a a “light aireraft” ané hence weight and balance probleme are greatly simplified, The number of crow members presents the largest variation in the balance of the cinplane and a placard on the instrament panel ine siracce the pilet to Ay solo from front seat only. 2-4, EXTERIOR CHECK. @ a. Cheek Form 1. : . Check fabric on wings, fuselage and.tail for heles, tears, or wrinkles. Ravised 15 July 1953 cu. Gnapect tires for propor in a. Cheek wing strut auts end bolts. e, Bramine tal wheel f, Inapost teil surtace brace wires, e. Exemine propeller for nicks or ersets hh. Check engine cowl openings for any foreign artistes, 1, Remove pltot-statie tube cover. Make @ general extorioe inepection of the al plane, ON ENTERING PILOTS COMPARTMENT, CHECK FOR ALL FLIGHTS, fa, Ignition rwiteh"OPF™ Fuel quantity—cheek. oF Volve (fein) “ON 4. Fuel Valve (Aux.)—“OFF" (Model L-16B enly) 9, Rrakes—Cheek. {f, Flight sontrole—Check for free and epmmact move. ment. ‘Trim tab neutral, Check Moor for any foreign articles, 4, Fasten sofety Delt and determine ether erew mens fastened belt, If flying solo, determine a belt ie fastened aecoss sent, STARTING ENGINE. . STARTING COLD ENGINE. 8 Primethree to five strokes, b. ‘Throttle—open. c. Tam engine—three or four revolutions,Section IL Paragraphs 2-8 to 2-18 a e 28, STARTING WARM > a ‘Throttle—closed. ‘Tam enpine—two addicional revalutio NOTE ‘There Is np mechanical starter and turn- ing the propeller must be done by hand by a momoer of tho groand erew. Ignition switeh “On”, Comtrol Stick —backe, ‘Tarottle—open slight) Te should start within three o¥ four Tarn ongine revelations. If engine fails to start the cause may be in over priming or incutficient priming. Tf the engine in ovecepriied it will generally fice weakly on one br two cylinders ané emit Slack exhaust smoke. To comedy thit sondition, tim engine badewsrd though several revolutions wich the ignition switeh “ORF” and the throtzle 0 GINE. Prima—eso or theee strokes NOTE Printing the engine when wear tany seer contrary te urmal practice. However, the engine is equipped with an injector ype fuel system whieh requires 4 costain Amount of priming before every scart, ‘Throtle—open stightly ch" ON". Ignition sw ‘Tare engine, - If engine fails vo start, proceed aa in paragraph f 2 ve within 30 se After approsimately threo min ‘ine speed to 1200 zp, Continue wacre-up until oll temperatare is within imits, NOTE ‘The time required for warm-up will vary. eonsiderebly with atmospheric tempor: ’ 2a, fing procedure, Tadividually:actusted brakes Will aid in tmeking turns, alshough the steerable tail wheel will be sufficient for most taxiing. 2.32, BEFORE TAKE-OFF. Attar taxiing to tel position, set brakes and complete engine ground sest and tontzo) check as follows: AN O1-145LA8-1 AXTING INSTRUCTIONS. Observe norms] tax- oft 1, Cheek engine instruments for dasized range, b. luinion Switeh—Check st 700 rpm, turn ignition switch OFF momentarily and observe that engine completely ceases firing. Perform this cheek as rapidly ns possible in order ts prevent a severe Dackgire when she switek is again furnee on, If enaine does not cease firing, shit down engine and warn porsomnel to koop clear of propeller. ©. Power check —Adjust the angine speed to 2409 rpm and note the monifeld prosoure. This preswuce should not vary more than J ineb. ‘ Igeition system check—Aecomplish at 2490 rpm ‘fbr L-L6A and st 2000 rpm for L-16B, The maxi- ‘mum allowable drop in engine speed ia 76 xpune % Aeseleration and deceleration check—Note that ‘ongine runs eapidly ard smoothly with no tendency to backfire during throitle movement. ‘The max mum 1pm obtained during the acceleration should not extoed 2400 rpm. Ile speed—Cheek at 600 rom. {Set trim tab for best trim, which wil depend en loading of the aixplene, NOTE ‘A neutral setting is recommended if Insd ing consists of two crow members and ful fuel, while slightly tell heavy (noseup) ‘setting will resalt in best trim, if airplane 's being’ flown solo from the Zeont seat, 24a TAKE-OFF, 14. NORMAL TAKE-OFF, 4. Release brakes. D. Apply full ehrottle ©. Follow conventional surface control procedure, 4. ust prior to take-off, a slight back pressure on the contrat stick wal aid the airplane to leave the ‘round. ©. Desi takeotf speed—approximately 48 mph LAS, f. Pekooff distance—rofer to Take-off, Climb and Landing Charts (See figure A-3). 245. MINIMUM RUN TAKEOFF. 4 Hold airplane with brales while applying full ‘throttle until engine has attained maximum rpm, Rovised 15 July 1953AN O1-149LAA-1 Section II Release brakes with control stick slightly for= ward of a neutral position, ©. During ground-run, hold airplane in slightly “all-low” postion, ¢. At approximately 49 mph TAS, a swift bask- ‘ward movement of the control stick will re- sult in the alrplane leaving the ground, CAUTION Do not allow tail wheel to strike the ground as this will reduce the for~ ‘ward speed of the airplane, When airborne, climb at approximately 45mgh inthe Medel L-16A airplane and at 47 mph in the Model L.-16B airplane, ENGINE FAILURE ON TAKE-OFF. Refer to Section Il, Emergency Operating Instructions, 2-1, CLIMB, Refer to Take-off, Climb and Landing Charts for particulars conceraing climb characteristics, Use full throttle for climbing, For best rate of climb from sea level, climb at 52 mph IAS in the Model L-16A airplane and at 56 mph IAS in the Model L-15B aizplane, For best angle of climb at ses level, climb at 42 mph IAS in the Model 1-164 airplane and at 44 mph TAS in the Model L-16B airplan 2:18. DURING FLIGHT, 2-19, GENERAL FLIGHT CHARACTERISTICS. ‘The aixplane is stable under all flight and loading condi ‘tons and possesses the flying characteristics generally. associated vith light alxplanes. Use of the elevator trim tab will aid in assuming glides or climbs and in ‘maintaining level fight, The service celling of the air~ lane is 14400 feet, NOTE ‘Fuel from auxiliary wing tank should be drained into main tark enly when the sizplane is in level flight, 2-20, FLIGHT OPERATION, Therecommended cruising speed is 92 mph IAS which car he obtained with an engine speed of apsroximately 2400 xpm. Maximum endurance at sea level at ihis speed and power is two hours for the Mcdel L-16A airplane and three hours for the Model L-16 airplane when using. the auniliary fuel supply. NOTE Whenflying ina Modal L-164 airplane avoid continous engine operation be= tween 2030and2270 rpm. Propeller ‘ip vibration occurs within this speed. Paragraphs 2-15 to 2-26 1, STALLS. 2-22. POWER-ON STALL. The airplane possesses normal stalling characteristics. With 75 percent of maximum rated power tae stall occurs at 38 mph true indicated airspeed. Light tail buffet ts noticeable just prior to tho siall after which the nose will pitch ‘with little or no inadvertent roll o yaw, The stall 13 Progressive and recovery is possiblé with normal use ‘of the controls. POWER OFF STALLING SPEEDS STALLING SPEED MPH CALIBRATED I. A. 8, ANGLE OF one) GROSS WEIGHT 4800 1bs, | 1220 tbs, | 1000 Ibs. ° 43.5 a 38 10 43.5 2 38 20 45.5 44 20 30 40.5 49 4 40 49.5 6 48 3 ee 48 Figure 2-1 Power-off stalling speed, 2-23. POWER-OFF STALL, Stalls with power off are similar to those with power. The stalling speed of the Model L-16A ie 42 mph IAS and the stalling speed for the Model L=10B 1s 43.5 mph LAS, 2-24, CONTROL AT SPEEDS NEAR THESTALL, The ‘Urplane 1s completely controllable by normal use of the control surfaces. Normal turns with 15° of bank can safely be made at speeds of 19 percent above stalling speed (46 mph for the Medel L~i68 airplane land 48 moh for the Model L-16Bairplane). Beyond the stall, the rdder will be iound te be more effective In controlling the airplane than the ailerons, ‘The airplane possesses normal spinaing ‘Characteristics. To accomplish recovery, {irst apply Fudder opposite the direction cf spin, then ease the stick forward until normal flying speed is attained when, Sizplane can be brought out of thedive. Caution should ve exercised so as nol to exceed 129 mph 1A$ in the dive, Avoid abrupt pull outs. 2:26, PERMISSIBLE ACROBATICS, Although the sir plane will satisfactorily perform most of the conventional, aerobatic maneuvers, a knowledge and application ofSection Paragraphs 2-20 to 2-99 the proper technique is essential to provant undue stroese in the airplane. In performing the maneuvers, avold ex: ‘estive spends and abropt pullouts. Following is a list of permitted mancuvers: ‘5, Norms stall b, Normal api, © Slow roll (Do not exceed 85 mph LAS). 6 Vertieal bane (Do not excaed 10 degrees). ‘© Snap roll (Do not exceed 85 mph IAS). © Malt roll 2.27, DIVING. The alrplane possesses normal diving characteristics. Do net exceed 129 mph JAS if a dive. 2.2! NIGHT FLYING, The airplane is not equipped with Hig sand is ot intended for night flying. 22 APPROACHES. 2.9%, NORMAL APPROACH, A normal epproack in the airplane shoulé be made power-off ai a glide speed of 55 ‘mpi. ‘This speed permits ample control in the glide and for the landing ‘flare, as well az permitting masdieum ‘visibility forward and down, If the glide is of tong dura- tion the engine should be “cleared” at intervals by short applications of power ‘The elevator trim tab shovld be cased as an aid in trie 2.81, MINIMUM CLIDE OVER AN OPSTACLE. ‘To ap- proach oe: an obstacle, for landing at @ mlaimum horizon tal distance irom the obstacle, it is necessary to glide the irplana at 9 apeed jost aboee the atall with a small ameunt tof power. An airspeed of 42 mph for the Model L-16A and 44 mph for the Model L-168 and approximately 1950 rpm ‘il prodace the desined glide and permit adeauate control of the aixplase under nermel eenditione. 2.2. LANDING, 2.93, NORMAL LANDING, The airplane is conventional in ite landing eharactoriatcs, Brakes may be applied at fans time acter landing if required, altuough caution should id in theit ase if pilot is flying solo from the Refer to Take-Off, Climb and Lending Charts or data concerning tundings. 10 AN OL-45LAA-1 2.84 CROSS WIND LANDING. Because of the light ‘weight and low landing speed of the airplane it Is advis able to exercise care in making a cross wind lending. Drop the upwind wing slightly snd apply slizhe pressure to opposite rudéer to hold a straight glide path. 298 MINIMUM RUN LANDING. To accomplish a laneing with minimum of landing roll, the elzplane should touch down at minimum speed in a three point attitude. Brakes can thon be applied a5 required. 2.86. ENBRGENCY LANDING. Refer to Section {I[, Emergency Operating Prosedurea, 2.27, GO-AROUND. Should the pilot overshoot the fiokd or be foresd to goraroune for any reason, full throttle may be applied immediately. In applying tne throttie it shosld be opened completely but not suddenly. A gradual mover Sent of the throttle ecntrel will prevent the exgina from cutting-out, as will proper “clearing” during she glide. 1¢ the trim tab has been moved to tail heavy position for landing, care sould be taken to prevent the nose from coming Up too fast a8 power is applied and speed increases. 2-97A. POST FLIGHT CHECK. After the last ight of ‘he day, sot the parking brakes and accomplish the forlow- ing ebecks Ignition sviteh check—Same ss Prestlight, Power Check—Same as Pre-flight. Ignition system check—Same ae Pro-flight, {cle speed check—Same 1s Pre-flight. pose 2-48, STOPPING THE ENGINE. a Tale for ts to th b. Ignition switeh—"OFI ©. After engine stops—open. throitle, sminvtee to cool engine, 2.49, BEFORE LEAVING THE AIRPLANE. a. Ignition atch "OFF." DL Main tank fue) valve "OFF. ©. Auxiliary tank fuel valve—"OPE” (L-16B only). 4. Throtrle—open, © Parking bralke—“OPF" aftor whools axe checked. Revised 15 July 1953EN O1-145LAA-1 DOOR RELEASES am ‘Section IIT Paragraphs 9-1 to 2-9 SECTION Itt . EMERGENCY OPERATING INSTRUCTIONS 3:1, FIRE, ENGINE, FIRE DURING STARTING a. Main tank fuel valve “OFF”. b. Ignition - “OFF”, fc. Use & carbon dicxide type extinguiher to smother flames at their source. SOTE A carbon tetrachlorice extinguisher may be used but is not as effective as carbon dioxide type. oe are provited for extinguisbing an engi Shoulé one oceur, the following procedure should be Iollowed: ENGINE FIRE DURING FLIGHT, Nodirect means fire in flight. 3. Main tank and auxiligry tank fuel valves “OFF b, Ignition switch - “OFF”. ©. I fire does not burn itself out, jettison the door and bail out. Z 3-4. CABIN FIRE IN FLIGHT. a. Close cabin windows immediately to p-event draft. b+ Attempt to putout fire byany means available, €: Untegs fire can be extinguished immediately, all out. NOTE ‘The fabric fuselage covering will burn very rapidly. S25, ENGINE FAILURE. 9-6, ENGINE FAILURE DURING TAKE-OFF. a, Establish immediate glide at $8 mpn LAS, b, Throtile - closed. ©. Ignition switeh - “OFF”. + d. Should engine fail below 300 feet, do aot attempt bank or turn. 3 3-7, ENGINE FAILURE DURING FLIGHT. a, Establish glide at 95 mph IAS. b. Attempt to start engine. Norg, In cases engine has stopped turning and sufficient altitude is available, ican be turned over by diving. BAIL-OUT PROCEDURE, Before bailing cut, the oor should be jettisoned to prevent any par: ofthe ‘coor from catching and possibly fouling the parscaute, The emergency door release handle (figure 2-1) 8 located forward of the door hinge Line. A safety pin thruthe shaft of tie handle preventsacciéentat release. To jettison the door, the following procedure should te followed a, Unlatch door with conventional door hancle. b. Pull door release pinring from emergency handle, ©. Push forward on emergency release handle. Dive out and down from deorvay to clear tail surface, Figure 2-1, Emergency Door Releare Handle 3-9, FORCED LANDINGS, Follow norma: approach procedures, gliding the airplane ar $5 mon {AS, if tie ground suriace iso! a doubtful nature. lancat minimun speed, It is practical to figure a.ose wule glide for each thousand leet of alsituse, uSection IY. Paragraphs 4-1 to 4-6 AN O1-145LA4-1 SECTION IV OPERATIONAL EQUIPMENT -4oL, COMMUNICA TIONS. 4-2, Radio equipment Installed in the Model L-18B Airplane consists ofa receiver-transmitter (Mosorcia, Model 4-06-25AA) providing two-way communication with (overand range stations. The equipmentis power bd with seif ~contained batieries. The transmitter kas power outpue of approximately 0.9 watts and bas a transmitting range cf 2 to 4 miles. Two phone-mike jacks are located tn the apper left corner af the radio into which can be plugges "wo SC Reid headsets and lip microphones (one set for each crew member}, 4-1, The Recetver-Transmitter above and to the left ofthe front: handy te the occupant of the front si oj, OPERATION OF RECEIVERSTRANSMITTER, a. Pull ON-OFF switen out to turn radio “ON”. igure 4-1) is mounted 11 controls are b, Select desired frequency with tuning knob and ‘adjust for desired signal volume. c, Totransmit, push Press-To-Talle switch DOWN, Speak clearly and directly into the micropto d, Push ON-OFF switch in to turn radio “OFF”. 4:5, CABIN HEATER, A cabia heater control knob {igure 1-2) is located cn:he left side of the instrument patel. A flexible control Line from the knob ie attacked: fa butterfly valve located in the air duct, leading from tho heater jacket surrounding the Left exhaust manifold, Pulling out on the control permits flow of arm air to the cabla through a tubular duct which terminates atan opening in the Leftside of thefirewall. 4:8, VENTILATOR, Tyo ventilators (figure 1-2) are provided in the sides of tha metal cowling aft of the Firewall, one on each cide, Each éonsits of a cup~ shaped scoop formed from clear plastic which may be fotatedte permitair to enter or be exnausted{rom the cabin. Figure 4-1, Receiver-Transmitter Set, Model L-16B vBAN O1-145LAA-1 Section Paragraphs 5-1 to 514 SECTION V EXTREME WEATHER OPERATION 5-1, COLD WEATHER OPERATION, 5.2. FABRIC AND PLEXIGLAS SURFACES. Remove snow ard lee from the surface of the airplane. Loose nev or ice can be wiped or brushed olf. If frozen to the surfaces it can best be removed by placing air= plane in & heated hanger or by blowing hot air from a heater unit over the surfaces. If either of these methods cannot be employed, melt the ice with warm water and flush the surface vith kerosene of a brinesolution, Siping dry with 2 cloth, CAUTION Do not chig lee from fabric or Plexiglas surtaces. 5-3. CONTROL HINGES. Determine that all ice and snow is removed from aileron, rudder, and elevator, hinges. The ace of warm air ig preferred, but warm, ‘water, followed by Nushing with kerosene, can be used. Gasoline can be used as the flushing agent 1 i is not the leaded type. Do not ase a brine solution on aay ‘metal parts ac it will eauso corrosion. 5-4, DOOR. In removing ice from the door, determine that hinges are entirely free nd thar the emergency release will operate. 5-5, WHEELS AND BRAKES. Determine that tires are actirozen to the ground and that brakes operate proper = ly. When operating in snow, do oct set parking brake ‘upon leaving airalane, unless absolutely necessary. 5-6, PROPELLER. Make certain that all 1ce 1s removed from the propeller blades and bub. Use method outlined Im paragraph 5-3. 5-1. FUEL LINE SEDIMENT BOWL. Check sediment bowl, located on lower right forward side offirewall, todetermine whether water is present. 4 sufficient quant of water can cause the bowl to crack ater freezing. 5-8, BEFORE STARTING ENGINE. a. In operation when tomperaturos are below OF (-18C} it 1s necessary to pre-heat the oll prior to starting the engine. This can best ‘be done with a et alr heater whick should be uused to heat the entire engine. ba hotetir heater is not available, it will ‘be necessary to drain the oil and pre-heat, or, dilute with fuel, 9, STARTING ENGINE. a. The engine may be started in the conven - tional, manner (refer to paragraph 2 -&). Additional priming will be necessary in extremely cold weather , b. Warm-up engine in accordance with instruc- ons ia paragraph 2-10. §-10. IN FLIGHT. Chock oil temperature and pres- sure {requently. Extremely cold wheather operation at low pover can cause abnormally iow oil temperatures and high pressures. S-LL, AFTER FLIGHT, a. When parking the airplane do not set the parking brake, Use chocks. b. If parking in snow, place paper, cloth or similar material undor tho whoéls to pre- vent tem from freezing to the ground. HOT WEATHER OPERATION. 5-13. GENERAL. &) Mf possible parle alzplane out of direct rays of the sun. >. After parking the airplane, leave windows ‘and door open to permit circulation of air tra cabin and prevent excessive temper- atures. ec. If operating in sandy or dusty conditions protect engine air intake to prevent particles from entering enzine. 5-14, ENGINE OPERATION. a. Start engine ia normal manaer. Refer te paragraph 2-3, ive ground operation of the c, Check ofl pressure and temperature fre ~ quently.Appendix 1 rr AN O1-145LAA-1 APPENDIX I OPERATING CHARTS 89 mot 20 mph 100 mp 10 rep 180 mpa "(MASPEED INSTALLATION ‘CORRECTION TABLE "CORRECTION ADD 1 mph ADD 0 mph, ‘SUBTRACT 1 mph SUBTRACT 2 mot SUBTRACT 2 mph | ‘igure A-1, Airspeed Installation Correction ‘Table.AN OL-1NSLAA-1 Appendix | OL TEMPERATURE OIL, PRESSURE 2 MMMM 90°F, minimum for fight © MMM 10 psi minimum MMM 90° to 220° F. normal operation 6 25 to 5 pat normal operation Mor. matin 2 Mim 35 pu aourun FUEL GRADE 80 . K TACHOMETER AIR SPEED VDICATOR 2 el 2030 to 2270 rpm. Avoid 2 ‘continuous operation at ¥ seh sndicated, lai this speed. Provelier a thom allowable speed, - wate © MMM 122 mpn, incieated. araxi- GMM 2500 to 2500 rpm, Nor- ‘mum allowable diving 2 mmm alopersting speed, speed, \ 2576 rpm, Maximum engine . Saeed, “2, Instrument Dial Markinge, Model L-18A, <3 December 1948Appendix I AN O1-148LAA+1 O11, TEMPERATURE OL PRESSURE, - (mmm 90°F, minimum for fignt {, HEMEME 90° t0 220° F, normal operation MMMM 220° F. maximum Wm 10 psi minimum MMMM 25 to 35 poi normal oporation mE 0 psi maximum Rem FUEL GRADE 80 TACHOMETER AIR SPEED INDICATOR (Fiamma 2000 to 2450 rom. Normal fF <=.) 43.8 mph, indicated, minimum = operating speed. allowable speed. 2 mmg 2475 rpm. Maximum engine ® 129 mph. indicated, maximum speed, allowable diving speed, Figure 4-8, Instrument Dial Markings, Model L-163. a Revised 23 December 1948AN OL-145LAA-1 sisv8 YL70. ww -30re0 73nd evs sos ¥a¥ 81) 79 xaIsN30 1304 7 E | = } ay iL = a = = wide mL os | mi ve | oe | ow Co * = be eam oecaset on toes = afte | ett | oft aio te sola a la a cn 101 ce] ona cist [oun soe || oan once | aun sorte | om ove ann one | 23] ose se a RR MOLLY ROLINOD ‘en oune penne a Figure A-4, Teke-Off Chart, Mode! L-16A snd B rsore SWONa 189 fro BMION 91 Ayan 3304-005 gar ) 7200" 4354 — SA9NVLSIG 4dO-INVL Revised 15 July 1953 Q.2 AN OL-1ASLAA-1 CLIMB CHART FOR NORMAL POWER oun, “Loves Standard Dey Lik | 1Biene oust ormiainen cam cneeanow or set wr enor waite imate TE aoe aeRO arrioe as (comet ee a oF cua | 91ST, reer REMARKS, 1 mime wo TREOFF ALLovAtce oe 2 ewes sue 2 FULL THROTTLE U To MDMAA. OFERATNG RM 2 case aa ours ison: sy8 FUEL crane: 10 OuTABASI: | FUGHT TEST FUEL Dens | Figure AS. Clin Chany Model LGA nd By LANDING DISTANCE - FEET STANDARD "DAY: Ll6A TP ENGINE 01707 006 (8) CA - Chee venene 2a8e% (AT SEA LEVEL ‘exouno | CLEAR a ROLL BEAARES: LANDING OASTANCES ARE AINPLAME REQUIREMENTS UNDER MORNAL SERVICE CONDITIONS. OATAAS OF: 2/98 DATA BASIS: FLIGHT TEST Figue A-6 Landing Chast, Model LI6A end B, 18 REVISED 15 JULY 1953