U2 manual now available

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In case you haven't seen it yet and would like some late winter reading:

http://www.scribd.com/doc/119476487/Utility-Flight-Hb-1-Mar-1959

My current favorite quote is from page 2-27:

"ALTITUDE CONTROL

With the P-37 engine an altitude will eventually be reached during the cruise climb where the engine is operating at idle RPM, the exhaust gas temperature is up to the maximum, and the aircraft is still climbing. When this condition occurs, prompt action must be taken to prevent over temperature operation of the engine. Initially, the condition may be corrected merely by allowing the aircraft speed to increase while maintaining constant altitude. When the speed has increased to a point within 5 knots of the needle, aerodynamic drag should be added. The initial drag is created by using the variable speed brake or extending the landing gear. As the aircraft descends, engine power is increased to maintain engine operation at maximum limitations. Eventually, the aircraft will cease descent and again being a cruise climb. When the aircraft again reaches the altitude of limiting conditions, the remaining drag devices will be used."

I found that paragraph to be quite entertaining.

-bob

[noel.wade]

So the altitude limit of the U-2 is at least partially a result of not
having enough air molecules around to keep the engine cool?

That's both awesome and a bit sad, at the same time. :-)

--Noel


On Mar 4, 10:27*am, wrote:
> In case you haven't seen it yet and would like some late winter reading:
>
> http://www.scribd.com/doc/119476487/Utility-Flight-Hb-1-Mar-1959
>
> My current favorite quote is from page 2-27:
>
> "ALTITUDE CONTROL
>
> With the P-37 engine an altitude will eventually be reached during the cruise climb where the engine is operating at idle RPM, the exhaust gas temperature is up to the maximum, and the aircraft is still climbing. *When this condition occurs, prompt action must be taken to prevent over temperature operation of the engine. *Initially, the condition may be corrected merely by allowing the aircraft speed to increase while maintaining constant altitude. *When the speed has increased to a point within 5 knots of the needle, aerodynamic drag should be added. *The initial drag is created by using the variable speed brake or extending the landing gear. *As the aircraft descends, engine power is increased to maintain engine operation at maximum limitations. *Eventually, the aircraft will cease descent and again being a cruise climb. *When the aircraft again reaches the altitude of limiting conditions, the remaining drag devices will be used."
>
> I found that paragraph to be quite entertaining.
>
> -bob