How To Fly The B-26 Airplane (1944)

you you you you still fall for that old gag yeah hi Jim good afternoon captain you better call me dick we're gonna be doing a lot of talking the next few hours fine that suits me let's have a look at the weather weather good clear and unlimited yeah I know looking forward to your first ride in the b-26 Jim certainly am say it's a break getting in your flight I've been promoting ever since I first saw in pre-flight school took some doing thanks I hope I'll be a credit to better people remember in college when I was your student instructor in math I took a lot of trouble if you dick you're as dumb as I was I'll wash you out there she is where's the checklist Gopal Smith sorry sir I forgot it it's our engineer no mrs. green as you are me green at 80 hours 28 in school I'm almost ripe enough to be picked well I can't understand is how a year after year the Air Corps keeps getting so young and innocent here's the checklist and make a look Jim since you're gonna be a b-26 pilot at your Bible as far as you're concerned life begins with the checklist that may end if you don't use it the checklist is first in war first in peace and the first thing you reach for under b-26 understand no you take it I want you to make this check yourself we'll do the before entering airplane check take over left landing gear in wheel well check that you lock the crewmembers removing is a safety precaution we have to prevent anyone from raising the landing gear while the ships on the ground you don't mean to tell me that's ever happened that and worse I get on with that checklist and see that none of those other things ever happen to you tire for blisters cuts proper inflation slipping on rim notice the red mark on your rim that'll show you a tire slip holy Oh structure proper extension correct right maybe here's where I've got to do a little pointing out there's your gear operated load the fire valve piston make sure it's fully extended Tech breck or excessive heat right take a break shuttle valve for looseness hydraulic lines for excessive leakage down lock pin engaged let's go this is the camera door check ballast for proper loading you must have sufficient ballast back here in order to have a stable airplane in this case it's sandbags instead of guns and ammunition but the weight must be there whatever it may be without the sandbags and those are very heavy on landing and it's impossible to keep from beating up your nose gear here's your fire extinguisher see that it's in position and properly secured what do we check on the putt-putt make sure the equalizer switches off and see that all cushions or parachute - away from the muffler they might start a fire next right landing gear and wheel well check you do that yourself exactly the same as we did Billy so there's the red signal on your Lux fire extinguisher that's a quick way of knowing from the outside that the extinguisher has not been discharged inspecting the nose gear same as out of Maine again go ahead Thomas Mitchell you get in the cockpit and operate the controls for us yes now this next check is to make certain that we always have free and maximum movement of ailerons elevators rudder and attached pin tabs I'll give the commands to corporal Smith for operating the controls new go back in the rear check they're working properly full left rudder full right rudder rudder trim tab to hold full right rudder now all the way left turn the wheel all the way left now all the way right in Iran trim to have the lower right wing now all the way to lower left wing stick all the way back all the way forward elevator trim tab wheel all the way forward now all the way back set all trim tabs take off position flaps all the way down flaps and takeoff position claps all the way up all's well with the flippers skipper good incidentally always taxi with your flaps in the up position did you personally check the air pressure in the emergency Bombay bottle yes sir it was 1,800 pounds how are the batteries on the pre-flight inspection this point they were well charged and I entered the readings for the emergency Bombay bottle and the batteries on for money good everyone even get in get ready to start the fun fun yes do you understand the purpose of the putt-putt don't you Jim yeah it gives it right here on the checklist all engine starts will be made with an exhilarating external source of electrical power except in emergency conserve electricity until have to take off and that's really important you don't want a heavy drain on your batteries until after your engine-driven generators are putting out continuously and that won't be until your fly putt-putt will also come in handy and fight if your generators ever cut out on that putt-putt seems practically indispensable it is whenever anybody on the ground uses any electrical equipment the putt-putt must be kept running keep the batteries charged that's wall like always using a check later you must have electricity with the take off especially for the electric Crocs well that's how most runaway props occur isn't it yeah run down batteries if we don't call it a runaway prop it's really an over speeding engine running away with a fixed pitch problem let's see this is the after entering airplane section check flight hydraulic servicing cat for full service pebble on the side stable then fuel transfer about there in the forward Bombay fuel transfer valves off you'll transfer pump off fuel valves on both up hydraulic tank will be serviced Farmar ike switches on tanks if extra fuel tanks are carried on bombs if no tanks can this case we're carrying extra fuel tank so it's all in tanks the rest of the stuff is in the navigators compartment generator switches off check pressure emergency brake air bottle let's air onto the navigators table in check that the valve is open as placket and make sure that this bleed valve up here ahead in the cockpit is closed that's it here's your emergency hydraulic tank make certain it's fully serviced check your hatch hinges and emergency release handle sit there in position okay bow them up check your safety pins in place give me some pressure on the hydraulic hand pump so I accept the parking brake how long do I keep this up well you can't pump anymore till the hydraulic gauge shows the pressures up that's okay now take a look outside hasn't been done within the previous hour both props are turned over by hand two or three revolutions with the ignition off to clear out any oil they have settled in the lower cylinder you've been in the Air Corps long enough Jim to know the importance of checking form 1a no red diagonals yes wing tanks and one Bombay for oil full no other remarks what's your serial number Oh 90 180 162 say that or dial leave your inner side air phone off so we can hear each other let's see next is the starting instance check yeah watch me throttle 1 8 open call flaps open wing flap control up landing gear control down lock on supercharger low card over controls oil shutters open carburetor air cold primers off until actually starting engine fuel booster off until ready to start engine nose gear emergency control normal up main gear emergency control normal up mixture idle cutoff propeller controls high rpm forward selectors automatic safeties on feathering normal to the rear battery switches both on master ignition switch Sean that's the emergency bell button there on the ground we use that as a signal to the crew member in the rear start the putt-putt by cutting your battery switches for an instant looking at your landing gear position indicators you can tell if your putt bucks putting out juice main inverter switch on spare and further off magneto switch on one start left under your first where where here's how we get them started Jim start your energizing switch on for about 30 seconds booster pump on primer on for about five seconds and I press the engagement switch out your job to show the mixture controlled Auto rates the moment the engine fires bottle rich it is soon as the engines running throttle back between eight hundred and thousand rpm bullets warmed up notice your oil pressure goes up to around two hundred pounds don't get the oil pressure within fifteen seconds stop the engine and investigation wonderful you're learning auto rich Anthony they call me okay and I turn your posters off you know your motors are warmed up on the oil temperature gauge hits 40 degrees the oil pressure drops suddenly to normal the cylinder head temperature gauge will read from 100 to 200 degrees there okay now then you hit your emergency power button again that's a signal to the crew member back there to shut off the putt-putt and get out of the airplane we don't turn on the radio - we're ready to taxi out co-pilots duty to handle radio conversation tarah from seven six four five months out under breath ready to taxi out for takeoff go ahead seven six four five from the tower hit a taxi to the north end in the north south texas myth and stand by for takeoff seven six four five Roger ready to go Carville okay sir one thing you must always remembers that your any ship with the tricycle landing gear the mousewheel must never be turned to an angle of more than 40 degrees to either side did you see that red sign on the nosewheel when you inspected the well yes I did dick good honest is easy to taxi the ship there's no need for taxi in fact in making a turn always keep the inside gear rolling never bring it to a complete stop as is often done in airplanes with conventional gear and keep your eyes open on the ground or in the air isn't their planet what you hit when you park always make certain that your nose will illustrate ahead otherwise running up your separate engines the airplane has a tendency to turn in the direction in which the nose wheel is cocked the thrust one of the agents my damaged nose wheel assembly powerful Smith is checking now to see if the nose wheel straight I get your captain next is the engine run up prop check one engine at a time push it up to let's doing 2000 rpm different engines have slightly different manifold pressure reading set the RPM and what you check the max yeah look at your checklist that's worth I'm sorry what's your propeller selector switch empty crease rpm and watch how the RPM falls off on the tachometer soon as you see a truck return the selector switch to increase rpm and notice how that the comedy shows increase back to 2000 do you hear how the sound of the propeller changes you can hardly miss it that's right put your propeller selector switch and automatic attention propeller pitch control him pull it partway back until the RPM decreases 200 revolution keeping your eye on the de comedy then push it forward once you get the commoner to see that it returns to 2,000 rpm the next step is to throttle back to 1400 and do the same thing with the other engine now you run your engines up together to about 1800 the same time checking your manifold pressure against the RPM be sure that both engines are putting out approximately the same power Barbeau check the generator and corporal Smith finds the animators are showing more than 10 apps difference will give this halfway back to the crew chief generators are ok oil temperature is 60 to 80 oil pressure is 75 to 85 Peck feel pressure with booster pumps all 15 to 17 check turn the butchers on yeah should be 12 to 17 pounds now check takeoff checklist next right check instrument panel for pocketed operations instructions Cal flaps open for all ground operation wing flaps down 1/4 to 1/2 as required remove landing gear control lock supercharged our low oil cooler shutters open except during extremely cold weather carburetor air control old hydraulic pressure 750 to 950 pounds per square inch booster pumps on primers off those gear emergency control normal up main camera see control normal up fixed to control auto rich propeller controls high rpm forward the Fowler switches selector automatic safety on feathering normal batteries on the generator main light switches on cobble generator location don't start take off a silver temperature above two hundred and five degrees centigrade rudder an aileron tabs on zero elevator trim tab a few degrees tail heavy crew and position for takeoff how's that cover all factor you have definite duties during the takeoff once the tachometer and see that it doesn't exceed 2600 rpm your right hand should be bare and ready to handle the propeller switches your left hand is used to raise the landing gear here's how you put your hand by keeping your right hand down on the quadrant you can keep the throttles from creeping back during takeoff if your tachometer should show an increase about 2600 say 2880 put your propeller selector switch in fixed pin position then get your feather switch for about two seconds being sure to return it to normal position that's the procedure for correcting an over speeding engine the other emergency procedure to be prepared for is a decreasing rpm prop your props will be in automatic position which is normal for takeoff so if one of them shows a decrease rpm put the selector switch in increase position and bring the RPM back to 2600 then leave your selector switch in fixed pitch position understand yeah under no condition retract the wheels until you get a definite signal from me I handle be on top of the throttles and this will be it Roger okay call the talk tower four seven six four five North End and north/south taxi strip ready to take off go ahead Suzie score fire from the taco stand night shift Manning go ahead seven six four five Wilco watch this ship coming in give you a chance to see a narwhal b-26 landing how does his nose drop but he slaps down now soon as they are down he'll check his hydraulic pressure to be sure he has brakes establishes a glide of 140 miles per hour and holds until he gets almost to the ground and he flares and comes on in normal and CIA holds his nose well hi and lets it down easy before he loses air speed control and he applies his brakes gradually turns off the runway and the idea I think so fella call the tower yeah tower from seven six four five is it clear to take off go ahead seven six four five from the tower you clearly take off to the south on runway one four seven six four five Roger I'm going to take off at forty-four inches manifold pressure and 2,600 rpm that's minimum but if you need it the manifold pressure can be pushed up to the red mark at forty nine inches on this particular model to the roller started you use very little brakes to keep the ship straight federal control should be maintained by the rudder only after your short way down the runway soon as you can get the nose wheel off and all the shipment is slightly nose-high attitude we have enough speed the ship will take off by itself you don't have to pull it off the ground and it's got very little part pull it off in about 110 miles per hour you're on a short field and flat self off about 130 miles back down a normal rated power which is 38 inches and manifold pressure give me 2400 rpm on the propeller pitch control 2,400 what were you watching during the take-off dikötter manifold pressure gage north-south you ever get the VMP 26 pilot don't waste any time giving the signal to get that gear up moment you're sure you're off the ground because because when you run out of runway your landing gear is now good to put in time getting to 160 miles per hour until that gears tucked away I see what you mean while we're climbing now we do that in exactly a hundred and sixty miles per hour until the flaps are rain the airplane should be at least 800 feet above the ground before you raised this is what is known as milking them up you're doing a little at a time and you keep your hand on the flap handle until the flaps are all the way up if you don't and they shut your map on one side only you'll go into the most violent Bank you ever saw in your life but you can stop it by putting the flaps back down again can I take my eyes on the tiger over there yeah put them on the hydraulic control side the neutralizer all air work is done with tile flaps wing flaps landing gear and all cooler shutters in mutual position at all time in order to prevent loss of hydraulic fluid from the entire system in case one of the individual lines develops a serious leak turn off your boosters airspeed indicator says we're picking up speed with the flaps up the ship changes its attitude motifs our noses come up a bit engage about ten miles per hour with the cowl flaps half closed and the oil cooler flaps half closed it streamlines the airplane to the into the extent that it picks up about five miles per hour more but you must not forget that these controls should be handled in accordance with cylinder head and oil temperature really close our way right up into those clouds dusty your flyer for a while Jim get the feel of the controls they always weekend nice why some shallow dives and climbs a couple of channel turn trolls are easy aren't they di haircut either coordinate to a is skidding Sonny Boy take a look at that turning back indicator what does is that something I forgot to tell you plate has a very sensitive writer you'll skid on all your turn if we don't correct one right again another advantage of the b-26 is that it can be dived up to 325 miles per hour with a heavy load and pulled out without an appreciable strain on the airplane but diving is about your one luxury side slips vertical banks and all acrobatics and prohibited with yoga I'll try to go straight to level deck prior 40 degree Bank that's a maximum by the way the b-26 is a good airplane to go to war in got plenty of power plenty of armor plate where do you got I'm beginning to think it's a good plane to go anywhere in let me take over for a minute I want to show you a power off store our installs are prohibited to be 26 this one will be with the nose not over ten degrees above the horizon she stars in about 125 miles per hour the flaps and landing gear retracted about 115 miles per hour with the flaps down and about a hundred miles an hour with flaps and landing gear down notice a pronounced shuttering just before the storm you also feel the lack of control when the control surfaces are move these are important points to remember since it means that the airplane will always give you plenty of warning another advantage is that it falls straight forward from this type of stall with no tendency to drop off on either weight of course in power on or nose-high stalls it may fall off on one way almost all recovery is very simple just put the nose down let the ship pick up speed by itself mudding is an important consideration and respect to stalling if the ship is improperly loaded the tail is too heavy and therefore the center of gravity - part of the rear effect the stalling characteristics of the airplane by making it stall at a higher speed with less warning improper lured eggs also have to put you into a spin that's been business fascinates me that's how do you get out of one cut your power off and make a normal spin recovery don't be slow and cautious in the movement of your controls during recovery and avoid getting impatient waiting for the controls to take effect sometimes they need a little while before they begin to work the only way you can judge time is by counting the number of turns made don't use your throttle except as a last resort when you're free of the spin pull out gradually or you're apt to tell your wings off what about metal spears how do I pull out of them about time we were heading for the park but before we do I want to show you how this airplane flies on instruments they are gases that b-26 moving in others now I will have to keep her eye on him that's my gas to the main tanks I'm going on instruments for a minute now I want you to keep your eye on that b-26 from my side while I'm flying blind yes sir hand me the blind flying hood watch that 26 from your side Jim I'm starting to let down to 4,000 feet to show you how easy it is to set a constant rate of descent into b-26 you're watching the instruments never than 26 nose down slightly in trim check our speed but secure present zero blip on the poster girl rising pressure the feels inside you think we can make it I think so I'm going to feather that dead-end your watchman the ignition switches left on until the propeller is stopped turning I Center my ball and needle and slow up your 100 big five increasing my trim as I do let a lot of trim dick you need it because the natural torque of the operating engine going on the right edge it requires about five degrees more trim than if you're going on the left slower I go the more trim I need I've gotta watch that needle and ball while trimming puts the SB 155 315 hundred and 60 is correct 155 is plenty fast for single engine operation shall I give him the bad news back at the tower nine seven six four five I'm about eight miles west of field on thousand feet top radio single engine request instructions for versus Atlanta go ahead sound six no five from the towel appeal is clear for emergency landing wind is South ten three seven six four five project running a little short of altitude are we I guess that better hit the emergency salvo release I didn't expect to have to demonstrate these emergency procedures or so the dragon creases when the bomb-bay doors are open so I had to nose down slightly 255 how much altitude anillos 250 lovely feet I'm gonna make a 90-degree approach them all turns into the good engine Hertz made into a dead engine transportation to spin plenty high so nose down slightly reduce right engine about 24 inches manifold pressure landing gear down a Chiang Christmas Gabriel didn't blow his horn check your hydraulic pressure gate I've got the nose down again the whole 155 you're on the fetal side so you'll have to tell me when to turn I can hardly wait now's the time dick jablow nehi your certain overshoot at the whole point of this type of approach always overshoot never in any circumstances at issue and always dive off excess altitude the next step is to decrease the power of my operating agent until it's virtually shut off and then Trevor few degrees to the other side one quarter flaps what half-laps admirers be hundred fifty-five that's minimum for this kind of a climb or flaps now no not until I positive gonna overshoot okay Falls lap I picked up some speed on my dive and I'll have to lose it by holding the nose up letting the ship scoop once she's on the ground notice how straight she rolled our tendency to ground look why these grades are really good you can slap around 1500 feet very interesting captain I hope you committed that reasonable facsimile of a single engine approach to memory I certainly did say by the way what would you have done if you'd had to stop in a hurry and didn't have any hydraulic pressure and have had you give me more pressure on the hydraulic hand pump that doesn't work I'd have pulled the emergency air bottle which is connected directly with the brakes that's the fastest topic Omega now others an even faster one it's going to run into something or the field is slick and you can't get any traction on your wheels you can as a last resort pull back your mixture controls cut your switches and raise your landing gear that'll stop you but it's a little hard on the airplane just one more question dick suppose we hadn't been able to make our home field we've picked out any field is fairly flat and treatment instructions brought the ship inland spelling aside from the wheels being up the landing would have been the same as the one we made I know but what about getting out well if we'd had time we've got out of our parachutes and pushed the seat forward you are on the path of the propeller in case one of the blades should break off when it hits the ground then just before we touch start to push the mixture controlled back to idle cut off cut the switches to keep down on the fire head in the minute she touched we've got the top hatch is open and then we'd have all got up and quickly walked away man afternoon gentlemen afternoon sir I have an emergency landing to report yes the tower inform you were coming in and I watched you with a good job thank you sir those simulated single engine approaches you've been making came in handy for you today yes sir the airplane was undamaged and there were no personnel injured what was the reason for the engine failure it was a personnel failure sir no said Corporal Smith our engineer who made a mistake and turning on the fuel transfer a pump emptying a left main tank instead of filling however it was more my fault than his because I had him watching a nearby plane while I flew on instruments and I neglected to keep an eye on my fuel gauges and where were you sandbagging the copilot seat sir sandbagging is right that's another lesson for your collection captain live and learn and I hope neither of you will forget it I'm positive that corporal Smith or rather private Smith will not since he's going to get some KP duty in which to meditate upon his sins how do you like the b-26 lieutenant I'm not kicking sir hmm only our enemies are

Channel: AIRBOYD

Views: 876,547

Rating: 4.7670989 out of 5

Keywords: planes, 737, chemtrails, To, pilot, #airboyd, NTSB, Fly, bomber, AOPA, The, 757, 777, airbus, a380, flying, Martin, airport, How, a330, airplane, jet, #AVGEEK, boeing, B26, Airbus, landing, luftfahrt, airline, cockpit, Film, Airplane, 747, Boeing, Training, prop, 767, a400, airboyd, takeoff, aeroplane, plane, #avgeek, history, FAA, aviation, a340, yt:quality=high, 787, 1944, B-26

Id: JSIsoj1QPAc

Length: 47min 40sec (2860 seconds)

Published: Wed Jan 13 2010

Reddit Comments

[u/kharmael]

Jeez, back in the day when you learned on the job!

[u/LegoMyEgo]

I feel like I'm ready for my check ride after watching the entire video. Just have to keep an eye on the Corporal to make sure he doesn't pump all our fuel overboard.