1 25 7 https://ibccdigitalarchive.lincoln.ac.uk/files/original/983/21974/MShipmanJ1694683-181126-25.2.jpg 0ba63e740a473a9fcea7324213880732 Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Shipman, John J Shipman Description An account of the resource 43 items. An oral history interview with John Shipman (1923 - 2020, 1694683 Royal Air Force) his diary, documents and a photograph album. He served as ground personnel in India and the Middle east The collection has been donated to the IBCC Digital Archive by John Shipman and catalogued by Barry Hunter. Publisher An entity responsible for making the resource available IBCC Digital Archive Date A point or period of time associated with an event in the lifecycle of the resource 2018-10-10 Rights Information about rights held in and over the resource This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal. Identifier An unambiguous reference to the resource within a given context Shipman, J Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource John Shipman's Expenses Description An account of the resource A list of expenses in rupees incurred by John between August 1944 and March 1946. Creator An entity primarily responsible for making the resource John Shipman Date A point or period of time associated with an event in the lifecycle of the resource 1946-03-22 Format The file format, physical medium, or dimensions of the resource One handwritten sheet Language A language of the resource eng Type The nature or genre of the resource Text Identifier An unambiguous reference to the resource within a given context MShipmanJ1694683-181126-25 Coverage The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant Royal Air Force Publisher An entity responsible for making the resource available IBCC Digital Archive Rights Information about rights held in and over the resource This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal. Temporal Coverage Temporal characteristics of the resource. 1944 1945 1946 https://ibccdigitalarchive.lincoln.ac.uk/files/original/983/21961/YShipmanJ1694683v2.2.pdf dd174b6fa58f1243fbdfdf3eb4a7ab35 Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Shipman, John J Shipman Description An account of the resource 43 items. An oral history interview with John Shipman (1923 - 2020, 1694683 Royal Air Force) his diary, documents and a photograph album. He served as ground personnel in India and the Middle east The collection has been donated to the IBCC Digital Archive by John Shipman and catalogued by Barry Hunter. Publisher An entity responsible for making the resource available IBCC Digital Archive Date A point or period of time associated with an event in the lifecycle of the resource 2018-10-10 Rights Information about rights held in and over the resource This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal. Identifier An unambiguous reference to the resource within a given context Shipman, J Transcribed document A resource consisting primarily of words for reading. Transcription Text transcribed from audio recording or document Charles Letts’s DIARY [page break] AC2. J. SHIPMAN. 1694683. ROYAL AIR FORCE A.70 C/O A.P.O. 5200. [underlined] Capt. Hawker. [/underlined] SS. “OTRANTO” Capt. E.R.K. Wollington HMTS. STRATHMORE [page break] S.S. OTRANTO HMTS. STRATHMORE. Charles Letts’s POCKET DIARY 1943 [drawing of a feather] [underlined] Charles [/underlined] Letts & Co. DIARY HOUSE LONDON To re-order, quote number stamped on cover. To obtain refill (for refillable case) quote No. 17 Refill. COPYRIGHT PRINTED IN GREAT BRITAIN [page break] [list of notable dates for 1943] [page break] Personal Memoranda Name SHIPMAN. JOHN Address STATHERN NR MELTON MOWBRAY. [deleted] Telephone [/deleted] [inserted] SERVICE [/inserted] No. 1694683 [deleted] National Regis. No [/deleted] [inserted] RANK [/inserted] AC2. [deleted] Season Ticket [/deleted] [inserted] PAY BOOK [/inserted] No. A62171 [deleted] Motor Car [/deleted] No. [deleted] Driving Licence [/deleted] [inserted] IDENTITY CARD. [/inserted] No. 1533205 [deleted] Due [/deleted] [inserted] TRADE [/inserted] F/MECH E Bank Pass Book No. Holder’s Reg. No. N.S. Certificate Life Policy No. Premium Due Fire Policy No. Premium Due Wireless Licence Due [page break] Telephone Numbers Name – Number R. Moore. – SOUTHPORT 5523 A Staley. – BURTON 2209 J. Campion – BURTON 2977. D. Sykes. – CIRENCEST 560 [page break] Telephone Numbers [header] [deleted] NAME [/deleted] [inserted] ZULU [/inserted] – [deleted] Number [/deleted] [inserted] ENGLISH.. [/inserted] [/header] AM. – [blank] AMANZI TOTI – SWEET WATERS IONA ROCK. – BIRD ROCK. WERZA. – COME HERE. TOXIN. – GOOD NIGHT [header] [underlined] HINDOSTAAN. [/underlined] – [underlined] ENGLISH [/underlined] [/header] UDDER – HERE HIDDER – THERE TIDDER – WHERE [page break] Memoranda from 1942 MRS. L.G. LUPTON. 10 WOODFIELD RD. BLACKPOOL – S.S. LANCS. MRS. ELLIS. 43 CLEVEDON RD. BLACKPOOL. N.S. LANCS. [page break] Memoranda from 1942 1676784:- Eddie RAF CZCZ C/O APO 5020 [page break] JANUARY 1943 28 Thursday E. CLEAL’S BIRTHDAY [page break] [blank page] [page break] [blank page] [page break] FEBRUARY, 1943 3 WED LEFT LOCKING FOR HOME. SLEPT AT RECEPTION CENTRE. [page break] 4 THUR Arrived home. at 08-00 hrs. 5 FRI LEAVE [page break] 6 SAT 7 SUN LEAVE [page break] 8 MON 9 TUES LEAVE [page break] 10 WED WENT DOWN TO JOAN RAWLINSONS Party. Met Danny & Eddy 11 Thursday LEAVE [page break] 12 FRI 13 SAT LEAVE [page break] 14 SUN LEAVE 15 MON RECIEVED [sic] TELEGRAM. 5 DAYS EXTENSION. [page break] 16 Tuesday R 17 WED LEAVE [page break] 18 THUR 19 FRI LEAVE [page break] 20 SAT LEAVE 21 SUN LEFT HOME AT 8.30 BUS. CAUGHT 11.30 TRAIN FROM NOTTS WITH TED. [page break] 22 MON ARRIVED WESTON AT 08.00 hrs. CAUGHT TAXI TO CAMP. PAID £4-0-0. 23 TUES GOT UP AT 4-30 LEFT LOCKING AT 05-45 hrs, GOT ON TRAIN AT 6-30. ARRIVED WEST KIRBY. AT. 18.30 hrs. [page break] 24 WED AT NIGHT WENT TO WEST KIRBY PICTURES WITH ALF, JACK, EDDIE. 25 THUR DIDNT GO OUT [page break] 26 FRI WENT DOWN TO W.V.S. AT MORETON WITH, AURTHUR, [sic] ALF, EDDIE. 27 SAT CAUGHT ELECTRIC TRAIN TO CHESTER VERY DULL OLD PLACE INNOCULATED 5 per cent TAB. [page break] 28 SUN CHURCH PARADE. CAMP PICTURES AT NIGHT. MARCH 1 MON STAYED IN. [page break] 2 TUES MET DAVID IN NAAFI CANTEEN QUEUE AT WEST KIRBY. 3 WED GOT READY TO MOVE. PAID £2/-/-. [page break] 4 THUR LEFT WEST KIRBY FOR BLACKPOOL. FULL MARCHING ORDER. VERY BROWNED OFF. BILLETED AT SOUTH SHORE. 5 FRI WENT TO PICTURES. [page break] 6 SAT WENT TO PICTURES AT NIGHT TO SEE SABU IN “JUNGLE BOOK” 7 SUN KITTED WITH TROPICAL KIT AT MARKS & SPENCERS & WOOLWORTHS BLACKPOOL WENT TO TOWER AT NIGHT TO LISTEN TO ORGAN. GOOD SHOW. [page break] 9 TUES Had to work until 9-30 at night stamping kit bags [page break] 10 WED SAID. CHEERIO TO EDDY CLEAL. REDRAFTED TO 7280 11 THUR ARRIVED AT LIVERPOOL DOCK. 3.30 pm, GOT ON THE BOAT. MESS DECK E.4 MESS TABLE 30. BOAT S-S “OSTRANTO” ON BOARD WERE, SISTERS, RAF ARMY, COMMANDO’S, NFYY, PALESTINE POLICE. LEFT BLACKPOOL 12-00 hrs MADE SENIOR MAN OF TABLE. [page break] [blank page] [page break] 15 MON [deleted] LEFT BLACKPOOL. 12.00 hrs [/deleted] SET SAIL FROM LIVERPOOL 3-30 am. LAST LOOK AT ENGLAND. SCOTLAND IN SIGHT. ANCHORED FOR THE NIGHT. DAVID WENT IN HOSPITAL FOR THE DAY Saw the Ark Royal in Liverpool undergoing repairs [page break] 16 TUES SAILED ROUND THE [deleted] WELSH [/deleted] [inserted] IRISH [/inserted] COAST. MET LAC JOE HINKS VERY NICE CHAP, MEDICAL ORDERLY 17 WED FEELING VERY SICK. SEASICK ALL DAY. ALF VERY SICK TOO. NOTHING TO EAT ALL DAY. NO LAND IN SIGHT [page break] 18 THUR NOT FEELING SO BAD. STILL NO LAND IN SIGHT. SEA VERY SWELLING. BOAT ROCKING TERRIBLE 19 FRI STILL NO LAND IN SIGHT. [page break] 20 SAT WEATHER GETTING WARMER. LAID UP ON DECK AND WROTE TO MAM AND MARY. 2 ACTION STATION WARNINGS, FRIENDLY AIRCRAFT 21 SUN WEATHER STILL WARM. GOT UP AT 6-45. [deleted] CANARY ISLANDS IN SIGHT. [/deleted] WENT UP ON BOAT STATIONS LISTENED TO MR CHURCHILL’S SPEECH. WATCHED THE MOON ON THE SEA, ON DECK, WITH ALF & BOB UNTIL 21-30 hrs WROTE BILL & Ted [page break] 22 MON GOT UP 6-45. WEATHER GLORIOUS WENT UP ON BOAT STATIONS PASSED CANARY ISLANDS FIRST SIGHT OF LAND FOR DAYS. SEA QUITE SMOOTH. RECIEVED [sic] 16 BARS CHOCOLATE. MADE HAMMOCK. WENT ON DECK TO COOL OFF TURNED IN AT 22-00 hrs. PASSED SOME BOATS LIT UP THOUGHT THEY WERE FISHING BOATS 23 TUES GOT UP AT 06-00 hrs. HAD HOT SHOWER BATH AND WENT UP ON DECK BEFORE BREAKFAST. NO LAND IN SIGHT THIS MORNING. WENT UP ON BOAT STATIONS, SUN VERY HOT, SEA CALM. HAD DINNER THEN SAT ON DECK WITH DAVID, ALF, BOB & JOE. STITCHED FLASH ON TOPPEE’S HAD TEA (HERRINGS) WENT UP ON DECK UNTIL 8-30. WATCHES RETARDED 1 HR TONIGHT. [page break] 24 WED PUT ON TROPICAL KIT FOR FIRST TIME. GOT UP AT 6-10 HAD WASH THEN WENT UP ON DECK UNTIL 7-10 BREAKFAST, AIR QUITE WARM. WENT UP ON BOAT STATIONS. SUN TERRIFICLY [sic] HOT. HAD DINNER THEN WENT AND SAT ON DECK WITH, JOE, BOB ALF & DAVID. WROTE TO MAM & MARY. WENT TO BED AT [deleted] 9 [/deleted] 21-00 hrs. 25 THUR GOT UP AT 6-10. WENT UP ON DECK BEFORE BREAKFAST. ACTION STATION WARNING WHILE ON BOAT STATIONS. ONLY ALLOWED 1 MINUTE IN SUN. PAID 10/- ON F DECK AFT NEARING FREE TOWN. SAT UP ON DECK. PLAYED CARDS. BED AT 9-30. [page break] 26 FRI GOT UP AT 06-00 hrs, washed went up on deck. Had breakfast then went on boat stations. Sat in sun for 1/2 hr. Had dinner. Sat up on deck and wrote to Josie & Mr Bromhead Had tea. Sat up on deck. Went to bed at 9-30. 27 SAT Saw the Mauritania Got up at 6-0. Went up on deck. Saw first few birds for days. Plenty of fish about. Land not far away now. Arrived at Freetown 13-00 hrs Scenery of coastline very beautiful. Sun extremely hot. No blackout. Bed at 22-00 hrs. [page break] 28 SUN West Africa. Got up at 06-00 hrs raining hard, went up on deck. After dinner sat on deck again and wrote to Les and Peg and Mary & Mam. Feeling very warm. Church service on F well deck aft in morning. Bed at 22.00. 29 MON GOT UP at 06-00 hrs Went on boat station Had dinner then went and waited 4 hrs for haircut Bought money belt 6/6 Concert on deck at night, very good. Bed at 21-30 hrs [page break] 30 TUES GOT UP 06-00 hrs, washed and went up on deck. Left Freetown at 12-00 hrs. Nothing but water in sight again. Saw first banana for 3 years. Went to bed at 21-00 hrs Very hot. 31 WED Got up at 6-10 hrs. Raining hard. Went up on deck till 9-30 Came down for mess inspection. Should have Passed over equator at 14-30 hrs. Sky cloudy. Qued [sic] for lemonade at night [page break] APRIL, 1943 1 THUR Got up 6.30. Sun hot, very warm night Received 10 bars Chocolate Queued for minerals Watches advanced 1 hr tonight, 2 FRI Got up early washed cleaned up mess deck. Went to 3 Deck square to listen to TROOP DECK FOLLIES Action station warning at 16-30 hrs all clear at 17-00 hrs. Read up on deck Passed equator at 11.00 hrs in morning [page break] 3 SAT 319 miles Got up early. navy been playing cards all night. O.C Troops Inspection in morning Wrote Pamela, & Bill Hound. Sat on deck with David very browned off Had some iced fruit from canteen Slept on floor with Alf under table. Turned in at 22-00 hrs 4 SUN 322 Miles Got up at 06-00 hrs. Washed made hammock then went on deck Lovely breezy morning sea a lovely blue. Took sick reports. Wrote Mam, Mary, Peg & Sis on deck with Joe, [indecipherable word] of lime juice at 5/- oclock [sic] Clocks advanced one hour tonight [page break] 5 MON 339.7 miles Got up at 6-10 Lovely breeze blowing 6 TUES 341 miles Wrote to John Williams & Mr Hourd. Sat up on deck at night with Alf Turned in at 10-00 hrs 15 Pkts Biscuits [page break] 7 WED Got up at 0600 hrs Wether [sic] getting cooler Took sick reports to O.R Wrote to Mam & Ted’s mam. Sat on deck with Alf. Turned in at 2200 hrs 8 THUR Got up at 0600 hrs. Walked round decks. Layed [sic] in sun in afternoon finish boxing final [page break] 9 FRI Got up at 0600 hrs Walked round decks before breakfast 20 Bars Choc today Changed back into blues 10 SAT Got up early, walked round deck sea lovely & calm. Eighth Army entered Sfax [page break] 11 SUN Land in sight right along Pat bow. Rounding the cape weather good saw the famous table mountain. Capetown [sic] in sight, convoy broke up. Church parade on Fisell deck. Sat on deck with Joe and wrote to Mary. 12 MON No land in sight all day. Sea very swelly. Went to [indecipherable word] deck in the afternoon. Ships Magazine (All Aboard) out today [page break] 13 TUES Got up early and walked round the deck still no land in sight. Concert on deck in the afternoon [underlined] SOUTH AFRICA [/underlined] 14 WED Land in sight. Durban now in sight convoy going very slow, very cloudy. Anchored at Durban at 10-30 hrs. Packed all kit for leaving boat in morning, going in camp. Durban a lovely place. Changed money to S.A. [page break] 15 THUR Getting off SS OTRANTO at 08-20 hrs full kit went from train to Durban and on to Clairwood camp by railway. Very good camp food excellent! Bought French grapes, 15 bananas, [indecipherable word] for a 2/- paid. Durban a lovely place. Going to YMCA with Alf. Had photo taken buying grapes off black girl. 16 FRI BILLS BIRTHDAY. Got up at 0600 washed and got ready for look at station. Met Eddy Clark again. [page break] 17 SAT Went into Durban with Alf Eddy & Bob saw “STAND BY FOR ACTION” at the METRO 18 SUN Walked along the beach. Went to Jewish Club for tea. Church at night at St Pauls, welsh choir sang Sat on Marine parade at night [page break] 19 MON Reported sick with boil. Put in quarantine for German measles. Out of quarantine at 15-00 went to Durban. Bought watch Went to see the “Gay sisters” at the Playhouse. Good show. Bought watch 25/- 20 TUES Got up early. Went sick at 08-30 Went into Durban in afternoon. Saw “FREE BLONDE & 21” at the Theatre Royal. [page break] 21 WED Confined to camp 22 THUR Confined to camp Draft split up [page break] 23 FRI 7279 Draft went out. Confined to camp David gone with them. 24 SAT Passes given out. On picket at Durban Station [page break] 25 SUN Went in Indian Temple Picked up in car by Mrs Anderson, taken swimming to Amanzimtoti beach. Had tea then went to Isipingo, had a smashing time. Went to St Pauls at night 26 MON Durban races. Went to Durban races in afternoon. Met Mrs Anderson outside course. Went to see “Spring time in the rockies.” at night [page break] 27 TUES Duty Camp. Went to the KINGS AT night to see “A YANK AT ETON” 28 WED Went to Mrs Andersons for dinner at night. Met Peter. Had a smashing time. [page break] 29 THUR Went to Durban Tea at V.L.C. Pictures at night at the PLAYHOUSE, “THE FLEETS IN”, Good show. [page break] MAY, 1943 2 SUN Went to VALLEY OF A THOUSAND HILLS With Mrs Anderson Dinner at night at her house Had a smashing time. Had quite a drop of brandy at night [page break] 3 MON Reported sick with carbuncle. Went to see How Green was my Valley” with Bob. Eddie left for Southern Rhodesia 4 TUES Taken into Springfield M. Hospital with carbuncle. Had it cut in the afternoon very painful [page break] 5 WED HOSPITAL. 6 THUR HOSPITAL [page break] 7 FRI Pass out to Durban Back at 7-0 met Bob & Alf in Vic. League Club. 8 SAT Wrote to Mam, Mary & Hourds. Still in hospital. Tunis & Bizerta fell. [page break] 9 SUN HOSPITAL 10 MON Went into Durban, met Bob Alf in Victoria League Club. [page break] 11 TUES HOSPITAL. 12 WED Free cinema show at 20th Century, very good. [page break] 13 THUR Car ride out in afternoon, to North Durban, went to big house for tea, played snooker had a good time. Terrible storm at night 14 FRI Got up at 6 oclock [sic] took coffee round. Sat in sun all day Bed at 9 oclock. [sic] [page break] 15 SAT HOSPITAL. 16 SUN HOSPITAL [page break] 17 MON HOSPITAL. 18 TUES Discharged from Springfield Military Hospital. Nurse Henderson promoted to sister. A very pretty girl [page break] 19 WED Went into Durban with Bob. saw “Wuthering heights” at ROXY. 20 THUR Confined to camp. Packed kit ready for off. [page break] 21 FRI Got up at 4-oclock. Breakfast 5-15. Went on train to docks. Got on H.M.T. “Strathmore”. Mess E 2/2 22 SAT Got a pass out into Durban off the boat. Went up to Springfield Hospital to say cheerios to the boys. Saw WAAFS and ATS had come to town. Tea at Vic League Club. Went to pictures at night with Alf and Barney. “I MARRIED AN ANGEL”. Got back to boat at 23-00 hrs Absolutely broke. [page break] 23 SUN Got up at 06-00 hrs, washed walked round decks before breakfast, had breakfast “eggs”. Played cards with Alf Bob Barney, Slim on B deck. Had dinner, went on deck in afternoon, wrote to Mam. Played Solo at night on mess deck. 24 MON No passes today Final inspection of boat before sailing. Boat station in morning on A deck. Section 1. emergency station No 3. [page break] 25 TUES Pulled out Durban docks 06-30 hrs. Anchored. Set sail 12-00 hrs. Boat stations in morning Pay parade on E3 mess deck at 11.30 hrs. Played rummy on mess deck. Feeling a bit sick. [circled 26] WED Got up at 06-00hrs, a few blokes sick. Kippers for breakfast Alf sick out port hole. Boat stations A Deck. Clocks advanced 1/2 hr in afternoon and 1/2 hr at night [page break] 27 THUR Emergency stations at 22-00 hrs, everyone was in bed, all clear at 2300 hrs, felt very tired, quiet [sic] warm on deck Clocks advanced 1/2 hr. 28 FRI Action stations sounded while on boat stations. Raining hard in morning Ship doing about 14 knots. Very hot at night. Went up on B deck for a cooler. [page break] 29 SAT Got names taken for guard for being on mess deck, Blody [sic] awful corporal. Skipped P.T. Did some washing in afternoon. Had tea, (tinned apricots) washed, went up on deck for a cooler with Bob and Alf. No destroyers with us. 30 SUN Went to church service in 1st Class Lounge on B Deck, shook blankets in hammocks on B. Deck. [page break] 31 MON Paid £1 on mess E3 to last 2 weeks. Weather getting much warmer. Sea quite smooth. Saw a flock of birds over the Stratheze while on boat stations Got a certificate of crossing the line. JUNE 1943 1 TUES Action stations warning while on boat stations, didn’t last long. Sun very hot indeed Queued at canteen. Late for dinner [page break] 2 WED Slept out on B deck, first time, went Sleep walking, woke up looking over the bows. Someone S [four symbols] over the side. [symbol] … …. .. – 3 THUR Should have reported for last nights affair, didnt [sic] go. Slept out on deck again Soldier fell overboard! [page break] 4 FRI Had to report to orderly room for not reporting yesterday, sent to the bosun for job, too late for one. Slept out on deck with Alf, got moved from rail side. 5 SAT Weather still hot. Slept on deck. [page break] 6 SUN No land in sight heat on mess decks terrific. Service on B deck amidships slept on Port side of B deck. 7 MON Slept out on deck [page break] 8 TUES No land Slept on deck. 9 WED Packed all kit ready to get of [sic] boat. Heat terrific on mess deck tonight. Slept out on deck. [page break] INDIA 10 THUR Land in sight at 08.00 hrs. Arrived Bombay, tied up at 12-00 hrs. Still waiting to get off. Bombay not a bad place from ship. Getting of [sic] boat in morning 11 FRI Got off boat 9-15 arrived Worbi camp. Food quite good. Got D.S. Kit bag. Very surprised to see Indian women doing the bricklaying [page break] 12 SAT Got up at 6.00 hrs had [deleted] had [/deleted] cold shower. Went on roll call parade. Wrote Mam on free airgraph. Had lecture on Indian Life by the padre and C.O. received 15 ruppeés [sic] pay in dining hall. 13 SUN On fatigues in cookhouse all day, peeling spuds Had free cigarettes in morning. Mail started being dished out [page break] 14 MON Rained hard all day long. Stayed in hut more mail given out, none for me. Went down to the Chinese restaurant for supper, got wet through. Got in bed at 21-00 hrs. 15 TUES Got up 07-00 hrs Still raining hard. Feeling ill, long queue for W.C. Big party going to ALLAHBAD, Calcutta and ASSAM [page break] 16 WED Still raining hard. Not feeling so bad today still queuing though. Chaps went out. 17 THUR Very hot day. Got pass into Bombay, a filthy hole. Went to service canteen for tea and went to METRO at night saw Errol Flynn in Desperate Journey. Changed huts. Rotten night. [page break] 18 FRI Alf reported absentee. Paid 20 ruppees in 2. Dining [indecipherable word] Posted to Karachi. Going away tomorrow 2-0 oclock [sic] No 317 M.U. 19 SAT absolutely pouring down with rain. Going out at 14-00 hrs. Got on train at Bombay Central terrible conditions. Had supper at 22.00 h Turned in about 23.00 hr All rice field in sight [page break] 20 SUN Got up washed 07-00 Fine morning Alf not feeling well. Raining at night Still on train far from civilisation 21 MON Saw very old ruins. Arrived in New Delhi for 3/4 hr. sun very hot. [page break] 23 WED Arrived at Karachi in afternoon Got off the train spent the night at 320 M.U. [page break] 24 THUR CAME UP TO 317 M.U. BY LORRY NOT A BAD PLACE, IN SIND DESERT. SAND BLOWING LIKE THE DEVIL. WENT TO YMCA at NIGHT 25 FRI HANDED STEN GUNS IN. WALKED ACROSS DESERT, SAND STILL BLOWING [page break] 27 SUN Work at last. Put cowlings on Beaufort Took plug connections out Beaufighter. Worked late shift 18-00 to 20-00 [page break] 28 MON Started mornings 7-0 till 1-0 got up at 6-50 just caught garry. Inspection on Beaufighter. Went to sleep in afternoon 29 TUES Cleaned oil tank of Beaufighter and put it back on Liberator came in [page break] 30 WED Started inspection on Yankee D.C. nearly finished it [page break] JULY, 1943 2 FRI Beaufort burnt up on runaway in morning no-one hurt 3 SAT Went down to Karachi for first time, bought shoes for 4 chips. Went to REGAL saw “Down Argentina Way.” Got back at 12-oclock. [page break] 4 SUN Wrote Mam an Air letter card in afternoon. Inspection on Bixby in morning. Received 2 Letters from Josie wrote in May. 5 MON Received [deleted] 2 Air [/deleted] several letters from home pleased to hear Dad is better. Started new times from 7.30 till 5-30 X 1 hour for tiffin [page break] 6 TUES Got more letters at night, did 40 [symbol] on DAKOTA, finished all but plugs. Went to [deleted] mess mee [/deleted] Welfare meeting at night 7 WED Finished DAKOTA [deleted] at [/deleted] in morning started on Wellington in afternoon. Mess meeting at night. Beaufort crashed into Hurricane while taxying in afternoon [page break] 8 THUR Inspection nearly finished on Wellington. Received 2 letters one from Nance Goddard and one from Barbara went to YMCA at night for supper. 9 FRI Day off today got up at 11 oclock [sic] Went to KARACHI with G. Jacob saw Sonja Henjie [sic] in MARRIAGE ON ICE. Cablegram from Les. [page break] 10 SAT Had first flip in DAKOTA undercarriage wouldnt [sic] retract only up 1/4 hr. Inspection on Beaufort. Airgraph from Mam. 11 SUN Lecture in C flight hangar on F.S.S. and one by C.O. (a bind). Nearly finished BEAUFORT. 2 Letters from [deleted] [indecipherable word] [/deleted] at night. DAKOTA on test again. Rain [page break] 12 MON Not much doing. Everything is mud after last nights monsoon. Took inboard tank out of Starboard wing of Beaufort. 13 TUES Snag on DC 881 feathering repaired it. Ran Bisley 500 up. Put tank back in Beaufort. Raining all day on and off. [page break] 14 WED Working on LIBERATOR under bay. Sent letter to Mam wrote to Mary an airgraph [page break] [blank page] [page break] [blank page] [page break] 29 THUR Working on Beaufighter 266. 3 Letters at night [page break] 30 FRI Paid 40 chips. Still working on Beaufighter 266. Alf went in hospital No mail YMCA at night [page break] [blank page] [page break] AUGUST, 1943 4 WED Went to discussion group SWAMI VASNAMI on The Message of Yoga. [page break] [blank page] [page break] 8 SUN Congress starts. Karachi practillaly [sic] out of bounds Went before [deleted] [indecipherable letters] [/deleted] Fly Officer Shechts for Trade Test Board for my AC1. [page break] 10 TUES Day off, in bed till 10 oclock [sic] debugged the same. [page break] 23 MON Terrible Row in cookhouse, tiffin horrible, finished up with corned dog. Fetched officers from mess. Finished work on Beaufort 999, leaky oil cooler Hours altered finish at 5.30 now 24 TUES Day off, in bed until 12 oclock. [sic] Wrote to Bill in afternoon [page break] 25 WED Went down to Drigh Rd in morning to fetch aircrew for 813. Beaufort. Started inspection on Wimpy. Received tool box. [page break] [blank page] [page break] 29 SUN Received promotion to AC1 from Aug 1st Concert tonight in lecture room. Wimpy & Beaufort on air test, O.K., worked on both [page break] SEPTEMBER, 1943 25 SAT Day off. Went down to Karachi in afternoon to see Bob in dock. Pictures at night The Pied Piper Tired out with walking around [page break] 26 SUN Worked on Liberator No 3 engine. Taking mail to blighty. Trouble with engine, cylinders. Worked late to get it off. Air test at night. 27 MON Started week on Backers up course. Square bashing in morning. Field Craft & Rifle & Sten Gun rest of day. [page break] 28 TUES Baynet [sic] charging in morning, very hot work. Pulled Browning Gun to pieces. Lecture on it all day! Messed around in General at night. 29 WED Rifle drill & aiming in morning. [indecipherable word] on Browning Gun loading Sten Gun in afternoon. YMCA at night [page break] OCTOBER 1943 1 FRI Threw live Grenades in morning. Fired SMLF 20 rounds in afternoon 29 scored. Firing Browning machine gun. [page break] 2 SAT Fired Browning machine gun 30 rounds 6 No 1 stoppages. Half day today & day off tomorrow [page break] [blank page] [page break] [blank page] [page break] 28 THUR R MOORES BIRTHDAY [page break] [blank page] [page break] NOVEMBER, 1943 1 MON Alf went on sick leave to Mount Abu, with Sgt. Lawrence. [page break] 4 THUR Day off. Lecture by station Commander on the missing goodS from DAKOTA found down lavatory. All confined to camp until culprits are found. [page break] 5 FRI Started 40 XXX on Hurricane 517, plenty of snags. Still C.C. Rec room, YMCA & Cinema put out of bounds for 317 MU. Everyone still happy. No suspects 6 SAT Mosquito crashed on runways. Pilot killed, Duty Officer, MO & Observer badly burnt. Still waiting for spaces for Hurricane. No longer confined to camp [page break] 7 SUN Beaufighter crashed on runways, no one hurt, ran off runways Pilot burIed today. A/C Brench died in B.G.H. Taxied B/Fighter to Jerry Flight 8 MON Still on Hurricane Taxied Liberator to Jerry Flight. Went down town at night. Saw Nazi Agent at Paradise. Buried Brenchy at Karachi [page break] 9 TUES Not much work today. Concert in No 1 Camp. Ralph Reader came down. Very good show. Duty Pilot died from burns 10 WED DAVID SYKE’S BIRTHDAY Beaufighter on air test in morning. Stbd engine misfiring, worked on it all day, fixed it ready for morning. Sent Xmas airgraphs Letter from Bob & Mam [page break] 11 THUR [deleted] [two indecipherable words] [/deleted] [symbol] 40 hrs Started to work on Wimpy Mack II engines. Working till its finished. Hydralic [sic] pump U.S. changing it over with new one. No mail tonight from anyone. Moore is ill. 12 FRI Day off, in bed until dinner time. Went down to Karachi, [indecipherable word] at Allies then to the Paradise, “Among the Living.” poor show Saw Bob in dock. [page break] 13 SAT MAMS BIRTHDAY. Started 40 hr insp on Beaufighter, Hercules 17 finished all but for plugs. Stayed in & went to bed early at night. [page break] [blank page] [page break] 17 WED ALF STALEYS BIRTHDAY [page break] [blank page] [page break] 22 MON Down for Remustering board. Drigh Rd in morning, awaiting board until 2-30 tomorrow. Started on Hurricane 453 [page break] 23 TUES Drigh Rd all day on Trade Test Board. Very easy. W.O examiner. 24 WED Still working on Hurricane 453. Drained Glycol took pump off for special inspection [page break] 25 THUR Alf came back off sick leave at night. Still on Hurricane put cowlings on tonight 26 FRI Ran up Hurri vents not put back in blew out at take off, made an awful mess. Air test in afternoon came back too rough [page break] 27 SAT Started work on new Liberator. Hurricane on air test again came back, flap lever stuck and rough on Starboard mag O.K in afternoon Concert at night, very good 28 SUN Day off today got up at 10 oclock, [sic] debugged bed [page break] [blank page] [page break] [blank page] [page break] DECEMBER, 1943 [deleted] 11 SAT [/deleted] [inserted] 3 FRID. [/inserted] [deleted] 12 SUN [/deleted] [inserted] 4 SAT [/inserted] [page break] [deleted] 13 MON [/deleted] [inserted] 5 SUN [/inserted] [deleted] 14 TUES [/deleted] [inserted] 6 MON [/inserted] [page break] [deleted] 15 WED [/deleted] [inserted] 7 TUES [/inserted] [deleted] 16 THUR [/deleted] [inserted] 8 WED [/inserted] [page break] [deleted] 17 FRI [/deleted] [inserted] 9 THUR [/inserted] [deleted] 18 SAT [/deleted] [inserted] 10 FRI [/inserted] [page break] [deleted] 19 SUN [/deleted] [inserted] 11 SAT [/inserted] [deleted] 20 MON [/deleted] [inserted] 12 SUN [/inserted] [page break] [deleted] 21 TUES [/deleted] [inserted] 13 MON [/inserted] [deleted] 22 WED [/deleted] [inserted] 14 TUES [/inserted] [page break] [deleted] 23 THUR [/deleted] [inserted] 15 WED [/inserted] [deleted] 24 FRI [/deleted] [inserted] 16 THURS [/inserted] [page break] [deleted] 25 SAT Christmas Day [/deleted] [inserted] 17 FRI [/inserted] [deleted] 26 SUN [/deleted] [inserted] 18 SAT [/inserted] [page break] [deleted] 27 MON [/deleted] [inserted] 19 SUN [/inserted] [deleted] 28 TUES [/deleted] [inserted] 20 MON [/inserted] [page break] [deleted] JANUARY, 1944 [/deleted] [inserted] DECEMBER 1943 [/inserted] [deleted] 2 SUN [/deleted] [inserted] 30 SAT [/inserted] [deleted] 3 MON [/deleted] [inserted] 31 SUN [/inserted] [page break] JANUARY, 1944 [deleted] 4 [/deleted] [deleted] 5 WED [/deleted] [inserted] 2. [/inserted] [page break] [deleted] 6 THUR [/deleted] [inserted] 3 [/inserted] Sundrie 1-0 Photoframe 12 Airgraphs 10 Stamps [underlined] 9 [/underlined] [underlined] 2 – 15 [/underlined] [deleted] 7 FRI [/deleted] [inserted] 4 [/inserted] [page break] FREETOWN. MARCH 27th. LEFT “ 30th Capetown [sic] April 11th DURBAN April 14th H.M.T.S. “STRATHMORE” MAY 21st SAILED TUESDAY MAY 24’ BOMBAY. JUNE 11th KARACHI “ 23rd [page break] [blank page] Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource John Shipman's 1943 Diary Description An account of the resource Intermittent record of John's time at RAF West Kirby then Blackpool for training. He covers the sail from Liverpool to Durban, then India, first Bombay then train to Karachi. Once established at RAF Mauripur he records his daily work and entertainment. Creator An entity primarily responsible for making the resource John Shipman Date A point or period of time associated with an event in the lifecycle of the resource 1943 Format The file format, physical medium, or dimensions of the resource One handwritten diary Language A language of the resource eng Type The nature or genre of the resource Text Text. Diary Identifier An unambiguous reference to the resource within a given context YShipmanJ1694683v2 Coverage The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant Royal Air Force Spatial Coverage Spatial characteristics of the resource. Great Britain India Pakistan South Africa England--West Kirby England--Blackpool England--Liverpool South Africa--Durban India--Mumbai Pakistan--Karachi England--Cheshire England--Lancashire Publisher An entity responsible for making the resource available IBCC Digital Archive Rights Information about rights held in and over the resource This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal. Contributor An entity responsible for making contributions to the resource Tricia Marshall Temporal Coverage Temporal characteristics of the resource. 1943 B-24 Beaufighter C-47 entertainment Hurricane Mosquito RAF Locking Raf Mauripur sport Wellington https://ibccdigitalarchive.lincoln.ac.uk/files/original/983/21960/YShipmanJ1694683v1.1.pdf a40b52c6857a85a1dc03e5010f94bd93 Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Shipman, John J Shipman Description An account of the resource 43 items. An oral history interview with John Shipman (1923 - 2020, 1694683 Royal Air Force) his diary, documents and a photograph album. He served as ground personnel in India and the Middle east The collection has been donated to the IBCC Digital Archive by John Shipman and catalogued by Barry Hunter. Publisher An entity responsible for making the resource available IBCC Digital Archive Date A point or period of time associated with an event in the lifecycle of the resource 2018-10-10 Rights Information about rights held in and over the resource This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal. Identifier An unambiguous reference to the resource within a given context Shipman, J Transcribed document A resource consisting primarily of words for reading. Transcription Text transcribed from audio recording or document [Royal Air Force crest] THE AIR FORCE DIARY [page break] [drawing of winged animal with flags behind] Rotol Limited gratefully salute the Fighting Forces of Freedom and acclaim the triumph of their arms, which have brought us through the long night of war to the dawn of Peace. We also take especial pride in our modest contribution towards the achievement of this end. [page break] THE AIR FORCE DIARY 1946 With sections on the Women’s Auxiliary Air Force and the Air Training Corps [page break] Principal Aircraft Types – Continued COMMUNICATIONS AND TRANSPORT [header] Type – Power Plant – Speed (m.p.h.) [/header] AVRO YORK – 4 X Merlin 22 – [blank] ARMSTRONG WHITWORTH ENSIGN – 4 X 900 Cyclone – 210 DE HAVILLAND FLAMINGO – 2 X 930 Pegasus – 239 DE HAVILLAND ALBATROSS – 4 X 535 Gipsy XII – 250 DE HAVILLAND DRAGON RAPIDE – 2 X 200 Gypsy VI – 157 GENERAL AIRCRAFT CYGNET – 150 Cirrus Major – 130 HANDLEY PAGE HARROW – 2 X 925 Pegasus – 200 MILES M-28 – 150 Gipsy Major – 176 PERCIVAL PROCTOR – 210 Gipsy Queen – 170 SHORT STIRLING IV – 4 X 1,600 Hercules – 280 VICKERS-ARMSTRONG WARWICK – [blank] – [blank] GLIDERS AIRSPEED HORSA – SPAN 88 ft., length 67 ft., height 21 ft. GENERAL AIRCRAFT HAMILCAR – Span 110 ft., length 68 ft. 1 in., height 20 ft. 3 in. GENERAL AIRCRAFT HOTSPUR II – Span 46 ft., length 39 3/4 ft., height 10 3/4 ft. MISCELLANEOUS TYPES BOULTON PAUL DEFIANT (TT) – Merlin XX – [blank] TAYLORCRAFT AUSTER III (AR) – 130 Gypsy Major – 135 WESYLAND LYSANDER II – 905 Perseus – 230 ARMSTRONG WHITWORTH ALBEMARLE (GT) – 2 X 1,370 Hercules – [blank] FB = Fighter Bomber; TB = Torpedo Bomber; TSR = Torpedo Spotter Reconnaissance; FF – Fleet Fighter; SF = Shipboard Fighter; A = Amphibian; AR = Army Reconnaissance; TT = Target Tower; GT = Glider Tug. [page break] BRITISH MILITARY AIRCRAFT [black and white photograph of Avro Lancaster] [symbol] AVRO LANCASTER HEAVY BOMBER Equipped with four 1,280-h.p. Rolls-Royce Merlin engines, the Lancaster Mark I can carry approximately 8 tons of bombs at a maximum speed of 275 m.p.h. Maximum range is about 3,000 miles; armament includes ten .303-in. machine-guns. Normal crew is seven, and total loaded weight is 60,000 lb. The Mark II is powered with four 1,600-h.p. Bristol Hercules engines, the Mark III by Packard-built Merlins. Modified Lancasters carry the R.A.F.’s 10-ton bomb. [black and white photograph of Handley Page Halifax aircraft] [symbol] HANDLEY PAGE HALIFAX HEAVY BOMBER The Mark I is powered by four 1,175-h.p. Merlins, and can carry 5 1/2 tons of bombs at a top speed of 270 m.p.h. Maximum range is about 3,000 miles; normal loaded weight 60,000 lb. The Halifax III has a larger wing span and four Bristol Hercules engines, each of 1,650 h.p. Halifax VI (Hercules engines), has a top speed of 328 m.p.h., and an all-up weight of 68,000 lb. [page break] BRITISH MILITARY AIRCRAFT [black and white photograph of Short Stirling Tug and Transport] “Flight” photograph [symbol] SHORT STIRLING TUG AND TRANSPORT First of the large four-engined heavy bombers to go into service with the R.A.F., the Stirling has either four 1,600-h.p. Bristol Hercules or four 1,600-h.p. Wright Cyclones. Maximum bomb load is 18,000 lb. Four power-operated gun turrets house ten .303-in. machine-guns. Normal loaded weight is 70,000 lb. Span is 99 ft. 1 in. and length 87 ft. 3 in. The Stirling later became a glider-tug and supply transport. [black and white photograph of Armstrong Whitworth Albemarle aircraft] ARMSTRONG WHITWORTH ALBEMARLE TUG AND TRANSPORT Originally intended as a reconnaissance bomber, the Armstrong Whitworth Albemarle has since been adapted for use as a glider-tug or as a transport for airborne troops. It has a retractable undercarriage and is driven by two Bristol Hercules air-cooled radial engines. [page break] BRITISH MILITARY AIRCRAFT [black and white photograph of Vickers Armstrong Warwick aircraft] [symbol] VICKERS-ARMSTRONGS WARWICK TRANSPORT Bearing a strong resemblance to its kinsman, the Wellington, both in line and construction, the Warwick was originally designed as a bomber, but was ultimately transferred to transport and Air-Sea Rescue duties. Its engines are Pratt and Whitney Double Wasps of 2,000 h.p. Span is 96 ft. 8 1/2 in., length, 70 ft.: and height, 18 ft. 6 in. [black and white photograph of Avro York aircraft] [symbol] AVRO YORK TRANSPORT In service with the R.A.F. Transport Command, the York has the wings and tail unit of the Lancaster, with the addition of a third fin, but different fuselage. Loaded weight is 30 tons, and with four 1,280-h.p. Merlin engines, cruising speed is 220 m.p.h. Span is 102 ft., length 78 ft. 6 in. and height 20 ft. Special Yorks have been built for Mr. Churchill, Field-Marshal Smuts and the Duke of Gloucester. [page break] BRITISH MILITARY AIRCRAFT [black and white photograph of Spitfire aircraft] [symbol] VICKERS-SUPERMARINE SPITFIRE FIGHTER Tested and proved in the Battle of Britain, the single-seat Spitfire held pride of place as an interceptor fighter throughout the war. It appeared in more than a dozen different versions the principal Mark numbers being V, VIII, IX, XII, and XIV. The majority had Merlin engines, but the XII and XIV had the Griffon. The Spitfire XIV was officially credited with a top speed of 450 m.p.h. The Spitfire VI and VII (Merlin engines) have “pressure” cockpits. [black and white photograph of Hawker Tempest V aircraft] HAWKER TEMPEST V FIGHTER Successor to the Typhoon, the Tempest has an official top speed of 435 m.p.h. with the 2,400-h.p. Napier Sabre engine. Squadrons equipped with it destroyed some 600 flying-bombs during the first four months of the campaign against Southern England in the summer and early autumn of 1944. Interesting technical features are its thin, laminar-flow wing, and powerful ailerons, which give it an exceptionally fast rolling movement. Armament consists of four 20-mm. cannon. [page break] BRITISH MILITARY AIRCRAFT [black and white photograph of Hawker Typhoon aircraft] HAWKER TYPHOON FIGHTER First in action in mid-1942, the Typhoon single-seater fighter was the first operational aircraft to be fitted with the Napier Sabre 24-cylinder H-type sleeve-valve liquid-cooled engine. Armament consists of either twelve .303-in. machine-guns or four 20-mm. cannon mounted in the wings. As a fighter-bomber the Typhoon carries a heavy bomb beneath each wing. It is also equipped for rocket-firing. [black and white photograph of Hawker Hurricane aircraft] [symbol] HAWKER HURRICANE FIGHTER The Hurricane has seen action in seventeen different theatres. It bore the brunt of the Battle of Britain and has been adapted and developed as a fighter, fighter-bomber, tank-buster and shipboard fighter. As the Mark IID tank-buster, illustrated above, it had two 40-mm. cannon and two .303-in. machine-guns, and a top speed of about 340 m.p.h. Hurricane squadrons were serving with S.E.A.C. in 1945. [page break] BRITISH MILITARY AIRCRAFT [black and white photograph of Bristol Beaufighter aircraft] [symbol] BRISTOL BEAUFIGHTER FIGHTER Used first as a night fighter for the defence of Great Britain, the Beaufighter subsequently saw service as a day-intruder fighter, fighter-bomber, and torpedo aircraft. In each role it won high honours in many different theatres of war. Its relentless campaign against enemy shipping in the Kattegat and Skagerrak was an outstanding feature of the closing months of the war in Europe. Armament: four 20-mm. cannon and six .303-in. machine-guns. [black and white photograph of De Havilland Mosquito aircraft] [symbol] DE HAVILLAND MOSQUITO BOMBER Fast and versatile, the Mosquito is one of the war’s outstanding successes. Conceived and first built as a gunless bomber with a 1,000-lb. bomb load, it became, also, day fighter, fighter-bomber, night fighter, photographic aircraft, high-altitude bomber, submarine destroyer (armed with six-pounder gun), minelayer, and rocket-firing aircraft. Its bomb-load has been increased to 4,000 lb. Photograph is of Mark XVI high-altitude bomber with supercharged cabin. Span is 54 ft. 2 in., length 40 ft. 9 1/2 in. [page break] BRITISH MILITARY AIRCRAFT [black and white photograph of Sunderland Flying-Boat] SHORT SUNDERLAND FLYING-BOAT A general reconnaissance flying-boat with a fine war record in Coastal Command operations, the Sunderland carries a crew of 10. Armament comprises gun turrets in nose and tail and two more gun positions amidships. It is driven by four 1,000-h.p. Bristol Pegasus engines, has a top speed of 210 m.p.h. and a normal range of 2,880 miles. Some have been converted for civil duties. [black and white photograph of Sea Otter amphibious aircraft] VICKERS-SUPERMARINE SEA OTTER AMPHIBIAN Successor to the Walrus, which it closely resembles, the Sea Otter formed part of the equipment of the Air-Sea Rescue Service, working from bases in Great Britain, the Mediterranean and the Far East. Since 1944, when they went into general use, Sea Otters have rescued hundreds of “ditched” British and Allied airmen. They are extremely robust, and can stand hours of pounding by heavy seas. They can also work from aircraft carriers, if necessary being catapulted off. [page break] BRITISH MILITARY AIRCRAFT [black and white photograph of a Fairey Barracuda aircraft] [symbol] FAIREY BARRACUDA TORPEDO-BOMBER Designed in the first place around a new and powerful aero-engine which was later withdrawn from production, the Barracuda was given a highly supercharged version of the Merlin. It was the first British monoplane torpedo-bomber to see service with the Royal Navy, and can carry bombs, depth charges, or an 18-in. torpedo. Large flaps permanently extended on outriggers give different positions for take-off, cruising, diving and landing. [black and white photograph of a Fairey Swordfish aircraft] FAIREY SWORDFISH TORPEDO-BOMBER Old, and approaching retirement in 1939, the Swordfish was restored to full operational status when war broke out, and won battle honours as glorious as any bestowed upon its contemporaries. With bombs, torpedoes and rockets, it has taken heavy toll of enemy shipping in many seas. Famous among its exploits were the attack on the Italian fleet at Taranto and Matapan, and the crippling of the Bismarck. [page break] BRITISH MILITARY AIRCRAFT [black and white photograph of a Fairey Firefly aircraft] FAIREY FIREFLY FLEET-FIGHTER Continuing the traditional policy of the Royal Navy, the Firefly is a two-seat fighter, though it has the “lines” and the performance of a single-seater. Interesting technical features are the large retracting flaps (which steepen the approach glide, assist take-off and, when needed in combat, improve manoeuvrability) and the wing-folding mechanism. Armament consists of four 20-mm. cannon. Engine is the Griffon II, which delivers more than 2,000 h.p. [black and white photograph of Taylorcraft Auster aircraft] TAYLORCRAFT AUSTER SPOTTER The Auster is used by the Army as a light military observation and liaison ‘plane. A high-wing braced monoplane, it has an enclosed cabin seating two side-by-side with dual controls and radio equipment. With a 130-h.p. Gipsy Major engine the Auster III has a top speed in excess of 130 m.p.h., a range of 350 miles and lands at less than 40 m.p.h. The Auster IV has a Lycoming engine. [page break] U.S. TYPES USED BY R.A.F. & F.A.A. [black and white photograph of a Boeing Flying Fortress Bomber] BOEING FLYING FORTRESS BOMBER [black and white photograph of a Consolidated Liberator Bomber] [symbol] CONSOLIDATED LIBERATOR HEAVY BOMBER [black and white photograph of North American Mitchell Bomber] NORTH AMERICAN MITCHELL BOMBER [page break] U.S. TYPES USED BY R.A.F. & F.A.A. [black and white photograph of Martin Marauder bomber] MARTIN MARAUDER BOMBER [black and white photograph of Douglas Boston III bomber] DOUGLAS BOSTON III BOMBER [black and white photograph of Lockheed-Vega Ventura Reconnaissance bomber] LOCKHEED-VEGA VENTURA RECONNAISSANCE-BOMBER “Flight” photograph [page break] U.S. TYPES USED BY R.A.F. & F.A.A. [black and white photograph of Mustang] NORTH AMERICAN MUSTANG FIGHTER [black and white photograph of Thunderbolt] [symbol] REPUBLIC THUNDERBOLT FIGHTER [black and white photograph of Catalina Flying Boat] “Flight” photograph CONSOLIDATED CATALINA FLYING-BOAT [page break] U.S. TYPES USED BY R.A.F. & F.A.A. [black and white photograph of Dakota] [symbol] DOUGLAS DAKOTA TRANSPORT [black and white photograph of Waco Hadrian glider] WACO HADRIAN GLIDER [black and white photograph of Vought-Sikorsky Helicopter] VOUGHT-SIKORSKY HELICOPTER [page break] U.S. TYPES USED BY R.A.F. & F.A.A. [black and white photograph of Vought-Sikorsky Corsair] [symbol] VOUGHT-SIKORSKY CORSAIR FLEET-FIGHTER [black and white photograph of Grumman Hellcat] [symbol] GRUMMAN HELLCAT FLEET-FIGHTER [black and white photograph of Grumman Avenger] GRUMMAN AVENGER TORPEDO-BOMBER [page break] PRINCIPAL TYPES OF BRITISH AND U.S. AERO-ENGINES [list of British and U.S engines] 33 [page break] PERSONAL MEMORANDA Name SHIPMAN JOHN Service No. 1694683 Mess No. Pass No. Home Address STATHERN NR MELTON MOWBRAY, LEICESTERSHIRE ENGLAND Dates of Promotion TO LA/C FITTER IIE DEC. 1st/44. Car Number Driving Licence Expires Insurance Expires Weight 12 stone 0 lb. on DEC. 18th/45. Home Phone No. [page break] TELEPHONE NUMBERS NAME – TELEPHONE G. NEAL 26 NEWLANDS. RD. MIDDLESBROUGH YORKS A Rennison High St Gringley on Hill Doncs. R. DORRINGTON 322 DITCHLING RD. HOLLINGBURY, BRIGHTON SUSSEX. R. Street 9 Duchy St Edgely Stockport Lancs J. COLEY. 10 BATH ST DUDLEY. J. MYRES (MYERS) 12 SUNIMER ST. KINGSWINFORD STAFFS. The Turks Head Old Balderton D.J. Lee 14 Park Rd Grantham [page break] 1946 JANUARY 1 17.00 TO 01-00 HRS SHIFT HIGH BOOST ON STBD ENG. DAKOTA K.N 395 – FLUSHED CLUTCHES THROUGH – STILL HIGH ON RUN UP – HANDED OVER TO E.R.S. FOR ENG CHANGE FINISHED 12.00 hrs 2 TERMINAL ON DAKOTA K.N 241. STBD ENG. VIBRATION ON BOTH ENGINES. PLUGS CHANGED. PROP DOMES REMOVED. PORT PROPS CHANGED, STBD PROP CHECKED FOR TIGHTNESS FINISHED 02.00 hrs 3 WROTE LETTER TO BILL IN AFTERNOON. WENT TO WORK AT 5 OCLOCK. FINISHED GRADE III ON DAK KL 239. STBD FREE AIR SHUTTER JAMMED. ENG OK. ON GRUN. FINISHED WORK 10 OCLOCK 4 SENT FOOD PARCEL HOME. WORK AT 5 OCLOCK. TERMINAL ON STBD ENG DAKOTA 435. 5 SENT FOOD PARCEL TO AUNT ANNIE. DAY OFF. WENT TO KARACHI IN AFTERNOON. BOUGHT TWO RECORDS. RICHARD TAVEER & RICHARD CRUX 6 DAY OFF. WROTE TO TIM BROWN AUNT ANNIE & DAD. & BARBARA [page break] 7 STARTED 01-00 hr 0900 shift. Went to work at 1-oclock Terminal on No 1 Eng Lib BZ 786 PICTURES at night, saw, “Here come the co eds” 8 REROUTE ON LIBERATOR B7 786 REFUELLED. FINISHED TURBO BLOWER CHANGE. HAD LETTER FROM MARY & EDDIE 9 WORKED ON LIBERATOR ENG CHANGE. FINISHED 8 OCLOCK, HANDED OVER TO E.R.S. WENT TO CAMP CINEMA AT NIGHT OT SEE “CANT HELP SINGING” FOOD PARCEL ARRIVED HOME. SENT 4th 10 REFUELLED LIBERATOR 337 LETTER FROM MAM & THELMA NO MORE WORK. PACKED UP 04.00 hrs. WROTE TO MAM. [symbol] WENT TO CAMP CINEMA IN AFTERNOON. SAW “STEP LIVELY.” WENT TO TOWN AT NIGHT. SAW “THE HORN BLOWS AT MIDNIGHT” ORDERED BLACK SHOES AT SHAMJI BANJI. RADY JAN. 30th. PAID 95 RS. 11 [symbol] DAY OFF. WENT TO CAMP CINEMA IN AFTERNOON SAW “THE PRINCESS & THE PIRATE”. ANSWERED MAMS LETTER. RECEIVED £2 from BARBARA FOR SHOES IN TWO LETTERS. LETTER FROM TIM BROWN, PAMELA. WROTE MRS BROMHEAD IN EVENING. C. HOURD MARRIED. 12 [deleted] START [/deleted] 13 START DAYS. ROUTE INSP ON LIB 266. REFUELLED TO 1750 GALLS. ROUTE ON No 4 ENG. NO MAIL. WROTE TO THELMA AT NIGHT [page break] 14 WORKED ON LIB. HEATING SYSTEM. FOUND TO BE DISSCONNECTED [sic] ON ENGINE WROTE TO BARBARA AT NIGHT. 15 CHANGED GITTS SEAL No2 ENG. YORK 199. WENT AWAY 1500 hr REPORTED TO PAY ACCOUNTS TO CHECK APRIL TO SEPT STATEMENT. 25 Rs CREDIT. 16 ROUTE ON LIB. 329. SLOW RUNNING TOO FAST ON No 142. SHORT OF REVS No 2. WENT TO CINEMA AT NIGHT SAW “LADY IN THE DARK”. NO MAIL 17 CHANGED DOME SEAL ON LIB ON TROOPING APRON. TERMINAL ON DAK KW 504 STBD ENG. NO SNAGS NO MAIL. 18 [symbol] DAY OFF. (ORDERED BARBARAS SHOES) WROTE LETTER TO PAMELA. WENT TO KARACHI. FEED AT A.B.C. CAFÉ SAW “THE THIN MAN GOES HOME” AT CAPITOL RECEIVED 4 LETTERS. 1 FROM MAM. 2 FROM THELMA & 1 FROM TED. 19 [symbol] STARTING 5 to 12 SHIFT. WROTE TO MAM & TED IN MORNING DRILLED BROKEN STUD IN No 1 ENG. LIB. PRESSURE FILTER. 20 WROTE TO THELMA. RECIEVED [sic] LETTER FROM BARBARA STARTED 3rd BASE ON PORT ENG DAKOTA KN 668 [page break] 21 CARRIED ON WITH 3rd BASE ON DAK 668. HANDED OVER TO NEXT SHIFT TO FLUSH. S. CLUTCHES. MEETING IN COOKHOUSE TO DISCUSS THE DEMOB. UNREST. [circled 22] HARRY’S BIRTHDAY. ON STRIKE FROM 8 IN MORNING UNTIL CERTAIN PROMISES ARE MADE AS REGARDS DEMOB ETC. WHOLE STATION OUT. LECTURE IN MORINING [sic] FROM A.V.M. BARRAT. NO SATISFACTION. OBTAINED. LECTURE IN AFTERNOON BY PADRE & AOC. STILL KEEPING OUT. UNTIL SATISFACTION OBTAINED. MEETING IN MESS [symbol] 8 OCLOCK. 23 CAIRO WEST, JIWANI, & JODPHUR GOES ON STRIKE. LECTURE AT 0200 hrs by padre, signal sent day previous to Blighty, padre read signal out. A.C.M. car came from Dehli [sic] to lecture us. Further meeting tomorrow 24 [symbol] MEETING AT 10 OCLOCK IN MORNING. DECIDE TO START WORK 8 IN MORNING UNTIL FEB 15th CAME OVER WIRELESS FROM LONDON (STRIKE MADE NEWS) WENT TO KARACHI IN AFTERNOON BOUGHT PAIR GLOVES FOR BILL MET TIM BROWN IN B.G.H. BROKEN FOOT. [circled 25] [symbol] CHAPPALS READY FROM SHANJI BANJI. STATION RESUMED WORK THIS MORNING. WROTE LETTER TO MAM. WENT TO WORK AT 5 OCLOCK. WORKED ON DAK 219, PORT ENG. FLUSHED CLUTCHES. STBD ENG HIGH BLOWER SLIPPING. ENG CHANGE. 26 PAID 95 Rs. AT DISP. OFFICE. STARTED LETTER TO BARBARA. RUN UP ON DAK 639. STBD ENG SHORT OF REVS & BOOST. FREE AIR SHUTTER JAMMED & FREED. ENGINE STILL U/S 27 WROTE TO BARBARA. WORKED ON No 2 ENG. YORK 163. OIL LEAK. TOOK PROP OFF. CHANGED GITTS SEAL, CHANGED C.S.U. & VACUUM PUMP BASKETS. NO LEAK ON RUN UP. [page break] 28 WORKED ON LIB. 668. CUTTING IN LEAN. CHANGED CARB (No1 ENG). NO BETTER ON RUN UP. WROTE TO MISS ALDERMAN 29 WROTE TO EDDY RECIEVED [sic] LETTER FROM TED. WORKED ON YORK 183. WOULDN’T COME BACK TO FINE PITCH No1 ENG. REMOVED PROP & C.S.U. FLUSHED OUT ALL DUCTS. REPLACED PROP STICK U/S ON GROUND RUN 30 SHOES READY AT SHAMJI BANJI. DAY OFF. WENT TO KARACHI. BOUGHT RONSON LIGHTER. SAW “A PLACE OF ONES OWN” AT PALACE. HAD LETTERS FROM MAM, GLADYS, TIM, THELMA & MISS ALDERMAN. 31 DAY OFF. WROTE TO MAM, DAD & PEG. WENT TO YMCA AT NIGHT TO HEAR PROGRAMME OF CLASSICS. FEBRUARY 1 STARTS 28 days leave. Went to pay accounts, paid 220 Rs. Wrote to Mary. Went to Karachi. Football at match Drigh Rd v Tourists LATTER WON 2.0. Bought apron 12/8 WVS. Saw Son of Lassie at Paradise 2 Went to Karachi. Football match at Y.M.C.A. TOURISTS 2 V ARMY NIL Feed at Cafe Grand. Pictures, saw “Rebecca” at Regal. very good show. 3 Stayed in camp, wrote to Thelma & Mam. Went to transit cinema “Murder in the Blue Room.” [page break] 4 STAYED IN CAMP. FOOTBALL MATCH IN EVENING. TOURISTS 3 V MAURIPUR. 1. PICTURES AT CAMP CINEMA AT NIGHT. “THE GIRLS HE LEFT BEHIND. 5 [symbol] BARBARAS SHOES READY FROM ALLADINA DALA. WENT TO KARACHI. FOOTBALL MATCH AT DRIGH RD. ARMY (MALIR) 0 TOURISTS, 4 BOUGHT CAMERA FROM NARAIN. 6 WENT TO KARACHI. HAD TIFFIN AND SPENT AFTERNOON AT CONTACT CLUB. WENT TO FOOTBALL MATCH ON YMCA PITCH. TOURISTS (3) V COMBINED SERVICES (1). PICTURES AT NIGHT. “DOUBLE EXPOSURE” VERY GRIM. 7 STAYED IN CAMP ALL DAY. WROTE TO THELMA, BABS, & TED. 8 WENT TO KARACHI. TIFFIN AT CONTACT CLUB. STAYED THERE REST OF AFTERNOON. DINNER AT CAFE GRAND & CAME BACK TO CAMP. 9 KARACHI ON 11.30 BUS. FETCHED SHOES FROM SHAMJI B. Rs 37. BARBARAS SHOES FROM A. DHALLA Rs. 15.8. WROTE BILL & G HOURD. 10 STAYED IN CAMP. Went to camp cinema matinee saw, “Fanny by Gaslight”. [page break] 11 Went to Karachi in afternoon and booked for Sandspit. Came back to camp early. 12 Went to Karachi & stayed at YMCA at night. Pictures at night Paradise. “The Spanish Main. 13 Came over to Sandspit on Y.M launch. Very nice ride out. Swimming in afternoon. Went long walk at night, got back midnight. 14 Swimming in morning Walked along beach towards Karachi & went swimming there. Played cards at night. 15 Sat in sun all morning. Wrote to Barbara. Played cards at night 16 Went fishing off raft in morning caught nothing, swam back to shore. Reading in afternoon Played Solo at night with two Bobs & Jack. 17 Swimming early morning sea beautiful [page break] 18 Went back to Karachi on 6 PM launch. Had feed at Quality & slept in camp. Muslims causing trouble in town 19 Came back to Sandspit at 5 oclock. [sic] Spent afternoon at YMCA in town 20 MAMS SHOES READY AT HARI TUPANS. Had walk along beach towards Hawkes Bay. Boys caught 5 X 6 ft snakes on mudbank. 21 Trouble started by R.I.N. on docks wouldnt [sic] let launch come out to us. No water for drinking 22 R.I.N firing guns at Army, from H.M. HINDUSTAN. Everyone evacuated from Sandspit via Hawkes Bay. Camp closed down. Karachi out of bounds. 23 Stayed in camp, wrote to Mam. Heavy rioting in Bunder Rd. Went to Transit Pictures. “Reunion in France, good show. 24 Spent day at Hawkes Bay with Alf & Bob. Had letter from Babs. Went to pictures at night “Follow the Boys” [page break] 25 Spent day in camp. Went to Trooping canteen at night. Karachi put in bounds. 26 30 Group leaving for Bombay. Went to Karachi. Collected mams shoes. Regal Cinema at night “Captain Kidd”, good show. 27 Stayed in camp. Went to pictures on camp 2 oclock “David Copperfield,” transit at night. “The Lost Weekend”. Wrote to Mam & Dad 28 Stayed in camp. Wrote to Barbara. Went to Transit Cinema “Ronald [indecipherable word] Gangster”. Leave finished MARCH 1 Day off. Went to Pictures in town. Regal. “Our Vines have tender grapes”. Fair. Palace “Lady Hamilton”, very good Group 31 & 32 clearing 2 Wrote to Ted & Eddy. Started work. 5 to 12 shift. Worked on YORK 206 No 4 ENG. Only 10 lbs Boost [symbol] T.O. Aneroid removed & replaced. Boost adjusted to + 9 lbs [symbol] [indecipherable word] & +14 lb T.O. Had letter from B.H & Thelma. 3 Wrote to Thelma. Work at 5.30. STIs & DAK 351. Fuel pipe for chafing breather pipe. Run up on YORK 110. [page break] 4 Work at 5.0 oclock. DAK 351 STBD ENG. Low oil pressure & high cyl. temp. Thermo couple changed. Stbd & Port oil coolies inter change. Surge valve removed to be cleaned. NO MAIL. 5 LES’S BIRTHDAY. Work at 5 oclock. NO MAIL. SLACK evening. STI done on both engines Daks 351 & 265. Packed up midnight. NO MAIL. 6 Wrote Mrs Bromhead & Bill H Work on NO 4 Eng Lib. Fail to start. Engine found full of oil & no compression on front bank cylinder. Engine change. 7 SENT PARCEL HOME BY SEA. Put in for camera permits. Worked on Hellcat 40 [symbol] insp. 8 Day off. Pay Day 70 Rs. Stayed in camp. Football match R & I (A) V R & I B. 3 X 1. Wrote to Mam. 9 Day off. Stayed in camp. Went to Trooping Cinema “Rhapsody in Blue”. 10 Started day shift. Work on Hellcat 242. Replaced oil cooler Went to Transit Pictures. “Captain Blood.” [page break] 11 Working on Hellcat 242 again. Took starter to pieces & cleaned, assembled and fitted to aircraft again. 3 yrs ago we got on boat. Went to pictures “GASLIGHT” very good. Wrote Thelma 12 Finished Hellcat 242. run O.K. Grade I on Dak 508. Had letter from Tim Brown. Wrote Tim Brown and Pamela. 13 Tour reduced to 3 yrs from April 1st. Grade I on DAK 508. Hellcat on airtest. O.K. Had letter from Mam. Wrote Mam & Mag. 14 Lancastrian 725. Changed coolant pump on No 4 Eng. Ground run & found serviceable Wrote to Barbara. No mail. 15 Slow running adjusted on No 4 YORK 171. Sent to trooping apron to Grade I on 4 of 77 Sqn DAKS. Late back from tiffin. Going to pictures to see “2000 Women”. No Mail. 16 Day off stayed in camp. Painted tin trunk. Went to Transit Pictures “Diamond Horseshoes.” poor show. 17 Day off. Met Tim Brown in town. Went to Contact Club. Pictures at night, saw “Alexanders Rag Time Band.” [page break] 18 Day off. Went with Shift to Hawkes Bay. Nice day, felt tired. Starting work at midnight Went to trooping cinema saw W.E at Waldorf. 19 Worked on Dak 150. Flushed S. Clutches on both engines. 2 Letters, Mam & Barbara. 20 [inserted] Letter from Bob & Thelma [/inserted] Worked on YORK 195. Changed Gitts Seal and Prop rear cone washed on No 2 Eng. Wakened up by w**s to plaster billet no sleep all day. 21 Night off. Had to report to CTO at 9 in morning YORK 193 came back with oil leak, nothing happened. Letter from Barbara. Wrote to Mam. 22 Port Eng. DAK. 150. Low oil pressure changed relief valve. OK on G. Run. No mail received. 23 No 4 Eng YORK 109. Terminal Insp no snags. Rotten day. Sand storms blowing & hot. 24 YORK 110 No 4 ENG TERM. INSP. NO SNAGS. STARTED MINOR ON LIB 242. GOT UP AT 3 OCLOCK. WENT TO CAMP CINEMA. “DR GILLESPIES CRIMINAL CASE.” [page break] 25 BARBARA’S BIRTHDAY. Day off, went to Karachi, collected Dads slippers. Went to Paradise cinema. “Bette Davis “The Corn is Green”, very good. 26 Started 5 to 12 shift. Wrote to Harry. Terminal on No 1 Eng YORK 170 Exhaust shrouds broken. Fuel press warn light stays on, stiff throttles. 3 Letters from Mam Thelma Pamela. 27 Wrote to Barbara. Worked on Lib 852. Sump changes on 2 & 3 engines. Finished 1 oclock. 28 Wrote to Thelma. Worked on YORK 112. Turn No 2 ENG Slight oil leak from front. Started to replace exhaust bolts in Lib 852. 29 Worked on Lib 893. Manifold press adjusted to 49”. Turn on YORK No 1 & 2 Engines. No snags. 30 Worked on YORK 206. Gitts seal change & Term. Insp. on No 2 Eng. 31 Worked on YORKS 110 & 114 No 4 Engines. Term Insp no snags. Letter from Thelma. [page break] APRIL 1 Alf went in dock. Day off. Tour reduced to 3 yrs effect from today. Went to town ordered watch for Mam. Bought fountain pen. Saw Incendiary Rhonde. 2 Day off, stayed in camp. Put name on tin trunk. Went to Trooping cinema. “Flight from folly”, Pat Kirkwood, very good. 3 Started day shift. Worked on [deleted] Yor [/deleted] Lib 344. Finish carb change, adjusted slow running, YORK 174. Oil leak No 3 very bad. Dorma plug came out in air [indecipherable word] stripped, new shell fitted. 4 Worked on YORK 193. Changed contact breaker for dead cut P. Mag, 4 Eng. Thermo valve changed for high temp & low press (oil). Went on airtest with same during afternoon, 30 mins flying (Letter from Mary £1) 5 Terminal on No 2 Eng YORK 48 no snags. Re Route on Lib 344 3 & 4 Engs no snags. Went to town to see Alf in dock. Bought Mams watch. Ruppees [sic] 65. Paid 70 Rupees in A.R.S. hangar. Wrote Dad. 6 Lib 734. All mags U/S through condensation. No 2 Eng L.H Mag Changed handed over to night shift. Had letter from Mary with [deleted] £1 [/deleted] 15/= P.O. Hot day 105o in shade. Wrote Mary. 7 Very hot wind blowing Day off. Went out to see Alf. Went to pictures at night. “The Wicked Lady” Very good. [page break] 8 Day off. Went to see Alf in dock. Pictures at night [underlined] Pillow to Post. [/underlined] 9 Stayed in camp to start work at midnight. Went to transit pictures to see Holiday Inn. 10 Worked on YORK 206. Gitts seal change on No 2 Eng. Went to Trooping Cinema. “Thrill of a romance”. 11 Mosy 317. Block change on Stbd Engine. Warned to stand by for the boat. Went to town to tell Alf Bought cufflinks. Wrote Babs. 12 Got clearance chits from movements. Spent day getting cleared up only 2 more to get. 13 Finished getting cleared and handed chit in. Went to Trooping cinema. “I know where I’m going” grim show. Wrote Thelma & Tim. 14 Packed & sorted kit. Went to Trooping cinema. “The Seventh Veil”, very good. [page break] 15 Not very busy, no gen yet. Wrote Mrs Bromhead. Went to camp cinema. “Three men in white”. 16 BILLS BIRTHDAY No gen yet. Stayed in camp. 37 Group got clearance chits. Went to trooping cinema to see “Shine on Harvest Moon”. 17 Went to Karachi with Ron D. to buy trunk. Stayed in to help him pack at night. No gen yet. 2 Letters – Miss Alderman & Barbara. 18 Pay parade at P. Accounts. 70 Rupees. No gen yet. Went to Trooping Cinema. “The [deleted] [indecipherable word] [/deleted] Univited. [sic] Letter from Thelma. 19 Went to Karachi in afternoon bought 3 cig cases for Les Bill & Bob Pictures at night. Trooping camp “Johnny Frenchmen.” No gen yet. 20 Painted Alfs box. Still no gen. Trooping cinema. “The Painted Veil” again. 21 Did nothing special all day. Still no gen. [page break] 22 Still no gen. Went to Transit pictures. The Falcon out West”. Not bad. 23 37 Group left for Bombay. Still no gen for us. Went to Trooping Pictures. “Anchors Aweigh”. 24 No gen yet. Trooping Cinema. “The Rakes Progress”, good show. 25 No gen yet. Went to Transit Cinema “Molly & Me”, fair. 26 Still no gen Stayed in billet, did nothing in general. 27 Went to Karachi with Alf. Came back early. Derby won cup. 4 – 1 28 No gen. Stayed in camp. Went to camp pictures Pygmalion”. [page break] 29 Played tennis at night. 30 Reported to S.W.H.Q in morning to give particulars. Played tennis again. Went to Transit cinema. Heaven is round the corner. MAY 1 Played tennis again. Went to Trooping. Home in Indiana. 2 Played tennis 3 Paid 65 Rupees. Played tennis at night. Went to Trooping for feed. Saw “Laura 4 Had innoc against Cholera. Went to Trooping again. 5 No gen yet. Stayed in camp. [page break] 6 Played tennis. Went to Transit Pictures. “Tender Comrade”. Grim 7 Lecture by C/O not leaving till June. Wrote home. 9 Saw Love Story at Transit cinema 10 Wrote to Thelma Stayed in Played tennis with G. Neal 11 Went to Hawkes Bay for 48 hr, but came back same day owing to more repat gen. 12 Sitting tight. Packed kit again. [page break] 13 No gen yet. Only Jan & Feb blokes going Went to Trooping Cinema “Pink string & sealing wax” 14 Played tennis. Went to Transit cinema “Dark Tower”. Sold bearer watch 15 Rs 15 Part of Jan & Feb draft left for Bombay. Got to pack kit & report to movements in morning. 16 Reported to movements. Wrong list, us not wanted. Saw Her Highness & the Bell boy. 17 Paid 70 Rupees. Went to Karachi with G. Neal. Saw D. Durbin in “Because of him”, at Capitol. 18 C.Os Parade. Had letter from Mam. Got wireless in billet. Listened to Woodcocks fight 19 Stayed in camp. Saw Bathing Beauty” at camp cinema [page break] 20 Admitted to B.G.H. with ear trouble. Ward 3 bed 28 Alf & Bob came down. Letter from Barbara & Thelma 21 Ear ache all night. Read book all day. 22 Nothing much to do. Went to see Kenney in Ward 6 at night. 23 Still in hospital. Alf & Bob & George came down letter from home 24 Hospital 25 Saw specialist still got to carry on with some treatment. 26 Played cards all morning. Wort to Mam [page break] 27 Hospital. 28 Went to see ear specialist & skin specialist. Discharge on Thursday. 29 Hospital. 30 Discharged from hospital in morning. Got back to camp in morning. Reported sick. JUNE 1 Transit cinema saw Mildred Pierce, good show. 2 Went to transit cinema saw Stage door canteen [page break] 3 Signal came in for us to be at Bombay 12th June Pukka gen this time 4 Got to report to movements tomorrow. Very hot day, no breeze blowing. 5 Reported to movements going over the weekend to Bombay 6 Reported to Pay Acc at 2 oclock Paid Up to June 28th 7 Handed Rifles in to Armoury to go by air to Bombay. Kit packed leaving 02.30 hrs tomorrow 8 Came down to Bombay by air DAK 637. Take off Mauripur 6 oclock landed Santa Cruz. 9.45 9 Packed tin trunk Went to pictures [page break] 10 24 hrs guard on armoury Very cheesed. Guarding Armoury 2 on 4 off 11 Came off guard at 11 oclock Raining all day again Went a walk round Tin Town at night 12 Fairly fine day. Went to Bombay for the day. Round the shops and pictures (I live on Grosvenor Sq) Walked back from station. 13 Felt tired & slept all morning. Wrote to George Neal. Still raining. 14 Rained again. [two indecipherable words] round. Tin Town April May & June lads came down from Mauripur 15 Walked along front in morning No gen 16 Still no gen [page break] 17 Put on runner duty in G. Camp Orderly room Boat list in in afternoon 18 Got tickets for boat Changed money & handed D.S kit bags in. Poured with rain all night 19 Drawn arms from Armoury & rigs from Orderly Room. Going on boat in morning 20 [inserted] [underlined] Bombay [/underlined] [/inserted] Reveille at 5 oclock. Left Work at 08.00 hrs embarking at 10.00 on H.M.T.S. Strathnaven [sic] Mess deck G 5. Civvies & army on board. 21 Final inspection & boat stations in morning. Pulled out of docks by tugs. Set sail at 01.00 hrs. 22 Right out at sea. Very rough indeed & feeling very sick. On deck all day. Slept on B. Deck very cold. (324 miles). 23 Still feeling sick, no boat stations today – Sat on B. Deck. Boat rocking very badly 314 miles [page break] 24 Feeling a little better sea much smoother. Had dinner on Mess deck. Slept on B DECK STBD side (332 miles) 25 Feeling O.K. again. Went to cinema on B. Deck, came out owing to the heat Slept on B Deck (368 miles) [inserted] [underlined] Aden [/inserted] [/underlined] 26 Aden on Stbd side at 07.30 hrs. Saw 2 aircraft carriers Very hot on mess deck. Passed Arundel Castle on STBD side 12.30 hrs Passed island of PERIM STBD SIDE & into the Red Sea at 14.20 hrs. (380 miles) 27 Slept on F Deck Very hot day Dhobi in morning. HMS Indefatiguable [sic] passed us on the stb 382 miles 28 Not so hot today. Land on Stbd side at 2 oclock. Slept on B. Deck 379 miles [inserted] Suez [/inserted] 29 Entered Gulf of Suez 08.00 hrs Arrive at Port [indecipherable word] 19.30 hrs French liner PASTUER anchored out Entered Suez Canal at midnight [deleted] [indecipherable word [/deleted] [inserted] Port Said [/inserted] 30 Passed the [indecipherable word] a French ship Anchored at Port Said at 11.00 hrs for refuel Left Port Said 20.10 hrs and into the Med 268 miles [page break] JULY 1 Woke up with no land in sight. Sea choppy again. Sick with stomach trouble. [indecipherable word] on B Deck [symbol]. Slept on B Deck. Passed Mauritania 1500 (233 miles) 2 Sea very calm feeling better today. Getting quite cold. Slept on B Deck. Portside (371 miles) [inserted] [underlined] Malta [/inserted] [/underlined] 3 Sea dead smooth in morning. Duty table on mess deck. Malta visible on Port side at 11.15 hrs. Empress of Scotland overtook us at 15.00. Passed PANTELLERIO at 18.00 hrs Passed Durban Castle (373 miles) 4 Passed Cameronion in afternoon On guard for 24 hrs from 14.00 4-6 C Deck. Foyer 10-12 64 Hatch (379 miles) [inserted] [deleted] Gib [/deleted] [/inserted] 5 On guard till 14.00 hrs. 4-6 D Deck Aft. 10-12 Galley. Came off guard at 12.00 hrs. Sailing along South coast of Spain, land in sight. Getting off boat on Tuesday (372 miles) [inserted] [underlined] Gib [/underlined] [/inserted] 6 Passed Gibraltar at 02.00 hrs Portugal coast in sight on Stbr Sd Dhobie day. Passed C Rock at 20.45 hrs. Getting very cold now (365 miles) 7 Passed C. Finestere at 12.30 hrs. Entered B of Biscay 14.00 hrs Sea very rough, feeling sick again (368 miles) [page break] 8 Changed into blue again Sea very calm. Entered English Channel. Drawn arms from Armoury. (361 miles) [inserted] [underlined] Southampton [/underlined] [/inserted] 9 Arrived Southampton 11.00 hrs docked in 44 Berth Beautiful warm day. Blighty at last (288 miles) 10 Disembark at 0800 hrs. Free Naafi on docks. Travel first class to Hunsdon Kitted paid and ready for leave. 11 Arrived home on 28 day leave. Hot day. Came from London by 2.55 train. 12 Went to Melton Haymaking at night. 13 Haymaking went to dance at Eaton with Ted. 14 Went to Hove to see Francis. Church at night with Mam & Dad. [page break] 15 Cutting down at band. Went to [indecipherable word] 16 Went to Melton for day. Pictures at night. “The [indecipherable word] in 92nd St.” [symbol] LEAVE [symbol] [page break] [symbol] LEAVE [symbol] [page break] [symbol] LEAVE [symbol] [page break] [symbol] LEAVE [symbol] AUGUST 8 [underlined] MARYS BIRTHDAY. [/underlined] [page break] 12 Leave. 13 Received posting to 70 O.T.U. Silverstone. 14 Leave expired. Returned via N Hampton Arrived in camp 19.15 hrs. 15 Got arrival chits from SWO. Filled same in. Duty in No 1 Hangar No 2 Flight, 13 Billet 6 site 16 Started work in No 1 Hangar. [symbol] Minor on Wellington P.G.593. N.a.a.fi at night for supper wrote to Alf. 17 Finished work at 1130 and hitch hiked to Northton. Caught 1.20 home. Went to Harby at night 18 Went to Gunthorpe Bridge with Ken. Plough Inn at night. [page break] 19 Came back to Camp with Mr Rice, got back 7.30. Still on P.G 393. Wrote to B. Moore & B. Hourd. YMC.A for supper. 20 Late for Pay Parade, pay on Thursday. Still on 393. Wrote to Mam & Mary, went to YMCA for supper. 21 Warm day today. Still on 393. Went to YMCA for supper at night with Ging. 22 Still on 393. Paid £2 at Pay Accounts. YMCA for supper at night. Put pass in for weekend. [page break] [blank page] [page break] SEPTEMBER 17 Started 28 days harvest leave from 1200 hrs 19th to 0800 16/10 [page break] [blank page] [page break] OCTOBER 15 Recalled from Agric leave. Got to report midnight [page break] 24 Arrived at North Luffenham. Peace time place. Bags of bull. Billeted in barrack blocks. 25 Unloaded lorry from Silverstone Started insp on Wimpy 366. [page break] 31 G. Neals Pie.?. [page break] NOVEMBER 21 A.D. hrs [page break] [blank page] [page break] DECEMBER 20 DADS BIRTHDAY. [page break] [blank page] [page break] [calculations] [page break] [advertisement for James Booth & Company Aluminium Manufacturer] Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource John Shipman's 1946 RAF Diary Description An account of the resource John's day by day record of his work at RAF Maipur. It covers the RAF 'strike' and his return to the UK Spatial Coverage Spatial characteristics of the resource. Egypt Egypt--Port Said Great Britain England--Melton Mowbray Pakistan Pakistan--Karachi North Africa England--Leicestershire Creator An entity primarily responsible for making the resource John Shipman Date A point or period of time associated with an event in the lifecycle of the resource 1946 Format The file format, physical medium, or dimensions of the resource One handwritten diary Language A language of the resource eng Type The nature or genre of the resource Text Text. Diary Identifier An unambiguous reference to the resource within a given context YShipmanJ1694683v1 Coverage The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant Royal Air Force Publisher An entity responsible for making the resource available IBCC Digital Archive Rights Information about rights held in and over the resource This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal. Contributor An entity responsible for making contributions to the resource Tricia Marshall Temporal Coverage Temporal characteristics of the resource. 1946 B-24 C-47 entertainment ground personnel Lancastrian Operational Training Unit Raf Mauripur RAF North Luffenham RAF Silverstone sport training Wellington York https://ibccdigitalarchive.lincoln.ac.uk/files/original/983/21922/MShipmanJ1694683-181126-22.1.pdf 0faaec782fda685e55b3ef211c6e6fa4 Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Shipman, John J Shipman Description An account of the resource 43 items. An oral history interview with John Shipman (1923 - 2020, 1694683 Royal Air Force) his diary, documents and a photograph album. He served as ground personnel in India and the Middle east The collection has been donated to the IBCC Digital Archive by John Shipman and catalogued by Barry Hunter. Publisher An entity responsible for making the resource available IBCC Digital Archive Date A point or period of time associated with an event in the lifecycle of the resource 2018-10-10 Rights Information about rights held in and over the resource This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal. Identifier An unambiguous reference to the resource within a given context Shipman, J Transcribed document A resource consisting primarily of words for reading. Transcription Text transcribed from audio recording or document [blank page] [page break] [underlined] 1694683 AC2 J SHIPMAN FLIGHT MECHANIC (E) COURSE TAKEN AT No 5 S.T.T. RAF LOCKING INDEX BACK PAGES 189 to 191. INSTRUCTORS. [/underlined] BASIC. – CPL MACFARLAN PRELIM ENGINES. – MR MEW. MAGNETO’S – CPL MIDDLETON. CARBURETTORS – CPL BUCK. INLINE ENGINES – MR HODGINS RADIAL ENGINES – SGT HOWARTH. COMPONENTS – CPL BLACKBURN. INSTALLATION – SGT. GORMLEY. AERODROME PROCEDURE THEORY. – CPL ALLEN “ “ PRACTICAL – CPL TAYLOR “ “ “ – CPL NEX. [page break] [underlined] LIQUID COOLED ENGINES Rolls Royce “Kestrel” [/underlined] Leading Particulars:- Reduction geared, water-cooled engine, fully supercharged. 12 Cylinders in 2 banks of six with an included angle of 60o. Bore 5” Stroke 5 1/2" Compression Ratio 6 to 1 Reduction Gear:- Straight tooth spur layshaft single reduction. D.O.R. of crankshaft:- clockwise from the front Weight dry:- 922 lbs Airscrew Hub 21 lbs. Oil Consumption 3 to 8 pts per hour. Fuel Consumption 0.54 pts per B.H.P Hour. Lubrication. Mineral oil D.T.D 109 Summer Grade High Pressure 60 lbs per [symbol]“ Low Pressure 5 lbs per [symbol]” Minimum inlet temperature before flight. 25o centigrade. Maximum 80o centigrade DTD 224. Port Mags operate exhaust plugs. Starbd “ “ inlet “ Timing 37o early fully advanced Tappet clearance cold .020” Valve timing:- Inlet opens 12o before T.D.C closes 40o after B.D.C Exhaust opens 50o before B.D.C. closes 2o after T.D.C. Mixing of coolant:- 30 percent Ethelyne Glycol 70 percent water [page break] 2 [underlined] CYLINDER BLOCK. [/underlined] A one piece light alloy casting forms cylinder head, complete with valve ports & water jacket. Screw core plugs close holes used during manufacture only. Four valves seats are screwed & shrunk into each head, the 2 inlet are made of aluminium bronze & the exhaust from N.C.M. The plug adaptors are also made from Al Bronze. The inlet valve guides are made from cast iron to give them a better smooth bearing surface, & the exhaust from Phosphor Bronze to conduct the heat from the valve heads. [underlined] CYLINDER LINERS [/underlined] [diagram] Made from alloy steel, coated with nickel to prevent corrosion. Each liner as [sic] a flange at the top & bottom. In between which there is a Aluminium washer which makes a gas light joint with the head. At the bottom is a rubber ring in between 2 S. Steel Rings held in place by a wavy spring. This makes a water tight joint. The bottom spigot on the soft metal of the crankcase makes an oil tight joint. The block is positioned by Nos 3 & 6 cylinder liners. [page break] [underlined] Crankcase [/underlined] Made from a light alloy casting with 14 H.T Steel studs in for engaging the cylinder block. Inside the case are 7 webs which strengthen & give support to the main bearings. The bearings a [sic] held down by the 14 studs in the webs. Through the crankcase 4 webs are 14 H.T Steel Transverse Bolts & nuts these also give support to the crankcase. [underlined] CRANKSHAFT [/underlined] A nickel crome [sic] steel forging, with 6 main bearings & 7 journals, the former are for bearings for the conrods. The whole crankshaft is hollow for lubrication purposes & lightness. The journals & bearings have 3 holes drilled through them for the lubrication of the bearings. One end of the crankshaft has splines to engage the airscrew hub coupling shaft & driving. [underlined] Valve gear & cover [/underlined] On top of the cylinder head & 7 brackets which support the tennants [sic] on the pedestal of the cam gear. The camshaft is made from nickel crome [sic] steel hardened on the cam track lobes & bearing [page break] 4 surfaces. At one end of the camshaft is the Crown Driving wheel. The camshaft is hollow for lubrication purpose. The oil comes in through no 7 pedestal & goes through drilled holes in the [indecipherable word] & out on to the cam pads. The thrust is taken by a Ball Race at the brown wheel end. Also at this end is a Phospor bronze bush, which takes away most of the friction from the drive [underlined] Valves [/underlined] (Inlet) Tulip shaped head working in cast iron guides which takes the case hardened stem. Two springs are on each stem, positioned by split collets & spring washer. (Exhaust) Similar to inlet valves only the stem is hollow & filled with Sodium to conduct the heat, a cap on the top keeps the Sodium in. Both valves are made from special material made by the makers, it has to withstand great heat, which mustnt [sic] affect the working of it, or warp or bend. [page break] [underlined] VALVE TIMING [/underlined] [diagram] (A. BANK) Set inlet clearance to .035 on dwell of cam. Turn DOR until a 5 thou feeler is nipped. Disengage camshaft drive Turn crankshaft DOR ‘till mark A.6.10 is opposite pointer Re’engage [sic] camshaft drive. Check with a .005” feeler. (B. BANK) Set B1 clearance to .035” on dwell of cam. Turn DOR until a .005” feeler is nipped. Disengage camshaft drive. Turn till mark A.6.10 is opposite pointer. See A.6 inlet is just opening. Turn 60o DOR to mark B.1.I.O Reengage camshaft drive. Check with a .005 thou feeler. [page break] 6 [underlined] REDUCTION GEAR. [/underlined] The gear is a Straight tooth spur layshaft the driving pinion being smaller that [sic] the driven wheel. The airscrew travels 1/2 crankshaft speed. (a) [underlined] Pinion [/underlined] The 21 tooth pinion made from special gear steel is carried on 2 roller bearings, end location is provided by a bolt through the casing which runs on a ball race, this prevents the pinion moving along its axis. In the front of the pinion behind the ball race, is a series of splines which engage which engage [sic] further splines on the coupling shaft, the whole is connected to the crankshaft therefore driving it crankshaft speed. [underlined] Airscrew Shaft [/underlined] Hollow nickel crome [sic] steel shaft is carried on 2 roller bearings, the thrust is taken by a twin ball race, just behind the front roller race. Bolted to a flange on the shaft is the 38 tooth driven gear wheel. [underlined] Reduction gear casing. [/underlined] made from a light alloy casting with 2 shelves top & bottom to catch oil splash which passes by a duct to both the bearings on the driving pinion & the airscrew shaft. [page break] The gears are lubricated by low pressure oil through a tube on the starboard side of the casing, it is then splashed on the gear teeth DOR. [underlined] Coupling shaft [/underlined] made from high tensile steel with splines at either end which engage further splines at either end in the driving pinion & the end of the crankshaft. On it are Etching pencil marks which are for timing purposes. [underlined] Timing cone [/underlined] A conical timing ring with valve & magneto timing marks on it. It is fixed to the front end of the driving pinion. A pointer plate is sandwiched between the pinion & the cover. The marks can be seen by removing a plug on the cover. [underlined] Airscrew Hub. [/underlined] Rear flange & barrell [sic] all one steel forging. The nave plate in front is fastend [sic] by splines, it is made from light alloy. The two are fastened together by 8 H. S Steel bolts which are 2/3 hollow for lightness. The hub is located by a Phosphor bronze split collet & a aluminium bronze retaining nut. The nut is locked by a vernier locking device, which is fastend [sic] to the nave plate by studs & nuts. [page break] 8 [underlined] MAGNETO TIMING [/underlined] [four diagrams] Turn engine to A6MA compression stroke Set CB points to .012”. Fully advance magneto. Insullate [sic] primary lead. Turn leading brush on rota arm to No 12 segment. When CB points are just opening offer the mag up to the engine. Adjust with the coupling rod, one spline = 2o. [page break] [underlined] WHEELCASE Upper Vertical shaft & lower vertical shaft. [/underlined] [diagram] [page break] 10 [underlined] Upper Vertical Shaft [/underlined] drives 2 magnetos & 2 camshafts. The gear for the mags drive shaft is a Phosphor Bronze. Skew gear type made from P.B to reduce the amount of friction caused by the 2 gears rubbing against each other. The camshaft drive gear wheel is a Straight Tooth Bevel type, which also drives on 2 other bevel gears. The whole of the shaft is driven by a Straight Tooth Bevel gear driven from another bevel gear on the spring drive shaft. [underlined] Lower vertical shaft [/underlined] drives petrol, oil & coolant pumps also the gun gear shaft. The coolant pump drive is an extension shaft (on which are splines) from the end of the shaft. The oil pump gear wheel is a Straight Tooth Spur type which drives the idler pump wheel inside the crankcase. The gun gear & petrol pump is driven from a dural Skew gear on the lower vertical shaft. [underlined] Spring drive shaft. [/underlined] a straight tooth spur gear & the shaft are all one steel forging. Inside the shaft is fitted another splined shaft which as [sic] a certain amount of spring to take [page break] 11 the shock off the gears during acceleration periods. The head of the Taution shaft is fitted into further splines inside the crankshaft. [underlined] Handstarting. [/underlined] a transverse steel shaft fitted across the wheel casing, on it are splines which engage further splines on the shaft. When the lever is released it is sprung out of action by a spring fitted between the Skew gear & the wheel casing. The gear drives a Dural worm gear wheel fitted on the spring drive shaft. In case of the engine backfiring & damaging the hand starter gears, internal clutches are fitted inside the gear wheel which causes it to slide round its axis at a sudden back movement of the crankshaft. [underlined] NOTE. [/underlined] the whole of the wheel casing is lubricated by splash oil from the crankshaft rear bearing. [page break] 12 [underlined] LUBRICATION SYSTEM [/underlined] [diagram] [underlined] High Pressure System [/underlined] bought [sic] by a pipe from the tank to the pump by means of a steel pipe. From the pump it is given out at a pressure of 60 lbs per sq inch by an external steel pipe to the Port side of the crankcase through No 5 bearing to the gallery pipe. It leaves the pipe through the banjo unions on the studs on the bearings down into the hollow crankpins. It leaves the pins by a drilled hole in the front web of each throw, into the hollow journals. These lubricate the conrod bearings. From the end main bearing it passes through the Spring Drive shaft into the wheel case. All excess oil is [page break] 13 splashed back into the crankcase & by the scavenge pumps to the cooler. [underlined] Low Pressure System [/underlined] After the oil as [sic] left the high pressure pump it goes through a valve loaded to 60 lbs into the low pressure chamber. In case of the oil having a pressure more than 5 lbs per sq inch the excess oil passes out of the chamber by another spring loaded non return valve loaded to 5 lbs & back to scavenge. The low pressure oil is taken by a pipe to No 7 pedestal of rocker gear & into the hollow camshafts & rocker spindle. The cams & pads are oiled through holes drilled in the levers & out on the cam pads. All excess oil is returned down the [indecipherable word] tubes on the exhaust side of each cylinder block & back to the crankcase. [underlined] NO 7 PEDESTAL [/underlined] [diagram] [page break] 14 [underlined] COOLING SYSTEM [/underlined] [diagram] The coolant leaves the header tank by a steel tube to the radiator. From the radiator it goes into the pump & is pumped out through 2 steel tubes which leads to the exhaust side of each block. It goes through a 13/16” restriction washer into the block itself by 3 outlets into the water rails & then back to the header tank. On the starboard header tank union is fitted another steel tube which permits the hot coolant to pass into the carburettor jacket. The hot coolant helps to vapourize [sic] the fuel & also presents the throttle from freezing up. It leaves the jacket by a steel pipe into the inlet side of the pump. [page break] 15 The 13/16” washer prevents the coolant surging back & damaging the vanes of the pump. The 1/2” washers prevent the [deleted] [indecipherable letters] [/deleted] [inserted] COOLANT [/inserted] from going straight out of the block without cooling the front cylinders. [underlined] CYLINDER BLOCK TEST. [/underlined] When the block is on the transportation block blank of [sic] all the inlets & outlets by special blanking off pieces except one. On this fit a tube from an hydralic [sic] pump & pump in coolant 80o centigrade to a pressure of 20 lbs per sq. inch. Observe for leakage in cylinders due to cracks. Main parts to inspect for leaks are as follows. [underlined] 1 [/underlined] Cylinder liner head joints. [underlined] 2 [/underlined] Rubber cylinder liner rings. [underlined] 3 [/underlined] All Studs [underlined] 4 [/underlined] Cylinder stud gaurd [sic] tubes. [underlined] 5 [/underlined] Core plugs. [page break] 16 [diagram] [underlined] KESTREL REDUCTION GEAR [/underlined] [page break] 17 [underlined] BRISTOL “PEGASUS” CRANKSHAFT AND GEAR DRIVES [/underlined] [diagram] [page break] 18 [underlined] Bristol “PEGASUS” Valve Timing [/underlined] Engine has front cover & cam gear removed no push rods & No2 Cylinder removed. Turn c/shaft to approx TDC on No2 cylinder lining up the timing holes in c/shaft with a timing bar. Press on cam sleeve & c/shaft sleeve lining up 1 timing hole Fit the front cover minus the ball race engaging layshaft pinion with cam sleeve without removing later. Slide crankshaft gear on to the camshaft engaging it with layshaft gear, observe amount of movement, obtained by rocking permitted by timing rod. Select the mean position & engage serrations on c/shaft gear. [underlined] Checking. [/underlined] Fit push rod assembly on No6 cyl. Find highest dwell on cams liner & set tappets to this dwell. Inlet .004” Ex .006” using 2 sets of feelers. Check pointer for correct T.D.C. & opening [page break] 19 of valves Never attempt to adjust timing with the valves closed. To advance move layshaft gear in DOR:- One serration = 4o Fit correct ball race. [underlined] Special Features. [/underlined] [diagram] [underlined] MASTER & ARTICULATED RODS [/underlined] The connecting rod assembly consists of a master rod with an unsplit big end working on a floating bush on the single crankpin these are 8 “wrist pins” carried round the surface of the circumferences of the master rod big end to which are attached 8 articulated rods. The master rod goes in No6 Cylinder this must always be removed last & replaced first as the movement of the articulated rods are controlled by this. [underlined] Crankshaft. [/underlined] The crankshaft is in 2 main parts, the front half with 1 crankweb & the single crankpin intregal [sic] with it & the rear half [page break] 20 or “maneton” which carries a web with a hole to receive the crankpin. The crankweb of the rear half is split down to the hole & a massive bolt clamps the crankpin in position by compressing the split. This construction is necessary to allow the unsplit big end to be fitted. [diagram] The complete crankshaft is carried on 2 roller bearings & one ball race. The tail shaft attached to the maneton has its rear supported in a bush. Through which the oil supply is introduced. [underlined] Pistons. [/underlined] Forged aluminium alloy 2 gas rings & 1 scraper below the gudgeon pin, liberally drilled for oil return from the scraper rings. [underlined] Gudgeon Pin. [/underlined] Hollow fully floating made of air hardening steel retained by washer & circlip. [underlined] Cylinder [/underlined] Forged steel barrel heavily finned [page break] 21 with forged aluminium head screwed & shrunk on. A solid copper washer behind the screw thread makes the gas joint. The head & barrell [sic] is also locked in place by a steel fin screwed & shrunk into the head the metal on which is forced into serrations as a security measure. Two sparking plug adaptors made from phosphor bronze, screwed shrunk & pegged. Four valve guides of phosphor bronze are press fits into the head, the valve springs acting on their lower washer which bears on the guide prevents them working out. Two brackets also on the head carry the rocker gear. [underlined] Valves [/underlined] (Inlet) Tulip shaped head, stem nitrided & tipped with a hardened button. Three springs retained by a washer anchored to the stem by means of a split collet. The angle of the seats is 90o. (Exhaust) Similar to inlet but not interchangable [sic] with them. Sodium coiled ie. [page break] 22 the hollow valve stem is half filled with soduim, [sic] which melts at working temperature & splashes about inside the valve carrying heat from the head to the stem where the cold air removes it. The valve is ground to an angle of 91o & the seat to 90o hence the valve cannot be ground to its seat. [underlined] Valve rocker gear. [/underlined] The steel rocker bracket is supported at 3 points. 2 trunnion hinges attach it to brackets bolted in the cylinder head & the tie rod at the end attaches it to the crankcase. The 2 inlet rockershafts work on ball bearings carried in the rocker bracket, the two exhaust rocker shafts are concentric to them & work on ball bearings carried on them [underlined] Push rods. [/underlined] The push rods are hollow with renewable hardened end fittings they & the tie rod, are enclosed in a light alloy casing with rubber joints top & bottom. The front (inlet) push rod has a large mushroom shaped head free to rotate in the end fitting which engages the button of both rocker arms [page break] 23 simultaneously. The rear push rods similarly operate the exhaust rockers. Each push rod is returned by a coil spring trapped between a shoulder at the bottom of the rods and an anchorage on the tie rod, these springs relieve the valve springs of the duty of returned the whole valve gear to the shut position. [underlined] Tappets. [/underlined] The case hardened roller ended tappets work in detachable phosphor bronze guides which have a ‘gits’ oil seal at the outer end. The outer end of the tappet is cup shaped to receive the hemispherical push rod ends. [underlined] Cams. [/underlined] Radial engines do not have a camshaft with a cam to operate each valve, instead a round camsleeve which goes 1/8th engine speed, is used. This sleeve carries 2 rows of 4 cams each, the front row operates inlet valves & the rear exhaust. The layshaft receives the drive from the crankshaft & transmits it to the internal teeth on the camsleeve In this way each valve is operated in the proper order 1.3.5.7.9.2.4.6.8 [page break] 24 [underlined] SUPERCHARGING [/underlined] [diagram] [underlined] Type. [/underlined] Centrifugal vane type supercharger driven at 7 times engine speed. [underlined] Spring drive [/underlined] damps out tortional oscillations [page break] 25 of the crankshaft. Removed as a complete unit from the engine. Is secured by the 9 crankcam bolts which are extended in the rear to receive the blown unit. [underlined] Diffuser Vanes. [/underlined] Assists conversion of velocity into pressure & guides the x turn into the induction chamber – prevents shock & eddy loss. [underlined] Volute [/underlined] Shape is such that x turn is moving in the same direction as the impellor blades when it enters the eye of the volute. [underlined] Clutch drives. [/underlined] Take up gradually as clutch blocks grip, due to centrifugal force – hence load on teeth is given gradually on closing of the throttle. No excess strain is caused due to increase or decrease in R.P.M. Clutch loading ensures distribution of drive among the 3 units – called a balance drive [page break] 26 [underlined] CASINGS. [/underlined] [diagram] All casings are made for aluminium alloy casting. [underlined] REAR COVER. [/underlined] [diagram] [underlined] CROSS DRIVE SHAFT [/underlined] [diagram] [page break] 27 The horizontal drive shaft is driven from the inertia starter jaw through a trail of gears. From it is driven the Magneto spring drive from a straight tooth bevel gear. It also drives the Auxilary [sic] & Horizontal drive shafts. The auxilary [sic] drive shaft is driven from the HORY2 drive shaft, be means of a straight tooth spur gear. From this shaft is driven the Pesco vacuum pump & generator drive. The horizontal drive shaft drives the constant speed unit. The cross drive shaft is also driven from the inertia starter by a Skew gear on the shaft itself. On the port side is the oil pumps which is driven by dogs meshing in the shaft. On the Strbd side is the fuel pump. This shaft also drives the Tachometer & BTH Air Compressor if fitted. The magnetos are driven from 2 straight tooth bevel gears driven from a combination gear on the Straight tooth bevel gear. [page break] 28 [underlined] LUBRICATION [/underlined] The lubrication is on the dry sump system, the pressure pump delivers oil at 60 lbs per sq-inch & a scavenge pump of greater capacity sucks the oil used from the sumps to the radiator & returns it to the tank. Both pumps are of the spur gear type & combined in the same casing also driven crankshaft speed by the cross drive shaft. Pressure lubrication is supplied to all bearings in the engine (except gudgeon pins). Splash or spray lubrication is supplied to all ball & roller race bearings, also the gear wheels. The pistons & gudgeon pins are lubricated by splash from the big end. The oil supplied to the supercharger is limited owing to an hole in the tail shaft being uncovered once every revolution. The cam gear is partly lubricated by splash and also by a trough which catches the splash from the reduction gear. A check valve on the pump prevents the oil flooding the engine when stationary. Hand lubrication of the supercharger bearings [page break] 29 is required if the engine as [sic] been standing for a considerable time, longer than five days. There are two nipples on the crankcase & one on the rear cover for this purpose. Warm oil should be used. Hand greasing is also provided for the valve rockers & stems. [underlined] REDUCTION GEAR [/underlined] [diagram] [page break] 30 [underlined] REDUCTION GEAR. [/underlined] :- allows engine & airscrew to revolve at their most efficient speeds. Bevel epicyclic gear enables the airscrew to [underlined] 1 [/underlined] Have same DOR as crankshaft [underlined] 2 [/underlined] Be co-axial with crankshaft. Parts:- [underlined] 1 [/underlined] A/S shaft, stub arm, tail shaft [underlined] 2 [/underlined] Driven bevel [underlined] 3 [/underlined] 3 Bevel pinions [underlined] 4 [/underlined] Fixed bevels. N.B. Each bevel is fitted with a thrust race the driving & fixed bevels are mounted on Spherical thrust rings, which allow them to be self aligning in their meshing with the bevel pinions. The thrust race of the fixed bevel takes the forward thrust of the airscrew [underlined] Operation. [/underlined] The driving bevel causes the pinion to roll round the fixed bevel, if the pinion moves a distance of 1 tooth its centre, the arm on the airscrew shaft also moves the same distance The driving bevel must move a distance of 2 teeth to affect this, thus the reduction is .5 to 1 & the crankshaft & airscrew rotate in the same way. In practice three pinions equally spaced round [page break] 31 the airscrew shaft are used. This eliminates the side thrust & single pinion would exert & also balances the rotating parts. Both the fixed & driving bevels are allowed a limited self centralizing action by being supported on spherically shaped thrust rings, this ensures each pinion has its proper load. The driving bevel is driven by the bevel wheel carrier fixed on splines on the crankshaft & in the driving bevel itself. The fixed bevel is bolted to the R/G casing. [underlined] MAGNETO TIMING. [/underlined] The appropiatte [sic] cylinder & distributor segment for timing is No 6. Turn crankshaft DOR until 35o before TDC compression stroke. Insullate [sic] primary lead. Clip the A.T.D in fully advance position Turn mag till CB points are just opening on No 6 cam. [page break] 32 Offer up to the engine. Check with a lamp and battery. For fine adjustments use the A.T.D 1 serration = 1.8o Syncronise [sic] No 2 magneto accordingly with lamp & battery. [underlined] JOINTS [/underlined] 2 halfs of crankcase Front cover to “ R/G cover to front cover Tachometer drive to Rear cover. Jointing compound. Cylinder to crankcase Tappet guides to crankcase Tie rod brackets top & bottom Supercharger to crankcase Rear cover to Volute casing Induction pipe flanges Rubber sealing rings. Induction pipe joints to crankcase “ elbow to cylinders Paper compound Oil sump to crankcase – paper washers. [page break] 33 [underlined] ADVANTAGES OF SLEEVE VALVE ENGINES. [/underlined] Less working parts therefore easier for mass production, also less friction. Runs smoother & quieter. Higher compression rates. Less maintinance [sic] Less carbonisation round the ports. [page break] 34 [underlined] ENGINE COMPONENTS BTH AIR COMPRESSOR [/underlined] [diagram] Compressed air is needed for starting system landing flaps & brakes particually. [sic] The pump running at half engine speed will fill the bottle with 200 lbs in 10 minutes. It has a light alloy body with spigot & mounting flanges on the front. The cylinder is heavily finned for cooling purposes. The air inlet valve is housed in the oil inlet [page break] 35 valve. The spring loaded plunger on the front outercasing is an oil level indicator. The driving spindle has a wasted portion on to prevent damage to the driving gear if the pump seizes up. It will merely twist the shaft off instead of damaging the cam & driving gear. The cut out valve works downward in the cylinder head, it is held to the head by the spring & valve nut. The valve assembly fits in the compression chamber & is sealed by a copper washer. The whole cylinder head is is [sic] sealed by an aluminium cap, this as [sic] also a flat copper washer to prevent air escaping. The air is pushed out by the piston & causes a depression in the crankcase which draws more air in. When the piston descends it also leaves a depression in the cylinder therefore the air in the crankcase goes through the transfer port into the cylinder ready for the next push by the piston. [page break] 36 The by-pass from the relief valve prevents to [sic] much pressure in the storage bottle & also causes an idler system. The oil seal prevents the air escaping through the pump when the engine is stationary, instead of air it pushes oil against the ball valve & seals it. In the new type oil seal there is a gauze pad packed with horse hair which prevents the oil from getting into the bottle. The crankcase is filled with oil by removing the filler cap which incorporates the air inlet valve. The castor oil used is DTD. 72 because it is viscos & maintains its viscosity secondly because it as [sic] a high flash point & does not readily form carbon. The reason for using it in the seal is because of its viscosity, makes a good seal at the ball valve & also because it absorbs x turn. Inspection consists of removing the cap nut & valve mechanism & decarbonising the cylinder. This is every 40 flying hours. [page break] 37 [underlined] GRAVINER FIRE FIGHTING EQUIPMENT [/underlined] [diagram] This equipment discharges Methol Bromide on the danger areas in the engine compartment via distributor pipes & sprays (a) Automatically if:- [underlined] 1 [/underlined] A fire occurs there, operation by an Automatic flame switch in under 3 seconds. [underlined] ii [/underlined] A crash occurs instantaneous operation by either an impact switch or gravity switch if the plane turns over. [underlined] iii [/underlined] manually by a push switch in the pilots cockpit. [page break] 38 The extinguisher can also be detached & used by hand (Mack 1 only) The methol bromide is released by a small explosive charge breaking the sealing cap, this charge is exploded electrillay [sic] when anyone of the switches closes the circuit. The container is mounted vertically business end down. A metal pipe connects it to the engine on the bulkhead, on the engine side of which a flexible pipe leads to the carb [inserted] R [/inserted] intake. Leakage can only be detected by weighing, the empty weight is stamped on the handle, & the full container should weigh 6 1/2 lbs or as stated. The switches & leads are maintained by the electrician. [underlined] RADIATORS [/underlined] Types:- Retractable from the cockpit, Shutters, Flaps behind, Coolant Thermostat. [page break] 39 [underlined] Temporary repairs [/underlined] Long bolts & rubber washers through the tubes. Leak stopping compound not to be used with Ethelyne Glycol. [underlined] Cleaning [/underlined] Wash out with boiling water, or if possible boil for 1/2 hr then flush out in both directions. Or soak in boiling water then flush out opposite direction. [underlined] Flow test [/underlined] Water is flowed through the radiator from the supply tank to the radiator 7 feet below, then into the graduated tank. The flow should be within 18 percent of 15 galls per 100 H.P. per [deleted] hour [/deleted] minute. [underlined] Pressure Test [/underlined] Blank off the vent take of the filler cap & replace with a special filler valve with a schrader valve in the centre. Then apply a pressure of 10 lbs per sq inch in a normal system on 30 lbs in a pressure system. Apply gradually & release gradually. OR Test as follows :- Blank off all outlets [page break] 40 except one to which fit a pump connection & pressure gauge. Apply the following pressures unless otherwise stated on rad. data plate:- Normal System 10 lbs per [symbol] inch P. System 30 lbs [symbol]”. Then immerse in water. Cold = 30 mins 85oC Hot = 10 “ Cold = 5 “ [underlined] COOLANT THERMOSTATS [/underlined] Consists of a thermal unit filled with Methol alcohol, connected to this are the sleeve valve controlling the radiator & by pass valves. When the coolant is cold the by pass is open & radiator is shut off, as the coolants warms, the Methol Alcohol begins to exert a pressure. At 85oC this pressure expands the bellows & opens the radiator valves therefore closing the by-pass. At 105oC the radiator valves are fully open. At high altitudes the external air [page break] 41 pressure is less, & the thermal unit would open the radiator valves at a lower temperature. The compensating unit prevents this. It is filled with C.O2 & sealed, expansion of the thermal bellows, has to compress the compensator. At high altitudes the thermal unit expands more easily but the com-unit is difficult to compress, the result is the radiator valves are open at a constant temperature. If the thermal unit fails the rad. valves would never open, [symbol] the engine would over heat, to prevent this a safety device is fitted. Inside the thermal bellows if fitted a smaller one. Normally it moves with the same unit, should the thermal bellows get punctured relative movements take place between the two. This releases a trigger & a strong spring forces down a metal point & punctures the compensating device. [underlined] Inspection [/underlined] By pass valves should be open if its working, when cold. [underlined] Test [/underlined] Boil in water for 10 mins & observe valve openings & closing. [page break] 42 [underlined] PIPE LINES [/underlined] [underlined] 1 RIGID [/underlined] Copper, Tungum, S.S, Ali, Dural. Tungum unlike copper does not work harden & is extremely resistant to Ethelyne Glycol corrosion. It is also much stronger than copper, also resistant to sea water. To bend the pipes they must be filled first with sand, oil, or berro-bend. [underlined] Stainless Steel [/underlined] Always supplied ready shaped & fit it must never be bent. Corrodes very badly but remains stainless for a considerable time. If there is sea air near, its always coated with sea plane varnish or smeared with Lanaline. [sic] [underlined] Aluminium & Dural [/underlined] used for petrol & vent pipes, also used extensively in all parts of aircraft. [underlined] Connections [/underlined] (RUBBER) White rubber for carrying water, if glycol black rubber is used. To prevent the pipe vibrating from the rubber it is bellied or beaded at the connection ends, & the joint clipped down & bonding placed across by using two metal [page break] 43 strips in relation to the piping. To prevent the pipe from rubber action it is coated at the joint as follows:- Copper-tinned ends. Tungum & S.S – a coating of airdrying enamel. Ali & Dural nearly always have metal connections. When the pipe is billed at the end an olive is fitted in the joints to prevent the rubber getting in & stopping it up. [underlined] Clips 1 [/underlined] Jubilee, [underlined] 2 [/underlined] Double band, [underlined] 3 [/underlined] Vickers perforated band type. All metal coupling, as the diagram [diagram] Standard union screwed into component, then connect the pipe line up with the nickel adaptor. A very common union is the bang’s type [page break] 44 [underlined] 2 FLEXIBLE [/underlined] (a) Petroflex used for petrol (b) Superflexit “ “ “ & oil (c) Avio flexus “ “ “ “ & water. IDENTIFICATION:- [table] [underlined] FUEL FILTERS [/underlined] Filtering is generally done by passing liquid through metal gauges or some other similar materials this clears the liquid on all impurities being therein. [page break] 45 [two diagrams] [underlined] OIL FILTERS [/underlined] (RAE) Similar to fuel only longer. (Tecalemit) Inside is a felt element which passes through the oil & cleans it. In case of the filter getting choked a relief valve is fitted in the top. Scrub element to clean it, after 5 times send back to makers. Always prime with oil after cleaning [page break] 46 [underlined] STARTING DEVICES [/underlined] [underlined] 1 [/underlined] Hand swinging (satisfactory for light aircraft.) [underlined] 2 [/underlined] Chain swinging [underlined] 3 [/underlined] Rope & bag. [underlined] 4 [/underlined] Hand cranking. [underlined] 5 [/underlined] Hucks starter [underlined] 6 [/underlined] Inertia starter (Hand or electric) [underlined] 7 [/underlined] Electric starter, turns dogs at the front through special gearing with at reduction of 90 to 1. The dogs are automatically engaged in addition to this is the auxhilary [sic] hand turning device for maintenance purposes & emergencies. There is a slipping clutch inside to prevent damage if the engine backfires on the motor. When fitting this see that it is the correct series, correct tractor & voltage, also make sure the auxhilary [sic] handle is lined up with the hole in the cowling [underlined] COFFMAN COMBUSTION STARTER [/underlined] A piston is forced along a cylinder by the gas pressure developed by burning cordite. STARTER. The splined piston rod moves in helical grooves so as the piston moves along the [page break] 47 cylinder the piston rod is forced to rotate. This also rotates the starter jaws & the engine. At the end of the piston stroke it pulls open the exhaust valve by a rod & a strong spring forces the piston back to the start position. The exhaust valve closes as the piston pushes it back a ball lock holds it either open or shut. To protect the engine and starter a safety disc is provided, as the pressure of the gases build up a pressure, it is forced out of it’s socket & the gases escape by exhaust. BREECH. The cordite cartridge is carried in a seperate [sic] breech mechanism mounted on the aircraft & connected to the starter by a large bore combustion tube. The breech holds 5 cartridges, each in turn being bought [sic] into the firing position by rotation of the breech, by remote control from the cockpit. The cartridges are fired electrically, a saftey [sic] device preventing ignition of the breech is incorrectly closed. [underlined] MAINTENANCE. [/underlined] [underlined] NB. [/underlined] This is carried out on a basis of cartridges fired CONTD. [page break] 48 [underlined] 1 [/underlined] After 75 to 100 cartridges have been fired introduce 1 teaspoonful of lubricant through the sealing piston to lubricate breech mechanism. [underlined] 2 [/underlined] After approx 200 cartridges, 2 teaspoonsful of lubricant through safety disc holder to lubricate the piston. [underlined] 3 [/underlined] After 500 cartridges fit a replacement starter & return to M.U for overhaul. Safety discs are changed every 25 cartridges in winter every 50 cartridges in summer. The lubricant used is COFFMAN STARTER LUBRICATING OIL No1 or C.S.L. GREASE No1. The jaw travel to engagement should be 5/16 inches. [underlined] TANKS [/underlined] No1. FUEL. Materials:- Aluminium, Dural, Alclad, Tinned steel plate, Stainless Steel. A sump is fitted at the lowest point, this is detachable for cleaning, to it are fitted the drain cock & main fuel pipe. Detachable [page break] 49 inspection covers are fitted to allow for internal examination. A readily detachable filler cap is provided for filling, next to it is the “bonding” socket, for bonding the hose to it when refuelling. Before repair apply the following:- Leave outside for 24 hrs with vents open. Apply compressed air for 8 hrs. Rinse in hot & cold water. Swill round inside with C.B.C. CORROSION INIBITOR. [sic] A spring forms a container in which is put a bag of Potassium Chromate Crystals [underlined] To test for leaks. [/underlined] paint any suspected part with methalayted [sic] spirits & whitening, pour into the tank 1/10th of its capacity with parrafin [sic] then apply a pressure of 1.5 to 2 lbs per sq-inch. Swill the paraffin about inside & any leak should show up on the whitening, a dirty brown colour. [underlined] Inspection [/underlined] (Interia) [sic] For corrosion, cracks, fractures or sediment (Exteria) [sic] Dents, crack, damage to protective finish & any signs of leakage from rivets & joints. [page break] 50 [underlined] Methods to stop leaks (temporary) [/underlined] Barbed rubber plug Taper wooden plug & PR Tubing PR Tubing both & washer Pot-mender type [diagram] No 2. OIL TANKS [diagram] For warming up the return oil is passed to a small chamber inside the main tank and from there returns to the engine only a small amount of oil is in circulation and so warms up more rapidly. A number of small holes in the hot well & in the return pipe allow small quantities of cold oil from the main tank to pass slowly into circulation when the partial chamber is in use. [page break] 51 NO 3 COOLANT TANKS Outlet by way of an Anti Vortex device which prevents the swirl of the liquid, which is liable to take air into the system. In place of an open vent pipe some tanks have a valve lighty [sic] spring loaded which opens if a partial vacuum is caused & lets air into the tank. [underlined] VICKERS COCK. [/underlined] [diagram] [page break] 52 [underlined] NON RETURN VALVES [/underlined] [three diagrams] [underlined] PRIMING PUMPS [/underlined] [two diagrams] [page break] 53 [underlined] OIL COOLERS [/underlined] [underlined] SERCK. [/underlined] Honeycomb type When the oil enter the [deleted] filter [/deleted] [inserted] cooler [/inserted] it goes into the rear half first, this is so it always has cold air to cool it. At the top of each cooler is a Thermo valve this decides whether the oil has to be cooled or not, if it is cold when it enters the valve is open owing to the bellows being retracted, & instead of going through the cooler it goes straight by a duct to the tank, if the oil happens to be hot the valves are expanded & the oil passes through the cooler. [underlined] Cleaning. [/underlined] Clean the outside with paraffin so any leaks can be detected. [underlined] Temporary repair [/underlined] Long bolt & washer method. [underlined] ROBERTSON [/underlined] The oil goes through the oval tubes by one and up the next block & comes out the same side. A relief valve is fitted at the inlet side so that when the oil is cold & thick the [page break] 54 tubes wont take it all. After it has built up a pressure of 25 lbs the oil valve lifts & it goes back to the tank. [underlined] Cleaning [/underlined] Run parrafin [sic] through it both directions of flow until the parrafin [sic] runs clean. [underlined] Temporary Repairs. [/underlined] Break of [sic] the leaky pipe & plug the remainder up with rubber plugs. Only 30 tubes are allowed to be blocked up & the reduced flow must not be more than 10 percent. [underlined] PROPELLORS [/underlined] The prop is designed to convey the power developed by the engine into a forward thrust. This is done by setting a blade to at an angle to three D.O.R. So that the airscrew moves forward like a screw into a stationary nut. The leading edge is thicker than the trailing edge on the front face. The back face is flat. It is essential to have [page break] 55 a shape like this or else no thrust would develop [diagram] The curved shape on front causes the air to rush over the surface at a much faster speed & makes the pressure of the air drop. The air flowing over the back face is much slower than the front & causes an amount of thrust on the blade. This thrust develop on the angle of the blade, the larger the angle the greater the thrust, the angle cannot be increased more than 50o or else all the thrust is lost. These angles are chosen to agree with the weight it has to pull in the aircraft. Four things are needed to maintain thrust [underlined] 1 [/underlined] Aerofoil shape [underlined] 2 [/underlined] rotation [underlined] 3 [/underlined] Angle to plane of rotation [underlined] 4 [/underlined] surface area. The distance it moves forward in one revolution is called the “pitch” this pitch cannot be given in figures owing to the different resistance of the flow of air over the aerofoil. The angle of the blades is determined [page break] 56 by the rear face to a vertical surface & measures at the 7/10th station from the centre of the hub. The angle at the tip is less owing to it moving a greater speed than the root if it was the same angle it would obtain more thrust & tend to distort the blade. [underlined] Causes of vibration [/underlined] [underlined] 1 [/underlined] Blade angles incorrect to each other, [underlined] 2 [/underlined] Blades not in track with each other. [underlined] 3 [/underlined] Balance incorrect which gives it more unequal centrifugal force as it rotates. [underlined] Method of checking the track. [/underlined] The tolerance is 1/8th inch if the diameter is 15 ft. Raise the tail of the plane to flying position if possible & make the aircraft rigid by raising it off the ground or chocking the wheels up. Remove a sparking plug from each cylinder & reduce the compression. Have a pointer fixed to a base & 4 raised to a height of 5 inches from the [page break] 57 blade tip & to touch the leading edge of the tip further most forward. [underlined] DE HAVILLAND V.P TYPE [/underlined] 10o A fine pitch is obtained by hydralic [sic] pressure. A coarse “ “ “ “ centrifugal force. To change from coarse pitch to fine oil is admitted to the cylinder under pressure, this is forced forward & the shafts working in the slots in the counterweights turn the blades to a fine pitch. To get a coarse pitch the oil is taken from the cylinder & the weights are flung back by the centrifugal force & the prop is returned to its coarse position. [two diagrams] [page break] 58 [underlined] D.HAVILLAND V.P. PROPELLOR BRACKET TYPE 10o or 20o range REMOVAL OF PROP. FROM THE SHAFT [/underlined] [underlined] 1 [/underlined] Prop must be in coarse pitch. [underlined] 2 [/underlined] Aircraft in flying position, tail weighted, wheels chocked up & a drip tray underneath prop. [underlined] 3 [/underlined] Unlock & remove the cylinder head. [underlined] 4 [/underlined] Remove the split pins from the piston lock plate. [underlined] 5 [/underlined] Fit the spanner, loosen the piston, unscrew until the prop is felt to loosen. [underlined] 6 [/underlined] Take the weight of the prop. [underlined] 7 [/underlined] Continue to unscrew the piston until free then slide prop. off shaft and move clear of the aircraft (Take care not to damage the shaft.) [underlined] 8 [/underlined] Lower to a horizontal position on a bench or stand. [underlined] 9 [/underlined] Fit a sleeve on the shaft. If a 20o prop the following is additional. After No 2 unlock & remove the draw bolt nut. After No 4 unlock & remove the piston plate draw bolt & spring assembly. [underlined] Inspection of the shaft. [/underlined] Clean thoroughly & examine the splines for damage & the threads for damage & cracks. [page break] 59 Examine for corrosion. If O.K. then coat evenly with Whitmoors – Anti Seizing Compound. [underlined] Fitting the prop to the shaft [/underlined] [underlined] 1 [/underlined] Turn the shaft for the master spline down. [underlined] 2 [/underlined] Aircraft in flying position etc. [underlined] 3 [/underlined] Raise the prop. to offer to shaft and slide on (be sure No 1 blade is down, the shaft threads are not damaged, the front cone leather oil seal is not fouled & the splines engaged). [underlined] 4 [/underlined] Start the piston & screw home by hand. [underlined] 5 [/underlined] Fit the spanner & tighten to the correct taut 850 ft lbs or a 3 ft lever + 1 sharp tap with a 4 lbs lead hammer of the bar near the spanner. [underlined] 6 [/underlined] Lock up the piston lock plate using the 3 S.S. split pins (3rd/32) heads inside. [underlined] 7 [/underlined] Check the track of the blades. [underlined] 8 [/underlined] Fit the cylinder head and a new C4A washer tighten & lock up. [underlined] 9 [/underlined] Lubricate the blades & counterweight bearings. [underlined] 10 [/underlined] If a 20o prop the following is additional after No 7, fit the draw bolt & spring assembly, fit the piston plate, secure & lock up. After No 8 [page break] 60 60 fit the draw bolt nut & washer, tighten up & lock. [underlined] Ground test for operation. [/underlined] (2 pitch only) Place the prop. control lever over to fine. Start the engine & warm up. Run engine at 1200 to 1500 R.P.M. then move the lever backwards & forwards several times to expel air. Run at same revs & remove the control lever from fine to coarse, there should be an immediatte [sic] falls in revs. Example:- 300 then back to fine, there should be an immediatte [sic] rise to the exact revs. Also watch the cylinder travel, it should be smooth & complete. Stop the engine with the prop in coarse. If first test after installation relubricate the blades. [underlined] Maintenance (Daily) [/underlined] Visually inspect the blades for bends, cracks, dents, nicks, or scratches. Check for shake. Visually inspect all external parts for damage. Examine all locking devices (5 of them) Check for oil & grease leaks (3 oil, 2 grease). Check prop controls for security & action. [underlined] Lubrication [/underlined] Is carried out every minor & subsequent [page break] 61 inspections. After a prop installation, the tightness of the piston is tested at the end of the first flight. After maintenance such as checking the track of the prop. removal of the prop shaft for inspection, removal of prop for overhaul as laid down by M.O for the particular aircraft. [page break] 62 [underlined] INSTALLATION [/underlined] In the cases of inline engines, the engine is located in the airframe by No 2 bolt on either side. This bolt should be tightened right down, while the rest should be just loose enough to turn the bolt with the nut without shearing the split pin. The front two feet have a Ferodo washer in between to make a tight fit & reduce friction. Radial engines have a mounting ring. The engine is fastened to it by the cone mounting in between are pads of [indecipherable word] to prevent the engine shearing the bolts by tending to turn at acceleration. This engine is located by all bolts which are tightened down thoroughly. On modern type engines the mounting is a power unit. The engine & mounting are all connected to the bulk head. This [deleted] a [/deleted] is a quicker method of all. [underlined] Reasons for taking engine out. [/underlined] [underlined] 1 [/underlined] Overhaul. [underlined] 2 [/underlined] Mechanical Defficiency [sic] (enemy action or other) [underlined] 3 [/underlined] Modification [underlined] 4 [/underlined] Excessive oil consumption. [page break] 63 [underlined] FUEL [/underlined] [header] [underlined] OCTAINE VALUE – COLOUR [/underlined] [/header] M.T. Spirit – Yellow) – Lead free 73 OCTAINE – Orange) 87 “ – Blue) – Leaded 90 “ – Blue-Green) 100 “ – Green) [underlined] ENGINE LUB. OILS [/underlined] All engine oils shall now be known as DTD 472 not DTD 109 472 – with additive 2 Grade A For Winter use 34A/33 472 – X - - - Grade B – Summer use 34A/32 472 – Y - - 1 Grade B - - - 34A/115 472 – Z - - 2 Grade B - - - 34A/116 472 – R - - 2 Grade A – General – 37A/15 472 – S - - 2 Grade C – Overseas Only 34A/144 472 – T - - 2 Grade C Not defined (AMERICAN) 34A/144 RDE/0/59 34/123 [underlined] COOLANTS [/underlined] Due to different types of aircraft operating on vastly different conditions, coolants may vary to suit their working conditions. These may be distilled water (Hydrometer tested for purity) Ethelyne [sic] Glycol. & Inibitor [sic] or a mixture of these [page break] 64 [underlined] COOLANTS [/underlined] Glycol B 95 percent Glycol 5 percent Inibitor. [sic] Glycol Mixture 30 percent Glycol 70 percent Water Soft water Distilled water [underlined] ENGINE REMOVAL [/underlined] (KESTREL & FURY) [underlined] 1 [/underlined] Drain oil & coolant. [underlined] 2 [/underlined] Remove propellors. [underlined] 3 [/underlined] “ header tank and support brackets. [underlined] 4 [/underlined] “ exhaust pipes and blank off apertures. [underlined] 5 [/underlined] Disconnect controls from crosshaft [sic] on bulkhead. [underlined] 6 [/underlined] “ priming and boost pipes. [underlined] 7 [/underlined] “ ignition switch and H.S leads from main mags. [underlined] 8 [/underlined] Remove hand turning shafts and gear engaging rods [underlined] 9 [/underlined] Disconnect oil inlet and outlet pipes from engine. [underlined] 10 [/underlined] Disconnect oil temp & pressure gauges. [underlined] 11 [/underlined] “ petroflex pipe from filter to carbs at the filter. [underlined 12 [/underlined] Put aircraft in flying position, sling engine, remove bearer bolts. Lift & guide clear. Rest engine on stand. [page break] 65 [underlined] CHECKING CONTROLS [/underlined] [diagram] With a .002” feeler nipped between butterfly actuating lever & SR or F.T stop. Cockpit lever should be approx 1/8” clear of the ends of the slot in which it works. [page break] 66 [underlined] STORAGE OF AERO ENGINES [/underlined] The following procedure is to be complied with, to prevent corrosion of aero engines during storage. Engines expected to be out of use for periods of one month or more. [underlined] 1 Engines which can be turned. [/underlined] (a) Drain all oil from the engine filter and sump. (b) Turn engine by hand through at least 6 revolutions, or if a mechanical turning rig is available turn for 10 minutes. (c) Remove all surplus oil and condensation from cylinder with a syringe with pistons at T.D.C. (d) Remove all surplus oil from valve stems and springs and in the case of inline engines from the camshaft housings (e) Use a spraying apparatus (Stores REF 11A/1261) and spray each cylinder with anti-corrosion inibitor [sic] Type A or Type B (Stores REF 336/363 and 33C/745) whilst this operation is in progress the piston should be on B.D.C power stroke. The quantities of inibitor [sic] per cylinder as follows:- Allison 12-14 c.c’s Napier Salse 6-8 c.c’s Arm Siddly 12-14 “ Robjoy 5-6 “ Bristol 16-20 “ P & W Wasp 12-14 “ [page break] 67 De Havilland 6-8 c.c’s R.R Kestrel 8-10 c.c’s Napier Dagger 5-6 “ “ Merlin 12-14 “ Cyclone 15-20 “ “ Peregrine 8-10 “ “ Vulture 8-10 “ (f) Spray valve gear, camshaft is also sprayed on inline engines. The stems of valves are to be sprayed through the springs and exhaust valves via the ports with the valves open. (g) Replace filters and lock. (h) Fit dummy plugs and blanking equipment if the engine is not installed in the airframe. Air intakes and exhaust pipes must also be blanked off. (i) Repeat above procedure every 6 months. [underlined] 2 Engines which can be run [/underlined] (a) Run the engine at least once per week at about 1000 R.P.M until the oil attains normal running temperature. [underlined] 3 Engine which cannot be run. [/underlined] These should be treated as at Para 1 as soon as possible and not later than 7 days from the last run. Storage (General) A.P.830 VOL II Leaflet C.5. [page break] 68 [underlined] DISPATCH AND PACKING OF AERO ENGINES [/underlined] (a) All engines despatched to return from abroad are to be packed in standard engine cases lined with 2 thicknesses of waterproof paper. Care must be taken when packing engine that this paper is not punctured. (b) All ports and openings are to be effectively sealed as laid down and the engine is to be protected externally and internally against corrosion. (c) When despatching engine logbooks must be wrapped in waterproof or suitable paper and secured inside the case. (d) Engines are to be examined for corrosion immediately on receipt and are to be inspected periodically at intervals nesceslitated [sic] by local conditions. [page break] 69 [underlined] AERODROME PROCEDURE UNIT ORGANISATION [/underlined] [underlined] FLIGHTS [/underlined] A.B.C etc Group II tradesmen, with NCOs of Group I trade. Flights carry out, Between flight, Daily & Minor inspections. [underlined] SQUADRON SERVICING PARTY [/underlined] Group I tradesmen, carry out Major inspections, simple modifications. May be called upon to assist flights, where flights have any difficult work to do. [underlined] WORKSHOPS [/underlined] Carry out repairs, servicing plugs, BTH Air compressors, Ignition harness etc. Welding, Blacksmiths, Carpentry etc are also in the workshops. [underlined] AEROPLANE MAINTENANCE SCHEDULE. [/underlined] Contains complete data, on items to be inspected on all parts of an aeroplane for all tradesmen and covers between flight, Daily, & Periodical inspections. [underlined] ISSUE No 1. [/underlined] is completed by an A.M. in form of Volume II PT2. Of A.P, for particular type of aeroplane it is for. [page break] 70 [underlined] ISSUE No II [/underlined] Prepared by commands A.M.S is divided into two sections. SECTION I Between Flight & Daily inspections Sub Sectioned for trades. [diagram] Assembly group as in Section II SECTION II Minor and Major inspections. Sub sectioned for trades [diagram] Assembly groups for ease of inspection in each sub section i.e. A.S Airscrew items P.P Power Plant C.O Cockpit Items. Items unstarred are done every MINOR (40 hr) “ with 1 star “ “ “ 2nd “ (80 hr) “ “ 2 “ “ “ “ 3rd “ (120 hr) “ underlined and described in capitals are done every Major Inspection systems consists of 5 minor inspections [underlined] On major inspections always do all minor items, as well as Major items. [/underlined] One every 40 hrs is followed by a major at 240 hrs. 1st Minor Inspection at 40 hrs do all unstarred items 2nd “ “ “ 80 “ “ “ “ & one [symbol] “ 3rd “ “ “ 120 “ “ “ “ & two [symbol] “ 4th “ “ “ 160 “ “ “ “ & one [symbol] “ 5th “ “ “ 200 “ “ “ “ “ Major inspection “ 240 “ “ “ “ & [symbol], [two symbols] & major items. [page break] 71 PAGE 1 [underlined] SECTION 2 [/underlined] [underlined] SUB SECTION B [/underlined] ENGINES [underlined] AEROPLANE TYPE [/underlined] MOTH.1 [underlined] AEROPLANE No [/underlined] 7588 [table] Col “A” on inspection sheets of Sect II is condition column if item is O.K sign in this column. Col “B” If item requires rectifying put “x” in column “A” who ever does the repair etc will sign in Col B. If airmen is called away or has completed his part of inspection he will draw a line across Col “A” and put his initials on this line i.e. [symbol]. If item requires rectifying and an x is in COL “A” his initials in Col “A” prevent anyone thinking item has been rectified i.e. [symbol] Where more than one engine is fitted in an aircraft A sub section B is supplied for each engine. [page break] 72 [underlined] PERIODICAL INSPECTION CERTIFICATE [/underlined] CERTIFIED THAT UNDERMENTIONED INSPECTION HAS BEEN COMPLETED AS PER THIS A.M.S AIRFRAME HAD MAJOR AT 25 hrs OWING TO CRASH. [table] One periodic inspection certificate is affixed to each sub section of SEC II [underlined] SYNCHRONISATION OF ENGINES AND AIRFRAMES INSPECTIONS [/underlined] For inspection purposes the hours of the A/F are used and engines are given the same inspection as the airframe in which they are fitted. If a new engine is put into an A/F which will have a 200 [inserted] hr [/inserted] inspection due in 10 hrs (flying) this engine is given that inspection when the A/F is due. If an engine which is to be installed in an A/F has less hours to go to a MAJOR, then the A/F it will be given a Major before installation & then fall into line with the A/F inspection (i.e. A.F. 190 hrs to go to a Major Eng 100 hrs to go) [page break] 73 [underlined] LATITUDE [/underlined] The number of hours you may anticipate or delay an inspection. On minor inspections this is 4 hours before or after the inspection is due. On major inspections this is 8 hrs before or after. Latitude used for minors has no effect on time next inspection is due. e.i. [sic] “inspection due 65 made at 61 next inspection at 101.” In case of majors latitude does count. i.e “Major due 265 made at 259 next minor will be at 299.” To do an inspection before due ie. Anticipate it, verbal permission from N.CO I/C flight is necessary only. To delay inspection written permission in form of an entry in Form 700 is needed signed by the flight commander. [underlined] SUPPLEMENTARY INSPECTION RECORD [/underlined] [underlined] SECTION 2 [/underlined] [underlined] SUB SECTION B [/underlined] ENGINES [underlined] AEROPLANE TYPE [/underlined] MOTH 1 [underlined] A’PLANE No 7588 [/underlined] [table] A supplementary inspection record attached to each sub section of Section 172 to record an additional deleted item & amendment or special instruction. [page break] 74 [underlined] U.M.O’s PART I [/underlined] Compiled by CO. They deal with general technical procedure of unit as applicable to aircraft & flying, outlining duties of various tradesmen, N.C.Os, officers and allocating responsibility to sections for work they are to do. U.M.Os PART II is now knows as AEROPLANE MAINTENANCE SCHEDULE. [underlined] FIRE EXTINGUISHERS. [/underlined] [header] – [blank] – [underlined] CONTAINER COLOUR. – TO OPERATE – MAY BE USED ON [/underlined] [/header] Soda acid. – Red – Push plunger – all except petrol & electric fires. Foam or Froth – Brown – Invert – Aircraft, ground, or petrol fires. (GRAVINER Methol Bromide – Copper – [indecipherable word], Electricity, Mechanical – Fitted on all aircraft, safe to use on petrol or electric fires Tetra Chloride (Pyrene) – Brass – Pump type plunger. – M.T. Vehicles [underlined] FORM 700. [/underlined] A temporary history, of all work done by all trades on the aeroplane including repairs, replacements, modifications. A record is kept of flying & running times & a panel indicates when next immediate inspections will be due. A F700 is used for each aeroplane and [page break] 75 covers all tradesmen who have work to do on an aircraft. An “ALLOCATION OF DUTIES” panel contains a list of names of the ground crew of the machine also the pilot. [inserted] D.1 CERTIFICATE. [/inserted] [underlined] DATE [/underlined] To be completed on each day on which flying takes place or an inspection is made. [underlined] AIRFRAME [/underlined] Hours flown by the airframe are to be bought [sic] forward from COL 29 by the responsible airmen on cessation of each flying day. [underlined] ENGINES [/underlined] Hours run by the engines are to be brought forward from COL 29 by the responsible airmen on cessation of each flying day. [underlined] AUTOMATIC CONTROLS [/underlined] The senior flight rigger of the maintenance crew is responsible for the entry of the running time of the automatic control. [underlined] AUXILARY POWER UNIT [/underlined] The senior flight mechanic of the maintenance crew is responsible for the entry of the running time of this. [underlined] DAILY INSPECTIONS [/underlined] Appropiate [sic] column to be initialled by tradesman responsible on completion. [underlined] FUEL ETC. STATE. [/underlined] To be completed by the responsible airmen before the start of each flight. When tanks are normally fitted to capacity it is to be entered in the [page break] 76 appropiatte [sic] column. Where tanks are normally filled to capacity, the quantities in the tanks before the start of each flight, measured in accordance with the facilities available, are to be entered. [underlined] DAILY FLYING TIMES [/underlined] To be completed by the responsible airmen; a seperate [sic] line is to be used for each flight. An officer or airmen placing an earoplane [sic] unservicable [sic] is responsible for:- [underlined] i [/underlined] changing the aeroplane servicabity [sic] to “UNSERVICABLE.” [sic] [underlined] ii [/underlined] completing COLs 1 – 4 and 6 of this log. [underlined] iii [/underlined] informing the flight commander, the NCO I/C flight or the pilot I/C aeroplane. [underlined] INSPECTIONS [/underlined] For all inspections except B.F & daily an aeroplane is put unservicable [sic] Various Inspections are:- Between flight (not signed for) Daily (signed for on D.1 certificate of F.700) Periodic Inspection (Minor (every 40 hrs) Signed for in A.M.S & change of servicability [sic] Key Log F.700 (Major (“ 240 “) [page break] 77 Daily inspections hold good for 24 hours after completion unless:- (1) Defect is discovered. (2) A defect is reported (say G Pilot) (3) Periodic inspection becomes due. (4) Aeroplane is required for night flying. (5) Aircraft makes heavy landing (6) A Class I modification. In all the above cases a 2nd D.1 has to be carried out. If after D.1 A/C doesn’t fly, D1 may be waived for up to 7 days at discretion of F/LT COMM’D’R, another D.1. then to be carried out to check for corrosion sign’s and turning engine over. If A/C is required for flight a D.1 will be carried out before flight often the expiration of the first 24 hrs. [underlined] AIR PUBLICATIONS [/underlined] Are issued by A.M. for guidance and various subjects and for convenience of use, are usually divided into volumes, each of which is in sections. Each type of engine or aeroplane in use in the RAF. has supplied, as a guidance an A.P. i.e. AP.1491 [page break] 78 is for use with PEGASUS engines. The addition of a letter to an A.P number indicates that the A.P has been revised to cover a later series engine or Mack aeroplane. i.e. A.P.I and 91C is for Pegasus II M.2. and M3 engines. [underlined] ENGINE A.P (VOLS and PARTS) [/underlined] VOL I General description handbook. VOL II PART I General orders, modification. PART II Schedule of fits and clearances. PART III Scheme for overhaul. VOL III Schedule for spare parts (except A.G.S) [underlined] AEROPLANE. A.P (VOLS & PARTS) [/underlined] VOL I General description handbook. VOL II PART I General order and modifications. PART II Aeroplane maintinance [sic] schedule. PART III Repair scheme for aeroplanes. VOL III PART I Schedule of spares (except A.G.S) PART II Schedule of equipment. PART III Weight sheet summary. [page break] 79 [underlined] AIR PUBLICATION 1464. [/underlined] R.A.F Engineering manual. VOL I General workshop layout and aerodrome layout. VOL II MODIFICATIONS. Divided into sections covering Engines, Marine Craft, MT, and various accesories [sic] and equipment in use in RAF. [underlined] MODIFICATIONS. [/underlined] A modification is an alteration, addition, or deletion from the original design of an engine or airframe, accessory or item of equipment. By a modification we wish to increase safety of aeroplane, its operational efficiency or improve maintenance of it. Modifications are issued by A.M. only, in signal, letter or leaflet, if either of the first two a leaflet is always sent later. The leaflet contains:- A.P number and key as to which section it belongs to. It has log book number in which is recorded at the makers, what the modification is. Class of Modification as well. A description of work to be done and parts required if any for the mod. [page break] 80 [underlined] CLASSES OF MODIFICATION. [/underlined] Class No 1 N.S. Improve aircraft safety. (Embodiment compulsory) Class No 2 N.S. Improve operation efficiency. (Embodiment compulsory) Class No 3 N.S. Simple modifications. (Embodiment at discretion of commands) 3A New parts required 3B No parts required. Class No 4 N.S. Makers mods, embodied by makers, at works, or in special circumstances at M.Us. Or by parties from repair depots civilian or RAF. [underlined] Precautions when handing aircraft. [/underlined] Always push aircraft tail first. Never push on the fabric or control surfaces. Push with propellor horizontal with the ground. Always chock wheels back and front with the nose of the aircraft in the wind. Always have a fire extinguisher handy when engine is going to be run. [page break] 81 [underlined] HAND SWINGING. [/underlined] [table] If engine fails to start:- Repeat 1 to 8. If it still fails to start proceed as below. [table] Repeat 1 to 8 again, the engine should start. No head gear to be worn, no grit under prop, wheels chocked, nose of A/C towards wind, tail down if necessary, firm foot hold for airmen swinging the prop. [underlined] LOG BOOKS. [/underlined] Each engine and airframe is provided with a log book in which is recorded a complete history of all flying or running times, repairs, replacements, modification etc. [page break] 82 A new log book is prepared after a complete overhaul for the new life of the engine or airframe Each log book is in five sections as follows:- Section 1 Installation log. Section 2. Certifies recording accuracy of entries Section 3. Flying or running times. Section 4. Repairs or replacements. Section 5. Modifications. Accesory [sic] log books are provided for magnetos etc, usually attached to the log book of engine the mags are fitted on. [underlined] FORMS CARRIED ON CROSS COUNTRY FLIGHT. [/underlined] Travelling form 700, Section 1. AMS FORM 171 Pilots report of forced landing. [underlined] AIRCRAFT ON DETACHMENT. [/underlined] Carries same as on cross country flight. Sent by post courier for aircraft on detachment are Volumes 1 A.P Engine & Airframe. Also section 2 A.M.S. [page break] 83 [underlined] HAND SIGNALS. [/underlined] [underlined] PILOTS SIGNALS DURING TAXYING [/underlined] Stop. Arm raised to full extent above the head, with the palm to the front. Change Direction. Arm moves vertically above head to as far down as the cockpit allows to the side of direction he wants to run. Stand clear. Hand waved above the head. [underlined] AIRMANS TAXYING SIGNALS [/underlined] Stop. Right arm raised above the head. All clear (answer to pilot’s). A salute, when the airmen is assured there is no obstruction or other planes taking off. [underlined] SIGNALS BY AIRMAN WHEN AIRCRAFT IS APPROACHING ITS PARKING PLACE. [/underlined] Arms stretched out horizontally at parking place. Waving one arm one way or another if aircraft wants turning. Both arms above the head indicate stip. [underlined] SIGNALS AT DARK BY BLUE TORCHES. [/underlined] Torches waved in circular motion for come straight on. One torch waved in circular motion and one held [page break] 84 stationary, the pilot will turn to the steady torch. Torches held straight down for stop aircraft, but keep engines running. Torches down and waved criss cross over body indicates parking place [underlined] PICKETING OUT AIRCRAFT. [/underlined] There is a locking device to hold control surfaces to neutral. All apertures to be closed. Covers on all engines, wheels, turrets, props etc. Brakes in parking position with nose to the wind. Chocks in front and behind wheels, rope tied to U/C legs from the chocks. Permanent picketing base [symbol] a 50 diameter in a circle of 6 blocks of concrete sunk into ground and a 7th in the centre of the circle. Chains may be run between blocks in order that ropes may be attached from the chains at suitable points to A/C. Main picketing points on any A/C. There are 3, the undercarriage Port and Stbd and tail of A/C. Secondary picketing points are used on A/C such [page break] 85 as wing tips and mid fuselage. Screw pickets usually used with secondary pickets. [underlined] Screw pickets. [/underlined] Used as main pickets if permanent base isn’t available. Two signs 3’-6” and 5’-0” fit ground plate before using. Screw in until eye is just above the ground. [underlined] Shock absorbers. [/underlined] Used with secondary pickets to prevent damage during a storm. Two sizes 1/2 ton and 1 ton. In very strong ground carver or spike pickets will be used in conjuction [sic] with bridge pieces. Use extractor to remove. [underlined] PICKETING IN DESERT. [/underlined] Take bags rope and spade leeside of hill or mound, with wheels in slight hollows made by a spade. Dig holes below points to which ropes will be tied to A/C. Fill bags with sand, tie ropes round them and bury. [underlined] SNOW OR ICE. [/underlined] Take shovel, ropes and blow lamp. Thaw surface with lamp and dig snow out. Fill the bags and put them on the ice at suitable points after tying one end of the ropes around them. Bags of snow will freeze to the ice. [page break] 86 [underlined] REFUELLING. [/underlined] Oil is in 4 galls cans or bowsers holding 50 gall. Care must be taken that the tank is bonded to the aircraft. It is more easy if the oil is slighty [sic] warmed before filling. Petrol is in 4 gall drums or in 450 to 900 gall bowsers The bowser must be bonded to the aircraft and it must be put in through a chamois leather. Care must be taken that the right type of fuel is used. Coolants, Ethelyne Glycol 344 and 344A the later contains .2 percent more inibitor [sic] than the former. Always use the later when mixing with water. Tap water must always be used in preferance [sic] to rain water. [underlined] OILS AND GREASES [/underlined] Antifreeze Oil. A. Clear B. Blue. Used for boost control parts. Rocker arm pivot wick. General purpose oil. Undercarriage axle and wheels. Lockheed fluid. Hydralic [sic] systems Castor oil. BTH Air compressor [page break] 87 Anti freeze grease – Controls H.M.P. “ – Magneto spigots. Valve gear “ – Push rod assembly and rockers. Whitemoors Compound – Prop shaft – (if Whitemoors not available V.G Grease and tallow. Lanolene – Anti corrosive film for Fleet Air Arm aircraft. Graphite Grease – Sparking plug threads and alloy threads. [underlined] SUTTON HARNESS. [/underlined] Is used to strap the pilot in his seat four webbing straps are used. One over each leg and shoulder in the following manner. [underlined] PARACHUTE HARNESS. [/underlined] [underlined] Pilots [/underlined] straps and harness complete the pack is used as a cushion. Left Shoulder Right leg. Left leg. Right shoulder. Insert retaining pin. [underlined] Observers [/underlined] harness only worn during flight, parachute pack is carried separately on the aircraft. Always check harness fits tight. Check chute for acid stains and security of quick release before flight [page break] 88 [underlined] ENGINE STARTING. RUNNING AND TESTING. [/underlined] The procedure outlined below applies to no practice type engine and covers inline and radial type. For any particular type engine refer to the relevant A.P. [underlined] PRECAUTIONS. [/underlined] Aeroplane nose to wind, chocks in front of wheels, all covers removed, no grit or loose stones on the ground under the prop. Remove control locking device. Tail [underlined] not [/underlined] pointing to a nearby building. Extinguishers at hand. If used external equipment for standing. [underlined] COCKPIT PROCEDURE. [/underlined] Check or set. Switches “OFF” Gun firing button at “SAFE” Undercarriage selector at neutral or down. U/C indicator lights green. Air intake shutters set at cold. Cowling gills open. Rad. shutters closed, or rad. retracted. Petrol on. Set tail trimmer to “TAIL HEAVY” Brakes at parking. [page break] 89 [underlined] ENGINE STARTING PROCEDURE. [/underlined] Prime the carburettor by pump or gravity. Set the throttle for starting. Mixture control in rich position. Prop. control as per A.P. All switches on if permissible. Rotate engine by appropiatte [sic] starter Prime engine simultaneously (except Coffman and inertia.) [underlined] WARMING UP PROCEDURE. [/underlined] Ensure oil pressure is normal within 30 seconds. Switch off H.S mag (except Blenheim & Wellington) Screw in priming pump handle and turn off priming cock. Run engine at 800-1000 RPM until the following temperatures are indicated. Oil temp 10o min 15oC Coolant temp 70o Cylinder head 100o. [underlined] BEFORE RUNNING UP CHECK:- [/underlined] Radiator in and out a few times. Check for absolutely dead mag. Operate prop control volume a few times to allow accumulation of oil. [underlined] RUNNING UP. [/underlined] Open radiator shutters, or wind out rad. [page break] 90 Open cowling gills. Hold control column well back. Open throttle boost approx 2000 R.P.M. Move prop pitch lever backwards and forwards to check prop changing pitch O.K. Check constant speed unit. With prop in fine pitch run engine up to max R.P.M. permitted and check R.P.M, Boost Mags if permitted by A.P. Test Mags on engine with C.S.U with prop in Positive fine position. Bring the throttle back to 1400 R.P.M, close throttle suddenly to check slow running of engine [underlined] STOPPING THE ENGINE. [/underlined] Change prop. to pitch for stopping. Allow engine to idle for 1 or 2 minutes. Pull cut out (carb) When engine turns over not firing switch off mags. [underlined] AMERICAN ENGINES. [/underlined] [underlined] Precautions [/underlined] Stromberg Bendix carb. Before switching off mags on stopping engine [page break] 90 set mixture control to IDLE CUT OFF position. When engine fires move mixture control to Auto rich. [underlined] HURRICANE STARTING PROCEDURE. MERLIN II 1 SET. [/underlined] Hydralic [sic] selector Neutral Fuel Cock – Reserve tank on. Throttle – 1/4 open. Mixture Control – Rich. Radiator shutters – open. A/S Control – Max revs. [underlined] 2 [/underlined] Operate priming pump until a slight resistance is felt. [underlined] 3 [/underlined] Switch on main and H.S Mags. [underlined] 4 [/underlined] Press starter button and prime as engine is turning. [underlined] 5 [/underlined] When engine is running switch of [sic] H.S.M. and screw priming pump in [underlined] STOPPING ENGINE [/underlined] [underlined] 1 [/underlined] Ascertain A/S is in coarse pitch. [underlined] 2 [/underlined] Idle engine for a few seconds. [underlined] 3 [/underlined] Pull cut out till engine stops. [underlined] 4 [/underlined] Switch off mags and turn fuel cock off. [underlined] NOTE. [/underlined] Before starting turn airscrew through at least 4 revs by hand. [underlined] BLENHEIM STARTING PROCEDURE. 1 SET [/underlined] Fuel – inner tanks on. Throttle – slightly open. Mix control – normal. A/S Pitch – Line (in) Air intake – cold air. U/C Hydralic [sic] selector – neutral Cowling gills – fully open. [underlined] 1 [/underlined] Instruct ground crews to switch on H.S Mag. [underlined] 2 [/underlined] Press starter button for not more than 10 secs. While engine is turning ground crew prime. [page break] 92 [underlined] 3 [/underlined] When engine starts put main mags on contact. [underlined] 4 [/underlined] Ground crew switch of H.S Mag. [underlined] 5 [/underlined] Check fuel pressure 2 1/2 – 3 1/2 lbs. [underlined] 6 [/underlined] Warm engine at a fast tick over until oil temp is at least 15oC and cylinder head at 100oC, before running up [underlined] STOPPING ENGINE. [/underlined] [underlined] 1 [/underlined] Ascertain A/S is in coarse pitch. [underlined] 2 [/underlined] Close throttle and allow engine to idle. [underlined] 3 [/underlined] Pull carb. cut out. [underlined] 4 [/underlined] Switch off main mags. [underlined] LYSANDER STARTING PROCEDURE (MERCURY XII) SET. [/underlined] Fuel – cock on Throttle – slightly open. Mixture control – normal. A/S pitch – fine. Air intake – cold air. Gills open. [underlined] 1 [/underlined] Turn priming cock to “Prime Carb” and operate K1-Gabs Pump. [underlined] 2 [/underlined] “ “ “ “ Prime engine. [underlined] 3 [/underlined] “ “ “ off and lock priming. [underlined] 4 [/underlined] Switch on H.S Mag. [underlined] 5 [/underlined] Press starter button for not more than 10 secs. [underlined] 6 [/underlined] When engine fires switch main mags on. [underlined] 7 [/underlined] Switch of [sic] H.S Mag. [underlined] STOPPING ENGINE. [/underlined] [underlined] 1 [/underlined] A/S coarse pitch. [underlined] 2 [/underlined] Close throttle and allow engine to idle a few minutes [underlined] 3 [/underlined] Turn off petrol. [underlined] 4 [/underlined] Switch off mags. [underlined] 5 [/underlined] Pull SR Cut out and hold until engine stops [underlined] 6 [/underlined] Release cut out. [page break] 93 [underlined] MAGNETO’S. Magnets. [/underlined] Permanent magnets retain their magnitism [sic] usually made from H.C steel. Mild steel can be magnetized but it doesn’t retain it. Temporary magnet is Electro Magnet, can be made from a piece of soft iron with wire coiled round it and an electric current passed through it, as soon as the current stops it ceases to be a magnet. Some magnets are laminated so the [sic] can be magnetized & demagnetized quickly. All magnets give off a magnetic field also an electric current in wire. The stronger the field the more current, also more coils of wire will give a strong current. When a coil of wire is passed through an electric field it generates a current in it, the faster it is moved the more the current is. Like poles repel unlike poles attract. [page break] 94 [underlined] B.T.H.C.I.S.E 12s TYPE MAGNETO. [/underlined] An electric current is generated every time the magnetic field falls over the primary winding. The magnetic flux goes round the soft metal bar from N to S when it changes direction it stops, then the magnetic field falls over the primary winding and generates a current. [underlined] ARMATURE [/underlined] consists of a soft iron core laminated each being insullated [sic] from each other. Around this core is a winding of approx 200 turns of copper wire, this is termed the primary winding. Round this winding but insullated [sic] from it is a further winding of finer wire this is termed the secondary winding. [underlined] PRIMARY WINDING. [/underlined] is subject to the change of direction of flow of magnetic flux, as bought [sic] about by the movement of the inductors an E.M.F will flow in the winding providing it is part of a complete circuit. The factors which control the strenghth [sic] of this current are. [underlined] 1 [/underlined] The number of winds of wire. [underlined] 2 [/underlined] Gauge of wire. [underlined] 3 [/underlined] Intensity of magnetic field. [underlined] 4 [/underlined] Quickness of the change of flow [page break] 98 of magnetism. [underlined] SECONDARY WINDING. [/underlined] When the primary current flows through the primary winding it set up a magnetic field round it. When the primary current circuit is broken by the opening of the C.B Points it collapses across both winding, thus generating a current in both. In the case of the secondary current it is of a very high voltage and is able to jump across the plug gap in the cylinder thus completing the secondary circuit. The current is controlled by [underlined] 1 [/underlined] The number of turns of wire. [underlined] 2 [/underlined] The intensity of the magnetic field built up by the primary circuit, immediately before it is broken by the C.B points. [underlined] CONTACT BREAKER POINTS. [/underlined] are two points of tungsten or platinum. The first one termed the fixed point is insulated from the base of the CB assembly which is in contact with the earth of the magneto, this point is in contact with the secondry [sic] winding, thus every time a current is generated in it, it passed to the point. The points are seperated [sic] by means of a cam and [page break] 96 heel assembly. The function of the points is to break down the primary circuit and cause a collapse of the field round it, with the resultant generation of the secondary current. [underlined] MAINTENANCE OF CB POINTS [/underlined] [underlined] 1 [/underlined] Inspect spring, should be a light straw colour if going blue its nitric acid corrosion setting in Check spring for cracks, corrosion, and being straight. [underlined] 2 [/underlined] Test insulated block with a Megometer. zero means the insul is faulty, Infinity means OR. [underlined] 3 [/underlined] Check for wear. [underlined] 4 [/underlined] Check CB Points for wear. [underlined] 5 [/underlined] When the points are closed their [sic] should be a good constant flow of electricity, keep them clean and free from oil. If badly pitted clean them with Contact stone or O.O Emery cloth. [underlined] Setting of points. [/underlined] New type C1.SE has adjustable screw, adjust to .012” + or - .001”. Old type C1.SE. End of block is split like a clamp, first slacken locking nut, then clamping [page break] 97 screw and adjust to .012”. [underlined] CONDENSER. [/underlined] Put in to cause a rapid collapse of magnetic field, and to produce a higher secondary voltage, also they prevent sparking across the C.B. points. [underlined] DISTIBUTOR [sic] CLEANING AND INSPECTION. A. CLEANING. [/underlined] [underlined] 1 [/underlined] Wash in lead free petrol [underlined] 2 [/underlined] Wash in hot water 70 to 80oC. [underlined] 3 [/underlined] Rinse in fresh hot water. [underlined] 4 [/underlined] Dry thoroughly. [underlined] B. INSPECTION [/underlined] [underlined] 1 [/underlined] Inspect block for warping, distortion cracks and clearness of vent holes. [underlined] 2 [/underlined] Inspect segment & rotor brush for excessive burning and corrosion. [underlined] 3 [/underlined] Check for good connection of H.T leads. [underlined] 4 [/underlined] Check width of auxilary [sic] spark gap .011” to .019” is the correct width. [underlined] C LUBRICATION [/underlined] C.I.S.E. [underlined] 1 [/underlined] Inductor rotor and distributor rotor [inserted] ball [/inserted] bearing [page break] 98 are grease packed by makers or M.U. Sufficient for 500 flying hours. [underlined] 2 [/underlined] Rocker arm wick 1 drop of oil. [underlined] 3 [/underlined] Cam lubricating pad is grease impregnated and is changed complete with clip every 120 hrs [underlined] 4 [/underlined] Contact breaker base spigot wipe clean and resmear lightly with H.M.P Grease. N.B. Always refer to instructions, and above all, avoid excess. The oil used is DTD 472 Winter Grade [underlined] BREEZE AND MARCONI HARNESS [/underlined] 7 Millimetre lead for low voltage current. 9 “ “ “ high “ “ [underlined] Continuaty [sic] test. [/underlined] Put lead from lamp on each end of the lead and take out the Holme 1 thou resistance block. If lamp lights lead is good. [underlined] Insullation [sic] test. [/underlined] [underlined] 1 [/underlined] Special high voltage test plug. [underlined] 2 [/underlined] Earth body of H.S Mag to A/F [underlined] 3 [/underlined] Connect lead to dist. segment and place plug on appropiatte [sic] plug connector. [page break] 99 [underlined] 4 [/underlined] Turn H.S Mag. Indication:- constant sparking = good insullation. [sic] [underlined] 5 [/underlined] Test all leads the same way. [underlined] SPARKING PLUGS. [/underlined] [diagram] [underlined] BODY. [/underlined] Machined steel with hexagon for spanner. One end of body as earth electrodes, also it has an external thread for the centre assembly. There is a small gap between the two electrodes. The centre pin has a copper sleeve to keep it away from the body. The material used for [page break] 100 this insullation [sic] is Mica, or at the present day Aluminium Oxide which is white or coloured for identification. The gland of the plug assists in making a gas tight joint with the centre assembly and body. Also between the gland and body is a washer usually made form soft iron, copper, phosphour [sic] bronze & nickel, in Mica plugs a copper sleeve is used. In modern types of plugs we have what is called a screen which is an extension from the gland nut in form of a tube to cover external insulation, this is to prevent interference with wireless transmission. In order to fit different engines plugs are made in 3 sizes 12-14-18 millimetres. Life 180 hrs. [underlined] CLEANING AND TESTING OF MICATYPE. [/underlined] Cleaning, inspection & testing are 3 very important items. A bench jig and stock & die nut must be used to dismantle and assemble Mica type plugs. Wash all parts in lead free petrol then proceed to clean plug parts on a [page break] 101 Plug cleaning machine, a split collet is provided to hold the plug in the chuck of the machine. Clean the insullation [sic] with No 0.0 Glass cloth and oil, after this repolish with crocus powder and oil then for a final polish use rouge and oil and chamois leather which must be dry. To clean the carbon out of the body use a wire brush or scraper. [underlined] INSPECTION. [/underlined] Look for damage to threads and hexagons, cracking of metal parts and security of electrodes and the condition of mica insullation. [sic] [underlined] TESTING. [/underlined] 1st test is called the insullation [sic] test of centre assembly. (Insull test ring) to gap of test ring, insert ring gauge, the “not go” end should rest on the points, and the go end should just drop through, if spark jumps across the gap, the plug is clean and insullated. [sic] 2nd test is for gland leakage, replace a new washer everytime the plug is assembled. Test on gland leak tester. Insert plug then pump up tester to 100 lbs per [symbol] inch, immerse the [page break] 102 plug end in a beaker of Soyol, if it bubbles, retighten the plug and try again, if it still bubbles the plug is U.S. 3rd test is sparking under pressure, test is carried out on Spark Plug tester, pump up tester to 100 lbs per [symbol] inch. The [sic] apply H.T current on plug terminal, observe sparking on earth electrodes and centre pin, failure to spark at 12,000 volts means a U.S plug. [underlined] CERAMIC TYPE PLUGS. [/underlined] Insullation [sic] is light coloured for identification. K.L.G are white. A.C Spinkey brown and Lodge. Pink It is very little different from Mica type when run at a very high temperature any deposit burns off. The three main items are cleaning inspecting and testing. A sand blast cleaner with 1 lbs of Silver sand is used for cleaning. Four precautions when using this are, Correct air pressure, clean it only for 10 seconds maximum time, apply compressed air intermittently, and rotate the plug while cleaning it. [underlined] Inspection [/underlined] Same as Mica. [page break] 103 [underlined] Testing [/underlined] carried out in three stages as later type. [underlined] 1 [/underlined] Assemble on Constant Torque Fixture with weights as specified. [underlined] 2 [/underlined] Gland leakage test at 150 lbs per sq inch [underlined] 3 [/underlined] Sparking under pressure at 100 lbs per sq inch, constant sparking at plug electrons. [sic] [underlined] Marking [/underlined] Etching pencil, centre punch. 3 sq file, red paint for US plug. [underlined] Life [/underlined] 180 flying hours. [underlined] Inspection [/underlined] 30.60.90.120, 150.180. [underlined] Cleaned. [/underlined] [two symbols] [underlined] Gap setting [/underlined] .015” gap on all plugs is standard distance. Errosion [sic] is the burning away of electrons in order to check gap a guage [sic] is used .012” one end and .015” the other. [underlined] 1 [/underlined] Oval centre pin applys [sic] only to 12 M.M. Mica type. [underlined] 2 [/underlined] Hammer and pin punch for heavy nickel electrons. [underlined] 3 [/underlined] Gap setting disc and tool. [underlined] 4 [/underlined] Lodge tube and lever. [underlined] 5 [/underlined] K.L.G. Composite gap setting tool. [underlined] 6 [/underlined] A.C Gap setting pliers. [page break] 104 [underlined] CARBURETTORS [/underlined] [diagram] [underlined] CLAUDEL HOBSON A.V.T. 80.B [/underlined] [page break] 105 [underlined] CARBURETTORS. [/underlined] Petrol wont burn unless mixed with air. The mixture of air and fuel is always taken by weight, because when engine climbs the weight of air decreases. At normal atmos. pressure 15 lbs of air is needed to burn one 1 lbs of fuel, less air is needed to burn fuel when under compression [symbol] only 13 lbs of air to 1 lbs of fuel is needed, when ready for combustion this is a correct mixture, 10 to 1 for a rich mixture, weak mixture can be 16 or 17 to 1, sometimes as high as 22 to 1. [underlined] Simple carburettor. [/underlined] worked entirely on pressure differences the whole time, with the U tube principle. A slight restriction is made in the air intake to cause a low depression round the fuel pipe. The reason for this is that the air has to pick up speed through the restricted part to make up the same amount of pressure the other side. This restriction is called the CHOKE or or [sic] VENTURI. [underlined] Disadvantages [/underlined] the more the throttle is opened the richer the mixture gets. [underlined] Pressure Balance. [/underlined] your 13 to 1 mixture strengh [sic] is maintained by constant pressure differences between the [page break] 106 choke and float chamber. Pressures in the air intake vary according to flight. Increase or decrease of pressure will vary mixture strength owing to increase and decrease of pressure. Float chamber and air intake are joined together by a pressure balance passage thus ensuring constant pressure difference. [underlined] CLAUDEL HOBSON CARBR. A.V.T. 80.B [/underlined] (A.V.T. Aero vertical twin) vertical means up draft. 80 is the diameter of the throttle tube in millimetres. It is a double carbr. made in 2 halfs, [sic] the joint is made of vellumoid glass jointing compound. [underlined] BOTTOM HALF. [/underlined] are 2 pipes which lead to the float chamber these are the pressure balance passages. There are 2 float chambers because when the aircraft banks the centrifugal force isnt [sic] enough to keep the fuel at the bottom, the 2 chambers doesnt [sic] allow 1 feed pipe to starve. The floats are made of cork in 3 layers. The needle valve is made of stainless steel. In the base of each float chamber there is what is known as the main jet wells put there to collect all foreign matter which might get into the jets and block them up. Before removing plug for cleaning [page break] 107 ascertain the fuel is turned off, secondly, have a receptacle handy for the fuel which will drain out of the float chamber. By removing the whole of the main jet well, the main and S.R jets can be got at without splitting the carbr. To clean jets rinse out in fuel if it then wont clean apply compressed air, reverse direction of flow. NEVER use any metal to clean out the calibrated hole. The washer on the wells should be removed each time. [underlined] SLOW RUNNING. [/underlined] The slow running jet is only a small restriction in the tube itself, the whole thing is screwed into the main jet which is screwed into the diffuser itself. The body is screwed into the top half of the carbr, the top of the tube is screwed into the S.R nozzle box. In between butterfly throttles and throttle tubes is a clearance usually .006” when engine is slow running. The only way the fuel can get into the SR tube is through the main jet. Before the fuel gets to the nozzle box there is some air already mixed with it through a hole in the [page break] 108 tube which is put there to vapourize [sic] the fuel before it arrives at the box. You also get a very rich vapour from the hole to the top through the air coming in from the main jet. The fuel goes evenly through the holes in the throttle and distributes it evenly. Slow running mixture is rich for two reasons 1st we have to have a rich mixture to get a very even burning rate as the engine is only ticking over slowly. 2ndly because of condensation when the engine is cold, the mixture at slow running is rich enough, so that by the time it reaches the cylinder it is correct. When the engine is hot do not let it stay SR because of rich mixture doing damage to the engine. When the throttle is opened the depression will fall over the lower hole in the box. The second hole is put there for an overlap between jets so that there is no flat spots. The fuel will flow through both holes until the lower choke depression is great enough to draw the mixture through the main jet. [page break] 109 [underlined] SLOW RUNNING CUT OUT. [/underlined] is for stopping the engine providing the throttle is in S.R position. The waisted portion does not cut off the mixture but when pulled out a wider portion stops the flow. Pull the cut out first then stop the flow of the mixture. If engine catches fire cut off fuel and then open the throttle. [underlined] MAIN JET AND DIFFUSER. [/underlined] forms 3 functions. [underlined] 1 [/underlined] It corrects the mixture for all throttle openings after slow running. [underlined] 2 [/underlined] It vapourizes [sic] the fuel from the main jet. [underlined] 3 [/underlined] It provides a reserve of fuel for acceleration. [underlined] A [/underlined] As throttle opens depression in choke and diffuser draws air through the P.B. Duct which picks up the fuel in vapour form. [underlined] B [/underlined] As throttle opens the level of fuel will drop in the diffuser because the engine is demanding more fuel than the main jet will pass [symbol] more holes are uncovered in the diffuser this lets in more air to break down the depression and breaks down the fuel supply this happens only on cruising range. This diffuser prevents you getting to [sic] rich a mixture when the throttle is [page break] 110 opened. In the cruising range, the main jet is calibrated to give us an economical mixture RATING IS THE MAXIMUM POWER POSITION. [underlined] POWER JET. [/underlined] comes into operation when the lever is moved from cruising to rating, it supplies the additional fuel wanted to mix with the change of air due to the opening of the throttle at maximum speed. The power jet is operated by means of a cam and the throttle layshaft. It is so timed that when the lever is moved to rating position in the cockpit a cam works on the valve head, as the cam is pressed down the valve opens and allows fuel to pass through a waisted bolt and by a duct to the choke. The power jet is always delivered from the starboard side [underlined] ACCELERATOR AND DELAYED ACTION PUMPS. [/underlined] When the engine is running at any throttle opening we should be producing from the carbr a 15 to 1 ratio. Acc pump is fitted to overcome a flat spot when the throttle is opened, caused by a temporary weakening of the mixture due to the fact that when the throttle is opened the air increases its weight of flow much faster than the fuel does. [page break] 111 [diagram] The acc pump is provided to mass discharge the fuel to overcome the temporary weakening of the mixture. The delayed action pump operates after the acc pump and it corrects the mixture by supplying a measured amount of fuel during the remainder of the acc. period. We want the acc pump to come into operation everytime the throttle is moved so it is connected to the throttle layshaft from which it is operated. The acc pump is held to the del. pump by means of a distance rod and spring which measures the amount of fuel. Both pumps work in a housing which is bolted to the bottom of the [page break] 112 float chamber. The fuel flows through acc. pump chamber down to the D.A pump chamber from there it can go by a duct to a N.R valve underneath and into the bottom of the D.A from there it is delivered through a N.R valve by a duct to the port delivery tube. The fuel on top of the pump is also delivered to the port chamber by means of a N.R valve. The pressure that holds the DA pump back is the fuel having to go through a very small hole with the pressure of the top S.L valve pressing and holding it back but as soon as the pressure between the 2 pumps is released it comes into operation. [underlined] MIXTURE CONTROL ALTITUDE. [/underlined] As the aircraft climbs the density of the air decreases this gives us a rich mixture, so we have to cut down the amount of fuel supplied, this is not weakening the mixture, but correcting the weight of both. There are 3 types of mixture control. [underlined] 1 VARIABLE JET TYPE. [/underlined] fitted to S.U Carbr and is entirely Automatic it is worked off a barometer principle, fuel is controlled as aircraft climbs, [page break] 113 the needle is lowered into the jet further and controls the amount of fuel supplied. [underlined] VARYING AIR PRESSURE (CLAUDEL HOBSON) Air leak or bleed type [/underlined] On modern carbs the mixture control is automatic. In this type we break down the depression over the diffuser by allowing the air from the pressure balance passage to leak through a mixture control cock. The pressure passage leading to the centre of the cock, as the cock is rotated we can bring 2 sq. holes opposite to each other in the cone and from there lead to the area above the diffuser, so it depends on the opening of the cock how much air is let down over the diffuser. As the aircraft rises the cock is automatically opened and more air gets to the diffuser therefore controlling the mixture by breaking down the depression, but the amount of air must be calibrated otherwise fuel would cease to flow. [underlined] VACUUM TYPE. [/underlined] comes into operation at roughly 15,000 ft when the control cock is coming into the fully open position, vacuum type is automatically [page break] 114 bought [sic] into operation, the small hole comes opposite the small duct leading down into the float chamber. This cock is operated from the mixture control layshaft. [underlined] SUPERCHARGING. [/underlined] [diagram] As the aircraft climbs it is lowering the compression ratio all the time owing to the decrease of pressure of air. The only reason for this supercharging is to try to maintain a same pressure in the cylinders at high altitude the same as sea level which is 14.7 lbs sq in [page break] 115 We supercharge an engine by using a revolving fan which rotates in an housing. The outlet from the supercharger is taken to the inlet valves where the pressure is built up. The impellor is driven from the crankshaft thro a train of gears and can be run anything from 5 to 12 times engine speed. On a single speed supercharger 5 to 7 times engine speed. To save the supercharger from backfiring with the engine it is driven through 3 centrifugal clutches. At low engine speed the impellor can be held stationary. The air intake comes in the centre of the impellor where it can pass between the centre of the vanes where it is thrown into the casing as soon as engine is made faster the needle on the boost gauge goes round to + and the impellor revolves instead of idling. When this happens the air is flung off the centre of the vanes into the ballon [sic] casing, where it goes to the valves then the pressure is recorded on the guage. [sic] 0 being atmospheric pressure therefore the gauge will read plus. The more the throttle open the more mixture is pressed into the cylinder, making [page break] 116 the engine go faster which makes the impellor run faster causing more boost pressure. [underlined] AUTOMATIC BOOST CONTROL. [/underlined] Controls the amount of air allowed into the induction stroke of the cylinder. The A.B controls the B. throttle. The snag of supercharger is that it has to be the same at sea-level as air altitude, but it enables it to become airbourne [sic] quicker. The A.B.C is fitted on the rear cover just above the carb main components:- aneroid fits into a chamber attached to the aneroid is the piston valve which works in a sleeve. On one side of the cylinder is the Servo piston Pressure oil is fed into the cylinder by 2 holes top and bottom, the top lets in oil and the bottom lets it out to scavenge. The time when the throttle is full open at rated altitude is the height to which the engine can maintain its sea level power. To obtain maximum power for take off we overide [sic] the boost, in other words we give the engine more boost pressure than it was originally designed To do this we push the whole aneroid and [page break] 117 piston valve down by means of a lever which presses on the top of the aneroid [symbol] opening the throttle. It takes more pressure to bring the piston valve down back to normal position. when the aneroid is depressed. Detonation will set in with overiding [sic] the boost, it is cured by cooling the inside of the cylinders with fuel, for internal cooling of the engine. The mixture is corrected for take off with the enrichment jet which provide additional fuel for internal cooling of the cylinders, a rich mixture has a slower flame rate than a normal mixture this cuts the temperature down. [underlined] ENRICHMENT JET. [/underlined] cam spring and loaded valve same as the power jet it is on the port side of the float chamber into jet housing, when the valve is compressed by the cam it allows the mixture to flow to the jet in the port intake. Boost overide [sic] and enrichment jet are both operated from the mixture layshaft. To overcome any detonation the enrichment jet is bought [sic] into operation before boost overide. [sic] [page break] 118 [underlined] ADJUSTMENTS. [/underlined] (SLOW RUNNING) Is a small screw on the end of the butterfly layshaft (PORT SIDE) this adjusts the slow running speed by varying the gap between throttle and throttle tube. By screwing it in, the gap is made wider [symbol] letting more fuel in and increases the speed of the engine (POWER JET) adjusted to come into operation at 42o of butterfly throttle opening, adjusted by a serrated ring. (BOOST OVERIDE) [sic] is timed to come into operation at take off, after the enrichment jet. [underlined] 1 [/underlined] Cam on E.J valve. [underlined] 2 [/underlined] E.J in operation [underlined] 3 [/underlined] Forks on aneroid. [underlined] 4 [/underlined] B overide [sic] in operation [underlined] SHOWING JETS. [/underlined] [diagram] [page break] 119 [page break] 182 MISS. E ALDERMAN. 85 WARWICK RD CLACTON ON SEA ESSEX ENGLAND N.T. LAMB. 31 CROUCH HALL RD. CROUCH END. LONDON. N.8. 14259739 DUR. W.A. HOURD. 95 B.D. PLT. ROYAL ENGINEERS BAOR. [page break] 183. MRS. GRANT “WALTERTON” CHOTA SIMLA RD SIMLA EAST. PTE. W. SHIPMAN. GEFANGGNENNOMMER [sic] 139056 LAGER-BESEIDNUMG [sic] M. STAMMLAGER VII A. DEUTSCHLAND (ALLEMAGNE). DEC/44. 3654839 PTE H. WATERFIELD SUPPORT COY 1ST BATT THE ESSEX REGT INDIA COMMAND. 1232738 D. HEWETT 22 WOLSLEY RD. SOUTHTOWN GT YARMOUTH NORFOLK. 1434642 P. JEROME WELLTON 30 ORCHARD WAY ALDERSHOT HANTS. G JAMES 8 RICHMOND WAY CROXLEY GREEN. RICKMANSWORTH HERTS. 1232738 LA/C HEWETT. DF SALVAGE SECTION RAF 54 MU NEWMARKET SUFFOLK 3654839 PTE H. WATERFIELD H.Q COY 165 L of C. SUB AREA INDIA COMMAND. [page break] [deleted] ACII [/deleted] [inserted] AC1 [/inserted] E.C. CLEAL R.A.F. STATION KUMALO NR BULAWAYO SOUTHERN RHODESIA 1738649 [deleted] AC1. [/deleted] [inserted] LAC. [/inserted] ALDERMAN E.C. R.A.F. POST BOX 250 SYDNEY B.C. CANADA 1501306. L. ELTON. 51 FAIRFIELD RD. HIGHER, OPENSHAW MANCHESTER 11. 1030093 C.L. KITCHING 64 HAWTHORN RD. HILLSBORO’ SHEFFIELD. 6. J. LANGFORD 7 CORTIS AVE. WORTHING SUSSEX. T. SPURDENS 11 SUNSET RD MEANWOOD LEEDS. 6. [underlined] YORKS. [/underlined] 4862790. PTE. R.W. SHIPMAN. A/TK S. COY. 2/5 LEICESTERS. M.E.F. 22/3/44 521407 F/SGT. G. PRESTON H.Q. B.F.T. ADEN. [page break] 185. MR. J. McA. WILLIAMS C/O MRS MACKENZIE 53 CRAIGLOCKHART EDINBURGH 14259739. DVR. W. HOURD. 22nd B.D. COY (RE) (HQ) MOORHILL CAMP HARLOW ESSEX MR E.C. CLEAL. 292 PERCY RD. SPARKHILL. BIRMINGHAM. 11. MR A. STALEY. ALBION VILLA HIGH ST. NEWHALL. BURTON ON TRENT STAFFS. MR R. SCOTT. 136 BATHLEY ST. TRENT BRIDGE NOTTS. 1694690. AC1 R. SCOTT. HUT B.4. 84 M.U. R.A.F. STATION CALSHOT NR FAWLEY. SOUTHAMPTON HANTS 1037179 [inserted] W/OP [/inserted] AC1 A. DAY. No 22 ARMY AIR SUPPORT CONTROL C/O 12 A.B.P.O R.A.F. INDIA COMMAND. [page break] 186. [underlined] GROUND EQUIPMENT. [/underlined] HEATERS. PARRAFIN [sic] BLUE FLAME TYPE. [underlined] ALADDIN AIRCRAFT HUMIDIFIER. [/underlined] This is used to extract all moisture in A/C cabins and cockpit Water from the products of combustion condenses in the tray at the bottom of the humidifier instead of W/T equipment and instruments. NOTE. De humidifier needs considerable treatment and must be assembled at least 25 yds from A/C or inflammable materials, also safety gause [sic] must be in position before entering aircraft, burns parrafin [sic] only. [underlined] AIRCRAFT SHELTER TENT HEATER. [/underlined] For use in A/C shelter tents and W/T trailers. To trim wick remove flame spreader and use special trimmer provided, flame spreader must be in position before lighting and safety gauge must be in position before placing in the shelter. [underlined] CATALETIC FLAMELESS HEATER. [/underlined] For use in any part of A/C when heat with safety is required such as:- pipe lines – oil tanks – portable oil bowsers, and to prevent condensation of moisture on instruments in cockpits and cabins. The heater burns petrol 73 octaine or pool, on no account must a lead spirit be used, lasts for 45 hrs on one filling [missing word] with liquid or solid methalayted [sic] spirit. [page break] 187. NOTE. Heater must always be kept vertical, nothing to be placed on cateletic [sic] grid. Extinguisher must be used to cover grid when not in use to prevent dirt collecting (Platonized asbestos fibre). [underlined] PORTABLE OIL TANK HEATER. (40 galls) [/underlined] This heater type oil tank consists of a mild steel container mounted over a heater chamber in which a cateletic [sic] heater is installed. A semi rotary pump is mounted on container, connected to which is a flexible hose and delivery nozzles. A combined dipstick and thermometer is fitted, with wheels for east transportation. [underlined] PORTABLE SERVICING TROLLEYS AND STARTERS. [/underlined] These trolleys are various in types and must be maintained according to instructions, care should be taken with starting operations as avoidable accidents occur during starting procedure. [page break] 188 MR & MRS ANDERSON. FLAT 6. 24 CATO RD. DURBAN. NATAL. SOUTH AFRICA. [underlined] OR [/underlined] UMHLANGA ROCKS NORTH COAST NATAL. SOUTH AFRICA. MRS. M.E. BARRIE. WHITE LODGE. WINKLESPRUIT NR DURBAN. NATAL. SOUTH AFRICA. 1738649 AC.1. ALDERMAN E.C. R.A.F. STATION SWIFT CURRENT SASKATCHEWAN. CANADA. 4862790 PTE R.W. SHIPMAN. A/T.K. H.Q.S. COY. 2/5 LEICS. REG. B.N.A.F. 3654839 PTE H. WATERFIELD C. COY. 1st BATT THE ESSEX REG. INDIA COMMAND [page break] 189 [underlined] INDEX [/underlined] LIQUID [underlined] COOLED [/underlined] ENGINES. [underlined] PAGE 1 LEADING PARTICULARS 1 CYLINDER BLOCK “ LINERS 2 CRANKCASE & SHAFT VALVE GEAR & COVER 3 – 4 VALVES 4 “ TIMING 5 REDUCTION GEAR 6 & 7 MAGNETO TIMING 8 WHEEL CASE (DIAGRAM) 9 “ DRIVES 10 & 11 LUBRICATION 12 & 13 COOLING SYTEM [sic] 14 – 15 CYLINDER BLOCK TEST 15 REDUCTION GEAR (DIAGRAM) 16 [underlined] “PEGASUS” AIR COOLED ENGINES PAGE [/underlined] 17 GEARS & DRIVES 17 VALVE TIMING 18 – 19 SPECIAL FEATURES & CRANKSHAFT 19 – 20 PISTON, GUDGEON PIN, CYLINDER 20 – 21 VALVES 21 – 22 VALVE ROCKER GEAR & PUSH RODS 22 – 23 TAPPETS & CAM 23 SUPERCHARGER (DIAGRAM) 24 & 25 CONT’D CONT’D [underlined] PAGE [/underlined] CASINGS 26 REAR COVER (DIAGRAM) 26 & 27 LUBRICATION 28 & 29 REDUCTION GEAR (DIAGRAM) 29 – 30 – 31 MAGNETO TIMING 31 & 32 JOINTS 32 ADVANTAGES OF SLEEVE VALUES 32 & 33 [underlined] ENGINE COMPONENTS PAGE [/underlined] 34 BTH AIR COMPRESSOR 34 – 35 & 36 GRAVINER FIRE FIGHTING EQUIPMENT 37 – 38 RADIATORS 38 – 39 – 40 THERMOSTATS 40 – 41 PIPELINES (RIGID) 42 – 43 “ “ (FLEXIBLE) 44 FILTERS (FUEL) 44 – 45 “ (OIL) 45 STARTING DEVICES 46 – 47 – 48 TANKS (FUEL & OIL) 48-49-50-51 VICKERS COCKS 51 NON RETURN VALVES 52 PRIMING PUMPS 52 OIL COOLERS 53 – 54 PROPELLORS 54-55-56-57 CONTD [page break] 190. [underlined] INDEX. [/underlined] (CONT’D) [underlined] D.H.V.P. AIRSCREW CONTD. PAGE [/underlined] PROPELLORS 58-59-60-61 [underlined] INSTALLATION PAGE [/underlined] 62 GENERAL 62 FUEL-OIL & COOLANTS 63 & 64 ENGINE REMOVAL (KESTREL & FURY) 64 CHECKING CONTROLS 65 ENGINE STORAGE 66 & 67 DISPATCH & PACKING 68 [underlined] AERODROME PROCEDURE PAGE [/underlined] 69 UNIT ORGANISATION 69 AIRPLANE MAINTENANCE SCHEDULE 69 – 70 PERIODICAL INSPECTION CERTIFICATE 72 SYNCRONISATION [sic] OF A/F TO ENGINES 72 LATITUDE 73 SUPPLEMENTARY INSPECTION RECORD 73 UNIT MAINTENANCE ORDERS 74 FIRE EXTINGUISHERS 74 FORM 700 74-75-76 INSPECTION 76-77 AIR PUBLICATIONS 77-78 ENGINE & AEROPLANE A.P’s 78-79 MODIFICATIONS 79-80 CONTD CONT’D [underlined] PAGE [/underlined] PRECAUTION HANDLING AIRCRAFT 80 HAND SWINGING 81 LOG BOOKS 81-82 FORMS ON CROSS COUNTRY FLIGHT 82 HAND SIGNALS 83-84 PICKETING AIRCRAFT 84-85 REFUELLING 86 OILS AND GREASES 86 SUTTON AND PARACHUTE HARNESS 87 ENGINE STARTING (RUNNING & TESTING) 88 to 92 [underlined] MAGNETO’S PAGE 93 [/underlined] ARMATURE, PRIMARY WINDING 94 SECONDRY [sic] WINDING C.B. ASSEMBY [sic] 95 MAINTENANCE OF C.B. POINTS 96 DISTRIBUTOR CLEANING & INSPECTION 97 BREEZE & MARCONI HARNESS 98 [underlined] SPARKING PLUGS. [/underlined] PAGE [underlined] 99 [/underlined] MICA TYPE 99 to 102 CERAMIC TYPE 102 “ 103 [underlined] CARBURETTORS PAGE 104 [/underlined] SIMPLE CARBURRETOR 105 PRESSURE BALANCE 105 CLAUDEL HOBSON AVT 80B 106 SLOW RUNNING 107-8 “ “ CUT OUT 109 MAIN JET & DIFFUSER 109 CONTD [page break] 191 [underlined] CONT.D [/underlined] PAGE. POWER JET. 110 ACC & DA PUMPS. 110 “ “ (DIAGRAM) 111-2 MIXTURE CONTROL 112 3 TYPES 113-114 SUPERCHARGING 114-115-116 AUTOMATIC BOOST CONTROL 116-117 ENRICHMENT JET. 117 ADJUSTMENTS 118 SHOWING JETS (DIAGRAM) 118 [underlined] GROUND EQUIPMENT. PAGES [/underlined] ALLADIN AIRCRAFT (DE HUMIDIFIER) 186 A/C SHELTER TENT HEATER. 186 CATELETIC [sic] FLAMELESS HEATER 186-187 PORTABLE SERVICING TROLLEYS AND STARTER 187 [page break] [blank page] Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource John Shipman's Engineering Notes Description An account of the resource A notebook kept by John with his engineering lectures. Creator An entity primarily responsible for making the resource John Shipman Format The file format, physical medium, or dimensions of the resource 130 handwritten pages in a notebook Language A language of the resource eng Type The nature or genre of the resource Text Text. Training material Identifier An unambiguous reference to the resource within a given context MShipmanJ1694683-181126-22 Coverage The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant Royal Air Force Publisher An entity responsible for making the resource available IBCC Digital Archive Rights Information about rights held in and over the resource This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal. Contributor An entity responsible for making contributions to the resource Tricia Marshall RAF Locking training https://ibccdigitalarchive.lincoln.ac.uk/files/original/983/21919/MShipmanJ1694683-181126-19.2.pdf b676448bef954caa9079257ca3408413 Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Shipman, John J Shipman Description An account of the resource 43 items. An oral history interview with John Shipman (1923 - 2020, 1694683 Royal Air Force) his diary, documents and a photograph album. He served as ground personnel in India and the Middle east The collection has been donated to the IBCC Digital Archive by John Shipman and catalogued by Barry Hunter. Publisher An entity responsible for making the resource available IBCC Digital Archive Date A point or period of time associated with an event in the lifecycle of the resource 2018-10-10 Rights Information about rights held in and over the resource This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal. Identifier An unambiguous reference to the resource within a given context Shipman, J Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource John Shipman's Mathematics Notes Description An account of the resource A notebook kept by John with mathematics notes Creator An entity primarily responsible for making the resource John Shipman Format The file format, physical medium, or dimensions of the resource 31 handwritten pages in a notebook Language A language of the resource eng Type The nature or genre of the resource Text Identifier An unambiguous reference to the resource within a given context MShipmanJ1694683-181126-19 Coverage The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant Royal Air Force Publisher An entity responsible for making the resource available IBCC Digital Archive Rights Information about rights held in and over the resource This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal. training https://ibccdigitalarchive.lincoln.ac.uk/files/original/983/21918/MShipmanJ1694683-181126-18.1.pdf f76e95fd59f548a28a25fa4e7cbc9718 Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Shipman, John J Shipman Description An account of the resource 43 items. An oral history interview with John Shipman (1923 - 2020, 1694683 Royal Air Force) his diary, documents and a photograph album. He served as ground personnel in India and the Middle east The collection has been donated to the IBCC Digital Archive by John Shipman and catalogued by Barry Hunter. Publisher An entity responsible for making the resource available IBCC Digital Archive Date A point or period of time associated with an event in the lifecycle of the resource 2018-10-10 Rights Information about rights held in and over the resource This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal. Identifier An unambiguous reference to the resource within a given context Shipman, J Transcribed document A resource consisting primarily of words for reading. Transcription Text transcribed from audio recording or document 10d Ac2 J Shipman 1694683 Hut B.20 RAF Locking [page break] [inside front cover] [page break] [underlined] BASIC NOTES [/underlined] [underlined] Hand Vice [/underlined] Body – steel with hardened jaws. Screw – mild steel. [underlined] Bench Vice [/underlined] Body – cast iron, malleable cast iron, cast steel. Jaws – detachable, hardened steel with roughened surface. Screw – mild steel buttress thread. Classified by weight of jaws (45lb – 4 1/2”) [underlined] Hammers [/underlined] Head – high carbon steel faces hardened. Shaft - Ash or hicory [sic]. 1/ Ball Pane. 2/ Cross Pane 3/ Straight Pane 4/ Hide Faced. [underlined] Files [/underlined] [underlined] Blade[underlined] hard & brittle. Tang soft & tough [underlined] Shapes [/underlined] – Parallel Tapered & Bellied [underlined] Sections [/underlined] – Flat, Half Round, Round, Three Square, Square. [underlined] Cut [/underlined] – Single Cut, Double Cut, Dreadnought, Rasp. [underlined] Grade [/underlined] – Rough, Bastard, Second Cut, Smooth, Dead Smooth. In describing state, length, shape, Cut or Grade, Section. [underlined] Chisels [/underlined] Forged from high carbon steel, hardened & tempered at business end [deleted] left [/deleted] rest is left softer & tougher ground at 75° for hard steel 60° for soft & 46° soft metals. [underlined] Types [/underlined] Flat, Cross cut, Diamond point & round nose. [underlined] Hacksaws [/underlined] Frame, mild steel, Blades, High Carbon Steel. 22 to 32 teeth per inch for thin metal. 14 to 18 teeth per inch for thick metal. [page break] [underlined] Material [/underlined] High Carbon steel H & T at the business end [underlined] Drills [/underlined] [drawings] [underlined] Reamers [/underlined] High Carbon or Alloy Steel fluted to provide cutting edges [underlined] Types [/underlined] Fixed Parallel, Expansion, Expanding, Shell & Taper. RAF Taper Reamers are measured by their diameter 1/3rd of the length from the smaller end. [underlined] Threads [/underlined] BSW = British Standard Whitworth 55° BSF = British Standard Fine 55° BA = British Association. 47 1/2° [underlined] American [/underlined] National Course [sic] & Nat. Fine. [underlined] Other Types. [/underlined] [drawing] square thread [drawing] Acme thread. [drawing] – Buttress usually found in vices [page break] [underlined] Taps [/underlined] Made from hardened steel in three sizes – Taper Second, Plug. [underlined] A.G S Parts [/underlined] Light Alloy [drawing] Mild Steel – Plain High Tensile Steel – [drawing] High Tensile Stainless as above only with the letters S.S or Z on the head. [underlined] Heat Treatment of Duralumin [/underlined] [underlined] Annealing [/underlined] (to soften) heat to cherry red and then [deleted] quench in water [/deleted] allow to cool in air [underlined] Normalizing [/underlined] heat to between 480° & 500° C and then [deleted] quench & scrub to remove salts. [/deleted] allow to cool slowly with ashes on fire. [page break] [underlined] PRELIMINARY ENGINES [/underlined] [underlined] Olto 4 stroke Cylec [sic] [/underlined] [underlined] Strokes [/underlined] [underlined] Induction [/underlined] to allow gases to enter cylinder. [underlined] Compression [/underlined] which compresses gases against cylinder head. [underlined] Ignition [/underlined] lights gases which forces piston down cylinder. [underlined] Exhaust [/underlined] Valves open gases pass freely into air [underlined] Inlet Valves [/underlined] opens 20° before TDC so as to be fully open in the suction stroke so as to keep up with the incoming mixture [underlined [ Exhaust Valves [/underlined] Opens before BDC to allow the pressure of burnt gases to fall by atmospheric, this prevents back pressure on the piston when it has to push the gases out. [underlined] Overlap [/underlined] is when both valves open [inserted] together [/inserted] before & after at T.D.C. [underlined] Lead [/underlined] is when [inserted] exhaust [/inserted] valves open before [deleted] & after at [/deleted] B.D.C. Why? because it means greater efficiency to the engine. [underlined] Lag [/underlined] Is when inlet valves remains [sic] open after BDC because it packs a greater mixture in the engine. [page break] [underlined] Valve timing on Gipsy Engine [/underlined] 1/ Find T.DC then DOR Exhaust valves always leads 2/ Turn crankshaft back 180° this puts inlet valves on back of cams. 3/ Trap 10 thou feeler in rotor arm rocker & valve head. 4/ Turn DOR to nip 5 thou feeler 5/ Take layshaft out to prevent crankshaft moving 6/ Turn 20° before TDC 7/ Replace layshaft gear. 8/ Turn back 45° degrees to remove backlash then turn DOR to 20° before TDC 9/ Turn back 180° 10/ Try 10 thou feeler then reduce clearance to 5 thou 11/ Then turn to 20° before TDC trying a 2 thou feeler. [page break] [underlined] Magneto timing on Gipsy Engine [/underlined] 1/ Find accurate TDC 2/ Set crankshaft 34° before T.D.C 3/ Check contactor breaker points with 12 thou feeler + or – 1 4/ Innsulate [sic] primary winding [deleted] screw [/deleted] by taking out centre screw and inserting oiled silk. 5/ Then turn magneto in DOR until the brush on the rotor faces the segment in distributor cover connected to the plug in No 1 Cylinder and offer up to magneto drive & get final adjustment with Simms Vernier Coupling (19 teeth = 18.9° per t & 20 teeth = 18° per tooth) [symbol] fine adjustment is .9 6/ Port Magneto is fitted first and it is different from the starboard magneto in as much that it as [sic] an impulse starter fitted. Turn through impulse starter (the impulse starter delays the passage of the space till just after TDC & also induces a hotter spark. for easier starting) [page break] [underlined] Questions & answers [/underlined] ? What is clearance [underlined] Ans. [/underlined] Clearance is the space provided between 2 working parts 1/ To provide freedom of the movement 2/ Lubrication 3/ Variation of size or position due to heat or distortion ? What is a housing [underlined] Ans [/underlined] Housing a hollow case the main purpose of which is to carry bearings or supports for working parts ? Splines [underlined] Ans [/underlined] Splines are a series of axial ridges on the outer surface seperated [sic] by grooves of rectangular section to fit into similar grooved counterparts ? Serations [sic] [underlined] Ans [/underlined] Serations [sic] are similar to splines but more closely spaced smaller & usually of different shape. ? Throw [underlined] Ans [/underlined] Throw is the distance between the centre of a crankshaft & the centre of the crank pin ? Stroke [underlined] Ans [/underlined] Stroke is twice the throw ? Backlash [underlined] Ans [/underlined] Is the clearance between machine gear teeth [page break] or splined members, which must be taken up before driving in the reverse direction ? Preignition [underlined] Ans [/underlined] Is the combustion starting before the passage of the spark due to some overheated part in the cylinder ? Volumitive Efficiency [underlined] Ans [/underlined] Is the weight of mixture drawn into the cylinder, divided by the weight of a cylinder stroke volume full of air at standard atmospheric pressure & temperature ? Supercharging [underlined] Ans [/underlined] Is the artificial filling of the cylinders on the induction stroke to a pressure greater than would have existed there. ? Bearing [underlined] Ans [underlined] Bearing is the part of a machine which directly rotates a rotating shaft ? Burr [underlined] Ans [/underlined] Burr is a rough or sharp ridge or projection at the edge of a working point or part ? Bush [underlined] Ans [/underlined] Is a hollow one piece bearing [page break] ? Cam [underlined] Ans [/underlined] Cam is a projection from a revolving shaft for the purpose of controlling the extent rate of movement of other parts pressed against it. ? Bonding [underlined] Ans [/underlined] Bonding is the provision of adequate conductors between operated parts of an engine to prevent any one part obtaining a higher potential than any other part with the consequent danger of sparking ? B.H.P (Brake horse power) [underlined] Ans [/underlined] B.H.P is the useful horsepower obtained by an airscrew ? I.H.P (indicated horse power) [underlined] Ans [/underlined] I.H.P is the H.P developed in the cylinder ie B.H.P/IHP = ME ? Mechanical Efficiency [underlined] Ans [/underlined] Mechanical Efficiency is the amount of work done by the engine, divided by the amount of work developed in the cylinder. ? Screening [underlined] Ans [/underlined] Screening is the provision of earth conductors round ignition apparatus to prevent interference with wireless transmission & reception [page break] ? Compression Ratio [underlined] Ans [/underlined] Is the clearance & swept volume over clearance volume i.e [formula] ? Detonation [underlined] Ans [/underlined] Detonation is the instantaneous explosion of part of the mixture due to :– 1/ To [sic] high a compression ratio 2/ excessive boost pressure 3/ To [sic] advanced ignition timing 4/ Use of incorrect fuel. [underlined] Piston Rings [/underlined] Only 3 shapes joints – Scarf, Butt, & Stepped joint The scraper above the gudgeon pin can be a U or Channel type, channel is drilled with holes. On bigger type engines another line of holes is drilled through below the piston on channel type. On late type engines no U type rings, type fitted are duel ring scalloped. Gas rings are peined for elasticity. Rings made of closely grained cast iron. Pistons are made from aluminium alloy. [page break] The joints are split sometimes at 45° & sometimes 90°, very brittle great care must me [sic] taken in removal & fitting. The gap is tested by inserting in the cylinder & ensure it is square with the bore & measure gap with feelers. Rings must be free to expand against cylinder wall. A small clearance is allowed between ring & groove to ensure piston doesn’t nip ring. A 1° chamfer is made on outer edge of ring to allow wear to fit piston. [underlined] Backlash [/underlined] The clearance between meshing gear teeth or splined members, which must be taken up in the reverse direction before driving [underlined] Arbour [underlined] An accuratley [sic] ground shaft for supporting & keeping in exact alinement machine parts or cutting tools during machining operations. [underlined] Bearing [/underlined] the part of a mechanism intended to support a roting [sic] shaft. [underlined] Bore [/underlined] the internal diameter of a cylindrical part [underlined] Shimm [/inderlined] a thin peice [sic] of sheet metal cut to shape used between 2 surfaces to adjust accurately thin distance apart. [page break] [blank page] [underlined] LUBRICATION SYSTEM [/underlined] (wet sump) [diagram] [page break] [underlined] LUBRICATION [/underlined] [underlined] Wet sump [/underlined] oil is carried in sump attached to engine [underlined] Dry Sump [/underlined] oil is carried in sump away from the engine. Nessacary [sic] in Radial Engine to have dry sump because it has to have a small sump because it consumes more oil than it can carry in Wet Sump. [underlined] Wet sump in Gipsy 1 [/underlined] Oil is drawn from the sump by means of a Space gear type pump, oil enters between teeth & casing, and is then forced out with pressure. The intake is greater than the output because the outlet is restricted to build up a pressure. It then goes from the pump to a relief valve which is fitted to maintain a constant pressure of oil to all pressure fed bearing (Good oil is free from parrafin [sic] wax. Always use oil with low viscosity) Then from check valve to the filter chamber from there by an outside pipe to the gallery pipe to No 1 bearing first which feeds outside journal only, No 2 lead feeds No 2 bearing, [page break] & journal also No 1 & 2 Crankpin & big end bearing No 3 lead feeds just its own bearings, No 4 feeds itself & No 3 & 4 crankpins, No 5 feeds itself. Then from [deleted] a [/deleted] No 5 lead by a pressure pipe to Magneto drive, there is also a pipe leading to a pressure guage [sic] in cockpit. Pistons, gudgeons & cylinders are sprayed from a calibrated hole in big end bearings, the edges of oil hole champhored [sic] to stop them chipping. Camshaft tappets & guides are fed by mist & splash from the big end. Overhead gears for valves are hand pressure fed. Gears in timing case all fed by the oil running over them. [underlined] Dry Sump [/underlined] The oil falls by gravity to a filter then from there to a space gear type pump, on which is the relief valve any surplus oil is passed back again to intake side, the [sic] past the check valve to pressure guage [sic]. The Whole shaft is hollow so one lead can feed all bearings. When bearings is fed it drops down and is carried away, back by scavenge pump to carburretor [sic]. [page break] [underlined] TYPES OF PUMPS USED ON ENGINES [/underlined] There is a pump know as a centrifugal pump these are efficient for cooling because they increase speed with the engine. When the pump is working with full throttle open it can pump approx 120 galls per min. The method to stop [indecipherable word] is to put restriction washing in block. Fuel Pump is Diaphram [sic] Space Gear Type for oil. Plunger Type for oil Excentric type pump is for oil. [diagram] [page break] [underlined] INLINE ENGINES [/underlined] (things to swat) 1/ Setting of tappet clearance 2/ Changing broken valve springs 3/ Priming crankshaft with oil. 4/ Cylinder Numbering 5/ Cleaning agents 6/ Timing & running clearances 7/ Magneto timing & proceedure [sic] 8/ Tappet clearance & external connections 9/ Inserting scraper rings 10/ Examining & fitting airscrew hubs. 11/ Direction of rotation of crank. 12/ Layout of coolant system. 13/ Repacking pump gland. 14/ Prop. hub centralizing cone & locking sleeve. 15/ Relationship of stroke to throw. 16/ Meausuring [sic] backlash of gears. 17/ Grinding valve faces & seats. 18/ Testing crankcase. 19/ Testing faces & determing [sic] joint ring thicknesses 20/ [deleted] Mg [/deleted] Mag timing. [page break] [underlined] RAIDIAL ENGINES [/underlined] 1/ Changing broken valve springs 2/ Oil priming 3/ Position of nipples. 4/ Removal of pushrods from rods 5/ Setting of tappet clearances 6/ Cleaning Agents 7/ Finding highest Dwell. 8/ Checking angles of attack. 9/ Jointing material 10/ Hand oil priming [underlined] COOLING SYSTEMS [/underlined] Cooling systems is necessary to remove the surplus heat which would have otherwise cause [sic] trouble by destroying the properties of the lubricant and by distorting the working parts. To [sic] much cooling leads to a loss of power & irregular running, a constant correct temperature is desirable. [underlined] AIR COOLING [/underlined] The air rushing over the exposed surface of the cylinder & cylinder head carries away the heat. To get rid of the heat quicker fins are provided of large area but small thickness [page break] Control of air flow is affected by cowlings moveable shutters or gills the details differing from engine to engine. Sometimes a thermometer in the cockpit records the cylinder head temperature. [underlined] LIQUID COOLING [/underlined] The liquid contained in a jacket round the cylinder & cylinder head absorbs the heat and carries it to a radiator which has a large surface exposed to the air. Here the liquid is cooled & carried away by the air, then the liquid is returned cool [deleted] by [/deleted] to the jacket. Circulation is affected by a small centrifugal pump driven by the engine, by speeding up the flow less liquid can carry away the same amount of heat. Drains taps are provided at the lowest points in the system to ensure complete drainage when required. [underlined] TYPE OF LIQUID USED [/underlined] The liquid coolant used may be plain water, ethygene [sic] glycol or a mixture of the two. Ethylene Glycol has a higher boiling point & lower freezing point than water. A higher working temperature can be used without loss of coolant through cooling & damage by frost is prevented. The higher temperature of working makes the use of a lighter and smaller radiator possible. Water if used by itself must be pure & soft rain water is best, failing that the water must be tested for its hardness & treated by the necessary chemicals. [page break] [underlined] HOW TO FIND TDC [underlined] (PPI METHOD) [diagram] (a) a spring loaded lever pivoted in a block which screws into the plug hole is used, one end bears the piston the other moves over a scale. If the engine is turned till this pointer moves to its extreme position on the scale the piston is approx at T.D.C. [diagram] [page break] [blank page] [page break] [underlined] ATTENTION TO VALVES & SEATS [/underlined] [underlined] The springs [/underlined] must be tested [deleted] by [/deleted] for strengh [sic], the test consists of loading spring with specified weight & notice that it has not compressed to less than a specified length. [underlined] The valves [/underlined] are examined for pitting & burning on the sealing face Badly affected valves are reconditioned by a special grinding machine slightly affected valves are lapped to their valve seat. [diagram] [underlined] The valve seatings [/underlined] may be pitted & burned. Special cutters are used to remove bad pitting, slight pitting is removed by lapping. [underlined] Note [/underlined]:- before reconditioning the valves or seatings is done, always check the dimensions using the appropriate guages. Lappings consists of rotating the valve forwards & backwards on its seating with a small amount of abrasive between. The valve should be held firmly on seat to help the abrasive to work (a special tool is provided) every few half turns it should be lifted & placed in a different position [page break] This helps to stop the formation of hollows. The lapping is continued until the whole face is making a perfect seating as listed by marking with a thin coat of liquid colour. Every trace of grinding paste must be removed when finished. [underlined] Gaskets & Joints [/underlined] Gaskets sometimes called joint washers are thin sheets of metal cut to shape & inserted between the face to make an airtight joint. (Aluminium & Vellumoid or a sandwich of asbestos rubber & other materials. Jointing compound is a sticky substance to form airtight joints. Where accuracy of joints are nessecary [sic] dont use a gasket, but a very thin coating of jointing compound. [underlined] Gears [/underlined] Alinement is the most essential thing in fitting gears, also it is important to see the mesh is the right depth. Next take notice that the backlash clearance isnt too much or there is the danger of the teeth breaking off, allow just enough for lubrication & expansion. The Type more common is Space Gear which are very effective. Bevel type gears are at an angle. Other types are Worm Gear, Helical Gear [page break] & Skew Gear which is very awkward because it will only drive one way & also there is a terrific amount of friction. Epycyclip [sic] Gear is an [sic] combination of gears to drive the airscrew [underlined] SPARKING PLUGS [/underlined] [diagram] [page break] Body – Machined steel with hexogan [sic] for spanner. One end of body as [sic] earth electrodes, also it as [sic] an internal thread for the centre of plug which is called the centre assembly. There is a small gap at the end of the centre pin to keep it off the earth electrodes, also the centre pin as a copper sleeve & [deleted] uns [/deleted] insulation to keep it off the body. The material used for this insulation is mica or at the present day aluminium oxide which is white, but plug makers colour it for identification purposes. The gland of the plug assists in making a gastight joint between centre Assembly & the body, also between gland & body is a washer usually made of iron soft, copper, phospher [sic] bronze & nickel, but in Mica insull a copper sleeve is used. In modern types of plugs we have what is called a [deleted] sleeve [/deleted] screen which is an extension from the gland nut in form of a tube to cover external insul. the reason for the screen is where radio is used. On inner side of screen there is a Mica lining to prevent H.T current from the terminal to the screen itself. The part of the plug in the cylinder gets a [page break] carbon coating, but in cases of Aluminium Oxide insul. it burns itself clean. In using sparking plugs they have to be cleaned every 30 or 40 flying hours. Most common makes of plugs used by RAF. are Lodge K.L.G & A.C Sphinx. The Al.XIDE type plug is called Seramic [sic] type. In order to fit different engines there are 3 sizes in millimetres 12-14-18 [underlined] Cleaning & testing of Mica Type [/underlined] Cleaning, inspection & testing all 3 very important items. All Acoro engine plugs are made demountable ∴ a bench jig & stock & die nut must be used to dismantle & assemble. Mica type plugs, never mix up parts of plugs because they are not interchangeable. Wash all parts in lead free petrol type used is DTD224 then proceed to clean plug parts on Plug Cleaning Machine. A split collet is provided to hold the plug in the chuck of machine. Clean insul. with No 0.0 Glass cloth & oil after this repolish with Crocus Powder & oil then [page break] for a final polish use rouge & oil or chamois leather which must be dry. To clean carbon out of body of the plug, use wire brush or scraper. [underlined] Inspection [/underlined] Look for damage to thread & hexogans, cracking of metal parts & security of electrodes & condition of mica insul. [underlined] Testing [/underlined] 1st test is called insul. test of centre assembly (Insul. test ring) to set gap of test ring insert ring guage the “not go” end should rest on the points & the “go” end should drop thro, spark jumps across gap is [sic] plug is clean & [deleted word] insul. 2nd test is for gland leakage, replace new washer every time the plug is dismantled. Test on gland leakage tester. Insert plug then pump up tester 100 lbs per sq inch, then immerse plug in a beaker of Sozol if it bubbles retighten plug in bench jig if it still bubbles plug is US. 3rd Test is sparking under pressure, test is carried out on Spark Plug Tester [page break] pump up tester up to 100 lbs 100 lbs per [symbol] inch window to look in for protection of flying glass. Then apply H.T current on plug terminal, observe sparking earth electrodes & centre pin failure to spark at 12,000 volts means a U.S plug. Mark all US plugs with red paint. [deleted] [underlined] MAGNETO’S [/underlined] [/deleted] [underlined] Ceramic Type Plugs [/underlined] Aluminium Oxide which form insullation [sic] goes through a process of cindering which means a very high temperature. The above plugs are sometimes called Cinder Aluminium Oxide Type, it is very hard & as a high melting point up to 4000° C it also wont burn & will not allow H.T Current to flow through it & it is not affected by fuel which is used in modern engines. Insullator [sic] is light coloured. KLG are White LODGE pink, AC Brown for recognition. It is very little defficant [sic] in construction [page break] from Mica Type & when run at very high temperature any deposit on insullator burns off. Three main items are Cleaning Inspection & Testing. Sand blast cleaner for plug with 1lb Silver Sand in it. Four precautions when using 1st Correct Air Pressure 2nd clean it only for 10 seconds maximum time. 3rd Apply compressed air intermittanlly [sic]. 4th Rotate plug while cleaning. Body is cleaned with sand blast as above. [underlined] Inspection [/underlined] Much as on same line as Mica Type. Inspection Thread, Hexagon & Body for cracks also insullation, screen & mica-lining & gland washers. [underlined] Testing [/underlined] is carried out in 3 stages as later type. 1/ Assemble on Constant Torque Fixture with weights as specified. 2/ Gland leakage test @ 150 lbs per [symbol]” with white spirits DTD 224. 3/ Sparking under pressure @ 100 lbs per [symbol]” constant sparking at plug electrodes. [underlined] Marking [/underlined] Etching Pencil, centre punch & file, red paint for US plug. [page break] [underlined] Life [/underlined] 180 Flying hours [underlined] Inspection [/underlined] 30, 60, 90, 120, 150, 180 [underlined] Cleaned [/underlined] 30, 60, 90, 120, 150, 180 [underlined] Gap Setting [/underlined] 15 thou gap on all plugs is standard distance. Errosion [sic] is the burning away of electroe’s [sic] in order to check gap a gap guage is used 12 thou at one end & 15 thou at the other. 1/ Oval Centre Pin applys [sic] only to 12 mm Mica Type 2/ Hammer & Pin Punch for Heavy Nickel Electrodes 3/ Gap Setting disc & setting tool 4/ Lodge tube & lever 5/ KLG Composite Gap setting tool 6/ AC Gap setting Pliers High Voltage test of Bronze Harness Insullation 1/ High voltage test plug. 2/ Earth body of H/S Mag to A/F 3/ Connect lead to dist. segment & place plug on appropriate plug connected 4/ Turn H. Starter Mag Indication: - constant sparking = good innsullation. 5/ Test all leads same way. [page break] [underlined] Old type CISE [/underlined] End of block is split like clamp. first slacken locking nut, then slamping [sic] screw and adjust to .012. [underlined] DISTIBUTOR CLEANING AND INSPECTION [/underlined] A [underlined] CLEANING [/underlined] 1/ Wash in lead free petrol. 2/ Wash in hot water 70 to 80° C 3/ Rinse in fresh hot water 4/ Dry thoroughly B [underlined] INSPECTION [/underlined] 1/ Inspect block for warping, distortion cracks & clearness of vent holes. 2/ Inspect segment & rotor brush for excessive burning & corrosion 3/ Check for good connection of H.T Leads (Lamp & Battery or visual) 4/ Check width of auxhilary [sic] spark gap .011 to .019 is correct width. [underlined] Lubrication of Magnetos [/underlined] C.I.S.E 1/ Inductor rotor & distributor rotor ball bearings are grease packed by makers or M.U. sufficient for 500 FH. 2/ Rocker arm wick 1 drop of oil at 1.1.0 3/ Cam lubricating pad is grease impregnated [page break] and is changed complete with clip every 120 hrs 4/ [underlined] Contact Breaker [/underlined] base spigot wipe clean & resmear with lightly with grease H.M.P at 1.1.0. [underlined] N.B [/underlined] Always refer to instructions & above all. avoid excess. The oil used is D.T.D. 109 Winter Grade [underlined] BREEZE & MARCONI HARNESS [/underlined] 7 Millimetre Lead for low voltage current. 9 Millimetre Lead consists of stranded wire which can be copper but later type is stainless steel, round that is wrapped pure rubber & round that a coating of vulcanized grey rubber & on top of that is wrapped cambric tape & a layer of metal braiding which keeps in magnetic field when current is passing through [underlined] Continuaty [sic] & Insul Test of H T Leads [/underlined] Put lamp on each end of lead & take out the 1 thou Holmes resistance block if lamp lights it a good lead. [underlined] Insull Test as on Plug Bay [/underlined] [page break] [underlined] Advancing & Retiring Magneto’s [/underlined] 1st method contact breaker. Run normally in advanced position because the engine is run at high speed. To advance move base opposite DOR To retire move base DOR. Advancing moves contact breaker round cam ∴ advancing opening of points. But it affects internal timing & gives weak sparks where large are required. [underlined] Automatic Timing Device. [/underlined] One part is driving members with 2 small cams fitted. The driven member as 2 weights with 2 small rollers, also a serrated coupling for small measurements. Used for advancing mag in relation with the engine. Advantage, does not affect internal timing keeping advanced all the time. [underlined] H.S Magneto’s [/underlined] 2 sparks per revolution, every time handle is turned the E.B points turn 5 times ∴ 1 turn of handle gives 10 sparks this is operated by gears inside mag. From mag there is 2 leads to dist rotor of main mags. [page break] [underlined] CARBURETTOR’S [/underlined] [diagram] [page break] [diagram] [page break] [underlined] Carburettor [/underlined] Petrol wont burn unless Xd with air. The mixture of air & fuel is always taken by weight, because when engine starts climbing weight of the air decreases. At normal atmos pressure, 15 lbs of air is needed to burn 1 lb fuel [deleted] when ready for combustion. [/deleted] Less air is needed to burn fuel when under compression ∴ only 13 lbs of air needed to burn 1 lb fuel when ready for combustion this is correct Xture. 10 to 1 for rich Xture. Weak Xture can be 16 or 17 to 1 needs more air, sometimes as high as 22 to 1. [underlined] Fuels [/underlined] [deleted] 1 [/deleted] 73 octaine [sic] (antidetonation properties) colour should be orange. 2nd 87 octaine either red or blue. 3rd 90 octaine is mixture of [deleted] 1 [/deleted] 87 & 100 octaine anything from the blue green to brown. 4th 100 octaine which is green. [underlined] Simple Carburettor [/underlined] worked entirely an [sic] pressure differences the whole time with U tube principle. A slight restriction is made in air intake to cause a low depression round fuel pipe. The reason is the air as to pick up speed through the [page break] restricted part to make up the same amount of pressure, the other side, this resistance is called the CHOKE or VENTURI. [underlined] Disadvantages [/underlined] the more the throttle is opened the richer the Xture gets. A Diffuser is fitted to help this it controls the amount of mixture drawn in the air intake to make an even ratio with the air drawn in. During the cruising range flying is done on economic Xture 14-15 to 1, with a weak Xture a slighty [sic] slower spark because of more air than fuel ∴ mag as to be advanced. Normal Xture burns normally. Rich Xture gets a slower flamerate [sic] than the normal. [underlined] Slow running [/underlined] pilot jet is put in to give a correct Xture for very small throttle openings. Pilot jet is taken up to depression against edge of butterfly throttle & down into the float chamber. [underlined] Pressure Balance [/underlined] your 13 to 1 mixture strenghth [sic] is maintained by constant pressure difference between choke & float chamber. Pressures in the air intake vary according to flight. Increase or decrease of pressure will vary Xture strength owing to increase & decrease of pressure [page break] float chamber & air intake are joined together by pressure balance passage, thus ensuring constant pressure difference [underlined] CLAUDEL HOBSON CARBr A.V.T 80.B [/underlined] (A V.T Aero Vertical Twin) vertical means up draft. 80 ins the diameter of the throttle tube in millimetres. It is a double carbr made in 2 halfs [sic] the joint is made of vellumoid glass jointing compound. [underlined] Bottom Half [/underlined] are 2 pipes which leads to the float chamber these are the Pressure Balance Passages. There are 2 float chambers because when the aircraft banks the centrifugal force isnt enough to keep the fuel at the bottom, the 2 float chambers doesnt allow 1 feed pipe to starve. The floats are made of cork in 3 layers (a laminated cork float). The needle valve is made of stainless steel. In the base of each float chamber there is what is known as a Main Jet Wells which are put there to collect all foreign matter which might get into the jets & block it up. Before removing plug for cleaning ascertain the fuel is turned off secondly [page break] have a receptacle handy for the fuel which will drain out of the chamber. By removing the whole of the main jet well you can remove the main & S R Jets without splitting the carbR. To clean jet rinse out in fuel if it then isnt clean apply compressed air reverse direction of flow. [underlined] Dont [/underlined] use any metal to clean out the calibrated hole. The washer on top of the jet well & should be removed each time (made of cork) [underlined] Slow RUNNING [/underlined] The slow running jet is only a small restriction in the tube itself the whole thing is screwed into the main jet which is screwed into the diffuser body. The body is screwed into the top half of the carb. The top of the SR tube is connected to the SR Nozzle box. In between Butt Throttle & throttle tube is clearance of 6 thou when engine is slow running. The only way the fuel can get into the SR jet is through the M. Jet holes. The depression exists throughout the whole length of the throttle this is when the engine is SR. Before the fuel gets to the nozzle box there is some [page break] air already Xd with it through a hole in the tube which is put there to vapourize [sic] the [deleted] the [/deleted] fuel before it arrives at the box. You also get a very rich [deleted] Xture [/deleted] vapour from the hole to the top through the air coming in from the main jet. The fuel goes evenly through the holes in the throttle & so gives an even distrib of the Xture. Slow running Xture is rich for 2 reasons. 1st we require a rich Xture to get a very even burning rate as the engine is only ticking over slowly. 2ndly is because of condensation when the engine is cold. The xture a SR is rich enough to start with so that by the time it reaches the cylinder it is correct. When the engine is hot you do not let it stay SR because of rich Xture doing damage to the engine. When the throttle is opened up the depression will fall on the lower hole in the nozzle box. The second hole is put there for more of an overlap between jets so as there are no flats spots. The fuel will flow through both holes until the lower choke depression is great enough to draw [page break] the Xture through the main jet [underlined] Slow Running Cut off [/underlined] is for stopping the engine providing the throttle is in the slow running position. The waisted portion does not cut off the Xture but when pulled out a wider portion at this end stops the flow of the Xture. Pull the cut out first then stop the flow of the Xture. If engine catches fire cut off fuel & then open the throttle. Fuel must not be cut off damage to the fuel pump which is lubricated by the fuel flowing through it. [underlined] Main Jet & Diffuser [/underlined] forms 3 functions 1/ It corrects the Xture for all throttle openings after slow running. 2/ It vapourizes the fuel from the main jet 3/ It provides a reserve of fuel for acceleration. 4/ As throttle opens depression [inserted] in [/inserted] choke & diffuser draws air through P.B.D which picks up the fuel in vapour form. 5/ As throttle opens level of fuel with drop in diffuser because the engine is demanding for more fuel than the main jet will pass ∴ more holes all uncovered in diffuser this [page break] lets in more air to break down the depression & ∴ break down the fuel supply this happens only on cruising range. The diffuser [deleted] helps [/deleted] prevents you getting to [sic] rich a mixture when you open the throttle. In the cruising range the main jet is calibrated to give us an economical Xture. [underlined] RATING [/underlined] is the maximum power position [underlined] Power JET [/underlined] comes into operation when the lever is moved from cruising to rating. The additional fuel wanted to mix with the change of air due to the opening of the throttle at maximum speed. The power jet is operated by means of a cam and the throttle layshaft. It is so timed that when the lever is moved to rating position in the cockpit a cam works on the valve head, as the cam is pressed down the valve opens & allows fuel to pass thro’ a waisted bolt & by pipe to the choke The power jet is always delivered from the starboard side. [page break] [underlined] ACCELERATOR and DELAYED ACTION PUMPS [/underlined] [diagram] When engine is running at any throttle opening we should be producing from carbR. 15 to 1 ratio. Acc. Pump if fitted to overcome a flat spot, when the throttle is opened, [deleted] the air increases its weight of flow [/deleted] caused by temporary weakening of the Xture due to the fact that when the throttle is opened the air increases its weight of flow very much faster than the fuel does. The acc pump is provided to mass discharge the fuel to overcome the [page break] temporary weakening of the mixture. The delayed action pump operates after the accelerator pump & it corrects the Xture by supplying a measured amount of fuel during the remainder of the accel period. We want the accel pump to come into operation every time the throttle is moved so it is connected to the throttle layshaft from which it is operated. The accel pump is held to the Del. action by means of a distance rod & spring which measures the amount of fuel Both pumps [indecipherable word] in a housing which is bolted to the bottom of the float chamber. The fuel flows through accel pump chamber down to the D.A pump chamber from there it can go by a duct to a N.R Valve underneath & into the bottom of the D.A from there it is delivered through a N.R. Valve by a duct to the port delivery tube. The fuel on top of the pump is also delivered to the [deleted] top [/deleted] port chamber by means of a N.R. Valve. The pressure that holds the D.A pump back is the fuel having to go through a very small hole, with the pressure of the top [page break] S.L valve pressing & holding it back but as soon as the fuel between the 2 valves is released it then comes into operation [underlined] MIXTURE CONTROL ALTITUDE [/underlined] As the aircraft climbs the density of the air decreases this gives us a rich Xture. So we have to cut down the amount of fuel supplied this is not weakening the Xture but correcting the weight of both are in direct relation with each other. There are 3 types of mixture control. 1/ [underlined] Variable jet type [/underlined] fitted so [deleted] as [/deleted] to SU CarbR & is entirely automatic, its worked off the old barometer principle, fuel is controlled as aircraft climbs the needle is lowered into the jet further & controls the amount of fuel supplied. 2/ [underlined] VARYING AIR PRESSURE CLAUDEL HOBSON [/underlined] [underlined] Air leak or bleed type [/underlined] On modern carbs the Xture is controlled automatic. In this type we break down the depression over the diffuser by allowing the air from the pressure balance passage to leak through a mixture control cock. The pressure [page break] passage leading to the centre of the cock as the cock is rotated we can bring the 2 square holes opposite 2 others in the cone & from there they lead down to the area above the diffuser so it depends on the opening of the cock on how much air is let down over the diffuser. As the aircraft raises [sic] the cock is Automatically opened & more air gets into the diffuser ∴ breaking down the depression but the amount of air must be calibrated otherwise the fuel would cease to flow. [underlined] Vacuum Type [/underlined] comes into operation at roughly about 15’000 ft when the control cock is coming into the fully open position, vacuum type is automatic bought into operation, the small hole comes opposite the small duct leading down into the float chamber. This cock is operated from the Xture control layshaft. [page break] [underlined] SUPERCHARGING. [/underlined] [diagram] [page break] [inserted] 9/32 F.1.7 [/inserted] [underlined] SUPERCHARGING A.B.C. [/underlined] As the aircraft climbs it is lowering the compression ratio all the time owing to the decrease of pressure of air. The only reason for supercharging is to try to maintain a same pressure in the cylinder at a high altitude the same as at sea level which is 14.7 lbs per [symbol]”. We supercharge an engine by using a revolving fan which rotates in a very small housing. The outlet from the supercharger is taken to the inlet valve where the pressure is built up. The impeller is driven from the crankshaft through a train of gears & can run anything from 5 to 12 times engine speed On a single speed supercharger 5 to 7 times engine speed. To save supercharger from backfiring with the engine it is driven through 3 centrifugal clutches. At low engine speed the impeller can be held stationary. The air intake comes in the centre of the impeller where it can pass between the centre of the vanes where it is thrown into the casing as soon as the [page break] engine is made faster the needle on the boost guage goes round to + and the impeller revolves instead of idling because the gears come into operation. When this happens the air is flung off the end of the vanes into the balloon casing where it pushes the air to the valves, then the pressure is recorded on the guage, O being atmos, pressure ∴ the guage will read plus. The more the throttle is opened the more gas passes into the cylinder ∴ making the engine go faster & makes the impeller run faster causing more boost pressure. [underlined] Automatic boost control [/underlined] Controls the amount of air allowed into the induction stroke of the cylinder. The A.B.C controls the B. Throttle. The snag of supercharging is that it as to be same at sea level as at high altitude but it enables it to become airborne quicker. The A.B.C is fitted on the rear cover just above the CBr. main components :– aneroid which fits into [page break] the aneroid chamber. And that is fixed to the lid of the chamber, attached to the bottom of the aneroid is the piston valve which works in a sleeve. On one side of the casing is a cylinder wherein a Servo Piston works, the union on the side is joined up to the inductor system of the pressure side of the supercharger. Pressure oil is fed into the system by 2 holes the top one to let in oil & the bottom to the scavange. The A.B.C is adjusted to the amount wanted by the engine. Screw in for high boost & out for low. The time when the throttle is full open at rated altitude is the height to which the engine can maintain its Sea level power. To obtain maximum power for take off we overide [sic] the boost in other words we give the engine more boost pressure than it was originally designed. To do this we push the whole aneroid & piston valve down by means of a lever which presses on top of the aneroid ∴ opening the throttle. It takes more pressure to bring the piston valve [page break] back to normal position when the aneroid is depressed. Detonation will set in with overiding [sic] the boost, it is cured by cooling the inside of the piston with fuel. The Xture is corrected for take off with the Enrichment [deleted] valve [/deleted] Jet & provides additional fuel for internal cooling of the cylinder a rich Xture as a slower flame rate than a normal Xture this cuts the temperature down. [underlined] Enrichment jet [/underlined] cam, spring loaded valve same as power jet, it is on the port side of the float chamber, into jet housing, when the valve is compressed by cam, it allows the Xture to flow to the jet in the port intake. Boost Overide & Enrichment jet are both operated from the Xture control layshaft. To overcome any detonation the enrichment jet is bought [sic] into action before boost overide. [underlined] Adjustments [/underlined] [underlined] Slow running [/underlined]. Is a small screw on the end of the butterfly throttle shaft (on port side) this adjusts the slow running speed by [page break] varying the gap between butterfly throttle & throttle tube. By screwing it in the gap is made wider ∴ letting more fuel in making the engine go faster. [underlined] Power jet adjustment [/underlined] adjusted to come into operation at 42° of butterfly throttle opening, adjusted by means of a serrated ring [underlined] Boost Overide [/underlined] is timed to come into operation at [deleted] a [/deleted] take off after the enrichment jet, it E.J is timed to come of 2 marks after arrow 1/ Cam on EJ VALVE 2/ EJ in operation 3/ Forks just on aneroid 4/ B overide in operation [diagram] [page break] [diagram] [underlined] SHOWING BOOST STAGES [/underlined] [table] [page break] [underlined] DIFF BETWEEN 80B & 85E CARBS [/underlined] 1/ The size of the throttle tube is 5 mm wider than the 85E. 2/ IT also has larger jets. 3/ In the 85E the enrichment valve is incorporated in the casing. 4/ In the 85E we have 3 delivery tubes, P. Jet Starboard side, Enrichment jet, Port Side & the Acc & DA pump have a pump seperation [sic] on the port side. Round the throttle tube is fitted an oil filled carbR jacket, the hot oil is pumped in one side & out the other back to cooler & sump, this is to try & prevent icing up of butterfly throttle. [underlined] Test on jets [/underlined] [underlined] Acc Pump [/underlined] Move throttle from closed to open with the engine stationary, 3 times only & observe petrol in air intake. Allow sufficient [deleted] for [/deleted] time for petrol to evaporate before the engine is started. [underlined] Power Jet [/underlined] 1/ Do it by flowometer [sic] in the feed pipe, run engine, then move throttle lever into the rated position, note amount oflow [sic] with power jet in rated, then stop the engine remove power jet & put a dummy power jet in, run engine again, & note the difference of flow it should be 8-7 pts per minute difference. [page break] 2/ Practical way with engine stationary, switch off fuel supply & put throttle lever in slow running position, move the lever to cruising position, in this position the main jet should only be operating, when the throttle is in this position there should be no fuel flowing from the plug holes. [underlined] Enrichment jet [/underlined] with the throttle in cruising range, & when the jet is removed there shouldn’t be a flow of fuel from the jet. [underlined] Hot & cold air intake [/underlined] Fitted to carb is an attachment which gives us an hot & cold air intake. The bottom cowling is the cold air intake. The two on either side are the hot intakes. Either can be banked [sic] off by two securing plates on the inside. The hot air intakes are in a position behind nos 5 & 6 cylinders. The hot air intake must not be used for starting the engine because if the engine backfires you are liable to get a fire inside the cowling. [page break] [underlined] The A.V.T. 85 M.C. Carburettor [/underlined] The operation is the same as 85 E type carbR. The jets are all on the base of the float chamber altogether. The jets are all marked for identifaction [sic]. On the back is 2 automatic controls, one is Automatic Mixture control which automatically opens the cocks this is on Starboard Side, on the port side is the A.B. Control. The [sic] are 2 miture [sic] control cocks, 1 on either side, no vacuum type M.C is fitted. The slow running cut off is controlled by a lever at the side of the carb. There is only 1 operating shaft on this which is controlled from the cockpit, this is the throttle layshaft From Starboard to Port it Operates. 1/ Enrichment jet. 2/ Acc & D A Pump, 3/ Then the 3 cams for 3 stage boost control. 4/ The cam for the power jet. On either side of front carburettor are 2 pipes, 1 inlet & 1 outlet for oil which operates the Automatic Controls. At the bottom is the 2 Servo pistons. There is a seperate [sic] main & slow running jet. The power jet is delivered from the port side. [page break] [blank page] [page break] [indecipherable words] [diagram] [page break] [inside back cover] Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource John Shipman's Engineering Notebook Description An account of the resource A notebook used by John for his engineering lectures. Creator An entity primarily responsible for making the resource John Shipman Format The file format, physical medium, or dimensions of the resource 31 handwritten pages Language A language of the resource eng Type The nature or genre of the resource Text Identifier An unambiguous reference to the resource within a given context MShipmanJ1694683-181126-18 Coverage The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant Royal Air Force Publisher An entity responsible for making the resource available IBCC Digital Archive Rights Information about rights held in and over the resource This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal. Contributor An entity responsible for making contributions to the resource Jan Waller RAF Locking training https://ibccdigitalarchive.lincoln.ac.uk/files/original/983/21908/MShipmanJ1694683-181126-08.1.pdf b4ff3a5a7a5b3ae1fbd1dc422a088280 Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Shipman, John J Shipman Description An account of the resource 43 items. An oral history interview with John Shipman (1923 - 2020, 1694683 Royal Air Force) his diary, documents and a photograph album. He served as ground personnel in India and the Middle east The collection has been donated to the IBCC Digital Archive by John Shipman and catalogued by Barry Hunter. Publisher An entity responsible for making the resource available IBCC Digital Archive Date A point or period of time associated with an event in the lifecycle of the resource 2018-10-10 Rights Information about rights held in and over the resource This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal. Identifier An unambiguous reference to the resource within a given context Shipman, J Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource John Shipman's Notebook Description An account of the resource A notebook containing dates of aircraft daily inspections and snags during 1945. Creator An entity primarily responsible for making the resource John Shipman Date A point or period of time associated with an event in the lifecycle of the resource 1945 Format The file format, physical medium, or dimensions of the resource 34 handwritten sheets Language A language of the resource eng Type The nature or genre of the resource Text Text. Log book and record book Identifier An unambiguous reference to the resource within a given context MShipmanJ1694683-181126-08 Coverage The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant Royal Air Force Spatial Coverage Spatial characteristics of the resource. Pakistan--Karachi Pakistan Publisher An entity responsible for making the resource available IBCC Digital Archive Rights Information about rights held in and over the resource This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal. Temporal Coverage Temporal characteristics of the resource. 1945 Conforms To An established standard to which the described resource conforms. Review Oct 2024 B-24 Beaufighter C-47 Halifax Mosquito Stirling York