PAGE 5 5. Skip and Fire Bombing. a. Occasionally you will be called on to skip bomb targets or to drop napthal-filled tanks (fire bombs). The run is made on the deck until approximately one mile from the target when a pull up to two or three hundred feet is made. b. The approach from that point is similar to a strafing run (see strafing diagram). Strafing is actually accomplished during this phase of the attack. c. When the attack gets so close to the target that you must pull-up to prevent flying into the ground, release the bomb or napthal filled tank. It will hit approximately twenty to fifty feet in front of the target and, in case of a skip bomb, will skip into the target, or in case of a fire bomb, will cover the target with fire. d. Evasive action must be taken while returning from the target. e. Remember to get the maximum effectiveness from the fire bomb -- it should strike the ground approximately 20 feet in front of the target to be destroyed. f. In skip bombing with regular GP bombs a 4/5 sec. fuse is normally used. This requires the flight or flights to bomb line abreast or with an extended interval to prevent flying through bomb bursts from previous drops. III. NAVIGATION a. You will be called upon at frequent intervals to perform combat missions requiring maximum range from your aircraft, by that we mean 2,000 mile flights. In order to destroy the Jap and his installations this type mission is necessary because of our lack of advanced airdromes or lack of space available at advanced airdromes. b. A concentrated effort must be made by you to understand EXPLICITLY ALL POINTS RELATING TO dead reckoning and pilotage types of navigation. You must do your own navigation even while following your element leader, knowing your position at all times. This point you will realize too late if you haven't done it, when someday, by chance, you get lost from your leader while going through an overcast about 800 miles from base and don't know your exact position and how to get back. c. We would like to point out to you that believing your compass, figuring time and distance, checking indicated airspeed against true airspeed, and anticipating known check points along the route are vital stops in fighter pilots' navigation. d. Closely related to good navigation is the absolutely perfect understanding of your airplane's gasoline consumption under all RPM, airspeed, and throttle settings. It should be remembered that RPM settings more than anything else govern gas consumption. Your IAS related to RPM settings governs distance covered. The manifold pressure setting is only important in that it is high enough to maintain the correct IAS using a certain RPM setting at the same time not so high as to introduce detonation or pre-ignition to the engine. Remember to use automatic lean on long missions. e. Of course you must know the capacity of your tanks and where the point is when it is necessary to return to base because your gasoline supply has been reduced to the minimum allowable. Always synchronize your RPM with the leader for equal consumption. f. Good knowledge of homing and lost plane procedures will undoubtedly save you plenty of grey hairs before your tour of duty is over -- be sure you know them. g. Weather is another important factor related to navigation. You will be briefed before the mission as to weather conditions to be expected along your route -- listen carefully. You will find it possible to "get around" or "go under" 90% of the weather in this area. h. When returning from a long mission of 7 to 9 hours, be extra cautious before landing. If you have enough gas clean your engine out 10 minutes before landing by increasing the RPM gradually up to 2500 with increased manifold pressure to 38" in automatic lean. Check all your instruments and do not land in formation.

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