Stirling course notes

MGouldAG1605203-160708-10.pdf

Title

Stirling course notes

Description

AF Notebook. Contains graph, lists of engine types, aircraft details, diagram of aircraft, notes and diagrams of fuel system, handling notes and procedures. Notes on equipment including dinghies and drills, pyrotechnics, emergency packs, automatic pilot, various equipment and other drills.

Creator

Coverage

Language

Type

Format

Multi page booklet

Rights

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

Identifier

MGouldAG1605203-160708-10

Transcription

1605203
SGT A.G. GOULD
2 WORKSHOP
CLASS 3

Form 619.

ROYAL AIR FORCE

[underlined] Stirling [/underlined]

Notebook for use in Schools.

91/3471. Wt. 3390. 900M. Bks. 8/42. J.D. & Co. Ltd.

[Page Break]

Hercules XI
[Graph]

[page break]

[blank page]

[Page Break]

Mark 1 Series 1 – Hercules II – 3 turrets, nose, tail, mid [missing word]
Mark 1 Series II – III X XI – nose, tail, mid under, [indecipherable word] held Beam Guns, Twin Bearings
Mark 1 Series III – III X XV, nose tail, mid upper. Provision for mid under not generally fitted
Mart II Series I Cyclone Engines, nose, tail, mid under & Beam Guns.
Mark 11 Series II Cyclone, nose, tail. Mid upper, provision for mid under.
Mark III Series I – Hercules 6, nose, tail, mid upper & a Frayer Nosk 64 Under turret.

Span 99’1” Overall Length 87’ 3 1/2” Height 28’ 10”
With Tail on Ground 22 ft 9”.
Maximum permissible T.O load 70,00lbs
Maximum Permissible landing load 60,000 lbs

Tare weight 43,200lbs [indecipherable words] Load 4,276 lbs. Tail plane span 40’85”
Maximum width of fuselage 6 ‘7 1 /2” maximum Height 8’ 7 1/2 “
Height of Rudder 12’ 9”
Front Turret 7N5-260lbs. Rear Turret 7N20-360lbs
Mid Upper 7N50-300lbs Complete under [indecipherable word] without wheels weight 2,430 lbs. Wheel & axel 109 lbs

[Underlined] 6 Engine hatches [/underlined]

No 1 x Nose flow of bomb aimers Compartment
2 x Pilot’s canape – centre section of roof.
3 x Astro hatch, (4) in front of mid upper turret
5 x Large size between plane shute & entrance door

[Page Break]

Between rear of tail plane & rear turret

[underlined] Fuel Systems [/underlined]

Take off and initial climb use 2 + 4 [indecipherable word] [inserted] [indecipherable words] [/inserted] Run Up turn to smaller turbo until over. [indecipherable word] when 2 & 4 again switch to smaller tanks & only use 2 & 4 if attached for reliable supply. Always keep 50 -60 in in 5 & 6 to use whilst jettisoning from 2 & 4.

Wait 4 or 5 seconds before changing [indecipherable words] after changing other Standard Procedure with a full Fuel Tank

Start Run Ups & Take Off for initial Climb on tank 2 & 4, after levelling, before climbing [indecipherable word] to 3 and wait 5 minutes to ensure correct functioning of [indecipherable word] system.

Turn off number 2 & [indecipherable words] on the 7 [indecipherable word] is following outer Engines 3-6-5-4 Inner Engines 7-1-2

Following quantities to the left in the

[Underlined] 1 x [/underlined] 5 – 10 galls
[Underlined] 7 x [/underlined]5 -10 galls
[Underlined] 3 x [/underlined]5 – 10 galls
[Underlined] 5 x [/underlined] 40 – 50 galls
[Underlined] 6 x [/underlined] 5- 10 galls

Change 1 side at & test [indecipherable word] Engine first
Tanks 2 used for :- Run up - [indecipherable words]
Target Run – Evasive Action & [indecipherable word] NO 4 used as per No 2 for the Outboard Engines.

[underlined] Damage Analysis [/underlined]

When ditching run on 5 tanks , jettison 2 & 4 & CLOSE VALVES. If damage is suspected to fuel system take contacts reading of all tanks; after 5 minutes take a further reading. Tanks which are turned off should show no loss, tanks in use should show equal loss dependant

[Page Break]

[Diagram]

[Page Break]

[Diagram drawn over both pages]

[Calculation]

[Page Break]

[Underlined] STIRLING FUEL SYSTEM STARBOARD WING. [/underlined]
High Valuable Fuel 34A/III
[Diagram continued]

[Page Break]

[Indecipherable words] boost & the mixture during the 5 minutes .
[Indecipherable words]

[underlined] Try [/underlined] to run all four engines off /the tank if [indecipherable word] is a large one if it is a small one try to get two engines on it.

New Hi-guss pumps have been fitted to Stirling holding 40 cc x

[underlined] F End Panel [/underlined]

Fuel contents gauges are made & calibrated to suit the tanks which the operate on.

[underlined] [indecipherable word] [/underlined]

Braking & Landing Lights operated permanently

Landing Lights are covered and [indecipherable word] by [indecipherable word] pressure & focused by Teleflux cable.

[underlined] Oxygen. [/underlined]

Master High Pressure value the [indecipherable words] from supply to system.

[Page Break]

[Diagram]

[Page Break]

No 2 Tank Inboard 4,5,6, Outboard

Outward journey after take off In bound no 2 outbound 6-5. After Banking bung No 5 on Balance locks .Take off No 2 & open back off No 5, charge no 4 to on Balance and [indecipherable word] no 5, run no 4 down to the level of no 2, then run off 2 & 4 on their separate systems.

[underlined] Oxygen Systems [/underlined]

Operation of System, How is works.
Gauge is toped on to 10,000 by left hand knob of Mark X Regulator, and is kept on until A/C returns to base. The following action is taken.

( 1) The F/E turns on the Oxygen H P [indecipherable word ]

(2 ) The Pilot opens the right hand [indecipherable word] pf Mark X Regulator to its fullest extent and with the [indecipherable words] cock adjusts rate of flow according to altitude.
Steps to up on left hand cock, 8,000ft set to 10,000 – 10,000 set to 15,000 – 15,000 set to 25,000 25,000 set to 30,000 – 30,000 set to 35,000 – 35,000 set to 40,000.

thus :-
ALTITUDE REGULATOR
8,000 / 10,000
10,000 / 15,000
15,000-25,000 / 25,000
25,000 / 30,000
30,000 / 35,000
35,000 / 40,000

[Calculations]

[Page Break]

[Diagram]

[Page Break]

R3003 Circuit Inertia Switch under [indecipherable words]
Gravity fire switch in nose.
[indecipherable word] Fire Switch in Bombardiers Compartment
Graviner Fire Particles on averg. [indecipherable word] Bulkhead.

[Diagram]

[underlined] Flame Switch [/underlined]

[Diagram]

[Page Break]

[Diagram]

100lbs Bare Minimum Pressure in Bottle. For Starting or Running Up Check. Take off minimum 170 lbs.

[Page Break]

Output of bottle of Graviner Fire Extinguisher Systems [indecipherable word on end of Bottle Handle.

Gravity Value condition Bottle, that bottle will work easily as well.

[Underlined] Peculiarities of Stirling Fuel System in Flight [/underlined]

Dive and Climb etc 6 K but when levelling off engines tens to flutter.

Click on recuperators, see that piston [indecipherable word] is not less than 3 1 /2” projections.

Recuperators maintenance pressure in [indecipherable word] balance control unit & jacks.

[Deleted] Front [/deleted] Hydraulic Pumps [/underlined]

3 pumps on the Port inner operate the front and Mid Upper *& Mid Lower Turret, 1 on the Starboard inner operates the rear turret.

Each Turret is fed by 2 Pressure Lines and fluid returnal to [indecipherable word] by 1 Return first the reservoir being [indecipherable words] recapirator Front & Rear turrets hone rotation valves. Each Turret is fitted with a Mesh & Thompson recapirator .

[Underlined] Recapirator [/underlined]

This is fitted to [indecipherable word] in [indecipherable word] on the exhaust line, should a small leak occur this can be compartmented for by parrying.

[Page Break]

[GALLAY [SIC] BOILER [/underlined]

[Diagram]

[Page Break]

more fluid into the system from the reservoir by means of the hand pump. Recapirator forms a relief valve for the circuit to idle through the system is initially fed through.

Allocation of Auxiliaries

[Table]

[symbol] Front, Mid Upper & Lower Turrets
[symbol] Rear Turret.

[Page Break]

[Diagram]

[page break]

[underlined] De-Icing. [/underlined]

De Icing of Main Planes & Ailerons is carried out by means of Dilfrost [indecipherable word].
De Icing of Visual members D.F.D. 406A.
[underlined] Engineer Checks
Prior to Flight [/inderlined]

(1) Check Wheel Chocks and see that all Covers are removed, Peto Wheel etc. Check that all cowlings are on & Battened up.

(2) All Latters and Equipment to be at best 14 yards from the hard standing

(3) Check Oleo Legs. Short Struts must have extrensions of 5 – 7 1/2”. Turner Leg has approx. 4”.

(4) On Mark I lanks I II & III Check that the hand Clutch is disengaged on U/C Gear box

(5) Ensure that Pressure Refuelling Cocks are in the off position & locked off & with dust caps fitted. Oil tanks drain backs to be locked off, behind Fireproof bulkhead, 1 in each nacelle’s

(6) Tail wheels aligned & chain tensioner serviceable. Tail Wheel oleo extension 3” – 4”. Visual Check to be carried out on all tyres

(7) Enter kite & check rear gunners escape hatch for security.

(8) See that [indecipherable word] wheel motor is engaged check wind tail wheel, see that tail wheel handle is stowed.

(9) See that Rear Hatch is locked & then proceed

[page break]

[sketch]

[Page Break]

onto upper surface of aircraft.

(10) Examine Upper Surface of aircraft visually and note that dingy cover, petrol flaps, Comb winch flaps, etc, are secure.

(11) Close and lock upper escape hatch, stow ladder,

(12) Ensure that flap & undercarriage normal handle are stowed.

(13) Ensure that undercarriage manual gear is correctly set & locked remember the real star wheel.

(14) Ensure that the flap motors are engaged.

(15) Dummy plug stowed & starter [indecipherable word] connected; if master switch fitted, switch to “ground”, return to “flight” when plug is removed.

(16) Traverse cocks & Balance locks 6FF.

(17) Check the oxygen system as follows:-
Ensure the Charging valve is turned off, and is not locking.
Check economics & flow meters for [indecipherable word] from damage.
See that economiser take one in clips.
Turn on Masters High Pressure Cock.
Go to regulator, open right hand cock [underlined]fully [/underlined] and see that supply gauge register fill, adjust left hand control until flow meter reads 40 then turn back until it reads 30.
Check all economisers and see that they are delivering at the rate of 5 to 9 puffs per minute.
Turn all cocks off.

[Page break]

(18) Bomb door handles stowed, motors engaged, bomb door closed, check indicator lights.

(19) Ensure that accumulator are connected. These are stowed under the lid and must be connected to the [indecipherable word]

(20) Astra Hatch locked.

(21) Air Intake Shutters set to cold air and superchargers set to M. Larkin Heating system set to hold and all petrol tanks off.

(22) Jettison valves closed and locked.

(23) Vacuum pump clocks set to No 2.

(24) All fuses contents by gauge & enter in engineers log that they function correctly.

(25) Check fuel contents by gauge & enter in engineers log.

(26) Item check air supply & operated brakes, to ensure that they function correctly.

(27) Note creep in Exaction & Compensate them all, leave in Compensating position.

(28) Check flop indicators.
Pull out meter switch, check that blue meter light shows, indicator will them flicker to wherever flaps are. Take lower knob & turn it on and check indicator for complete travel, also for red light when flaps are 1 /3 down.

(29) Undercarriage lever to be in down position, Master Switch in the off position. Check that U/C light on instrument panel & by emergency lowering gear are showing (GREEN). Note the Air Temperature.

(30) Gauge.

[Page Break]

(31) See that front escape hatch is secure and that camera or panel is fitted.

(32) Front Bulkhead panels in place.

(33) All Portable Oxygen & fire extinguisher bottle stowed.

(34) Check state of accumulators.

(35) Check with Ground Sergeant Fuel and Oil load also check state of the Galley heater tank.

(36) Examine the Snag Book and see that all snags are signed for.

(37) CHECK FEATHERING AND STARTER SWITCHES.

(38) CHECK WIND TAIL WHEEL BEFORE TAKE OFF & BEFORE LANDING.

KNOW YOUR DINGHY AND WHERE YOUR EMERGENCY SUPPLIES ARE STOWED.

[underlined] Method of filling Oxygen [/underlined]

Connect 2 Bottles to Charging Valves, these being fitted to 3600, repeat to full system to 1800.

[underlined] [indecipherable word] [/underlined]

Top up reservoirs with 50-50 Paraffin & anti freeze Type A Discarded Receiver Unit place that over open end of Pipe, raise transmitter piton & fully compensate, lower piston with that [indecipherable word] continue until bubble free oil emerges from end if pipeline. Wind transmitter piston at top of cylinder connect up receiver [indecipherable word], operate [indecipherable word] lens fully

[Page Break]

Compensating.
Operate several times fully compensating.
Bleeding.

Raise piston to top of cylinder. Slacken lock union and allow piston to travel 3 /4 of range. Tighten [indecipherable word]and compensate several times.

Damage

[indecipherable word] pipe is secured or badly damaged, the receiver unit will be at the following position.
Throttle fully open, mixture rich.
Airscrews course pitch

Incendiary Battles 3 or 4. 7” dly 3”
1 over navigator table 1 behind second pilot
Bakelite cover spike on Bottom for attachment.

[Underlined] Dinghys [sic][/underlined]

Dinghy is J Type Mark III Carries a crew of seven, carries a load of 3,000lbs.

Two handles at opposite side with 3 Hard Grips each side. Joined by rigging line. Life line round the outside.

[underlined] [indecipherable word] [Underlined]

4 pouches on Underside of bag
Prevent dinghy from spinning.
Help to prevent overturning of Dinghy
Each 1 has a tripline to shut for paddling.
These triplines are attached to the lifeline so that they can be found in the dark. 5 Handles on the Bottom

[Page Break]

Dinghy Valve Has 3 functions
Inflation (2) Relief (3) Deflation

4 Components, Button, Rubber plate, Top & Bottom. Always carry a cork to fit valve if leaking. Pressure contained in Dinghy 11 1/2 lbs [symbol] valve relies it over this.

[underlined] Dinghy Equipment [/underlined]

(1) 3 sets of leak stoppers centre of Rubber

Floating knife in leather holster on the side

(3) Sea Anchor

(4) Pump in heater pocket middle of floor

(5) Compass in Holder on side of Dinghy

(6) Rescue Line. Coil Rope with 100ft line when dinghy is overloaded ditch surplus weight.

[underlined] CO2 Bottle [/underlined]

Charge in bottle 6lb 2 oz in weight
Bend in brass seal
Do no hold discharge bottle [indecipherable word] frostbite

Operating Head [indecipherable words]
(1) Lock head light moves off winding cable in pulley & setting locking lever. Screw into bottle.

(1) [underlined] Normal Release [underlined]

(2) Electrical Immersion Switches

[Diagram]

[Page Break]

Cartridge fits into Operating Head and Blows needle through hose seal of bottle.

Normal release must be pulled even if [indecipherable word] has operated so that tension line does not hold dinghy to spite.

Electrical 2 pins socket and lead pulls out as dinghy inflates. CO2 bottle laced to underside of dinghy when head is locked green shows through halves back and front, if fired, red.

[underlined] Emergency Packs [/underlined]

2 Packs in fuselage type 7 & 4 in the dinghy stowage there is also a [indecipherable word] pack brown as a valise

(1) First Aid Kit

(2) 1 Pair of Paddles

(3) 2 set of Leak Stoppers

(4) 1 Tin of Matches

(5) 1 Graduated cup and bailer

(6) 1 Sponge

(7) 1 Weathersheet

(8) 1 Telescopic Ariel Mast
(9) 1 International Distress Flag

(10) 4 Marine Distress Signals or 1 Signal Pistol & 22 tins of Cartridges, 3 x 1” Red [indecipherable word]tin

(11) Four tins of water per man

(12) 1 Tin of Rations per man

(13) 4 Fluorescein Sea Marbles

[Page Break]

[Underlined] Dinghy Drill [/underlined]

Remove collar & tie before leaving aircraft. 2 pigeons &

[underlined] Pyrotechnics [underlined]

Flare fitted with smaller fins when photo flask flash has Red Band round the nose and Flash written underneath in white.
Flare just has single Red Band

[Underlined] Flare 4.5 or 5.5 42 FUSE MKII [/underlined]

[Diagram]

[underlined] 848 FUSE [/underlined]

[Diagram]

[underlined] Recco Flare 4.5 or 5.5 [underlined]

Burrs for 6 minutes @ 3000 feet & parachute 11 feet.

[underlined] Flash [/underlined]

Contains 13 1/ 2 lb magnesium, illuminates 17,500,000 Ca Rear

[Page Break]

[underlined] 42 FUSE [/underlined]

[Diagram]

[underlined] Electrics [/underlined]

[underlined] compasses [/underlined] needle mounted on 4 magnets
Grid ring rotating, rubber barb mounted fore & aft of a/c

[underlined] Altimeter [/underlined] 14.7 lbs – 1013 mille bars [Diagram]

[underlined] Rate of Climb [underlined] [Diagram]
[underlined] Air speed indicator [/underlined]

[Diagram]

[Page Break]

[indecipherable word] Indicators Group

[Diagram]

Amount of section to operate rotor 3-5 ins of mercury [indecipherable word] to amount of section [indecipherable word]
In the air. Switch to other pump.

[underlined] Artificial Horizon [/underlined] Gyro operated Controlled by air pressure forced in through 4 holes controlled by 4 veins which operate or airflow to return gyro to normal position after movement.

[underlined] Yarn & Bomb [/underlined]
Only 1 gyro ball ring for gyro mounting. Sloping Controller the movement of tipping.
Figure 1 = 360 ° per min
Figure 2 = 660° per min
Figure 3 = 880° per min
Figure 4 = 1080° per min

[underlined] Sideslip [/underlined] Operated from a pendulous weight moving a needle

All instruments operated by vacuum are unusable when glass is cracked.

[deleted] [indecipherable words] [/deleted]

[Page Break]

George (Automatic Pilot) Controls Rudder, Elevators & Ailerons, operated by air pressure.

3 Lever motors operate the 3 controls

The rotor is fitted or the port fuselage accurate on 2 Gymbal [sic] Rings

[Diagram]

[Diagram]

[Page Break]

When the 3 way cock is in the out position air [indecipherable word] from compressor through the air dryer and back to compressor. In the return [indecipherable word] to compressor is fitted an air inter be throttle. The Gyro takes 6 to 8 [indecipherable word] to run up and when at full open is doing 10,000 RPM.

Min Control Lock
It has a 3 way – out-spin-in All clutches must be engages on servo motors on the ground before a/c takes off. (this is done by moving controls through full range )

Pitch Altitude Control.

The turn regulator must be switched on before the left or right turn lever [indecipherable word]
be applied. George Ground Check.

Check oil level in oil bottle (oil is anti freeze Type A.) 34/A Also check silica gell [sic] in air dryer this lasts for about 10 Engine hours. See what the main control lock is in the out position, starting [indecipherable word]
In [deleted] Gyro [/deleted] zero, altitude control zero & all clutches
[underlined] IN [/deleted]
On Starting Engine check air rods cold in garage. Engaging George in air.
More main Control level to spin. Check altitude Control & Steaming lever in zero, Trim Eye to fly hands off & set on course, if rotation at Gyro has been for 6 to 8 minutes [indecipherable word]
Main Control back to [underlined] IN [/underlined] to climb in dive operate Control (attitude) accordingly.

[Page Break]

[Diagram]
Charging Circuit

To change course use Steering Lever. Auto Control Main Switch must be on to [underlined] TURN [/underlined]

Accumulators Tool Test

Switch in tool at approx. 8 amps (1/ 10 of acc’s capacity) Leave it on for 5 minutes. At the end of which time check recordings on Volt Meter with lever still switched on. Voltage should not have dropped below 14 V. Note if it has dropped below 14 v Get accs charged before flights.

[underlined] If 1 Battery is U.S [/underlined]

Due to enemy action disconnect the 1 in serves with it and run on too that are left. Keep the good one & ditch the U.S one.

[Page Break]

[underlined] Change Warning Light [/underlined]

Generators not developing any Voltage – [underlined] Light On [/underlined]
Generators developing 26 to 29V, Charging OK – [underlined] Light off [/underlined]
Main Fuse blown and a heavy load on the other Generator – [underlined] Bright red Light [/underlined]

[underlined] Accumulator Circuit [/underlined]

This is on auto switch electricity operated which connects the accs to the [symbol] when the generator rise above that of the acc’s and disconnects the [symbol] when the voltage falls below. It cuts out at 27 & cuts in at 29.

[underlined] Voltage Regulator [/underlined]

Colour File Type is designed to keep the V constant at all varying engine speed & loads. Consists of 2 main ports(1) The voltage coil which keeps the voltage constant at all engine speeds (2) The current which safeguards the [symbol] by redoing the voltage to a safe limit when the [symbol] is [indecipherable word] its maximum i.e 60 amps.

[Page Break]

[Diagram]

Broke solenoid allow motor to run after a/c has reached end of travel by declutching. Acc locks off brake.

[Underlined] Emergency Operation of Under Carriage [/underlined]

(1) Wind out Red Star Wheel [symbol]. Making some master. Switch is in off position.

(2) Pull out No 1 lever which engages the front engine shaft.

(3) Exert Pressure on Green Lever whilst rocking the agitators until green lever reaches the end of its travel.

(4) Engage operating handle and turn until the Green Light comes on then give extra turn as stated on instruction plate.

[Page Break]

[Blank Page]

[Page Break]

Makers Course

Fuel System

Inter-Wing balance lock opens [symbol]

Butterfly cock instead of [indecipherable word] lock for Pres. Ref. on the list.
Butterfly cock 3 way wobble provisioning – all off - [indecipherable words] on

Mortar locks – Hand locks – RAE Fuller - [indecipherable words]

Red Light – Arial Valve – knob 25 [symbol]

Fuel Press. Gauge moved from intake to [indecipherable words]
Comes on when fuel pres. drops to 15lbs.

Stop priming when red light goes out or watch gauge for fuel press approach to normal.

Primary lock – main - special – OFF. To 2nd locks Min outer off.

Prime at starting is correct method [underlined] not [/underlined] before.
No 7 cock least pull up to open & prime.

Wing cell tanks control Inboard of Red star wheel attached to button of spur frame.

Block Unionised Rubber or Superflexit.

[underlined] Wing Bell Tanks [/underlined]

Provision is made for 3 Overload tanks to be fitted in the wing Bomb bells on either side. These are all Self Sealing. A Common Filling Point & branch pipe line to each tank and a common vent make provision for refuelling. In the common fuel pipeline which runs to the inbound distributes only are situated 3 NRV’s to prevent fuel running from a full tank to an empty one. The fuel pip tune together with the MRV’s is fitted.

[Page Break]

Along in front of the rear spar frame at the rear of the wing bomb cell and joins the pipe line from No I & II tank as it runs into the distributor. I lock operate for all tree tanks and is situated in the feed line between the inner cell tank & the fuselage on either side, and the control bars converted by Bowler Cable to a pulley controlled cock and situated behind the rear spar frame on the floor. The Starboard Control is just in front of the Red Stow Wheel and the Port is a corresponding position on the opposite side of the fuselage.

In practise the Wing fuel tanks are being fitted when needed for long range flights [indecipherable word] work the naval [indecipherable word] which included Nos 7 tanks.

No 7 tanks are used under such circumstance with the first Engine Balance Cocks and where the system operates as a normal one with the Wing sell tanks taking the place of one tank on either side for the inbound system only, that is No 7 for bother inner and outer.

Change to No 1 for Inboard No 3 for Outboard.

Change to W6 % for Inboard No 6- 5 for outboard

Change to 2 for inboard No 4 for outboard.

[Page Break]

And balance if accessory.

When W 6 % are being used a good check [missing word] be kept on the sat fuel consumption by computer & comparison of the amount the outboard engine are consuming (by gauge)

Provided the R.P.M. Boost & mixture for all 4 Engines are synchronised as will be the general case they should all be consuming the same amount so a good idea of the amount left in the W 6% can be calculated. Also the F/E should keep a careful watch on the fuel pressure gauge or (warning lights) & change over if this should start to fall.

Tank Damage

Drill to be carried out by F/E after covering the target area, or at any time when the aircraft has been subjected to enemy fire.

(1.) If not already running on 2 &$ Port and Stbd, change over to these two tanks; [deleted] [indecipherable word] [/deleted] check that all other tanks & Balance locks are off. Check control cable to tank locks before changing over.

(2.) Take a reading of all fuel tanks containing fuel; note contents & time.

(3.) After a period of 5 minutes check the tank contents again, note especially 2-4 &5 tanks as these have the largest capacity.

(4.) If any loss is shown on tanks other than 2 & 4 then those tanks are obviously damaged.

[Page Break]

(5.) If loss is shown on 2 & 4 damage may be to the tanks or to the pipe line because these tanks are feeding the engines. To check tanks, change to another tank in each system already checked and then treat 2 & 4 as tanks not in use. If a loss is now shown on a 2 or 4 tanks it is the [underlined] tanks [/underlined] which is leaking.

Pipe Line Damage

(1.) Whilst carrying out the check on the tanks if the pipe line is damaged it will be noticed that the no 2 or 4 tank on the particular system in which the damaged pipe line is, will be giving an excessive Engine Consumption units in comparison with the other 3 engines or Computer check against boost & revs. It could be the tank or the pipe line, but having already checked the tanks the [sic] it must be the fuel line from the tank to the engines.

(2.) To Cross-check change over to a tank already checked, if the consumption is still in excess on this fresh tank then the damage is in the fuel line.

[Page Break]

Action to Take

If it is found to be a tank that is damaged the F/E should make use of the fuel remaining by running two or more engines (depending on the size of the tank & size of damage) off this one tank. He should take care to change over before the tank runs dry. Having [indecipherable words] drained the tank he should turn off the cock and leave it off for the rest of the flight thereby isolating the damage & the rest of the system can be used without further loss of fuel. If it is a pipeline that is damaged, then whichever tanks in that system is turned on it will show a loss, so it is necessary to drain the system, one tenth at a time on as many engine as is safe. When the system is drained feather the prop & proceed as normal on 3 engines, the corresponding system on the other side can be [undecipherable words] leaving sufficient fuel in the system to come into land with without having to use the inter-engine Balance lock in the undamaged mainplane.
Wobble Ramp

This too has found useful for airlocks but it is no use trying to make it take the place of a fuel gauge over -4 to 0 Boost at 1900RPM

An outbound Engine may be kept running by

[Page Break]

[indecipherable word] of the Wobble pump, providing that the main fuel to the inboard engine is not damaged on the tank side of the NRN.

If on the Inboard Engine may be run on the Wobble pumps providing the main fuel line is not damaged in any way on other side.

[underlined] Oxygen System [/underlined]

Test oxygen on the ground first is climbing to 15,000 ft at 2,000 per min.
When changing M to S with a Bomb load. If Mark X Regulator instruments glass goes long interchange with boost gauge cover.

A.M.O- A247 (18/3/93)

Para II (1.) Oxygen is to be used from ground level when climbing to over 15,000ft at a rate of 2,000 feet per minute.

(2.) To ensure goof night vision Oxygen is to be used from ground level by crews of night flights aircraft engaged on ops.

(3.) Oxygen is to be used by all occupants of aircraft flying at heights above 10,000ft.

(a) If the flight is likely to last more than 1 hour above 10,000ft

(b) If the flight is at night or (c) if the cold

[Page Break]

is extreme

(4.) Oxygen is to be used by all occupants when the aircraft reaches a height of 15,000ft

(5) At night pilots and air gunners of bomber aircraft are to continue to use oxygen until the aircraft has landed, in order retain minimum night vision.

Bomber a/c filled with [indecipherable word]

When oxygen is required as laid down in para II sub para I & (2) as above the Regulator is to be set initially to the 15,000 ft mark. When 15,000ft is reached the Regulator is to be set to 15,000 ft at 20,000 ft or above the regulator is to be set at least 5,000 in excess of the altimeter height.

Para 1g Lines on uses of oxygen order no form but may be beneficial during the performance of arduous task, the flow laid down above should be regarded as a minimum and may be increased but only if the endurance of the oxygen supply will still be adequate for the completion of the flight.

Oxygen Regulator X & XA

Endurance of 1 x 750 liter cylinder Mark V per man to manifold Mark IC.

[Page Break]

[Table]

Position of Portable Oxygen Bottle Mark III

(1) Port side bomb aimers compartment

(2) No 2 & 3 back of second pilot seat

(3) No 5 Starboard floor front of front spar frame.

(4) No 5 on the floor starboard side behind front apex frame.

(5) No 6 Port side on Floor between draft door & rear spar frame.

(6) No 7 Starboard side opposite main entrance door.

(7) No 8 On rear gunners parachute escape unit

[Page Break]

[underlined] Electrics [/underlined]

Fuse No 25 for Undercarriage circuit.

No general volt meter only 2 Red warning lights. No amp meter when; voltmeter fitted in long level circuit.

If red warning lights the [indecipherable words]

Accumulator Charging Circuit

There are 4 x 12 x accumulators situated in the rest position connected I series parallel supplying the power for the operation of all electrical circuits in the aircraft. These accumulators are kept fully charged by two generators driven by the inboard engines. The generators are connected to the accumulator automatically when the voltage of each generator rises above that of the accumulator i.e at an engine speed of between 1700 & 1800 RPM. The normal charge rate indicated on the ohmmeter (not in Mark III) in between 5 & 20 amps, depending in the state of the charge of the accumulator. Whilst a heavy load is being taken from the accumulator e.g. undercarriage retraction, the charge rate from the two generators will increase to 50 amps charging and the voltage will fall to about 22 volts. The F/E should check the charge rate & voltage frequently after starting the engine and during flight.

[Page Break]

every 5 minutes throughout the trip.

After the operation of starters, undercarriage motors etc, the F/E should check that the charge rate & voltage return towards normal within 3 minutes of the completion of the operation.

Fuse Position Service Operating

Bomb Aimer Compartment Starboard side on Selector Panel} 2 Fuses for Bomb firing, nose & tail 5 amp

Same Position {1 x 40 amp fuse for Bomb Releasing

Same Position {1 x 2.5 amp fuse for Distribution Heating

Bomb/A Compartment Port Side {1.25 amp fuse for LR compass 1 x 1.25 amp fuse for Bomb Sight Sign

Navigator Position, Port Side on Armoured Bulk Head {1 fuse for altimeter

Joe Soaps Shop, Starboard Side forward of Front Spar Main Fuse Panel for General Services (64 fuses)

Between Rear Spar & Soft proof Bulkhead on Relay Panel Port & Std 1 x 60 amp each side for Generators 2 Booster 5 amp coil fuses cock side

[Page Break]

In each Turret 1 Heated clothing Fuse 1 Reflective Light Fuse 1 Call light Fuse

[Diagram]

Engine Running in Feathering Circuit

[Page Break]

[Diagram]

[underlined] Short Make [/Underlined]

There are 7 valves inside the ly [sic] 2 large – 650 UA 4 @ 75lbs [symbol] + 1 return valve at75 lb [symbol]

The [indecipherable word] by which is indicated by a yard red bond around the outside of the beside a wooden block fitted in the upper portion and a 2 inch extra liner inside. [deleted] [indecipherable word] [/deleted] which shortens the external by 2”

Fitted Short Leg.

(1.) Leg fully extended

(2.) Connect oil pump to it & open half a turn remove (a) plug (if by is empty it will hold 1 gall of oil approx.) DTD 34A/44 type A into freeze.

(3.) Pump oil in at D when solid oil exudes from A replace plug A

(4.) Connect air pump to B and fill to 15 – 100 lbs [symbol]

(5.) Pump in required pressure from an 8 inch extruder 535-560 lbs [symbol]

[Page Break]

[Diagram]

Filling of Turner Leg

(1) Connect up oil pump to air & oil delivery valve, pump in out 5 pints of oil, disconnect oil pump

(2) Connect the air pump & deliver pressure 75-100lb [symbol] apply this pressure for 5 minutes then undo oil back plug & flow out surplus oil.

Close oil level plug & purge air to 600 – 630 lbs [symbol]

[Table]

[Page Break]

[Table]

Tail Strut Dowty Leg

4’2” 450
4” 485
3 1/2” 535 [indecipherable words] oil
3’ 595
2 1/2” 675
2” 755
1 1/ 2” 875
1 1040
Filling Dowty Leg
(1) Place jack in position
(2) Undo needle valve half a turn allowing the leg to fully compress
(3) Connect up oil pump & pump in oil
(4) Disconnect pump & allow [indecipherable word] oil to blow off
(5) Leg fully extended
(6) Connect pump (oil) & pump up to original pressure of 450 lbs [symbol]
(7) Close needle valve & remove pump
[Page Break]
Operations of selector lever & motor switch to raised position

When the undercarriage selector lever is operated from the down position to the raised position it operate the cable from in the undercarriage recall, select the up Selector Switch depresses the spring in the telescopic strut (this is connected at one end to the cable drum, the other end to the hell comb lever). Preloading the telescopic strut transfers the loading effect to the cell [indecipherable word] lever so that when the locking cam [indecipherable word] over it will return the locking cam in position.

The electric motor will now operate.

The undercarriage will [indecipherable word] at the brace hinge joint, in lever being, the Down Trip Switch will be pushed in making the contacts for the relay circuit & [indecipherable word]. The indicator light switch will come out extinguishing the Green Light. The Undercarriage controls to go up until the hook of the undercarriage comes up against the locking cam pushing it over & breaking the up trip switch (breaking contact for the relay circuit making contact for the Red Helicopter Light) At the same time allowing the hell crumb lever to come over and retain the locking cam position.

[Page Break]

Operation of Selector Lever & Undercarriage

When the undercarriage selection lever is moved from the raised position to the down position it turns the cable drum pushing in the down selector switch, releases the tension on the telescopic strut thus allowing the locking cam to move when the electric motor operates. Select down on the master switch. As the undercarriage commences to come down the undercarriage hook will push the locking cam into it original position, during this action the up trip switch will be pushed in (making contact for the up relay circuit) (breaking contact doe the red indicator light) Undercarriage continues to come down until the down trip switch is broken (down relay circuit & [indecipherable word] circuit ) The green indicator light switch is pushed in making contact for the Green light to come on.

Undercarriage [indecipherable word] lowering Operation
[indecipherable word] Type

When it is required to lower the undercarriage by manual means. Check whether off indicator lever & monitor switch. Check fuse & [indecipherable word], if this check fails to get it to operate, switch off master switch, move locking pin from red star wheel & turn clockwise to full extent, try circuit again.

[Page Break]

If it still refuses to operate, switch of [sic] master switch & remove fuse.
Remove locking pin from [indecipherable word] control box. Turn [indecipherable word] hard 180 & [indecipherable words] and at the same time press the green box through the hard position, continue to [indecipherable word]until press lever [indecipherable words]

Resetting of Undercarriage after manual operations
Manual Operation
Intermediate Type

(1) Wind rest star wheel anti clockwise to the full extent & replace locking pin.

(2) Return long lever to motor position & agitating [sic] [indecipherable word] to home position replace locking pin.

(3) Run flaps fully out

(4) Check that friction wheel is in correct position
(5) Rotate Torque Shaft until slots on tongue of clutch body are opposite the live returning pins, lift clutch body out of engagement with the cog on the strut shaft at the level gear (at this position the flange on the clutch body will be above the retaining pins) Rotate the torque shaft a few more degrees so that the retaining pins will come to rest in the grooves on the

[Page Break]

bottom side of the clutch body flange.

(6) Return the switch to its normal position i.e to the top of the rack.

(7) Rack level gear start shaft at the same [indecipherable word] arresting the pins on [indecipherable word] towards the top stop; when the pinion lever [indecipherable word] up at the to stop discontinue rocking gear.

(8) Lock torque shaft n fuselage.

1/3 Flap for take off

(1) Switch on [indecipherable word] Light by means of pull & push switch

(2) Switch flap motor switch to out position when Red light appears – switch off.

(3) Switch flap motor switch to in position & [indecipherable word] and light is extinguished switch off.

Clicking Flap [indecipherable word]

(1) In flap fully in place i.e. down on a/c straight position of the flap, take a reading

(2) With flap 1/3 out take a second reading having the [indecipherable word] on the norm position the first check the difference [indecipherable word] the first & second reading should be 8” [indecipherable word] + or- 10 mm

(3) With flaps fully out take a third reading having the [indecipherable word] as for the other 2 check the difference between the first and third reading

[Page Break]

should be 26° [symbol] 30mm.

[indecipherable word]

BTH Compressor with 300lb NRY, on port IMOR on front face of auxiliaries – oil seal is starboard side of a [indecipherable word] - [deleted] [indecipherable words][/deleted] Oil trap on Starboard side behind 2nd pilot – 2 NRV on T union – 2 Bottle before which is the charging valve NRV – air filter – Branch to triple pressure gauge is[indecipherable words] lunloys [symbol] relay valve attached to Rudder bars – Bowden Cable to Brake lever, giving progressive & full power looking – correction to Port & Starboard sides from which are to be 2 correction to triple indicators.

(landing light connection left of starboard hatch between NRV & Battle – Control Calve)

Position of Fire Extinguishers

(1.) Under the 2nd Step of Bomb Aimers Compartment (small)

(2) On the lock of 2nd Pilots Seat (small)

(3) Forward side of life in Deck (1 small)

(4) Right hand side of F/E Panel (Large)

(5) On Starboard side of fuselage aft of Escape Hatch (Large)

(6) On Turret side of Rear Turret Draft Screen

Position of Gravity Switch

(1) On Port Side of Front Turret Draft Door

[Page Break]

Merlin Switch

On sloping bulkhead, Port of B/A Compartment.

Flame Switches

2 On the engine side of lock live proof bulkhead
1 Horizontally up port – 1 vertically Bottom Centre

4 Press Button Switches left of Pilot Seat

Hydromantic Prop

5,500 Type made in 2 ranges (1) 10 -90° (2) 18-98 ° Stirling uses (2). Feathering P. 93 ° Fire Patch
25 °Course Pitch 53 ° Constant Speed Range 28 °

Oil Seals

1. Dome to Barrel Seal (Stomper Turret Barrel)

2. Dome Plug Seal

3. Spider to Shaft Oil Seal 1 Steel Washer under rack

4. Blade to Barrel Seals (4)

5. Spider to Barrel (4)

6. Barrel half oil seal.

7.Piston Gasket Seal

Any leakage from any seal but not No2 will be CS Oil & will cause fluctuation in R.P.M

[Page Break]

Damage to Dome if on front it can be feathered but will unfeathered.

Torque loading on the blocks is 50-90ft lbs

Low torque loading may result in prop unfeathering on its own after a time.

Pre loading on blade gear segment is 13-23/000 Pressure off C S oil [underlined] up to [/underlined] 200 lbs [symbol]

Feathering in the air

(1.) R.P.M. Lever in reverse position.

(2) Press Feathering Button

(3) Close throttles

(4) Switch off ignition & [indecipherable word] after engine stops

Unfeathering in air.

(1) R.P.M lever in reverse

(2) Throttle closed

(3) Press Feathering Button & hold in until 600 – 1000R.P.M is attained.

(4) If engine has travelled cold for some time wait until RPM has reached 600 pull out button till 1000 is reached press button to 600 & repeat to circulate oil.
Pressure [indecipherable words] 400 lbs [symbol]

[Page Break]

Installation of Prop.

(1) Press distribution sleeve into positive click unscrew shaft

(2) Install Blade and Barrel assembly onto shaft

(3) Place into position washer & spider to shaft and seal.

(4) Assemble split cone onto hub nut and screw onto airscrew shaft – torque loading 900ft lbs (RHT)

(5) Place [indecipherable word] in position (Extractor)

(6) Screw in Distributor value (LHT) torque loading 100ft lbs make sure of 100% seating

(7) [indecipherable word] lick hub nut & distributor valve, place the [indecipherable word] provided in the grove on the outside of the [indecipherable word] with the peg on the hirchip through one of the holes in the hubnut into one of the [indecipherable word] on the D.Vs

(8) Turn the blades to the backed position & pull the dome opposite the half numbered 1 as the stop plate, [indecipherable word] the outside of the barrel against the peg marked 1 x place done in position, 2 marks aligned & screw down dome nut to 650 lb torque loading. At correct position a lug on the barrel nut [symbol] should line up with a hole marked [symbol] on the blade assembly and grub screws inserted. Then check two blades lock to

[Page Break]

45° by arrow & check on other blades

Constant Speed Unit

Compress spring to [indecipherable word] RP17.
Lump Valve 400lb present Prop Feathering in a dive.

Snags

(1.) Drive to CSU sheared – maximum RP17. (Fine)

(2.) Broken Spring on Valve in CSU – minimum RPM (loose)

(3.) Np Oil to C.S.U. – Maximum PRM (Fine)

(4.) Lining in Distribution Valve Broken – Maximum RPM (Fine)

(5) Feathering Switch stuck. Pressure bit out Switch sticking – Feathers & Unfeathers

[underlined] Carburettors [/underlined]

C.H. AIT 132 M/CI

2 get Boxes
Starboard
Main, SR, Power, Power Bleed
Port
Main, SR, Enriched, Correction Jet
Chokes & Throttle Shaft warmed by oil.
Relief valve 35 lbs

Enrichment jet delivers through 1 hole in each choke wall
Main connector & Power deliver through main delivery
Accelerator & delayed pump deliver through 1 nozzle in each choke

Quality screws enrich slow R mixture by screwing in.

[Page Break]

Air intake Pressure inside link work. Chokers connected with Mixture Control [indecipherable word]
1/2 pint oil in Link Work Chamber. All jets are M.C Except enrichment.

Adjustment of Booster Settings

Start up engine & when worm open throttle to the rated boost position & set RPM to 2,400 and set boost pressure to +6, by adjusting the nut on top of the override stick. Throttle lock to cruising boost, RPM still 2,400 and adjust boost to +2 by means of the topper on the left hand side of the tappet block.

Throttle back to S Running, change to S gear, airscrew fully fine & open throttle to take off boost position, adjust boost to +8 1/4, by means of the centre tappet block. Right hand tappet is Boost Reversal Cam.

[Page Break]

[underlined] Hercules VI [/underlined]

[Diagram]

A.B.C.

Servo piston is pushed down to open throttle. If oil fails – throttle full control.
If capsule breaks = Full control of throttle.

M.C.
Sleeve operated
Still considered serviceable with 2 capsule U.8.

[Page Break]

[underlined] Hercules VI [/underlined]

Bore 5 3/4”
Stroke 6 1/2

Compression Ratio 7-1
Cylinders numbers 1-14 Front Even Back Odd 1 vertical Master Con Rods 4 + 11
Firing Order 1
10 – 5 – 14
9 – 4 – 13
8 – 3 – 12
7 – 2 – 11
6

Engine Handling

Cylinder Head Temps

Takeoff [sic] – Max 230°C at start of run
Climbing – 270 °C Max limit for 1/2 hour
Cruising – max 270° C indefinite
Emerging Maximum – 280°C
Minimum for Runup [sic] – 140 °C

Oil Temperature
Minimum for Takeoff [sic] – 5° C
Max for Cruising – 80° C
Max for Climbing – 90° C limit for 1/2 hour
Emergency (1 Engine Stopped) – 90° C
All out level Flight – 100° C limit for minutes

[Page Break}

Oil Pressures

Normal Oil Press. = 80 lbs [symbol]”
Minimum Oil Pressure = 70 lbs [symbol]”
[underlined] Ground Setting [/underlined] = 90lbs [symbol] “[indecipherable word] Temp 70 °C and RPM above 2,000

[Diagram]

IVO 15° BTDC
IVC 55° ABDC
EVO 55° BBDC
EVC 15 °ATDC

Slave Valve

3 [indecipherable word] 2 exhaust 1 [indecipherable word] Ring Induction Mark Connection on each junk head for Thermo Couple to pyrometer, only No 1 used on Sterling.

2 Gas Ring on junk head. Lifter Valve set to 350lb on no account to be reset.

Piston

Different on 4 & 11 = 2 Compression Rings
1 Chord Scraper Ring – 1 Rectangular Scraper Ring
All [indecipherable word] = 2 compression Rings – 1 Double turret Ring - 1 Chamfered Scraper Ring

[Page Break]

Jets – drain to Impellor – Breathers

Jets – Rear one set to 35-40. Front one 25-30 In crumb wets – primarily for cooking.

Drive to impellor – from Spring Drive to Hydraulic Clutches. Hydraulic Clutches to Centrifugal Clutch to Impellor.

Valve to Choker Feather, Blower Cover Breather
Front cover Breather, Lit Tank Breather.

Impellor supported on 2 Ball rolls.
Crank Shaft supported on 3 Roller rolls – Front & Centre Self aligning.

Automatic Coupling on Magnetic range of 8° from 16° - 24° of [deleted] [indecipherable word] [/deleted] spark adornment BIDC

Scallops on Main Bearing towards inside, Rural Oil seals inside, Phosphor [indecipherable word]Oil Seal outside against webs.

[Page Break]

Worth Oil Dilution + Oil System Operatives.

After landing, top up all oil tanks and when oil temp has follow heater 45°C restart Engines & runs at approx. 1000 RPM.

Press oil dilution buttons and hold in for approx. 3-4 minutes according to the air temp, stop engines release oil distributor buttons

[Diagram]

SUFFICIENT FOR HEATER IN PIPES IF TANK IS HOLED.

[Page Break]

Lubrication System

Pressure oil is delivered up through a duct in the rear cover into the circular groove of the tail shaft bearing the oil goes through 3 holes into the centre of the tail shaft and along the tailshaft [sic] into the rear web of the crankshaft, some of this pressure oil comes out through a jet set is the web (35-40lbs) but the majority [indecipherable word] onto the rear crank pin, out through holes in the crank pin to lubricate the main bearing and the wrist pins. The oil carries on through the crankshaft to the front crank pin, lubricating the main bearing & unit pins as before, carries on to front crank nut out through & jet in crank nut (25-30lb) and the remainder carries on through the crank shaft into the tail end of the induction gears, up the 3 strut arms to lubricate the final pinion.

High pressure oil is also delivered by means of a pipeline to the front cover, if the front covering a U section ring & holes are drilled from this ring through the casting into the bottom of the slave spindled brushes, travels along the centre of sleeve gear spindles to lubricate the universal joints on the ends of the sleeve. The [indecipherable word] gets its oil from the U-section ring and delivers it to rear of piston in dome, ma/ducts drilled in Reduction Gear coning. 2 Ball Races supporting impellor Shaft are lubricated by an intermittent feed

[Page Break]

fuel pump.

Amal Valve must be mounted not more than a foot above or below the carburettor & with the big spring either towards the bottom or on the side.

Oil Pump

Relief Valve set at 80lb (scroll Restrictor)
Check Valve set at 4 – 10 lb
HIOP Relief Valve set at 200lb
In Hercules VI Check valve has Boil Valve with it to relieve lock pressure from prop.

[underlined] Engine Handling [/underlined]

Starting

If engine has not has [sic] run for 24 hours turn over at least twice by hand.

Starting Drill

Switches off
Throttle primed & Set (Exactor) 1 1/2 open
M.C primed & Set to Normal
Pitch Control primed & Set Fully Fire UP
Master locks – On
Cowling Gills fully open
Air Intakes – Cold
Supercharger – M
Fuel Tanks – 2 + 4 ON – Balance Locks OFF

[Page Break]

Ensure all clear – Wheels chocked
Do not prime Engine until turning over.
Start Engines one at a time PO PI SI SO
Contact
Switch of [sic] Mags & Booster boil
Start Priming
Press Starter & when engine starts screw in Priming Pump switch of Booster boil.

Warming Up

Slow run at approx. 800-1000 RPM until oil temp has risen to 5°- 15°C N.B Oil pressure should rise [underlined] immediately [/underlined] on starting. Wait until Cylinder Head Temp reaches 140 °C while S Running test mags.

Engine Checks

(1) Open throttle to 1500 RPM change to S. gear and observe drop in RPM, Change back to M Gear.

(2) Open throttle to max Cruising Boost, set RPM to 2000 & move throttle forward & backwards RPM should not change, Boost will vary.

(3) With throttle in Max Cruising RPM to 2400. Change to weak mixture – note drop in RPM (1 1/2 to 3 1/2)

(4) Open throttle to the TO Boost Position Pitch fully fire & observe static RPM & Boost

(5) Throttle back to cruising Boost & Test Mags

[Page Break]

Maximum drop 120 RPM.

[underlined] Taxying [/underlined] is normally done on the outboard engines but if the cylinder feed temps exceed 250 °C use alternative with inboard engines taxying RPM should not exceed 1500.

Clear engines prior to take off, hold throttle fully forward to prime.

Take Off

(1) Supercharger – M Gear

(2) Air intakes – cold

(3) Tanks 2 +4 on Balance locks off

(4) Cowling Gills – 3 open

(5) Undercart Fuse – In

(6) M/G Normal

(7) Airscrew – Increase position

(8) Open Throttle fully & takeoff [sic]

Climbing

At a 1,000 ft or after 3 minutes which ever is the sooner throttle back to [indecipherable word] Boost position. RPM 2,400. INS for climbing 155 Max Power is M Gear 5,500 ft. Climb limited to 1/2 hour change to S Gear 6.9000 ft or after losing 2 1/2 lb Boost Rated Altitude in S Gear 13,500.

[Page Break]

General Flying.

At the height required level out and throttle back to Cruising Boost position and set the I.A.S. by adjusting the RPM, M/C is weak.
.

Recommended speed IAS 170 loaded.

Prime Exactors every 20 minutes in flight . Test Weak Mixture every 20 minutes.

Never use S gear except when climbing above 9,000 ft or you cannot maintain correct IAS in M Gear but even then it is no good climbing to S Gear unless you can obtain 2 1/2 lb more boost in R mixture or 1 1/2 lb more Boost in weak mix. It is no good using S Gear below 14,500 ft for Cruising. Full Throttle Height in M - +2 – 2400RPM is 11,500 in S Gear 19,000

As aircraft becomes lighter Reduce BHP to maintain need economical IAS by reducing RPM or by flying above full throttle height

Tanks

(1) 80 2 + 4
(2) 331 7 + 3
(3) 63 7 + 6
(4) 254 7 + 5
(5) 164 1 + 5
(6) 81 3 + 5
(7) 154 2 + 4

[Page Break]

Return from Target

After bombs have been delivered IAS down to 165 by decreasing RPM or by flying above full throttle height.

Power Glide down to Base

Reduce RPM to 1800 Boost to -4 and maintain IAS by altering angle of glide.

Approach & Landing

Prime all Extractors. Supercharge – M Gear. Air Intakes – Cold. Tanks 2 + 4, Props – Fine Gills – 1/3 open, M/C – Normal

Landing RPM approx. 7,500.

After Landing

Open Gills fully, Check Supercharger M to S to M. Slow Run for 2 or 3 minutes, Open throttle to 18,00 RPM for 5 -1 0 seconds, Throttle back to Slow Running & pull Cutout [sic]. Switch of mags, turn of [sic] fuel. Close Gills & turn G to F Switch to Ground Remove underant Fuse.

Air Intakes

Always use cold air except when (1) Warming Up (2) Cruising in Cloud, rain, snow etc. (3) Prolonged Gliding.

[Page Break]

Cooling Gills

(1) Starting Up – Fully open

(2) Takeoff [sic] & Landing – 1/3 open

(3) Diving – Fully closed

(4) General Flying – Closes as much as possible without Cyl Head Temp Exceeding Limits.

[Diagram]

Weak Mixture Climb

This is permitted but not recommended this is because the engine overheat.

Engine log is made up every 20 mins and every change of aircraft or engine correction.

Full log is made up every hour and every time a tank is turned on or off.

[deleted] [indecipherable word] [/deleted]

Factors which effect Range.

Incorrect IUS. Low Boost. High Pres. Cruising is Rich. Using S if M will do. Gills unec[deleted] [indecipherable word] [/deleted] essarily open. Pour jet in through not priming. Flying too high/with heavy load.

[Page Break]

Hercules VI

Normal oil pressure 80lbs [symbol] minimum 70 lbs [symbol]
Minimum oil temp for opening up 15°C Emergency 5°C Maximum cruising oil temp 80°, 30 mins climb 90° Emergency 100° for 5 minutes.

Takeoff [sic] H.P 1615
Takeoff [sic] Cylinder Head Temp 230° before start of run. Max Cyl Head Temp is Flight 270° Emergency 290° All Auto Level Cyl Head 280° Emergency 300°C

Hercules XI

Bore 5.75

Supercharger gear ratio M – 5 .27 S – 7.56

Weigh Dry 1840lbs Carb CH.AIT 122/M

Oil Temp & Press some as VI

Takeoff [sic] H.P 1525-1590

Takeoff [sic] Boost & Runs +6 3/4 – 2800

Rated Boost +3 1/2 – 2500

Maximum Cruising +1 – 2500

Max diving Revs – 20 seconds – 3120 +6 3/4

Fuses to be taken out after [underlined] leaving English coast on operations [/underlined]

Fuses 5+6/ +7

5 – Navigation Lights

6 – Formation Keeping Lights

7 – Identification and Recognition Lights

[Page Break]

Fuses to be taken out before leaving [underlined] aircraft [/underlined]

Fuse 75 – Undercarriage

Fuse 74 – Engine Starting & Airscrew Hydraulic Control

Fuse 36 – Dinghy Inflation Circuit.

Fuse 43 – Engine Starting & Airscrew Hydraulic Control

Fuse 50 – Pets Head Healing

Fuse 58 – Tri – cell -Flore chute.

Fuse 14 – Grovinor System Circuit.

[Page Break]

[Blank Page]

[Page Break]

1st week – Airframe
2nd week – Electrics
3rd week Making Course
4th week – Engines & [indecipherable word]
5th – Engine Handling
6th week Revision & Back up

[underlined] Abandoning by Parachute. Stirling [underlined]

[underlined] Engineers [/underlined]

Normal Method.

(1.) At Engine Controls.

(2.) Acknowledge Order
Move forward.
Check Parachute Harness is secure.
Collect & fit Pack from stowage opposite W.C

(3.) Move to forward compartment

(4.) Prepare to jump.

(5.) Face forward & leave plane after front Gunner, head first

Emergency method.

(1) At Engine Controls

Acknowledge Parachute is secure (Harness)

(2) Collect & fit Pack

Move aft to Mid Escape Hatch

(3) Open Mid Escape Hatch

Face aft & leave aircraft by mid Hatch, feet first.

[calculations]

High Value Fuel; 3411/111

[Page Break]

R. Horrington
11 [indecipherable word] Road
North Chingford
E.4.

T Jeffconte
37 Walter Road
[indecipherable word]
On Thames
[indecipherable word]

[deleted] [indecipherable words] [/deleted]

[Diagram]

[calculations]

[Page Break]

[Graph]

Collection

Citation

A Gould, “Stirling course notes,” IBCC Digital Archive, accessed April 21, 2024, https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/document/28711.

Item Relations

This item has no relations.