Curtiss P-40 Tomahawk, Руководство пользователя

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event, the pitch should be changed only if absolutely necessary.)
The desired R.P.M. can then be obtained by moving the constant speed
control lever on the throttle quadrant.
Manual Control - Set switch from "on" (automatic control) to "Hand
Control". The throttle quadrant lever is then cut out and any change in
R.P.M. must be made by operating the manual switch over to "Increase" or
"Decrease" until the desired changed in engine revs has been made.
[ES: The propeller control was a four position toggle switch. Up was
automatic, down and left was manual decrease, down to the right was in
increase rpm, and center was off.]
12. The Fuel Cock is located on the port side of the cockpit below the
hand fuel pump and marked to show the tanks and capacities. [DF: See the
diagram above. Measurements are in Imperial gallons, the equivalent of
five U.S. quarts. In the manual this is Figure 4. All other figures
omitted because too difficult to read.]
13. Fuel Quantity Gauge for the auxiliary tank is located on the
instrument board and the front and rear main tanks on the floor of the
cockpit.
[ES: Fuel tanks were not as shown. The fuel selector had five positions.
1. Res. 2. Main. 3. Aux. 4. Fuse. 5. Off. The reserve and main tanks were
one and the same tank . The main tank was feed by a stand pipe in the main
tank and the reserve fed from the bottom of the same main tank. The
reserve was used for all take offs and landings. When reserve was
selected, fuel was taken from the bottom of the main tank and fed fuel to
the engine. In other words the stand pipe used all of the fuel in the main
tank, but when the main was selected, it used all, except I believe, a
positive amount of fuel giving 20 minutes at METO power. This was a
positive indication of exactly how much fuel remained, eliminating the
pilot having to rely upon a fuel gage which at best was an unreliable.]
14. Carburetor Air Heat Control - is located on the same bracket as the
rounds indicator on the starboard side. The carburetor air intake is a
scoop built into the top of the engine cowl. A butterfly valve, controlled
from the cockpit, is located immediately above the carburetor air screen
and permits either cold or warm air or a mixture of both to enter. Warm
air for the carburetor is taken from inside the engine compartment. The
carburetor air screen is installed to prevent the passage of any foreign
matter into the carburetor. The carburetor air control should always be in
the cold position when starting the engine.
15. The Engine Primer is located on the starboard side of the cockpit,
just below the instrument panel.
16. Starter - A foot operated electric inertia starter is provided. A foot
treadle on the cockpit floor is pushed back to operate a starter switch
which allows a direct flow of current from the battery to the starter
motor. When the starter has reached the desired speed, the foot treadle is
pushed forward actuating a starter meshing solenoid and a booster coil;
also by the same movement of the foot treadle the start switch contact is
broken. The first few impulses of the engine in starting will
automatically disengage the starter. On aircraft A.H. 971 and subsequent
the foot operated starter is replaced by a two way toggle switch located
on the switch panel on the port side of the cockpit. This is depressed to
energize the starter and raised to engage it, and the switch automatically
returns to the off position when released.
[ES: Starter had the foot treadle starter. DF: This strikes me as
particularly significant. All AVG aircraft were taken from blocks higher
than AH and therefore should have had the toggle switch. I don't see how
Erik could possibly be wrong on this, which leaves only two possibilities: