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https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1697/39554/MPowellNI1896919-191029-01.2.pdf
e027fe692efeda85faeb0af256de4c2b
Dublin Core
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Title
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Powell, Norman Ivor
Powell, N I
Description
An account of the resource
262 items. The collection concerns Powell, Norman Ivor (b. 1925, 1896919 Royal Air Force) and contains his log book, diary, target photographs, maps, photographs, correspondence, and two photograph albums. He flew operations as a flight engineer with 614 and 104 squadrons in North Africa and Italy. <br /><br /><a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/show/2207">Powell, N I. Photograph album one</a><br /><br /><a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/show/2209">Powell, N I. Photograph album two</a><br /><br />The collection has been loaned to the IBCC Digital Archive for digitisation by Brian Powell and catalogued by Nigel Huckins.
Date
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2019-10-29
Publisher
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IBCC Digital Archive
Rights
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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
Powell, NI
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
[front cover of notebook]
[page break]
[inserted][two indecipherable words] [censored] [indecipherable word][/inserted]
[underlined] Type Training Liberator (Bomber) [/underlined]
[underlined] 1896919. Cadet. Powell. N. 0/7 4 Wing. [/underlined]
[page break]
[underlined] Layout of the Liberator [/underlined]
[sketch with labels]
[page break]
[underlined] The Liberator [/underlined] is divided, into stations 0 - 10.
These stations, are made into compartments, station 0 - 1 is Nose compartment (NAV. & BOMB A).
Stn: 1 - 4 Upper half (FLIGHT DECK) housing 1st & 2nd pilot, W.O.P. & MID. UPPER
Stn: 1 - 4 Lower half (NOSEWHEEL COMPARTMENT)
Stn: 4 - 6 Bomb Bay
Stn: 6 - 10 Rear Compartment.
[underlined] Emergency Exits (Parachute) [/underlined]
(1) Thro; Nose Wheel doors.
(2) Thro; Open Bomb doors.
(3) Thro; Entrance doors in Rear compartment.
[underlined] Ditching Exits [/underlined]
(1) The astro-dome in the nose compartment.
(2) Main escape hatch forward of upper gun turret.
[page break]
(3) Waist gun windows.
[underlined] Dinghys [/underlined]
[underlined] Two type H. dinghys, [/underlined] are stored in cradles in top of fuselage, between stn: 4 & 5. The dinghy’s are liberated manually by, :-
1/ A single handle on port side of Flight Deck, near the escape hatch.
2/ By two handles in top of fuselage, behind dinghy stowage (EXTERNAL)
[underlined] Fire Hatchets. [/underlined]
3. Fire hatchets are to be found in each A/C. One in Nose compartment std. side. 1 on step between two pilots& 1 Pt:- side rear compartment Stn:- 8.
[underlined] Fire Extinguishers. [/underlined]
[underlined] 2 Fyr Fyter [/underlined] (Carbon Tetra Chloride) situated:- one in Nose compt:- port side (excessable [sic] only from outside). One at 6.2 std:- side (excessable from outside & inside.) To operate turn handle & pump. When using in confined places don portable oxygen mask, as poisonous gases are given off.
[page break]
[underlined] 3 Lux Extinguishers (Carbon Dioxide) CO.2. [/underlined]
Situated:- one in Nose compartment port side; one behind pilots left shoulder & one in rear compartment Stn:- 6. port side. To operate pull up the horn, press triger [sic] & play close to fire. (Must use gloves to prevent burning hands)
[underlined] Engine Fire Fighting System. [/underlined]
Two C.O.2 bottles situated under flight deck to supply C.O.2 to the engine when required in case of fire.
To operate:- make selection on selection panel, by Co:- pilot & pull lever if one bottle isn’t sufficient, the other lever may be pulled to operate [underlined] other bottle. [/underlined]
A blow off is also incorporated, so that in the event of the CO.2 expanding due to an hot climate, the seal will be blown off by the pressure & the C.O.2 will be released to atmosphere.
[page break]
After use always turn selector switch back to [underlined] normal [/underlined]
[sketch with labels]
[underlined] Control Cables. [/underlined]
There are 3 types of control cables, in the Lib: A/C, in the flight deck all cables are non - magnetic, in the bomb - bays all are non - flexible & in rear section, all extra - flexible.
The aileron cables are all extra - flexible but still non - magnetic in in [sic] the Flight deck.
[page break]
[sketches]
[page break]
[sketch]
[underlined] Elevator Controls. [/underlined]
[page break]
[sketch]
[page break]
[sketch]
[underlined] Rudder: [/underlined] RIGHT. 200
LEFT 200
[underlined] Trim tabs [/underlined] RIGHT. 100
LEFT. 100
The rudder cables, run from the cockpit, down the port side of the fuselage & up to the stabilizer [sic] unit, where they join a pull push rod. This rod, transfers the movement to bell - crank levers & so to the rudder.
[underlined] Flying Control lock: [/underlined] All controls are locked by a single movement of lever, at bottom of pedestal (right hand side). A system of cables wound around a drum, drives a pin into the elevator drum & lock pins, into the “Rudder & Elevator” torque tubes.
[underlined] Trimming tabs: [/underlined] are coloured & split up the same as the main controls, they run down the std: side of fuselage & all tabs
[page break]
besides being trimming tabs, have a certain amount of “Servo” action.
[underlined] Hydraulics [/underlined]
The system operates, Flaps Bomb doors, U/C & Brakes.
[underlined] Primary Curcuit [sic] [/underlined]
This curcuit [sic] includes 3 pumps (E.D.P. hand pump, & electric booster pump.) & two hydraulic acc’s. The acc’s provide pressure for the brakes.
[underlined] The E.D.P. [/underlined] is attached to [underlined] No:3 [/underlined] engine & will charge the acc’s thro; the main pressure line & unloading valve upto [sic] 1050 lbs [symbol]”. At this pressure the idling curcuit is formed, fluid passing thro; the selectors, thro; the ‘cumo’ filters back to the reservoir. The idling pressure may read anything upto [sic] 50 lbs due to restriction caused by the filter
[underlined] The unloading [/underlined] valve will cut in when the pressure drops to 850 lbs
[page break]
[sketch]
[underlined] Main Hydraulic System. [/underlined]
[page break]
& cut out when 1050 lbs [symbol]” is reached.
[underlined] The main relief valve [/underlined] in the system is set at 1250 lbs & clears excess fluid pressure to idling curcuit.
[underlined] Electric Booster Pump. [/underlined]
This will only operate when a master switch is on, its chief function is to maintain oil pressure for the brakes. With the M. Switch. on pressure operating switch will automatically control the booster pump, that is switch it on if the oil pressure drops below 975 lbs & off when it reaches 1125 lbs. Iff [sic] the emergency hydraulic valve is open it can be used to operate any of the services thro the selector but if it is open the P.O.S. will not control the B.P. it must be controlled manually by the master switch.
The [underlined] M.S: [/underlined] must be on for landing take off & taxying.
[page break]
[underlined] Emergency Change Overlock. [/underlined]
In an emergency the operation of this cock from the horizontal to the vertical position, allows the E.B.P. to draw fluid from the bottom of the reservoir.
[underlined] Hand Pump [/underlined]
The hand pump is fed by a line, leading from the base of Resr:- & directly conected [sic] into the main pressure line.
[underlined] Reservoir [/underlined]
Contains [underlined] 5 1/2 [/underlined] imperial galls of fluid.
[underlined] USA. 3580. [/underlined]
[underlined] DTD. 44.D. & DTD 585. [/underlined]
[underlined] To fill the reservoir:- [/underlined] first close the bomb doors, secondly raise the flaps & thirdly charge the accs by switching on the E.B.P. & fourthly make sure the u/c is down. When all the above as [sic] been completed & P.O.S.
[page break]
cuts out booster pump, fill the RES:- to the red line on the guage. [sic]
[underlined] Methods of Bomb Door Operation. [/underlined]
1/ EDP. & a normal selection
2/ Electric Booster Pump; open the emergency hydraulic valve, switch on the booster pumps & select.
3/ Hand pump & normal selection
4/ [underlined] Utility Selector. [/underlined]
5/ Hand winding mechanism; To open select engage handles & comence [sic] winding. To shut select, engage handles, lift off mechanical locks & comence [sic] winding.
6/ Bomb Jettison in the cockpit. The first pull operates bomb doors open, thro:- cam slide & utility selector, at the same time it withdraws a pin, thus disconecting [sic] the bomb-aimers
[page break]
[sketch]
[underlined] Hydraulic Bomb Door Curcuit. [sic] [/underlined]
[page break]
selection lever, the second movement operates the Bomb Release.
[underlined] Method of Flap Operation. [/underlined]
1/ E.D.P. & make normal selection.
2/ E.B.P. Open the emergency hydraulic valve, switch on booster pump & select.
4/ Flap emergency procedure; 1/ Select flaps down, then open front cock [indecipherable word] & close rear cock, operate hand pump & fluid will be sent to top of flap - jack, via shuttle valve. After this method, leave both cocks open, for approx:- half an hour, to allow shuttle valve to return to its normal position. When it is returned the rear cock is then closed. (Flaps cannot be lowered when speed exceeds [underlined] 155 mph.) [/underlined]
[page break]
[sketch]
[underlined] Hydraulic Flap Curcuit. [/underlined]
[page break]
[underlined] U/C. Retraction; [/underlined] Incorporates 3 jacks. The main wheel jacks extend to retract the main wheels, the nose wheel jack extends to lower the nose wheel. A main wheel restrictor valve set at 800 lbs [symbol]” is incorporated in U/C up lines to ensure that the nose wheel retracts before main wheels.
A nose wheel restrictor valve, prevents possible structural damage during final stages of retracting of nose wheel, fluid flows from the end of the jacks, thro; a funell [sic] restrictor, thus slowing down the movement of the piston on the final stage of the nose wheel assembly.
[underlined] Method of U/C Operation. [/underlined]
(1) E.D.P. & normal selection. (2) Emergency B.P. (Electric) & open E.V. switch on B.P. & select.
(3) Hand pump, & normal selection.
[page break]
[sketch]
[underlined] Landing Gear Circuit. [/underlined]
[page break]
(4) Emergency hand winding gear, for lowering main wheel & manual lowering of Nose Wheel.
(a) Select U/C down (B) Commence winding, 30 turns, (first turnings break the lock & the last turnings make the lock. Check Main Wheels, locked down visual means.
(C) Visit Nose Wheel compartment & remove the protective curtains.
(D) Disconnect the lock breaking link, by removing the spring loaded pin. (E) Break the lock. (F) Heave out the Nose Wheel. (G) Remake the lock. (H) The pin is left out. (I) All locks must now be checked, including the green light on the instrument panel.
[page break]
[sketch]
[page break]
[underlined] Brake Curcuit [/underlined]
The brakes are hydraulic operated, pressure being supplied by the two acc’s. The Hayes Brake assembly contains 4 expanding chambers, 2 forming the outboard brakes & 2 forming the inboard brakes. The outboard brakes are fed by the port acc. The inboard brakes are fed by the std:- acc:-
Between the acc’s & the expansion chambers are brake control units, which are operated by the foot pedals in the cockpit. Here functions are (a) To control the flow of fluid to the brakes. (B) to reduce the acc:- pressure to a max: working pressure of 200 [symbol]”. The 1st and 2nd pilots pedals are interconnected by linkage, when the brakes are off the pressure lines to the brakes, are open to the return line which bypasses the filter on its way to the reservoir. (To avoid building up a back pressure)
[page break]
[underlined] Bleeding Brakes. [/underlined]
(1) Unscrew the bleeder screw in the oleo leg.
(2) Disconnect the brake pedal linkage at No:- 3 & 4 control unit, thus leaving the pressure lines open to the reservoir.
(3) Switch on the electric booster pump.
(4) Operate each pedal in 1st pilots’ position in turn untill [sic] the spongeness of brakes disappears.
Fluid is carried to the reservoir, where it is vented.
[page break]
[underlined] English Oxygen System. [/underlined]
It is stored in bottles 24 or 30 at 1800 lbs [symbol]. 15 bottles are situated under the Flight Deck port side & the remaining 9 or 15 are situated in the loft.
The main line or master cock is situated in the cockpit by the 1st:- pilots knee & a MK. II XA. regulator a few ins:- from it.
2, in the Nose Compartment 4 in the Flight Deck, 1 in front bomb bay & 1 in rear bomb bay, 1 at the loft & 1 at the Elson. WC. 2. for the beam gunners 1 for mid - upper, 1. for ventral, & 1 for tail end gunner.
When flying at 15.000 ft set oxygen regulator at 25.000 & after that, set at 5,000. ft above actual height.
[page break]
[sketch]
[page break]
[underlined] Pre - Flight Check on Oxygen System. [/underlined]
Turn on master cock & contents guage & slowly open or turn the knob controling [sic] the oxygen flow.
Watching the pointer gradually increase the flow upto 40.000 ft ensuring that the valve is fully open, gradually close down to 30.000 ft & check all the oxygen stations, by lifting out the bayonet connection, letting thro: the oxygen. After inspection, return the bayonet connection to its clip. (PS. you should get 5 - 9 pulsating breaths).
To turn on the entire system the [underlined] line valve [/underlined] in the [underlined] loft [/underlined] must be turned on as well as the master cock.
[underlined] Portable bottles. [/underlined] 10 mins: duration, they are to be found all over the A/C. Always several near the escape hatches.
They are used for baling out from great heights & for moving around the A/C. Must be used not more than 1/8 empty & then recharged.
[page break]
[sketches]
Incendiary Bomb. Used to give pilot a brief view of ground. Used for destroying your own A/C after landing in enemy territory. (Place on firm base remove cap & strike plunger. DO NOT APPROACH AFTER OPERATION.
All Verey cartridges must be loaded & fired from the “Firing Point”. All Verey cartridges that are [underlined] “red” [/underlined] have a knurled edge, so that they can be found in the dark & are only used in an emergency.
[page break]
[sketch]
[underlined] Booster Pumps [/underlined]
The 4 fuel booster pumps are there to supply positive pressure to the fuel system for “priming” tale OFF. landing, over 10000 ft & when the pressure drops by 2 lbs [symbol]”.
Tank Capacity’s
Main Tanks:
No: 1 498 IMP: GAL’S.
No: 2 482 IMP: GAL’S.
No: 3 482 IMP: GAL’S.
No: 4 498 IMP: GAL’S.
Wing Tanks.
Port 187 IMP: GAL’S:
Starboard 187 IMP: GAL’S:
Bomb Bay
Port. 335 IMP: GAL’S:
Stbd: 335 IMP: GAL’S:
[underlined] Total 3004 IMP: GAL’S. [/underlined]
[page break]
[sketch]
[page break]
[underlined] Fuel System. [/underlined]
The main fuel system consists of 12. self sealing cells installed in the main planes between No: 2 & 3 engines.
These cells are interconnected in sets of threes to form 4 main tanks. One engine curcuit consists of a tank a fuel booster pump a selector cock a fuel strainer & a engine driven pump. The A/C is provided with a fuel ventilation system.
[underlined] Cross Feed: [/underlined] A cross feed pipe line interconnects 4 main fuel cocks It permits the operation of anyone or all the engines, on the fuel in any tank, normally each tank is feeding its own engine. for example No: 2 tank feeding No: 2 engine (selector set tank to engine).
The Cross feed generally comes into operation during an emergency. Example, No: 2 tank U/S.
[underlined] Auxillary. [sic] Wing Tanks. [/underlined] Six auxillary [sic] cells are installed 3 in each
[page break]
outboard N/Plane, forming 2 auxillary tanks.
The fuel from these tanks must be transferred into the main tanks before it can be used.
[underlined] Bomb Bay Tanks. [/underlined]
For long range overload tanks are fitted in the forward bomb bay, incorporated in the bomb bay curcuit is a selector cock & a E.B.P. both situated in the centre of the cat-walk.
[underlined] Transfer of fuel from one main tank to another. [/underlined]
From No: 1 tank to No: 4.
1. Connect flexible U tube from No1. connection to the inlet of the fuel transfer pump.
2. Connect the second U tube from the outlet of the fuel transfer pump to No: tank connection.
3. Switch [underlined] on [/underlined] the fuel transfer pump, & check the guages for rise
[page break]
in contents in No: 4 tank. (10 IMP:- GALL’S = 8. BRITISH GALL”S)
4. Remove all tubes when transfer is completed. (Transfer pump delivers 7 imperial galls per min:)
[underlined] Transfer from Wing Auxiliary Tanks [/underlined]
1. Connect an odd-leg tube, from conn:- B on the auxiliary to the inlet of the transfer pump.
2. Connect, the outlet of the pump to the desired tank.
3. Make a selection on the wing auxillary selection cock.
4. Switch on the transfer panel pump, the fuel will flow thro; connection B.
[underlined] Transfer of Bomb Bay Tanks. [/underlined]
As for transfer from wing auxiliary tanks except that the bomb bay B.P. must be switched on first then the pump on the transfer panel, this time the fuel will not pass the visual flow indicator
[page break]
[underlined] Procedure for One Main Tank Damaged [/underlined]
Depends entirely on extent of damage & quantity of fuel in tank at time of damage. Example:- medium
1. Imediatly [sic] commence transfer of fuel from damaged tank thro transfer panel.
2. By making the appropriate selection on the fuel cock, run one or more engine from damaged tank, ensuring that fuel pressure is maintained.
3. When the level in the damaged tank as [sic] dropped to approx 100 galls select on a serviceable tank, tank to engine cross feed, & change the damaged tank to cross feed engine, if the fuel pressure drops turn on the E.B.P. & - or switch one other main tank selector to tank engine cross feed.
Field Service Holes.
For use in the field, for enabling A/C to be refueled [sic] from drum’s or can’s. (1) Connect the pipeline to the inlet of the transfer
[page break]
pump & (2) opposite end of the line in the fuel container. (3) Connect, U tube from outlet of pump to the tank to be filled (4) Switch on transfer, fuel pump.
[underlined] New Type Transfer Pump. [/underlined]
[sketch]
[underlined] Transfer of Fuel from Wing Aux:- by New Type Panel. [/underlined]
1/ Set the aux:- (wing) selector cock to the tank to be drained.
2/ Set the panel selector to the tank to be filled.
3/ Turn Transfer Pump switch “ON”.
4/ When main tank is nearly full switch “OFF” fuel pump, repeat with other tanks as required, until Wing Aux:- Tanks are empty, when transfer as [sic] been completed all selection cocks must be turned “OFF.”
[page break]
[underlined] Caution:- [/underlined] Do not turn fuel switch “ON” untill [sic] selector cocks are set acording [sic] to above instructions.
Do not change the setting whilst fuel pump is in the on position. Place all selector cocks in the “OFF” position when transfer as [sic] been completed.
[underlined] Bomb Bay Tanks: [/underlined] The same as for above, except that the “booster pump” on the catwalk must be turned “ON” & “OFF” with each selection. Note: Fuel cannot be transfered [sic] from one main tank to another thro; the new type panel. With this panel fitted it must be transferred “via” the cross feed.
[underlined] To transfer [/underlined] fuel via the cross feed. Example No. 1 tank U/S. Select tank engine cross feed on No:1 & 4 selector cock, switch on No: 1 tank booster pump & make sure No: 4 booster pump is “OFF.” This can only be done when flying under 8,000 feet.
[page break]
[underlined] Jettison Of Bomb Bay Tanks. [/underlined]
Disconnect pipe lines to the selector, (2 of them). Ensure that Bomb Doors are open. Then pull the two handles at station 4 inwards & tanks will fall away. Ensure that bomb bay selector os OFF.
[underlined] Goodrich De - icing System. [/underlined]
Consists of Boot Assembly’s containing air cells fitted to the M/P & tail unit (leading edge.)
These cells are connected by pipelines to a distributor which is supplied with pressure & or suction, by 2 vacuum pumps situated on 1 & 2 engine. One of these pumps supply the instruments with suction. The distribution unit contains ten ports five at either end. (4 to port M/P 4 to stbd: M/P & 2 to tail unit.) It also houses two rotary valves, one at either end there [sic] function being to distribute pressure to each of the ports in turn.
[page break]
[sketch]
[underlined] Goodrich De-icer System. [/underlined]
[page break]
They complete 1 revolution in 40 seconds ((IE) 1. Port every 8 sec:-) The suction line from both pumps meet at a four way suction valve, either pump may feed the instruments depending on the selection on this valve.
The pump not feeding the instruments will supply suction to the de-icing system. When the system is switched off, all the cells are under suction. This is acomplished [sic] by the control valve allowing suction to enter all parts of both rotary valves, so placing all ten ports under suction. The pressure from the pumps at this time will be discharged overboard.
When the system is switched on the pressure is redirected to both rotary valves thus placing two ports under pressure & the remaining ports under suction. The movement of the control lever also sets into operation the electric motor which operates the rotary valves.
[page break]
[underlined] Pressure Type Oil Seperator. [sic] [/underlined]
Incorporated in this filter is a relief valve set to operate at 7 lbs [symbol]”. This valve controls the working pressure of the de-icer, in the event of its failure an emergency relief valve set at 9 - 12 lbs [symbol]” will relieve the system.
[underlined] Suction Relief Valve:- [/underlined] Used to relieve the suction line if the suction exceeds 4 1\2 H.G.
[underlined] Non-Return Relief Valve:- [/underlined] Incorporated between the return line of the de-icer & the discharge overboard line.
This will operate if the vacuum pump providing suction to the de-icing system fails. A pressure would then be created in the suction line & the N.R.R.V would relieve into the the discharge over-board line. Thus the de-icing system will operate with one vacuum pump U/S & the other pump feeding instruments. (Operation will be 50% efficient.)
[page break]
Note:- The de-icing must not be switched on at Take - Off or Landing (Because it spoils aerofoil section).
Vacuum Pumps behind respective engines.
Oil Separator 9 to 12 [symbol]“ R.V. & N.R.V. also behind respective engines. The 4 Way Suction Valve Below Generator panel Stn:- 4 (port side) The Control Valve & Pressure Type oil separator & distributor behind bulkhead, Stn:- 4 Stbd: side. On & Off control Co-pilots.
1/ Flap Control Valve. Cockpit Starboard side.
2/ Unloading Valve: Nose Compartment. Port sie Stn:- 3.
3/ Hydraulic gauges:- Cockpit. Port side.
4/ Acc’s : Port & Starboard, Nose Compartment. Stn 3.
5/ Emergency Flap Valves - Cockpit second pilot
6/ Emergency Relief Valve. Stn 4. 1 Starboard side.
[page break]
7/ Emergency Change Over Cock - Stn:- 5.1 Starboard side.
8/ Reservoir:- Stn:- 5.1 Stbd side. Relief Valve Stn:- 4.2
9/ E.D.P. Stbd:- inner engine. E.B.P. Stbd:- side Stn:- 4.2.
10/ P.O.S. Bomb Bay Stn:- 5. Stud:- side.
[sketch]
[underlined] Anti - icing System. [/underlined]
A fluid container under the Flight Deck gives a supply of “alcohol” & glycerine for anti - icing Pilots & Co-pilots & Bombadier [sic] windscreen. The control box, situated at right - hand side of
[page break]
Co-Pilot, it as a pump & a 1st & 2nd:- Pilots selector cock. Pump forces fluid thro; a perforated pipe line & sprays upon windscreen. The Bombardier’s control is entirely remote from the 1st & 2nd pilots controls & incorporates an on & off switch for an electrical Wind screen wiper, with this is also a fast & slow running control. Windscreen wiper should never be used when windscreen is dry.
[underlined] De - Frosters [/underlined]
This is done by pulling out two switches on the instrument panel or in the case of the bombardier position a switch under the heater box. This diverts the heat that is being supplied by the two Stuart Warner heaters for the cabin heating into 2 tubes which can then be played on the inside of the windscreen.
[page break]
[underlined] Towing:- [/underlined] A/C are towed by means of ropes or cables attached to towing rings or the base of the oleo leg & to a tractor out in front. Guidance is given by guiding bar, inserted into the left side of the nose wheel axle & locked into position by giving the locking bar & a clockwise turn.
A snubber strap on the towbar is connected to a [indecipherable word] fitting on the fuselage, thus limiting the turning angle to 300 & by hand 450.
[underlined] Picketting Points. [/underlined] The towing rings on each main landing wheel, the retracting mooring loops in main planes & nose wheel axle.
[page break]
[underlined] Pre - Flight Check. [/underlined]
1/ Remove the pitot head covers.
2/ Open the Bomb doors, by means of the utility selection.
3/ Turn on the main fuel tanks.
4/ Check the contents in the tanks.
5/ Remove the Control Lock.
6/ Check the movement of all controls, with another member of the Crew to watch the control surfaces.
7/ Switch [underlined] on [/underlined] the hydraulic E.B.P.
8/ Check the contents of the reservoir.
9/ Operate the Goodrich de - icer system.
10/ Place the de - icer controls in the [underlined] off [/underlined] position.
11/ Check the operation of the Flaps using the E.D.P.
12/ Check the kick - out pressure of U/C lever in the [underlined] DOWN [/underlined] position 850 L.
[page break]
13/ Release the Parking Brake.
14/ Switch [underlined] ON [/underlined] the fuel booster pumps.
15/ Check of the “Fire Extinguishers” (On the Engine)
16/ Check the Fire Axes.
17/ Check the Oxygen System.
18/ Check Tyre pressures. Main Wheels 60 [symbol]” Nose Wheel 38 [symbol]”. Unscrew Schrader Valve 2. complete turns to ensure that you are getting a correct reading.
19/ Check for Tyre Creep.
20/ Check the length of the Shimming damper 9/16 protrusion.
21/ Check the Nose wheel strut extension. 4 3/8”. protrusion.
22/ Check the Main Wheel strut extension 3 7/8”. protrusion.
[page break]
R.A.F. Form 700.A carried on cross country trips, in case of landing on another drome.
For use in maintenance, to be forwarded on to parent drome.
[page break]
[underlined] Instruments. [/underlined]
[underlined] Ball Type Compass. [/underlined]
N. To N. (Red to Red) read against luber mark. To change direction put magnetic coarse against luber line, lock grid ring & bring North back to North.
[underlined] Deviation; [/underlined] The compass error, due to installing in A/C. A compass must have deviation chart.
[underlined] Gyroscopes. [/underlined]
1/ Must be Spinning at correct speed.
2/ Must be Balanced.
3/ Freedom.
1/ Gyroscopes of the pilots flying instruments are kept spinning by at their correct speed by impinging a jet of air of constant strength into the [indecipherable word] cut in the purefory [sic] of
[page break]
the brass rotor. On the Auto Pilot & D.R.C. the spinning rotors are armatures, of A/C motors. To keep them spinning at correct speed a constant flow of current is provided to the field windings
2/ In addition to the gyroscope being statically & dynamically balanced they also have to have their balance adjusted to allow for the earths rotation & curvature.
Compensating weights will have to vary according to the area on the earth, on which the “gyro” is going to be used. Never touch the balance weights.
3/ So that the gyroscope can exercise its properties of stability, we mount a rotor in “gimble” [sic] rings the design & position of the gimble [sic] rings depends upon the use to which the “gyro” is to be put. Should a manoeuvre be carried out call for more freedom than the gimble [sic] rings allow, the gyro will be toppled.
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[underlined] The Parts of a Gyroscope. [/underlined]
(a) The spinning rotor
(b) The outer & inner gimbal rings
[underlined] Precession; [/underlined] The movement of a gyroscope, resulting in a change of its plane of spin
[underlined] A Torque [/underlined] on the inner ring is said to precess the outer ring.
[underlined] A Torque [/underlined] on the outer ring is said to precess the inner ring.
[underlined] Pilots Flying Instruments [/underlined]
(Directional Gyro Artificial horizon & Turn & Bank Indicator) Gyroscopic (Air Speed Indicator, rate of climb & altimeter) Aneroid.
Directional Gyro; A card marked with compass bearings is attached to a gyroscope as part of its balance system. Due to gyroscopic stability the card will stay still when the A/C turns. The D. G. Is not a navigational instrument on its own it as [sic] to be used
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in conjunction with a compass. The caging lock when pushed in enables the card to be set with the compass in flight, the D.G. is checked against the compass at 15” min:- intervals, should the gyro have wandered more then 50 in 5 min:- it is U/S. (Rotor 10,000 R.P.M.)
[underlined] Artificial Horizon; [/underlined] A gyroscope controls the relationship of a movable horizon, to a fixed unmarked image, the gyroscope being arranged so that its axis of spin is always perpendicular. The angle of bank should be shown around the top. There should be no caging or setting devices on the instrument.
The instrument self erecting & after a gyroscopic topple it will correct itself in 3 - 6 minutes.
[underlined] Turn & Bank:- Indicator. [/underlined] (Rotor 6,000 R.P.M.)
This is simply two instruments in one both being entirely separate.
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[sketch]
[underlined] Turn & Bank Indicator [/underlined]
[underlined] Turn Indicator:- [/underlined] This instrument is gyroscopically controlled, it gives the A/C angle & rate of change of direction.
[underlined] Bank Indicator:- [/underlined] A ball in a banana shaped slot, on a turn the pilot aims to keep the ball in the centre of the slot, since when the ball is in the centre of the slot the A/C is correctly banked. The number of degrees under or over - banked is shown on the calibration over the slot.
[sketch]
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[underlined] Instruments [/underlined]
[sketch]
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[underlined] Minneapolis Honeywell A.F.C.E. [/underlined]
The equipment consists of:-
1/ [underlined] Stabiliser:- [/underlined] Gyro unit for control of direction. [underlined] (Rudder) [/underlined] has Secondary clutch on top of it.
Bomber A/C - L.H.S. Bomb Aimer. Coastal A/C. Behind pilots seat.
2/ [underlined] Flight Control Gyro: [/underlined] (FCG): Gyro unit for [underlined] level flight [/underlined] (Aileron & Elevator) in L. Shaped box port side rear of Nose Compartment.
3/ [underlined] Servo Motors: [/underlined] 1/25 H.P. D.C. Electric Motors complete with solenoid. Clutches:- Three in all, one each (Rudder & Elevator) in Tail. Aileron - in L shaped box.
4/ [underlined] Inverter: [/underlined] Changes aircraft D.C. to A.C. for use of A.F.C.E only (in L shaped box)
5/ [underlined] Amplifier: [/underlined] Valve type in in L shaped box.
6/ [underlined] Pilots Control Box: [/underlined] Behind Pedestal.
7/ [underlined] Pilots Direction [/underlined] Indicator:- (PDI) Acentric reading voltmeter. (On Pilots Instrument Panel.)
[sketch]
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Pilots Control Box.
[sketch]
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[sketch]
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[underlined] The Minneapolis Honeywell:- [/underlined] Is an [sic] mechanical electric pilot it as [sic] two gyroscopic units
1/ Stabaliser, [sic] or directional unit
2/ A Flight control gyro for pitch & bank control.
The gyros are driven electrically & control electric “Servo” motors thro; an electronic system. The A.F.C.E. is supplied by the ordinary D.C. supply of the A/C. It is equiped [sic] with its own inverter for changing D.C. to A.C.
[underlined] A Pilots Direction Indicator [/underlined] (centre reading voltmeter) shows any departure of the A/C from the heading defined by the stabiliser gyro. The basic principle of automatic pilot lies in the balancing & unbalancing of a Wheatstone cur curcuit, [sic] in a disturbance the resistance on the “gyro” case will move under the gyro brush, thus unbalancing the bridge. Control is wound on by movement of the Servo pulley, untill [sic] the bridge is balanced.
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As the A/C answers the applied control the bridge is again unbalanced in the opposite direction.
This, causes control to be taken off. The bridge will balance again only when the A/C is again in level flight.
[underlined] Pilots Control Box. [/underlined] A/ Centering [sic] knobs:
These are used for alignment of A/C for level flight, when engaging the A.P. the tell tale lights are extinguished by the manipulation. Turn knob away from light.
B/ Sensitivity knobs; these are adjusted to suit flight conditions. If bombing under the A.P. use maximum sensitivity. For navigation in rough weather decrease sensitivity, too much sensitivity, may cause controls to hunt.
C/ [underlined] Ratio knobs; [/underlined] A.F.C.E. is used in different types of A/C the setting of these knobs determines that the correct amount of control
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surface shall be applied when a disturbance is met. Ratio set too high; over control Ratio too low; sloppy control.
D/ Turn compensation; different A/C. have different turning properties. By setting these knobs, the correct amount of rudder aileron & elevator will be applied in a turn so that the A/C does a perfectly banked turn: With change of load, it will be necessary to change or readjust these settings.
[underlined] Action of the Switches [/underlined]
A/ The linked master & stabiliser switches put the DC to the AFC, ON starts the inverter; sets the gyro spinning, feeds the amplifier & sets the 1/25 H.P. “Servo” motors running.
B/ The P.D.I. & servo switch, A/ brings the P.D.I. into action & also, B/ energises the “servo” device in the stabiliser which errects [sic] the stabiliser “gyro”.
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C/ Control is finaly [sic] engaged when the individual aileron, rudder & elevator switches are thrown “ON.” These switches bring into curcuit [sic] the solenoids of the “servo” motors.
The pilots second station switch will only be in use, if a second control knob is fitted for use of the navigator.
[underlined] Flight Engineer’s Ground Check:- [/underlined]
1/ On P.C.B. all switches “OFF.” knobs upright lights out, turn controls to neutral. Secondary clutch on stabiliser engaged (turn knob clockwise) Take Off (as ground check)
To engage A.F.C. in flight; 1/ When engaging for the first time not below 2,000 ft 2/ Master & stabiliser switch “ON” for 10 min:-
3/ Trim A/C manually, to fly hand & feet off.
4/ After 10 min:- put on master & stab:- switch. Tell tale lights “ON.”
5/ Centre P.D.I. [deleted] & A/C [/deleted] by turning [inserted] a/c [/inserted] manually.
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7. A/C straight & level P.D.I. “zero”, with rudder centering [sic] knob extinguish T.T lights, throw on Rudder switch.
8/ Same procedure Ailerons
9. Same procedure Elevators
To Take Over from A.F.C.E.
(A) It can be manually overpowered.
(B) Switch off main switch bar, thus knocking all switches “OFF.”
(C) Knock “OFF” individual R.A.E. switches
[underlined] To Turn Under A.F.C.E. [/underlined]
The turn control is spring loaded into the neutral position. To carry out a turn, choose the required bank angle, by turning control knob slowly the A/C will gradually take up the required bank angle, so long as the bank angle is kept selected the A/C continues to turn. To straighten out on the new course, take the knob back to “zero”
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& hold it there untill [sic] the A/C is level & steady on the new course. Now put the “Turn Control” to neutral.
Before landing; all switches “OFF.” Do not;
(A) Use manual trimming tabs when A.P. is engaged.
(B) Do not run up on ground on A/C batteries.
[underlined] Air Speed Indicator: Principle:- [/underlined]
[sketch]
Three Errors; Position Error, Instrument Error, Cockpit Broken glass, instruments (temp:- changes reads, OK. but slightly [underlined] high. [/underlined]
[sketch]
[underlined] Rate of Climb Indicator [/underlined] D.I. If instrument + or - 200 ft it may be adjusted by the screw. (Broken glass renders inst:- U/S reads, [symbol]
[2 sketches]
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[2 sketches]
Altimeter MK XIV. (+/_ 30 ft on D.I.) 14.7 [symbol]” = 29.92 H.G. = 1013 milli-bars. 1/2 [symbol]” = 1 H.G. = 34 M.B.
Cross country trips, the alti:- is set to the days equivilent [sic] pressure at sea level (set on sub sale) & the height is that above sea level. Before Take Off & landing, reset on “sub scale” to the AT.P. reading for the day.
Engine General Instruments.
Manifold Press:-
Oil Press:-
Fuel Press:-
Tachometer. Autosyns
Oil Temp:-
Free Air Temp:-
Cyl Head Temp:-
Flap & Wheel Indicators. Thermo Coupling Selsyn.
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[underlined] Oil Pressure Autosyn [/underlined]
[sketch]
[underlined] Manifold Pressure [/underlined]
[two sketches]
The Autosyn inst:- consists of two units; A/ The Transmitter & B/ The Indicator. The transmitters are situated on the engine nacelles. The inds are on the panel in the cockpit & the two are joined together by electrical wiring.
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The tranr: itself & and can be split into two parts, the mech:- unit & the electrical transmitter. The design of the mech:- unit, there the subject to be measured, (ie) (tach:- centrifugal governor system; Fuel pressure; capsule system; Oil pressure; bourdon tube; Manifold pressure; capsule system.) The purpose of the mech: system, is to hold the rotor of the transmitter in relationship to the pressure etc; in the engine.
The rotor, in the indicator, has to follow every movement of the rotor of the transmitter. The design of the electrical transmitter & the electrical indicator is almost identical. The indicator mech; are mounted in tandem, so that the pointers which are attached to the rotor shaft work in pairs (left & right) & work over a common dial.
To work the [missing word] a supply of A/C current is required, two
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invertors [sic] which change the A/C [underlined] ac [/underlined] to [underlined] DC [/underlined] are fitted below the Flight Deck. Only one invertor [sic] runs at a time. A switch on the pedestal (AC Power) enables either No:- 1 or No:- 2 invertors to be selected. In flight a practise should be made to use each invertor for thirty minutes at a time.
Fuses are in the “Co Pilots” fuse box.
Ground Check on Autosyn.
Engines not running, batteries [underlined] ON [/underlined] check that both invertors; manifold pressures show B.P. of day, Oil pressures are [symbol] Tach: [symbol] & Fuel pressure [symbol]. The fuel pressure can be made to work by flicking on booster pump.
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[underlined] Air & Oil Temperature Ratiometers. [/underlined]
[sketch]
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[underlined] Distance Reading Compass. [/underlined]
[sketch]
[underlined] Compass Direction Gyro. [/underlined]
1/ Start all 4 engines
2/ Switch on keep on from chock to chock.
3/ NORMAL / SETTING. First 5 MINS. of temp also before, during or after manoeuvre.
OLD TYPE BE SWITCHED ON WHEN TURNING A/C.
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[underlined] Electric’s [/underlined]
[underlined] Wiring System; [/underlined] Is open consisting of single core cables bunched together & secured to the airframe at regular intervals by clips & are always marked thus.
[sketch]
First No:- denotes size of cable.
Second No:- denotes curcuit reference.
Third No:- denotes No:- of wire in that particular curcuit.
Size of Cable:- No:- 0 is very large cable. No:- 20 is very small cable.
[underlined] Curcuit Reference Letters.[/underlined]
A/ = Heating System B/ = Bomb release & Indicator light system
C/ = Prop:- control & Fast Feathering.
D/ = De - icer Anti - icer Pilot Heater, Fuel Transfer, Fuel Booster & Hydraulic Booster pumps.
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E/ Exterior Lights (except recognition lights, upward & downward.
G/ Insruments; (Autosyns & Temp guages, [sic] (identity lights
H/ Ignition - HT = Leads HT.
FL; Automatic Flight Control.
L/ Interior & Recognition Lights.
M/ Landing Gear, Flap Indicators & Oxygen Indicators.
P/ = Power. R/ Radio & Intercom.
S/ Engine Starter Controls.
T/ Engine Controls. (IE) Cowl Flaps Intercooler shutters Oil Dilution & Primers.
V/ Instrument lights, Alarm bells, Cameras & Fluorescent Lights.
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[underlined] Sources of Power. [/underlined]
1/ 4 EDGs:- 1 at the back of each engine. Output 200 [symbol] Max: at 27.5 V.
2/ APU. A two stroke petrol engine, directly coupled to a 27.5 V. 200W. (Approx:- 70 [symbol] ) generators. Situated below the Flight Deck, in Nose Wheel compartment on [underlined] Port Side. [/underlined]
3/ [underlined] Batteries (INTERNAL) [/underlined] 2, each 24 Volts & approx:- 34 to 35 amps, hours capacity. Situated in Nose Wheel compartment, port side, between A.P.U. & port hydraulic Acc:-
4/ [underlined] Trolly Acc; [/underlined] An external supply, from large capacity batteries. Plug situated, starboard side, by utility selector.
[underlined] Auxiliary Power Unit: Uses [/underlined]
1/ As an emergency generator in flight
2/ When Taxying
3/ Battery charging on the ground.
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4/ Engine Starting 5/ Ground testing of heavy duty equipment.
[underlined] Starting. [/underlined]
1/ Turn all Battery switches [underlined] ON. [/underlined]
2/ Put A.P.U. Master switches ON.
3/ Open Fuel cock (situated on top of fuel container).
4/ Operate fuel Primer Pumps (on top of air cleaner)
5/ Press Starter button (By Volt - meter).
Note * When running the A.P.U. in paralel [sic] with the E.D.G. put equliser [sic] switch to [underlined] ON [/underlined] position.
[underlined] Stopping, [/underlined] Turn fuel [underlined] OFF [/underlined]
[underlined] Emergency Stopping; [/underlined] Press “Red Button” on magneto starter plate.
* (This method can be used when restarting soon to save re - priming).
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[underlined] Emergency Starting. [/underlined]
Use a rope around the flywheel pulley, only use when A/C batteries are flat.
[sketch]
[underlined] Trolly Acc; Adaptor. [/underlined]
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[sketch]
[underlined] (G.E.) Voltage Regulator. [/underlined]
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[underlined] Voltage Regulator Function. [/underlined]
To keep GEN:- voltage constant at 27.5. V over a wide range of engine speeds above 1500 R.P.M.
Location; On the forward face station 4 Nose Wheel Compt; two on the stb:- side & two on the port side.
Adjustment; To increase the GEN:- voltage turn the milled nut in a clockwise direction (ie) Increase spring tension. To lower voltage turn nut in opposite direction.
* GEN:- must be switched [underlined] OFF [/underlined] before any adjustment is made.
Spare The V.R. on top of the A.P.I. may be substituted for a damaged or otherwise u/s one if necessary.
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[sketch]
[underlined] Reverse Current Relay. [/underlined]
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[underlined] Reverse Current Relay. Function. [/underlined]
To connect the batteries to the GEN:- when the GEN:- voltage is higher than the batteries (27.5.) so that the batteries will be charged. Also to disconnect the batteries from the GEN:- when the battery voltage is below that of the GEN:- this prevents the batteries discharging thro; the GEN:- (so becoming flat.)
Location; On rear face, front spar accessable [sic] thro; the wheel well. The RCR current limiting & ammeter shunts for the two GEN:- on the engines in that, M/Plane are located here.
Note; this is most important when taxying, the GEN:- must be “OFF.” thus the main contacts can not close. This prevents them opening & closing, due to the engine changing speed
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Put Generator switch [underlined] ON [/underlined] when at the end of the runway ready for “take - off run.”
[sketch]
[underlined] Generators Control Panel. [/underlined]
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[underlined] Generator Control Panel. [/underlined]
To enable GEN:- to be checked.
[underlined] Location; [/underlined] Port side of Flight Deck.
[underlined] Operation; [/underlined] To check GEN:- voltage switch [underlined] OFF [/underlined] GEN:- in question & select volt - meter for that GEN:-
Bus position gives the voltage accross [sic] the system & is mainly used for checking the batteries.
When airborne check GEN:- every 1/2 hour for voltage by switching “OFF” each “GEN” in turn & selecting V.M.
[underlined] Pre - Flight Check on GEN:- [/underlined]
(1) All “GEN” switches OFF. (2) Run No:-1 engine at 2000 R.P.M. (3) Volt - meter select switch to No.1. (V.M. should read 27.5) adjust if necessary. (4) Put No:-1 GEN:- switch ON & note current reading.
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To test R.C.R. reduce engine speed to below 1500 R.P.M. ammeter needle should fall to “BELOW” zero & then return to zero as the main contacts open (6) Repeat for engines 2. 3. & 4.
[underlined] Testing Gen:- in Flight; [/underlined] (1) Note 4 ammeter readings should be equal to a [symbol] 10% of average reading tolerance. (2) Check reading each ammeter independently. (3) Repeat as for 2. 3. & 4.
[underlined] Generator Balancing; [/underlined] If in flight one or more GEN:- are found to be out of balance, switch [underlined] OFF [/underlined] the affected one & leave [underlined] OFF [/underlined] for ten minutes, switch ON again & it is quite possible everything will be OK.
If not adjustment must be made on the voltage regulator. No adjustment must be made untill [sic] A/C as [sic] been air-borne for at least 20 min:-
Generator Voltage must be between 27.5 & 28.5 V in flight.
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It must be set at 27.5. V. on the ground.
A tolerance of [symbol] 10% of the average readings is allowed on the ammeter.
[sketch]
[underlined] Battery Curcuit [sic] [/underlined]
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[underlined] Main Line Switch; [/underlined] Is a dual purpose switch, acting as a master switch for ignition & batteries.
It is situated under a perspex, glass cover on the Co - Pilots panel. The forward & rear battery switches are used to control the batteries independently.
Master Switch; In negative lead only fitted on early MK. V. A/C When fitted it is always locked on & is located on the port wall behind the A.P.U.
[underlined] Trolly Acc; [/underlined] Both individual battery must be [underlined] OFF [/underlined] when plugging in trolley acc:- to prevent any curculating [sic] current thro; the batteries. Note, If batteries get hot in flight, check the cooling tubes for breakage or obstruction, if cooling is OK then switch [underlined] OFF [/underlined] the affected battery or batteries.
If a battery is U/S switch [underlined] OFF [/underlined]
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[underlined] Power Distribution. [/underlined]
[sketch]
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[underlined] Fuse List. [/underlined]
Panel lights 2 [symbol] Bomb indicator lights 5 [symbol] Astrograph 2 [symbol] Bomb fusing Nose 20 [symbol] Bomb fusing Tail 2 [symbol] Bomb F/S heater 20 [symbol]. Interval Control 15 [symbol]. Camera reseptical [sic] 15 [symbol]. Bomber extension A.F.C. lights. 15 [symbol]. Navigation table light 5 [symbol]. Air Temp 2 [symbol] Glide Bomb Attachment 5 [symbol]. Navigators F/S Heater 20 [symbol]. Bombers Windshield wiper 15 [symbol]. Slo’ Blow, AFC & PDI. 20 [symbol].
MK IV Bomb Sight 15 [symbol].
[underlined] Heater Fuse Box. [/underlined]
Heater Solenoid No:-2 Engine 10 [symbol].
Heater Solenoid No:-3 Engine 10 [symbol].
Co-Pilots Fan 5 [symbol] Pilots Fan 5 [symbol] Pilots Heater 15 [symbol] Co-Pilots Heater 15 [symbol]
Bombers Forward Heater 15 [symbol] Co-Pilots Aft Heater 15 [symbol] Bombers Aft Heater 15 [symbol] Pilots Aft Heater 15 [symbol]
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Radio Floor Heater 15 [symbol] Heater Solonoid [sic] No:- Engine 10 [symbol]. Radio Operators Heater 15 [symbol].
[underlined] Pilots Fuse Box (All 10 [symbol] Fuses) [/underlined]
Propellor governor, Nose & Tail alarm Bells.
Pilots F/S Heater 20 [symbol]. Recognition lights 10 [symbol] Landing gear Safety switch solonoid [sic] 10 [symbol] Landing lamps 10 [symbol]. Formation Running & Passing Lights 15 [symbol] Pilots Compass lights 2 [symbol] P.9. Compass light 5 [symbol]. (Disconnected on RAF A/C)
[underlined] Co-Pilots Fuse Box. [/underlined]
Fluorescent light auxillary [sic] box 10 [symbol].
Radio Compass Power 5 [symbol]. Oil Dilution Solonoid [sic] 10 [symbol] Intercooler shutters 20 [symbol]. Fuel Booster 1. 2. 3. & 4. E. 10 [symbol] each. Cowl Flaps 1 2 3 & 4. E. 15 [symbol] each Priming Solonoids 10 [symbol] Slo’ Blow A.C. power Invertors [sic] 30 [symbol]. Anti - icer pumps 10 [symbol].
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Pitot Head Heater 15 [symbol]. Start & Mesh solonoids [sic] & Booster Coils 20 [symbol] Co-Pilots F/S. Heater 20 [symbol]. Radio Opp’s F/S. Heater 20 [symbol]. Autosyn Transmitters 1. 2. 3. & 4. E. 2 [symbol]. Oil temp. 2 & 3 Engines 2 [symbol]. Carb Air temp 1. 2. 3. & 4 E. 2 [symbol]. Oil temp. 1 & 4 Engines 2 [symbol]. D.C. Flouresceant [sic] lights 10 [symbol]. D.R. Compass 10 [symbol].
[underlined] Station 3.1 Fuse Box. [/underlined]
Pilots Oxygen Indicators 2 [symbol]. Radio OPP’S Oxygen Indicators 2 [symbol]. Co-Pilots Oxygen Indicators 2 [symbol]. Radar OPP’S Oxygen Indicator 2 [symbol]. Auxillary [sic] Bomb - bay & Transfer pumps 10 [symbol]. Bomb Bay Oxygen Indicator 2 [symbol].
[underlined] Station 5.4 Fuse Box Tunnel [/underlined]
Tunnel Gunner & Radio 5 [symbol]. Compartment Lights 5 [symbol].
Radio Compartment (LIGHTS) 2 [symbol]. Bottom Turret Heater Recepticle [sic] 20 [symbol].
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Tail Turret Heater Recepticle [sic] 20 [symbol] Bottom Turret safety switch 5 [symbol]. Bomb Bay Heater F/S 20 [symbol].
Auxiliary Bomb Bay Fuel transfer Pumps 15 [symbol].
[underlined] Station 4 Fuse Box. [/underlined]
De - icer Motor 10 [symbol]. Bomb Door Indicator lights 15 [symbol]. Wheel compartment & Flight Deck Lights 5 [symbol]. Flap position & IND, Transmitter & Landing gear warning 5 [symbol]. Fuel Guage Light 5 [symbol]. Bomb Bay lights 5 [symbol].
[underlined] Station 6.1 Fuse Box. [/underlined]
Tail Turret trouble lights 2 [symbol]. 2 [symbol]. Tail Turret Heater 20 [symbol]. Lower Turret trouble lights 2 [symbol]. Camera F/S Heater 20 [symbol]. Left hand Gunners F/S Heater 20 [symbol]. Right hand Gunners F/S Heater 20 [symbol].
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[underlined] Tail Turret Fuse Box. [/underlined]
Tail turret power 20 [symbol]. [underlined] Landing gear & Horn relay Box. [/underlined] Landing gear warnings & horn 5 [symbol]. Top Turret Gunners F/S. Heater 20 [symbol].
[sketch]
[underlined] Fast Feathering Curcuit. [/underlined]
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[underlined] Fuse Box Location. [/underlined]
[sketch]
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[underlined] Fast Feathering Curcuit. [/underlined]
Motor drives pump to build up oil pressure for feathering. 400 lb [symbol]” Prop:- feathers 410 lbs [symbol]” Pressure switch OPEN’S. 600 lbs [symbol]” Prop:- unfeathers.
If feathering push fails to cut out, when prop:- is fully feathered it must be pulled out manually. If feathering push cuts - out before prop:- is fully feathered it must be held in until feathering is completed. If the curcuit breaker trips out on a test feather, wait 30 secs before resetting.
If the curcuit breaker trips out on an emergency feathering hold it in untill operation is completed.
C.S.U. Control.
An electric motor is fitted to the C.S.U. to compress or decompress the spring acting on the governor flyweights, & so increase
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[underlined] C.S.U. Curcuit. [/underlined]
[sketch]
or decrease the R.P.M. at which constant speeding takes place. The motor is controlled by a three position switch mounted on the pedestal, they are marked increase R.P.M. & decrease R.P.M. & [underlined] OFF. [/underlined] When the switch is operated current passes thro; the motor & magnetic clutch to
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earth. The motor rotates & clutch connects the armature with a gear train, which causes a plunger to compress or decompress the spring acting upon the governor flyweights. When the magnetic clutch is de-engaged it acts as a brake on the gear train. A green light on the pilots panel indicates when motor as [sic] reached the end of its travel. When changing REV’s, if one engine goes out of balance with the others it indicates it indicates [sic] a C.S.U. motor running too fast (IE) Burnt out DI.VERTOR resistance. The motor should be [underlined] inched [/underlined] to bring it back in line.
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[sketch]
[underlined] Start & Mesh Curcuit. [/underlined]
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[underlined] Method 1/ [/underlined]
Put the switch to Accel; this energises relay & causes the motor to rotate. Hold the switch for 15 sec:- during which time the flywheel will have built up to max R.P.M. (16 - 1700) Release the Accel switch & close the mesh. This engages the flywheel with the engine causing it to turn & at the same time operating the booster coil.
Method 2. Close the accel switch & hold for 15 sec;- & then still holding the switch, close the mesh switch, the two switches must not be held on together for longer than 10 sec:- Note * Provision is made for hand meshing & hand starting Before hand cranking is carried out, a small (cranking lever on the starter motor, must be put to the crank; position a Bourden wire connected to a T. handle is used for hand meshing.
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Precaution. If the prop turns when the prop; is put to accel, release the switch immediatly. [sic] Put the mags off for that engine & turn the prop 1/2 turn forward, put mags back on & carry on with normal starting.
A.C. Power; There are two invertors [sic] on the starb:- side of Nose Compartment, which change a D.C. supply into a A/C output for use on autosyns & certain Radio equip:-
The Invertors are controlled by a 3 way position switch marked A/C power. No:-1 OFF. No:-2. OFF. which is mounted at the front of the pedestal. There is a main fuse, in the Co-Pilots F/B. & two fuses, one for each invertor in the relay box; at the side of the rear invertor. During flight the invertors should be changed every half hour. 26.V. 400 cycles for Autosyn. 110V. 400 cycles for Radio.
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[sketch]
Heater Master switch on Co-Pilots side panel controls all heaters.
[symbol] Pilots Co-Pilots & top turret heaters. Supplied by No:-2 ENG:- operated by a 3. position switch marked Heater, OFF. Fans. which is mounted on the Co-Pilots panel.
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[sketch]
[underlined] Heaters; Normal operation of Heaters. [/underlined]
Put on the heater master switch & switch on the required heaters. [underlined] De-Frosting; [/underlined] Put on heater master switch, switch on required heaters, close the deflector plate on the heater unit, remove de-froster tube from its storage & play the stream of air
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over the window - screen to be de - frosted.
On the pilots & co-pilots heaters & deflector plate is controlled remotely by a knob in front of the pilot & co-pilot. The de-froster tube can be can be clipped in a bracket on the windscreen. If thew heaters should start smoking, after being switched off, reduce M.P. on that engine to 15 in:- & switch on the heater. When the heaters have stopped smoking, switch off again & return M.P. to normal.
Battery Testing; With all GEN:- off switch on the batteries turn the voltmeter selector switch to the bus position switch on a load of approx:- 10 amps (A.C. Power convenient) After five min; with the load still on check the voltage is should be at least 24 Volts.
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Bomb Jettison Alive; From bomb - aimers compartment No:1 Nose or Tail fuse 2/ Open Bomb doors 3/ Put bomb gear selector to salvo.
Pilots Position; 1/ Nose or tail fuse on the B/A panel (2) Give two pulls on the Jettison Handle.
Note * To Jettison safe, Nose & Tail fuses must be [underlined] OFF. [/underlined]
To Fire the B.7. Rack (Bombs upto 1100 lbs) singly,
1/ Put the D.5 B7. switch to the B.7 position.
2/ Put the select train switch on the interalometer [sic] to select.
3/ Switch on the bomb indicator lights
4/ Select the Bay or Bays required
5/ Nose or Tail Fuse. (According to target & type of bomb)
6/ Open the Bomb Doors.
7/ Put the bomb gear selector lever to select.
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8/ Press the firing button (each press drops one bomb) B.7. Racks in Train; Set up the intervalometer:-
Bomb Aimers Panel.
[sketch]
(A) Dial No:-1 Set the no:- of bombs to be droped [sic]
(B) Dial No:-2 Set the Ground speed against the distance between bombs.
(C) Put the “train select” switch to train.
Note * The intervalometer must be pre-set at least [underlined] one [/underlined] minute before attempting to drop bombs.
2/ Put the D.5. B.7. switch to B.7. 3/ Put on the indicator light switch. 4/ Select the bay or bays required.
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5/ Nose or Tail fuse. 6/ Open the bomb doors. 7/ Put the bomb gear selector lever to select. 8/ Press the firing push, one press releases the set No:- of bombs, the button must not be held in. If it is desired to stop dropping the bombs after one or two are gone, put the select train switch to select. To Release D.5 Racks Singly;
N.B. The D.5 Racks must be fired one at a time (never in train)
1/ Put the D5. B.7. switch to D.5.
2/ Put the select train switch on the intervalometer to select.
3/ Switch on the bomb indicator lights.
4/ Select the bomb to be dropped
5/ Nose or tail fuse (if American bombs fitted fusing is done by the arming lever; which is mounted at the
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side of the bomb gear selector).
6/ Open the bomb door.
7. Put the bomb gear lever to select.
[sketch]
[underlined] U/C. Curcuits. [/underlined]
If a bomb hangs up it can be released manually, by pushing the release lever on bomb rack, thro; the spring gate on the release arm of the Electro Magnetic release units. After the bomb has been released fire the release unit by means of a screwdriver in the top screw & so complete the curcuit for the other bombs.
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[underlined] Pratt & Whitney Twin Wasp. R. 1830/43. [/underlined] [inserted] Compression 6.7 - 1 [deleted] Blower [/deleted] Ratio [/inserted]
14 Cyl:- 2 Bank Reduction Gear 16 - 9. Blower Ratio; 7.15 - 1. B.H.P. at Take Off. = 1200, using 48”:- H.G. & 2700. R.P.M. Military Power. (5” min:- or 1000ft) Rated Power 1100. B.H.P. 46. H.G. at 2550 R.P.M. (1 Hour). 75%. 35.5” H.G. at 2325 R.P.M.
(Firing Order) 1. 10. 5. 14. 9. 4. 13. 8. 3. 12. 7. 2. 11. 6.)
65%. 32”. H.G. at 2200. R.P.M.
Cyl; 2. Banks clockwise from the rear 1 - 14. Odd; No:- in rear bank. Even; No:- in front bank.
Direction of Rotation - Clockwise from rear; Prop & Crankshaft. Master Cyl:- 5 & 12. Temp; Guage connection, from No 5 cyl:- (Thermocouple
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Mag. Timing; 250. B.T.D.C. fixed. Checked on No:-1 Cyl:- Bosche type Mag. Stromberg Pressure type Carburettor. (Injection) Starter Electraly [sic] Energised Enertia: [sic]
Top, 8 Cyls; are primed - (4 on each bank.)
Tappit clearance; .010” cold, inlet & exhaust.
Left Hand; Mag fires all rear plugs.
No:- 1 & 2 Engines Vacuum pumps.
No:- 3. Engine Hydraulic pump.
[underlined] Oil Type; D.T.D. 472. [/underlined]
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[sketch]
1/ Starter 2/ Generator. 3. Magneto’s 4/ Oil pump assembly 5/ Fuel pump. 6/ Oil strainer. 7/ Gen; idler shaft 8/ Relief Valve 9/ Side drives. 10/ Tach; drives 11/ Oil tank vent. 12/ Breather. 13/ Idler shaft bearings. 14/ By-pass valve for strainer chamber.
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[sketch]
[underlined] Oil Lubrication Layout. [/underlined]
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[sketch]
Thermostatic Control Valve.
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[sketch]
[underlined] The Regurgitation Tube or Volute Drain. [/underlined]
When Engine starts depression in C. acts on top of valve A. Combined with atmospheric pressure underneath A. is lifted preventing excess fuel from draining to atmosphere. Fuel is drawn past B into D. by depression in eye of impellor. [sic] When throttle opens depression in C. is changed to a pressure. The depression at D lifts valve B thus retaining A. Fuel is still drawn up in the same way. When engine stops A & B fall down hereby allowing any excess fuel to drain to atmosphere.
[underlined] Range of Carb. [/underlined]
AL. OR AR.
SLOW RUNNING
500 - 1200 RPM (APPROX) IDLE SPRING. IDLE NEEDLE FOR FIRST 100 OF THROTTLE OPENING
CRUISING
AL. OR AR. CRUISE AUTOMATIC.
POWER RANGE ABOVE CRUISING TO TAKE-OFF
MIXTURE- AUTO RICH JETS; AL. AR. & POWER ENRICHMENT.
POWER RANGE ABOVE CRUISING TO TAKE-OFF
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[underlined] Lubrication; [/underlined] Oil is curculated [sic] thro; the engine by means of two pump assemblies which consist of 1 pressure & two scavenge housed at left hand bottom rear cover, & two scavenge pumps in nose section. Oil from the pressure pump is conveyed thro the pressure filter & spring loaded check - valve, into two main passages described as first & second branch.
[underlined] No:-1. Branch; [/underlined] This oil is directed into a anular [sic] groove which encircles the rear bush of the Gen; idler shaft. There the pressure is broken down by means of an intermitant [sic] feed brought about by two holes in G.I.S. (approx 40 [symbol]”) The compensating relief valve in in communication with this feed [underlined] before [/underlined] the intermitant [sic] feed take place, & while the oil temp is below 400 C. maintains H.I.O.P.
When the oil reaches 400 C the thermostatic valve operates
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& bypasses low pressure oil to the compensating piston, cutting out the 200 lb [symbol]” spring & reducing the oil pressure to its normal working pressure of 65. to 90. lbs [symbol]”
High pressure oil is also conveyed to the inside of the main access:- drive shaft, lubricating blower bearings then into the tailend of the C/shaft, then via’ drilled passages in the C/S. to the master & articulated rods.
It then continues, to lubricate the reduction gear (up the six drilled stub arms) 3 jets are provided to help lubricate the two bevel pinions, the oil then continues thro; the prop, shaft (Centre to provide oil pressure to the prop). Front of the piston. Note; there are two jets in the crank - webs to ensure an adequate splash feed for, the 3 roller bearings, piston rings, & cyls; walls & gudgeon pin bushes.
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[underlined] 2nd Branch; [/underlined] directs oil from the pressure filter to a hollow bolt, right hand side of the engine, from there an internal pipe line conveys oil to rear cam ring, tappet gallery into hollow tappets up drilled push rods to valve gear of rear cyls; From the hollow bolt, an external pipe conveys oil to the front section, where it does exactly the same as the rear. A small pipe conveys oil to C.S.U.
[underlined] Scavenge; [/underlined] Drain oil from rocker & valve boxes of each cyl:- drains to a small sump on No:- 8 cyl:- thro; a system of connecting pipes of cyl:- heads. This sump is scavenged by one of the pumps in the nose section. The other nose section pump scavenges oil from reduction gear & C.S.U. Both pumps discharge into a common outlet, into an external pipe line. back to rear cover & so to the tank. Oil from the moving parts of C/case & rear
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cam compartment, drains to the main sump between No:- 7 & 9 cyl:- This sump is scavenged by centre pump in the rear cover. The top section of this pump assembly, scavenges by means of a small pipe the rear cover.
[underlined] Stromberg; advantages; [/underlined]
Freedom from icing owing to the fact that fuel is injected after the throttle butterfly not affected by gravity or inertia, “fully automatic.”
[underlined] Consists of 5 Units; [/underlined] 1. [underlined] Throttle unit [/underlined] consisting of; throttle body & throttles impact tubes leading to chamber A. boost venturi connected to chamber B. Chamber A depending on carb; inlet pressure, chamber B on position of throttle 2. [underlined] Regulator Unit; [/underlined] Consists of two main diaphragms, A & B Air, C metered fuel at nozle [sic] pressure, D
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unmetered fuel. A bleed between A & B (Mixture Control Bleed) enables mixture control to function. A poppet valve mounted on the diaphragm, with its head in chamber D, regulates the fuel. The difference in pressure between A & B depending upon throttle opening is termed A.M.F. Fuel pressure in D is termed F.M.F. opposes this. The two pressures are equal at any given throttle opening & only vary when the throttle is being opened or closed. At slow running the A.M.F. is negligable [sic] therefore the small spring in chamber D, termed the idle spring holds poppet valve off its seat ensuring enough fuel for idling. A small float with tapered needle situated in fuel receiving chamber, ensures that any vapour brought in by the fuel is relieved back to the tank. A fuel screen is also in this chamber, which receives,
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fuel from the tank at approx:- 15 lb [symbol]”.
[underlined] Fuel Control Unit; [/underlined] Houses the three jets idle needle, fill valve, manually operated mixture control selector, power enrichment valve, & in all controls the amount of fuel allowed to the spray nozzle.
[underlined] Fill Valve; [/underlined] Spring loaded sitting in the channel to chamber C, it is [underlined] only [/underlined] closed in the idle cut-off position. Its purpose is to allow metered fuel (at spray nozzle pressure) to chamber C & on selecting idle cut off, to prevent this fuel to chamber C, thereby preventing any pressure being built up on the spring nozzle & ensuring a clean cut off to the engine.
[underlined] Idle Needle; [/underlined] Operated by the throttle working in the passage between chamber D, & the jets it meters the fuel upto [sic] the first 100 of throttle opening.
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[sketch]
[underlined] Stromberg Carburettor P.D. 12. F.25. [/underlined]
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[sketch]
[underlined] Fuel Control Unit. [/underlined]
Two vents in clover plate 1 to chamber D & 1 to the fill valve, & chamber C is vented to the spray nozzle. Auto - lean the largest Jet and Auto - rich the smallest.
[underlined] Power Enrichment Valve; [/underlined] Consists of a spring loaded poppet valve, mounted on a diapragm. The spring loading holds the valve on its seat. Metered fuel spray nozzle pressure also assists this. The other side of the diaphragm is in communication with
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unmetered fuel from chamber D. When the throttle is opened the pressure of D will rise this is felt behind the diaphragm, & when it exceeds the metered fuel pressure plus the spring loading the valve will open, this will be a progressive movement.
Power enrichment Jet discharges thro; the same opening in the plate valve as the auto - lean jet. It comes into operation at the top of the cruising range approx 65% power.
[underlined] Acceleration Pump. [/underlined]
[sketch]
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[sketch]
[underlined] A.M.C. [/underlined] (Nitrogen to compensate for temp:- & altitude changes. Oil to stop vibration or flutter.)
[underlined] Acceleration Pump; Operation. [/underlined]
At small throttle openings, a depression is felt in chamber z drawing back the diaphragm & thus allowing more fuel to enter chamber Y. which results in [indecipherable word] chamber x & y being filled with fuel to nozzle pressure. As the throttle is opened the depression existing in Z is reduced allowing the spring to force the diaphragm in the opposite direction forcing the poppet valve off its seating & ejecting fuel into the manifold, at the same time flowing thro; bleed holes in the poppet valve diaphragm, thus delaying the closing of the valve & giving a delayed supply of fuel.
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[underlined] Bleeding Carburettor; [/underlined] Remove the two vent plugs, from chambers C & D. Open throttle slightly & turn on fuel booster pump, move mixture control out of idle - cut - off this lifts fill valve off its seat & allows fuel to chamber ‘C’. When fuel emerges in a full flow, replace vent plugs mixture control to auto - lean switch off booster pump.
A quick means of priming carb, & during flight may be carried out by simply, switching on booster pump & moving mixture control smartly from [underlined] I.C.O. [/underlined] to [underlined] A.R. [/underlined] & back two or three times.
[underlined] Idle Adjustment; [/underlined] Start & warm engine, set eccentric throttle stop to give 900 - 1000 R.P.M. Centralise quality screw, & adjust it to give max:- RPM. & min:- boost. Test for acceloration [sic] & full throttle. Take - off power should
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be obtained within 5 seconds. If satisfactory readjust throttle stop to approx: 500 RPM.
[underlined] Trouble Shoot; [/underlined] No:- 1. Engine will not run after firing on priming charge. A/ Low fuel pressure B/ Linkage incorrect (not out of I.C.O.). C/ Air trapped in regulator unit. E/ Idle setting incorrect E Discharge nozzle sticking open.
2/ Mixture too Rich or to lean at altitude, but O.K. at sea level;
4/ Needle or float stuck closed in strainer chamber: B/ A.M.C. malfunctioning. C/ Emergency full rich by - pass valve open or leaking (linkage incorrectly set)
3/ Will not accelerate on rapid throttle openings; A/ discharge nozzle leaking B/ Accelerator pump not functioning. C/ Leak in air chamber, to fuel chamber.
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[underlined] Distributor Valve Assembly During Constant Speeding. [/underlined]
[sketch]
[underlined] Feathering. [/underlined]
[sketch]
[underlined] Only Moves For Feathering [/underlined]
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[underlined] Hamilton Fully Feathered Propellor. [/underlined]
[sketch]
[underlined] Constant Speed Unit. [/underlined]
[sketch]
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[sketch]
[underlined] Oil System Diagram. [/underlined]
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[underlined] Turbo Supercharger; [/underlined] Sea level efficiency upto 25000 ft Increased power output for take - off & heavy loads. Increased volumetric & thermo efficiency due to low percentage of HP. absorbed in driving. Control of all Carb: temp:-
[underlined] Rated Speed; [/underlined] Max; permissable [sic] speed for continuous S/C. operation determined by the working mechanical efficiency of the S/C.
[underlined] Rated Height [/underlined] 25,000; ft Highest altitude at which sea [underlined] (21300 [/underlined] level atmospheric pressure can be maintained at Carb:- inlet with the bucket wheel operating at rated speed.
[underlined] Pressure Altitude; [/underlined] The altitude at which rated speed is obtained with the power outlet of less than full power.
[underlined] Combat; [/underlined] 57” H.G. 5 min:- limit to be reported on landing. upto 20,000. ft Max:- Climbing Continuous, 43.5” HG. 30,000 ft 30 HG. 34000 ft.
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Max; Weak Continuous 31” HG. upto 31,000 ft. Reduce H.G. 1 1/2” per 1000 ft. above these altitudes Boost must always be reduced, 1 1/2 HG per 1000. ft above all pressure altitudes.
[sketch]
Front Section
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[sketch]
[underlined] Turbo-Supercharger Flow Diagram [/underlined]
[underlined] Handling; Ground Test. [/underlined] Start & warm up engines exercising turbo’s by moving the levers to “ON” & back several times leaving in the “OFF” position. This curculates [sic] the oil in the regulator unit, getting rid of any old viscous oil. After testing pump, & ignition, advance throttles to give approx 30” H.G. boost.
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bring in the turbo, to give 1 - 2” H.G. rise. This should hold steady & not fluctuate, take out turbo; & close throttle (note turbo levers should be always as near as possible in alignment with one another. To test take-off boost put throttle to stop, advance turbo to give 44” HG. pause, allow boost to steady & carefully bring in turbo untill [sic] 48” HG is obtained set turbo stops.
Flight; Power should be obtained by the throttles wherever possible when this becomes impossible, bring in turbo’s to maintain required boost. At altitudes where the required boost for cruising can be obtained by throttles, it is esential [sic] that the turbo is operating. To prevent mechanical damage (IE sudden changes from cold to hot temp:-) imposed on the bucket wheel. To do this obtain desired power on throttles, & air-screw prop switches bring in turbo to give 1 - 2” H.G, rise & reduce on throttle to original boost.
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[underlined] Note; [/underlined] It is ill-advisable to have the turbo producing more than 2” HG. against a partially closed butterfly as this results in high carb; inlet temp & subsequent detonation.
The inter coolers should be fully open for all conditions of flight, & only closed for small periods when carb; icing is suspected. The carb; inlet temp should never exceed 380 C.
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[underlined] Trouble Shoot; Causes of high carb:- inlet temp:- [/underlined]
1/ Free air temp:- above 300 C 2/ Incorrectly operating or operation of inter-cooler shutters. 3/ Obstructed free air passage thro; inter-cooler 4/ Miss handling (NB) Turbo producing more than 2” HG. against a partially closed butterfly.
[underlined] Regulator; High manifold pressure; [/underlined] 1/ Waste gate incorrectly set for open position or seized. 2/ Sticking pilot valve. 3/ Punctured Syphon bellows.
[underlined] Low Manifold Pressure; [/underlined] 1/ Broken tension spring 2/ Broken toggle mechanism 3/ Leak in exhaust or pressure system. Fluctuation; 1/ Miss alignment of servo piston 2/ Faulty connection of balance line at regulator end. 3/ Dirt or swarf on pilot valve. 4/ Badly worn toggle mech:- 5/ Stiff waste gate or linkage 6/ Leaky tension rod housing seals.
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7/ High pressure oil.
Sluggish Operation; 1/ Sludged bellows or pilot valve. 2/ Oil or excessive moisture in pressure balance line. 3/ Low oil pressure. (Leakage).
[underlined] Engine Handling. [/underlined]
Pre-Flight Checks
1/ Check from 700 & loading 2/ Examine external brake pipe lines for leakage. 3/ Check exposed portion of Oleo leg. 4/ Check conditions of tyres (creep & inflation) 5/ Check spring loaded fairing & U/C up lock. 6/ Spin turbo, bucket wheels & examine nozzle box & exhaust system for damage. 7/ Check movement of waste-gate, & leave open. 8/ Check cowling buttons fastened.
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9/ Check A/C visually & generally & remove pitot head covers. 10/ Chocks under wheels & Fire Extinguishers ready. 11/ Check ignition switches [underlined] OFF [/underlined] & pull props thro; at least 2 Revs. 12/ Check that nose wheel door emergency opening handles & cables are safely wired & that trip levers are engaged on both doors, also check lock (Nose Wheel). 13/ Check fuel & oil 14/ Check correct closing of hatches and bomb doors. 15/ Enter A/C & check all cables pipe lines etc:- working from tail to nose. 16/ Check hydraulic reservoirs contents and spare fluid. 17/ Check anti-icing tank. 18/ Check fuel cocks [underlined] ON. [/underlined] 19/ Check A.P.U. 20/ Check fire extinguishers & rations. 21/ Tools fuses & instruments. Check Dinghys Type. H.
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[underlined] Engine Starting; Remove Tail Support. [/underlined]
1/ Gen:- switches [underlined] OFF [/underlined] 2/ Battery switches [underlined] OFF [/underlined] 3/ External trolley acc:- [underlined] ON [/underlined] 4/ Mixture control at I.C.O. 5/ Wing & Prop:- de-icers [underlined] OFF. [/underlined] 6/ Fire Extinguishers set to engine to be started. 7/ Turbo’s [underlined] OFF. [/underlined] 8/ Auto Pilot [underlined] OFF. [/underlined] 9/ Throttles approx 1/5 open. 10/ AC power switch on. 11/ Inter-cooler shutters open. 12/ Cowl flaps OPEN. 13/ Props increased rev’s green light on. 14/ Main line switch & ignition switches [underlined] ON. [/underlined] for engine being started. 16/ Fuel pressure approx:- lbs [symbol]” 17/ Power 12 sec: in 2 sec: bursts for cold engine. 18/ Starter (Old Type) energize for 25 sec:- pause & then mesh. Starter New type energize 12 sec sec:- & mesh still holding energizer, ON. 19 Mixture Control out for ICO, as soon
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engine starts [underlined] not [/underlined] before, if engine stops return to I.C.O. 20/ Oil pressure should register almost at once. 21/ Booster pumps [underlined] OFF [/underlined] 22/ Fuel pressure 14 - 16. Note order of starting engines (by starter) 3.4.2.1. By hand 1.2.3.4.
[underlined] Engine Warm Up & Ground Test. [/underlined]
Remove external Battery plug & switch [underlined] ON. [/underlined] A/C acc:- do not exceed 1400 R.P.M. in A.L. on deck, excercise, [sic] turbo. At 1,000 RPM.
1/ Check Vacuum guage on each engine 4 1/2 to 6” HG No:- 1 & 2. 2/ Check Opening & closing of waste gate visually from ground. 3/ Check De-icing Guage 9 [symbol]” & watch boots for inflation. 4/ Function test Magneto. 5/ Check hydraulic acc:- pressure 1050. E.D.P. 6/ Check Main hydraulic guage, select flaps down pressure,
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builds up & dies away, when selector returns to neutral, return flaps up. When oil temp reaches 400 C. 850 C max & cyl:- head temp:- 1200 C min:- & 232 max:-
1/ Check mixture control H.R. 2/ Props increase revs open to 2000 R.P.M. 3/ Oil pressure 75 to 90 [symbol]”. 4/ At 25” of boost check operation of C.S.U. Decrease revs to fully coarse, rev’s drop boost rises, when limit light comes on fully increase again & then decrease oncmore [sic] to approx 1800 - 1600 R.P.M. Open throttles to give 2” H.G. rise & then close them to give 4” HG drop. rev’s should remain constant. 5/ Fully increase rev’s & check GENS:- 6/ Open throttle to gate (turbo OFF) should read 38” H.G. & approx:- 2500 R.P.M. bring in turbo to give 48” HG. 7/ Take out (turbo) close throttle to 25” H.G. & check mags.
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max:- permissable 75 R.P.M. [underlined] Caution. [/underlined] when going from left to right mag, always come back to both. Do not remain on one mag, for any length of time. 8/ Check Turbo, regulator, throttle 30 HG. turbo in to give 1 - 2 H.G. boost should remain steady. 9/ Turbo [underlined] OUT [/underlined] & back to slow running, repeat for each engine in turn.
[underlined] Taxying:- [/underlined]
Cowl Flaps:- Open. Brake Pressure:- OK.
Mixture Control:- Auto Lean. Fuel Boosters:- OFF
Controls:- Locked. Hyd:- Booster:- ON.
Props:- Fully Fine. A.P.U. ON
Gens:- OFF. Wing Flaps. UP.
Turbos:- OFF.
Intercoolers OPEN.
Don’t exceed 1500 RPM. Don’t Turn from a standstill. Don’t turn Nosewheel more than 300 off centre. Don’t use sudden bursts on throttle. Taxi, on inboard engines.
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[underlined] Before Take Off. Checks; [/underlined]
These checks are carried out, at end of perimeter & edge of runway, when bomb doors & all hatches are closed & crew in position for take off. 1/ Pitot head covers [underlined] OFF [/underlined] (seen from cockpit) 2/ Props:- fully increased (green lights) 3/ Intercoolers open 4/ Mixture control A.R. 5/ Fuel Boosters ON. 6/ Hyd; boosters ON. 7/ Brake pressure OK. 8/ Trimming Tabs set as required. 9/ Fuel pressure 14 - 16 [symbol]” 10/ Wing flaps 1/2 to a 1/3 Down. 11/ Controls Unlocked & tested. 12/ Auto Pilot & De-icers OFF. 13/ Gens:- All [underlined] “ON” [/underlined] 14/ A.P.U. OFF. 15/ Turbos set, throttles to gate turbos 48” H.G. leave turbos set & pull back throttle to a 1000 R.P.M. Note. A quick check of mags at 25” HG. May be made. One at a time. 16 Cowl flaps closed.
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Take Off; 1/ Taxi forward a few yards on to runway to straighten Nose Wheel & apply brakes.
2/ Open throttles together untill engine are responding evenly & Nose Wheel is compressed. (Approx 25” HG) 3/ Release Brakes & [underlined] open [/underlined] throttles to stops commencing take off run. Boost may increase owing to ramming effect on air intake, but no need to reduce, unless the boost exceeds 50” HG. then reduce carefully on throttles.
Take Off Speed 110 MPH to 130 MPH according to weight.
[underlined] On Becoming Air - Borne:- [/underlined]
1/ Brakes [underlined] ON [/underlined] & U/C [underlined] UP. [/underlined] 2/ Retrim if & as necessary. 3/ Flaps [underlined] UP [/underlined] slowly 4/ Maintain take - off power untill flaps are up & speed is approx:- 150 IAS. 5/ Reduce power to 43.5 H.G. on turbos, 2550 R.P.M. on prop switches.
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6/ Switch [underlined] OFF [/underlined] fuel & hyd:- boosters. 7/ At approx:- 1000 ft make curcuit of drome.
[underlined] Boost obtained by Engine driven S/b No Turbo. [/underlined] at:- Full throttle at the following altitudes:-
[table of altitudes, pressures and temperatures]
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[underlined] Climb:- [/underlined] M [inserted] C [/inserted] in A.R. at correct I.A.S. for weight. For a high altitude climb, use max:- climbing power. This also gives a high rate of climb. When climbing to low altitudes, use any power that gives good rate of climb. (Note max:- climb may also be used) 43.5 HG. 2550 R.P.M. If Cyl:- head temps rise in climb, they can best be lowered by reducing rate of climb slightly; put nose of A/C down a little, this increases I.A.S. & gives added climbing. If cowl flaps are opened, or power reduced, rate of climb will be much less. Max:- cyl:- head temps for climbing 2600 C. Remember to reduce boost, on turbos 1 1/2” H.G. per 1000 ft. above pressure altitudes. Fuel boosters on at 10,000 ft or when fuel pressure drops 2lbs [symbol]” & hydraulic booster pumps on at 20,000 ft.
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[underlined] Rules for Changing Power. [/underlined]
When changing [underlined] from a high [/underlined] to a [underlined] lower power - first reduce boost, [/underlined] on turbos & then on throttles & second reduce [underlined] R.P.M. on prop switches. Lastly change mixture control. [/underlined] When changing [underlined] from a low, to a higher power, [/underlined] first, move [underlined] mixture control, [/underlined] then [underlined] increase R.P.M. [/underlined] to what is required & [underlined] lastly increase boost. [/underlined]
Levelling Out; When levelling out, after climb, do not change into auto - lean, untill cyl:- head temp:- permits:- (2300 C Max:-) at altitudes above 20.000 ft, it is not practical to operate under 1800 R.P.M. or turbos may stop, with a result of drop in boost, & loss of altitude. At low altitudes where turbos are not required, care should be taken that they are only in 2” H.G.
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[underlined] In General - Under 5,000 ft. [/underlined]
1/ Level Out.
2/ Reduce boost by taking out turbos & reducing to required boost on throttles.
3/ Reduce R.P.M. to required.
4/ Put turbos in 2” H.G.
5/ Reduce the 2” H.G. on the throttles.
6/ Mixture Control Auto-lean.
[underlined] Above 5000 ft; [/underlined]
1/ Level out.
2/ Reduce boost on turbos (throttles always be at gate above 5000 ft.)
3/ Reduce R.P.M.
4/ Move Mixture Control to Auto-lean.
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[underlined] Powers. [/underlined]
Military: 48.” & 2700 R.P.M. for 5 min:- limit, 1000 ft. on T.O. Rated; (100%) 46” HG. At 2550, - for 1 hour.
75% - 35.5 at 2325.
65% - 32” at 2200.
Max: level continuous:- 34” at 2230.
Max: weak cont:- 31 at 2230.
Max cont; climb 43.5 at 2550.
Combat 5 min:- 57” & 2700 upto 20,000ft.
[underlined] Endurance: [/underlined]
To give min:- fuel consumption, means staying longest possible time in air. Fly at lowest safe altitude at min:- A/S for comfortable & safe flight IE:- approx:- 8 - 10 MPH above your stalling speed.
[page break]
[sketch]
Climb to desired altitude (approx:- 3,000 ft)
1/ Level Out.
2/ Reduce boost to 31” HG
3/ Reduce R.P.M. to give desired I.A.S. not coming below that at which Gens:- charge (about 1500 RPM.) If when reaching that [underlined] R.P.M. [/underlined] I.A.S. is still too high, reduce boost to give correct I.A.S. 4/ Turbos in 2” H.G. & take out 2” on throttles.
[page break]
5/ Mixture Auto-lean.
[underlined] Range. [/underlined]
At high altitude approx:- 20,000. Object being max:- AMPG. Fly at recommended I.A.S. weight & altitude. (IE The heavier the A/C the faster the I.A.S. Usually outboard journey, (loaded) at one I.A.S. & return journey (unladen) at a slower I.A.S.
At 11,000 ft range speeds for all weights are the same 150 I.A.S. Over 60,000 lb weight the I.A.S. remains 156 I.A.S. upto any altitude. Under 60,000 lb the I.A.S. drops as we climb to 148 I.A.S. at 23,000 ft. Average range speeds; 150 - 165 I.A.S.
1/ Level out & Trim A/C.
2/ Reduce boost on Turbo’s to 31. HG.
3/ Reduce R.P.M. on switches to give desired I.A.S.
4/ Mixture Control to Auto-lean.
[underlined] Care [/underlined] must be taken that R.P.M. is not reduced so far that the boost fades, particularly at high altitudes
[page break]
[underlined] Landing: Action before Landing. [/underlined]
1/ Capt:- orders crew to landing stations.
2/ Fuel & Hyd:- Booster pumps, ‘ON’
3/ Check A.F.C. & all De-icers ‘OFF’
4/ Check Hydraulic pressure.
5/ Select U/C [underlined] UP [/underlined] to test kick-out pressure. [underlined] 1000. [symbol]” [/underlined]
6/ Cowl Flaps closed.
7/ Mixture Control A.R.
8/ U/C [underlined] Down [/underlined] at less than 170 I.A.S.
9/ Check for locked [underlined] Down [/underlined] position. (Warning horn, green lights & visual) Nose Wheel also visualy [sic] checked down.
10/ R.P.M. increased to green light.
11/ Turbo’s [underlined] IN 3” [/underlined] ins:- Note All I.A.S. & attitude of A/C controlled by throttles from now on.
[page break]
12/ Flaps 3/4 Down at not more than 155 I.A.S. approach, call out altitude & I.A.S. every 3 sec:- 13/ Approach between 120 & 130 I.A.S. according to weight. Touch Down. Immediately after touch down lower flaps right [underlined] DOWN [/underlined]
[underlined] After Touch Down. [/underlined]
1/ Hold throttles closed
2/ Lock controls on capt:- orders.
3/ Cowl flaps OPEN.
4/ Turbo’s out. Note; after stopping wing flaps UP fuel boosters OFF. Gen, OFF & Taxi away.
Note do not apply parking brake if drums are hot.
[underlined] Baulked Landing; [/underlined]
Up to 47,000 lb sufficient power will be obtained by opening up the throttles. Above 47,000 lbs open throttles
[page break]
to gate & bring in turbos as evenly as possible. In the event of an expected baulked landing, the turbos may be in more than the usual [underlined] 3 [/underlined] ins, & care taken when manipulating throttles.
[underlined] Decent; [sic] Cruising Decent. [/underlined]
A/ Put A/C into decent & maintain the same power setting (IE) boost & revs as in level flight with this decent an increase in I.A.S. will be noticed & maintained. [inserted] AS ABOVE [/inserted] B/ except this time the level flight I.A.S. is maintained, power being reduced. Below 5,000 ft turbos must still be in 2” ins
[underlined] Slow Decent; [/underlined] not to be used in danger zones, use lowest possible power
[underlined] Power Decent; [/underlined] Trim A/C into decent, Nose heavy rather than Tail heavy, limitations being, 3060 R.P.M. max for 30 sec:-
[page break]
Up to 60,000 lbs 310 I.A.S. Over 60,000 lbs 275 I.A.S. Set R.P.M. comparatively high approx:- 25000. Turbo in to give 40 - 45” HG. Control by means of throttle only [underlined] Note [/underlined] Boost pressure will be low in this instance.
[sketch]
[underlined] Landing Graph [/underlined]
[page break]
[underlined] Emergencies; Engine Failure on Take Off. [/underlined]
If necessary to continue Take Off.
1/ Trim A/C rudder first then aileron, increase power to maintain I.A.S.
2/ Start A/C up as soon as possible.
3/ Gain speed as rapidly as poss:- & maintain 135 I.A.S. min:-
4/ Feather dead engine.
5/ Flaps up 30 - 40 a time, at low speeds A/C will handle better if a few degrees of flap is maintained.
6/ Jettison if necessary on captains orders.
7/ Trace trouble.
Note:- No:- 3 engine failed, have aux:- booster pump ON & emergency valve open. No:- 1 & 2 have good engine to instruments.
[page break]
[underlined] Engine Failure During Flight. Indications. [/underlined]
Loss of I.A.S. yaw to one side probably drop in altitude. [underlined] Action; [/underlined] First increase power on all 4 engines, retrim. The one that does not respond readily is the dead engine. A falling off of C.H.T. & oil temp:- will not be immediately noticed.
[underlined] Feather; [/underlined] 1/ Press feathering button.
2/ Close throttle.
3/ Mixture Control to I.C.O.
4/ Turbo out.
5/ Ignition [underlined] ‘OFF’. [/underlined]
6/ Fuel Booster [underlined] ‘OFF’. [/underlined]
7/ Cowl Flaps closed.
8/ Generators [underlined] ‘OFF’. [/underlined]
Transfer fuel if & as necessary. * Note:- If in doubt about dead engine, do not feather untill certain.
[page break]
[underlined] To Restart Engine. = (Feathered) [/underlined]
1/ Fuel [underlined] ON [/underlined]
2/ Throttle slightly OPEN.
3/ Props decrease revs & ignition ‘ON’.
4/ Press feathering button & hold in untill 1000, to 1300. R.P.M. is reached, then pull out.
5/ Mixture Control Auto-rich, when prop is turning.
6/ Line up boost & revs with other engines. Gens [underlined] ON [/underlined]
[underlined] If Engine is Cold. [/underlined]
As above for 1. 2. & 3. then:-
4/ Press feathering button, & hold untill R.P.M. = 200. & then pull out. Allow prop to turn over at this for a minute to curculate the oil.
5/ Fuel boosters [underlined] ON [/underlined] & prime if necessary.
[page break]
6/ Ignition [underlined] ON. [/underlined]
7/ Press button again untill 1000 - 1300 R.P.M. then release.
8/ Mixture Control to Auto-rich fuel booster [underlined] OFF. [/underlined]
9/ Allow to warm up to correct temps:- (cowls closed).
10/ Bring in line with other 3 Engines. Gens:- [underlined] OFF. [/underlined] * Iff curcuit breakers pop out during feathering push it in immediately, except for practise feathering, when you wait for 30 sec:-. If it pops out during unfeathering, wait 30 sec:- in any case.
[underlined] 3 Engine Control. [/underlined]
For continuous flight use 150 I.A.S.
If same I.A.S. is required as for 4 engines, power must be increased by 50%. Range & Endurance on the 3 engines will be the same.
[page break]
Fly at the highest altitude for Auto-lean (normally).
[underlined] 2 Engines on One Side. [/underlined]
At low speeds, about 1/8 flap is advantagous, [sic] & I.A.S. of approx:- 140 min. Use full rudder tab, to relieve rudder pressure necessary for level flight. Trim to keep the dead engine wing high.
[underlined] Carb:- Icing. [/underlined]
Indications; A drop in H.G. [underlined] not [/underlined] necessary on all four engines at once, giving a loss of power, with consequently a drop in I.A.S. & altitude.
Remedy; Close intercooler shutters for a brief period. Open & check boost.
[page break]
[underlined] Oil Dilution; [/underlined]
When air temp is below 50 C. or ‘ON’ station orders. Idle engines at 800 R.P.M.
Oil Temp, 400 - 500 C never above 500 C or fuel will evaporate (fire risk). If oil temp cannot be [inserted] brought [/inserted] to below 500 C idling, stop engines & restart when oil temp is 300 C & cyl head temp:- 120 - 1500 C.
Hold dilution ON; 3 - 4 min:- & stop engines, [underlined] before [/underlined] switching it off.
[underlined] Rich Mixture; [/underlined] Rough running - high fuel consumption, & if very rich, black smoke from exhaust. Check fuel pressure guage. If on A.R. try H.L.
[underlined] Weak Mixture; [/underlined] Vibration - backfiring - high cyl:- head & oil temp. On ground weak mixture indication with,
[page break]
100, octane, a bluish white flame approx 7” in long.
[underlined] Very weak [/underlined] mixture - a greenish flame.
[underlined] A few Donts; Don’t; [/underlined]
? Fial [sic] to carry out all Pre-flight checks
Fail to check fuel & oil before Take-Off.
Fail to check nose wheel shimmy damper protrusion.
Fail to check de-icer & A.F.C. or Gyro pilot OFF before T.O. & landing.
Fail to use A.P.U. if starting with A/C batteries.
Fail to turn OFF aux:- booster pumps after T.O.
Fail to check landing gear latches engaged, before landing.
Start engines before turning them by hand.
Start engines with waste gate closed.
[underlined] Dont [/underlined] Use A/C batteries for starting if possible.
[underlined] Dont [/underlined] Transfer fuel when using radio.
[page break]
[underlined] Dont [/underlined] fail to study intercooler.
[underlined] Dont [/underlined] use intermediate positions on mixture control.
[underlined] Dont [/underlined] forget log.
[underlined] Cowl Flaps; [/underlined]
Open cowl flaps have a definate [sic] effect on speed & climb, the added drag & disturbance of airflow, reducing cruising speed approx:- 8/10 of a mile per degree of flap opening at normal speeds. The max height will also be much less with cowl flaps partly open.
Settings between 1/3 & 2/3 open, cause tail buffeting especially on inboard engines. This can be suppressed by increasing speed, or by opening cowl flaps fully, but is not recommended, especially opening them more - increased drag etc: agian. [sic]
[page break]
1824678 Sgt FORSYTH
Narrogin
Lenzie Brae
Stepps
Lanarkshire
[page break]
Tolerance
1/ 1570 - 1830
2/ 335 417
3/ 577 743
4/ 918 1242
[page break]
[rear cover]
Dublin Core
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Title
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Liberator - B-24 flight engineer course notes
Description
An account of the resource
Covers all aircraft systems with diagrams. Includes aircraft layout, fire extinguishers, fuel system, flight controls, hydraulics, bomb door operations, flaps, undercarriage including emergency lowering, brakes, oxygen system, booster pumps, fuel system detail and other systems. Pre-flight checks, instruments, electrics all systems, oil system, lubrication, carburettor, and many other systems. Checks: before take off, airborne, climb, power settings, landing checks, and emergency actions,
Creator
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N I Powell
Coverage
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Royal Air Force
Language
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eng
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Text
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Eighty-one page notebook with handwritten entries and diagrams
Identifier
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MPowellNI1896919-191029-01
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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.
Publisher
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IBCC Digital Archive
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Alan Pinchbeck
aircrew
B-24
flight engineer
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1535/34025/MJamesEC1385088-160907-01.2.pdf
5b74c99f712525c4d4f00cf1ca9f0c48
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
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James, Eilwyn Cyril
E C James
Publisher
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IBCC Digital Archive
Date
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2016-09-07
Rights
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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
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James, EC
Description
An account of the resource
47 items. The collection concerns Eilwyn Cyril James (Royal Air Force) and contains documents and photographs.
The collection has been donated to the IBCC Digital Archive by David James and catalogued by Barry Hunter.
Transcribed document
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Transcription
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James, E. C.
Sergeant, R.A.F.
[page break]
[table of typical weight summary for Catalina 1 aircraft]
[page break]
[table of typical weight summary for Catalina 1 aircraft]
[page break]
[underlined] 1st Sighting Report. [/underlined]
[sketches]
[page break]
[hand sketched tables and charts]
[page break]
Catalina 1 Two Pratt & Whitney 1250 H.P. 14 cyl. in two banks of seven.
Take off full load [deleted] Bendix induction carburettor.
[circled 1] M.P. 48” 2700 RPM - 2750 R.P.M.
Never use more power than necessary for safe flight.
P. Whit. engine flies 600 before major overhaul.
As soon as leave water throttle back to [boxed] 2400 - 2650. RPM [/boxed]
[circled 2] M.P. 35” - 2350 R.P.M.
Vibration range, do not use if possible
After 200/500’ altitude depending on Surrounding hills etc close back to
[circled 3] MP 30” - 200/2150 R.P.M. may be used for any length of period
[circled 4] Full load cruising 28” - 1900 R.P.M. } (100 K T.A.S.)
Right load 25” - 1600 RPM } (100 K T.A.S.)
Fuel consumption - 60 gals per hour.
Power output roughly the multiplication of Boost & RPM.
Cylinder Head Temp.
Max. For continuous operation should not exceed 230° C
Desirable for continuous automatic lean should not exceed [underlined] 205° C [/underlined]
Oil pressure Max 105lbs min. 80lbs
Min at cruising 65lbs
[page break]
[calculations]
Extra fuel tank fixed as near C.G. as possible & special pump to pump gas to wing tanks.
Beaching gear - tyres filled with H2O to make it easier for them to sink below water when beaching
1 Imp gallon = 6/5 US. galls.
1 Imp gall of oil = 9 lbs per gallon
1 gallon of fuel = 7 lbs per gallon
1 gallon of water = 10 lbs
Fuel tanks in centre section of wing
Each top tank carries 735 Imp galls.
Tank in hull to hold 320 gals
Each man luggage & flight gear = 250lbs approx.
Approx 19000/ [deleted] 21000 [/deleted] lbs ready for flight has Crew Bomb & Fuel.
If flying with max load, better to have nose slightly heavy.
PBY @ 33000 lb load stalling speed - 75K.
Trim tab should seldom be more. than 5° one way or other.
[page break]
[underlined] Mixture Controls [/underlined] Catalina 1 - Bendix injection Carburetor
V positions, eg 1/ Full rich 2/ Automatic rich 3 Autom Lean 4/ Idle cut off
Full Rich. 1/ Used for prolonged excessive power 2/ In event of failure to automatic carburetor 3/ [deleted] When starting to give richer mixture when spitting. [/deleted]
Aut Rich 1/ Can be used under all conditions of flight 2/ Take off. 3/ Level flight
Auto Lean 1/ [deleted] Below 28” Provided boost less than 28”. [/deleted] Used for cruising provided boost has than 28” & RPM less than 2250 & Cylinder head temp does [underlined] not exceed 205° C [/underlined] If used must be used slowly.
Idle cut off. When [deleted] engine [/deleted] stopping engine & when engine is stopped.
[page break]
[blank page]
[page break]
[underlined] E.C. James. [/underlined] R.A.F.
[page break]
[underlined] THEORY OF BOMBING [/underlined]
[underlined] THE THEORY OF A FALLING BOMB [/underlined]
In studying the theory of bombing we discover firstly what woul [sic] happen to a bomb that is unaffected by air resistance, and secondly what effects air resistance has on a real bomb. With the first set information as a base and the second set applicable to any type of bomb, a sight can be constructed for any set of conditions.
2. [underlined] THE UNRESISTED FALL OF THE BOMB [/underlined]
This simplified treatment of the problem was usually referred to as the “Vacuum Fall Theory”, as it could only be in the entire absenc [sic] of air that a real bomb would fall in the manner to be discussed.
When, however, the theory of aiming comes to be considered it is necessary to take account of the wind, and it is difficult to think of a wind in a vacuum. Again, it will be found convenient to study the actual motion of a real bomb by comparing its behaviour during fall with that of an unresisted one’s fall beside it.
It is found convenient, therefore, to discard the idea of the vacuum and substitute for it the motion through air of an “ideal bomb”
This “ideal bomb” must be presumed to be perfectly smooth, perfectly streamlined and incapable of setting up pressure waves as it moves through the air, thus encountering no real resistance. It need hardly be remarked that such an ideal bomb could not be manufactured, but for successful understanding of the above theory, it must be imagined.
3. [underlined] RELATIONSHIP OF A BOMB, AIRCRAFT AND GROUND [/underlined]
The fall of a bomb, either real or ideal, must always be considered relative to the aircraft and not relative to the ground.
Wind must be visualised as a column of air moving relative to [missing word] ground. This column of air has the aircraft and bomb moving in it.
When sighting in a wind is considered, the problem consists of find the point in this column of air, moving over the ground, at which to release the bomb so that will hit the target.
4. [underlined] THE TRAJECTORY OF AN IDEAL BOMB [/underlined]
When an ideal bomb is released from an aircraft there are two factors affecting its flight to earth:-
(i) [underlined] Gravity: [/underlined] Starting at zero and giving it acceleration downwards at 32 ft/sec2 approximately.
(ii) [underlined] Initial Velocity: [/underlined] Imparted by the aircraft in the direction of its flight through the air.
As this bomb is not affected by air resistance, it will maintain this velocity until the moment of impact with the ground. Assuming the aircraft maintains its own velocity and direction the bomb will be vertically beneath it at any moment of its flight.
[page break]
Para. 4 (contd.)
If the time of fall is known then the distance forward through the air that the bomb fell can be be ascertained by multiplying the time of fall “T” seconds by the air speed of the aircraft “V” ft/sec., i.e. V x T ft. The time of fall of an ideal bomb is faint by the formula for constant acceleration.
[formula]
To calculate the time in seconds for an ideal bomb to fall through H feet; [formula] But the velocity downwards is zero at the time of release, so
[formula]
Therefore the distance an ideal bomb moves forward through the air after release is [formula]
Air speed will now be referred to as “V” ft/sec
[underlined] Data: [/underlined] 100 m.p.h. = 147 ft/sec approximately.
Conversion factor 22/15 for m.p.h. to ft/sec.
The trajectory of an ideal bomb is shown in Fig. I (see page 3) by plotting H ft. against [formula] at varying heights.
5. [underlined] BOMBING ANGLE [/underlined]
In fig. IA an ideal bomb is released at ‘0’ from an aircraft vertically over the point A. It falls through H feet and travels forward V x T feet through the air before striking the ground at M. At the moment of release the point M is at an angle to the aircraft from the vertical, angle A.O.M.
This angle is known as the Bombing Angle and is contained in a triangle of sides H and VT ft. set at right angles.
Any triangle having the same sides proportional to those lengths will automatically produce the same bombing angle [symbol] (Theta) as the triangles are similar.
[page break]
[underlined] TRAJECTORY OF AN IDEAL BOMB. [/underlined]
[sketch]
[underlined] AN IDEAL BOMB RELEASED FROM AN AIRCRAFT AT 6,400 ft., TRAVELLING AT AIR SPEED OF 400 M.P.H. FIG. I. [/underlined]
[page break]
[underlined] BOMBING ANGLE - NO WIND [/underlined]
[sketch]
[underlined] FIG. 1A. ELEVATION [/underlined]
[page break]
[underlined] A SIMPLE BOMBSIGHT. [/underlined]
[diagram and calculations]
[page break]
[underlined] Para. 5 [/underlined] (contd.)
Thus a miniature triangle can be placed aircraft, which if provided with fore and aft levels, will serve to give the correct bombing angle.
When, however, we come to graduate these sights so that the fore and back sights can be set for attacks at varying heights and speeds it is found that the horizontal side of the triangle is proportional to the product of two variables V and T. It would be inconvenient to arrive at these two settings in the air.
By graduating the sides of the miniature triangle proportional to speeds instead of distances, a correct bombing angle can be produced of sides H/T ft/sec. (The average speed of fall of the bomb in ft/sec.) and V ft/sec. (the average speed of the aircraft in ft/sec.)
Since both sides have been divided by T and reproduced to some suitable scale - such as 1 inch equals 50 ft/sec., the graduations on the vertical and the horizontal sides are now only dependant on height and air speed respectively.
[underlined] DRIFT ANGLE [/underlined]
[underlined] Bombing in a Wind with an Ideal Bomb [/underlined]
In fig. II a bomb is released vertically over the point A from an aircraft heading along AM.
During the time of fall the aircraft and the bomb would move forward through the air to M, a distance of VT feet.
There is, however, a wind W ft/sec. blowing in the direction of A - A’ over the ground.
Thus, at the moment of impact the bomb, the column of air through which the aircraft has flown will have moved W x T ft. to the position A’M’.
The aircraft has therefore tracked over the ground from A to M’, and this distance divided by T will give the speed of the aircraft relative to the ground, i.e. Ground Speed.
Thus, AM’ equals G x T feet and a triangle of sides V X T feet and G x T feet will include an angle M A M’ which is known as the angle of drift. The problem of bombing in a wind is to determine:-
In what direction the aircraft should be headed in order that it will track over the target.
(2) The correct point G x T feet from the target at which the bomb should be released. In o ther words to determine the drift and bombing angles.
Provision may now be made accordingly. As it has been decided to graduate the sight in proportion to speeds, we have only to fix the base of the height bar a miniature triangle of velocities A B F proportional to the triangle of distances covered A M M’. Thus the side AB is proportional to the distance AM and will represent the airspeed “V” ft/sec. The side BF is proportional to the distance MM’ and will represent the wind speed “W” ft/sec.
/Page 7 - Drg. Drift Angle.
/Page 8 - Drg. Bombing Angle in a Wind.
/Page 9 - Para. 6 (contd.)
[page break]
[underlined] BOMBING ANGLE IN A WIND. [/underlined]
[sketch]
[underlined] FIG. 3. ELEVATION. [/underlined]
[page break]
Para. 6 (contd.)
The third side AFwill be determined automatically both in length and direction and will be proportional to the distance AM’ and will represent ground speed “G” ft/sec. and track.
The foresight will be situated at Point F.
The bombing angle thus produced in a wind is shown in Fig. III.
7. [underlined] THE EFFECTS OF AIR RESISTANCE [/underlined]
When a real bomb is dropped it is subject to air resistance and will:-
Take longer to fall;
2. Be unable to maintain its initial horizontal velocity after release.
Its trajectory will therefore be behind that of an ideal bomb and at any moment during its fall the real bomb will not have fallen as far as the ideal bomb.
8. [underlined] TIME LAG [/underlined]
Time lag is the difference in times of fall of a real and an ideal bomb dropped simultaneously from the same uniformly moving aircraft. It is denoted by the symbol “t”. Thus the time of fall of a real bomb is (T + t) seconds.
9. [underlined] AIR LAG [/underlined]
Air lag is the horizontal distance at any given height between the trajectories of a real and an ideal bomb released simultaneously from the same uniformly moving aircraft. It is denoted by the symbol “L”. Fig. IV shows the trajectories of a real and an ideal bomb released from the the same uniformly moving aircraft when vertically over the point A, and shows the relative positions of the bomb and the aircraft after T + t seconds. At the moment of impact of the ideal bomb at I, the aircraft is vertically above it at 0’ bit the real bomb is at some point R’ and must still fall for “t” seconds (time lag) before hitting the ground at R.
During the time “t” seconds the aircraft will move forward through the air at a distance of V x t Feet. Thus, at the moment of impact of the real bomb, the aircraft is vertically over the point M’ which is (l + Vt) feet ahead of the point of impact of the real bomb, parallel to heading. When viewed from the aircraft the real bomb appears to trail behind.
10. [underlined] TRAIL ANGLE [/underlined]
Trail Angle is the angle between a vertical dropped from an aircraft and a line from the bomb to the aircraft at any given moment during its fall, assuming that the aircraft is moving at a constant airspeed and direction.
The angle is denoted by symbol [symbol] (Lambda). In work connected with bombing problems it is often necessary to deal with triangles one angle of which is very small.
/Page 10 - Drg. Trail Angle.
/Page 11 - Para. 10 (contd.)
[page break]
[underlined] TRAIL ANGLE. [/underlined]
[sketch]
[underlined] FIG. IV. [/underlined]
[page break]
[underlined] Para. 10 [/underlined] (contd.)
[sketch]
It will be seen from the foregoing figure that the chord BC approximates very closely to the arc BDC. The whole circumference of a circle of radius H is given by the formula 2 H and the arc BDC is to the whole circumference as the angle [indecipherable] is to 360° or [formula] when is measured in degrees.
[formulae]
In a bombing problem it is required to know length of BC, and since it is very nearly identical in length with the arc BDC, the above expression would give sufficient accurate results for practical purposes. In order to facilitate working the denominator is taken as instead of 57.3. The expression thus becomes H/60. This approximation for the solution of a triangle with one very small angle will be used where appropriate. For example - if AB were 14,000 ft. and were 2° then the line BC would be
2 x 14,000/60 = 467 feet in length.
11. [underlined] TRAIL DISTANCE [/underlined]
Trail distance is the horizontal distance a bomb trails behind a vertical dropped from a uniformly moving aircraft. This distance is back along a line parallel to heading. Trail distance = 1 + Vt tan H [symbol] or as an approximation [formula] and air lag = 1 = [formula] - Vt.
12. [underlined] DROPPING A REAL BOMB IN WIND [/underlined]
In Fig. V an ideal and a real bomb are released simultaneously from the same uniformly moving aircraft when vertically over the point, heading along AM. At the end of T seconds it has been previously shown that the ideal bomb landed at point I vertically under the aircraft tracking along AM’.
The real bomb will now take a further t seconds to fall; during this time:
/Page 12 - Drg. Bombing in a Wing with a Real Bomb.
/Page 13 - Para. 12 (1).
[page break]
[underlined] BOMBING IN A WIND WITH A REAL BOMB. [/underlined]
[sketch]
[underlined] FIG. V. PLAN [/underlined]
[page break]
[underlined] Para. 12 [/underlined] (Contd.)
The aircraft will move through the air a distance of V x t feet.
(2) The air and the trajectories will move over the ground a distance of G x t feet, arriving over M’ at the moment of impact of the real bomb at R. The real bomb strikes at R (i.e. I - Vt) feet behind M’ parallel to heading. Thus RI the distance the two bombs will fall apart. RI being the third side of a triangle having I and WT as its other sides
[formula]
13. [underlined] GROUND LAG [/underlined]
Ground lag is the distance apart a real bomb and an ideal bomb fall on the ground when dropped simultaneously from the same aircraft
14. [underlined] CONSTRUCTION OF A BOMBSIGHT FOR USE WITH A REAL BOMB. [/underlined]
A bombsight has so far been theoretically constructed for dropping an ideal bomb in a wind and with such a bombsight the correct line of sight terminates at the point I in Fig. VI, the point where an ideal bomb would burst if it were released at Point A.
A real bomb, however, when released at the same point, would strike at R and it is therefore necessary to move the line of sight to that point.
Since the distance and direction of RI is not constant, being dependant on strength and direction of the wind, the alteration of the line of sight must involve two stages of modification to the existing sight.
Firstly, the height bar is graduated proportional to the average speed of fall of the real bomb, i.e. H/(T + t) ft/sec. thus projecting the line of sight to M’ which point is vertically beneath the aircraft after (T + t) seconds.
Secondly, since the real bomb trails behind the point M’ a distance of (formula) feet parallel to the line of heading, the backsight must be moved forward a proportionate distance in the same direction, bring the backsight vertically over the point B, and thus projecting the line of sight from B through F to R.
This movement of the backsight is affected by tilting the height bar forward about the point A and parallel to the air speed bar. It will be seen that since the length of the height bar is already proportional to the height of the aircraft above the ground, and the distance RM’ is subtended by the trail angle [symbol] then, if the height bar can be tilted forward through [symbol] the distance AB will be proportional to RM’.
/Page 14 - Drg. Construction of a B/Sight for use with a real bomb. (Elevation).
/Page 15 - As above (Plan).
/Page 16 - Para. 15.
[page break]
[underlined] CONSTRUCTION OF A BOMB - SIGHT FOR USE WITH A REAL BOMB [/underlined]
[sketch]
[underlined] FIG. VI. ELEVATION [/underlined]
[page break]
[underlined] CONSTRUCTION OF A BOMB - SIGHT FOR USE WITH A REAL BOMB. [/underlined]
[sketch]
[underlined] FIG. VI. PLAN. [/underlined]
[page break]
15. [underlined] PERFORMANCE OF BOMBS [/underlined]
We have now constructed a bomb sight for use with a real bomb; this construction consisted of modifying the sight, as used for an ideal bomb, by re-graduating the height bar so as to incorporate “t” and by tilting the height bar so as to incorporate [symbol] It has already been shown that the time lag “t”, the air lag “l”, the ground lag and the trail angle [symbol] are inter-related. Since these values are dependant on air resistance it follows that the air speed at the moment of release, the height of release and the mass and shape of the particular bomb will alter them. Thus, it is necessary for each type of bomb and for each airspeed to place different settings on the sight. On the old type bomb sights an average time of fall of all real bombs was taken and one height bar graduated to this scale was fitted; a trail angle setting was provided and from a table the correct trail angle for each bomb at a number of different heights and air speeds could be ascertained and set on the bomb sight. This system has been improved upon in modern bomb sights, however, by the use of a single setting for the terminal velocity of the bomb, inter-connected with the air speed setting in such a way as to give the correct trail angle Separate heights scales are also issued for each type of bomb and can be clipped into position on the height bar.
The connection between trail angle and terminal velocity may not be apparent and is explained hereunder. When a real bomb falls it is as we have seen, subject to air resistance. How the air resistance against a body which is travelling at a speed below the speed of sound, increases as the square of its own velocity. If this body is a bomb subject to the initial velocity of the aircraft, plus an acceleration of 32 ft/sec2 due to gravity, then as the bomb’s speed increases, the air resistance will increase as the square of its speed until a point is reached when the effect of air resistance will balance the forces of the acceleration due to gravity and the bomb will travel at a uniform speed. This is known as the terminal velocity, and is related to the ballistic characteristics of the bomb through the common factor of air resistance. Thus a bomb of good shape and smooth surface will have little air resistance, its T.V. will consequently be [underlined] high, [/underlined] and its trail angle, air lag and time lag will be [underlined] low. [/underlined]
A glance at the height scales for a bomb sight will show that a number of bombs are labelled as having a T.V. above the speed of sound (i.e. above 100 ft/sec). Unfortunately, the air resistance on a body travelling above the speed of sound does not follow the simple square law that is true for speeds below 1,100 ft/sec. It does in fact, become so complicated as to make calculations impracticable and true T.V. of these bombs cannot be worked out. These bombs are therefore assumed to be subject to an air resistance equal to the square of their velocity throughout their fall. The T.V. so obtained is fictitious, but it nevertheless is a true indication of the ballistic qualities of the bomb and as such is used for sighting purposes.
16. [underlined] THE CONSTRUCTION OF A FOURTH VECTOR SIGHT [/underlined]
(a) When bombing a moving target an allowance must be made for the distance the target will move during the time taken for the bomb to fall. It is also necessary to adjust the drift wires so that the line of approach of aircraft and moving target is indicated.
[page break]
16. THE CONSTRUCTION OF A FOURTH VECTOR SIGHT (Contd.)
(b) It has been shown that a ground velocity is the resultant of air velocity and wind velocity. Similarly the velocity of approach is the resultant of the velocity of the aircraft over the ground and the velocity of the target over the ground. In Fig. I, the triangle ABE represents the three vector bomb sight and the line XY represents the enemy velocity. In order to build up a vector diagram it is necessary to consider all velocities relative to one object. Let us take the aircraft as our object, and stop the ship, then in order to get the same relative velocity between ship and aircraft we must apply to the aircraft the ship’s velocity reversed. Thus, in building up the vector diagram, ED (the ships velocity reversed) is added. Now if we join AD it will represent the resultant or the speed of approach of the aircraft and ship. Fig. IA shows the construction of the diagram when the ship’s velocity is YX. Now if AB is the airspeed bar, BE the wind speed bar and AE the ground speed bar or drift wires on 3 vector sight, then it will be necessary to add a 4th bar ED to the end of the wind speed bar, capable of rotation through 360° and of adjustment to a length proportional to the ship’s or enemy’s speed. If the foresight is carried at D and the drift wires are also connected to this point instead of to the point E, then ED becomes the enemy speed bar and AD the speed of approach bar - or the drift wires. Such a sight was constructed and is shown in the photograph Fig. IB.
The mechanical disadvantages of this sight are obvious. It can be seen from Fig. II, however, that the same approach velocity can be reproduced if, instead of moving the foresight by mounting the enemy speed bar at E, we move the backsight in the opposite direction BY MOUNTING THE ENEMY SPEED BAR AT A and move the height bar and the rear anchorage of the drift wires. Incidentally, as we have to move the backsight in the opposite direction, the enemy speed bar is now in the same direction as the movement of the target. Fig. II.A shows the same construction as Fig. II with enemy speed in the opposite direction. The photograph Fig. II.B shows how the CSBS now in use takes up the position of the diagram, Fig. II.
(c) The bombing angle for an Ideal Bomb and Moving Target will be included in a triangle of sides H feet and S x T feet (where S is the speed of approach in ft/sec). This is shown in plan Fig. III and elevation Fig. IV. If an Ideal Bomb is released vertically over the point F. Fig. III, from an aircraft tracking FI, it will strike at the point I a distance of (G x T) feet from F. In order to register a hit, the target at the moment of release must be at E, a distance of (E x T) feet from I, and of (S x T) feet from F.
/Page 18 - Drg. The construction of a 4th Vector Sight, Fig I.
/Page 19 - As above, Fig. II and Fig. II. A.
/Page 20 - Para. 16 (contd.)
[page break]
[underlined] THE CONSTRUCTION OF A FOURTH VECTOR SIGHT. [/underlined]
[2 sketches]
[page break]
[underlined] THE CONSTRUCTION OF A FOURTH VECTO [sic] SIGHT. [/underlined]
[2 sketches]
[page break]
Para. 16 (Contd.)
(d) The construction of a bombsight for a real bomb and moving target is shown in Fig. V. A real bomb is released vertically over the point F from aircraft tracking FM’. Assuming that the aircraft maintains a constant velocity it will arrive at the point M’ at the moment of impact of the bomb at R. A target moving along E’M’ must be at the position E’ (E x T x t) feet from M’ and S x (T + t) feet from F at the moment of impact. The point E’ therefore represents the termination of a line of sight with the height bar at A’ graduated to a velocity scale of H/T + t ft/sec., but with zero trail angle setting. With a height bar tilted forward [symbol] parallel to the air speed bar (position B’) the line of sight is moved from E’ to E, a distance equivalent to, and parallel to the trail distance, M’R. A target at E at the moment of release will therefore move a distance of E x (T + t) feet along B R and arrive at R at the moment of impact.
[underlined] NOTE [/underlined]
Misconception may arise when studying Fig. V if it is thought since the aircraft is at F and the target E at the moment of release, F and E represent the relative positions of the target and the aircraft at a particular instant of time. The speed and direction of approach are entirely governed by the respective ground velocity and will remain unaffected, whatever the relative position of target and aircraft may be. Further, if the speed of approach bar (A’F) is a true vector of the velocity of approach, it will parallel to the direction of approach whether viewed from A’B or any other point.
/Page 21 - Drg. 4th Vector Sight, Fig. 1.
/Page 22 - Drg. 4th Vector Sight, Fig. 2.
/Page 23 - Drg. 4th Vector Sight, Fig. 3.
/24 24 - Drg. 4th Vector Sight, Fig. 4.
/Page 25 - Drg. 4th Vector Sight, Fig. 5.
/Page 26 - Para. 17. 4th Vector Sight,
[page break]
[underlined] FIG. 1. VECTOR DIAGRAM [/underlined]
[sketch]
[underlined] FOURTH VECTOR SIGHT. [/underlined]
[page break]
[underlined] FIG. 2. SPEED BARS. [/underlined]
[sketch]
[underlined] FOURTH VECTOR SIGHT. [/underlined]
[page break]
[underlined] FIG. 3. IDEAL BOMB. [/underlined]
[sketch]
[underlined] FOURTH VECTOR SIGHT. [/underlined]
[page break]
[underlined] FIG. 4. BOMBING ANGLE (IDEAL BOMB.) [/underlined]
[sketch]
[underlined] FOURTH VECTOR SIGHT. [/underlined]
[page break]
[underlined] FIG. 5. REAL BOMB [/underlined]
[sketch]
[underlined] FOURTH VECTOR SIGHT. [/underlined]
[page break]
[underlined] AZIMUTH BRACKET [/underlined]
1. The azimuth bracket and steering indicator has been introduced for use with the course setting bombsight, Mk.VII and IX, to enable the pilot of a bombing aeroplane to make use of banked turns in a bombing approach. The main advantage of the azimuth bracket is that long, straight approaches are unnecessary and major turns may be made within 40 seconds of the instant of bomb release. This means that the aeroplane is only flying on a straight course, suitable for anti-aircraft flying prediction, for about 20 seconds, with consequent decrease in vulnerability to anti-aircraft fire. The bracket has no definite advantage over the fixed spigot if long, straight approaches are made. In addition, a rapid change of course 70 to 30° may be made by a banked turn, when conditions of bad visibility occasions a late identification of the target.
[underlined] DESCRIPTION [/underlined]
2. [underlined] AZIMUTH BRACKET [/underlined] (See Fig. 1.)
The azimuth bracket consists of a main frame (1), in which a bombsight spigot (2) is pivoted about a vertical axis and is capable of rotation in azimuth, 30° left or right of a central zero, by relative movement of the bombsight. A pointer (3) attached to the vertical spindle (4), indicated on a scale (5), attached to the main frame. If and aeroplane has to be turned to pass over an objective, the actual angle measured at the start of the turn will be less than the final total change of course, due to the fact that the aeroplane cannot turn instantaneously, but must turn on a path of appreciable radius. If, therefore, the magnitude of the turn, as indicated by the azimuth bracket is slightly greater than the actual angle measured at the start of the turn, a close approximation to the total turn required is obtained. It is found, in practice, that the total turn required is about 1.2 times the actual angle measured at the start of the turn, and the scale (2) (Fig. 3.) has been calibrated in accordance with this rule. The bombsight spigot is geared to a transmitter (6) which actuates a steering indicator described below. A clutch is provided whereby the stiffness of the spigot rotation in azimuth may be adjusted and is controlled by the knob (7). Rotation of the spigot in azimuth from central position is normally prevented by a springlever (8), when it is required to rotate the course setting bomb-sight in azimuth to determine the angular offset of the target. The lever (8) may be maintained in the depressed position by a thumb-operated lever and locking pin on the side of the bracket. On releasing the locking pin, the course setting bombsight is automatically secure in the central position when the spring-loaded latch registers with the groove. The levelling adjustments are similar to those of the standard course setting bombsight levelling bracket and are controlled by levelling screws (9) and (10). The lateral levelling screw (9) has a spring loaded handle which enables the handle to be positioned to give an unobstructed view off the scale without deranging the lateral levelling of the bombsight.
3. [underlined] STEERING INDICATOR [/underlined]
The steering indicator (Fig. III) is an electro-magnetic device, which, in conjunction with the transmitter incorporated in the bracket, actuates a pointer (11) moving over a scale (12). The scale is calibrated and figured 35° left and right to coincide with the bracket scale readings. The indicator is designed so that in the event of a supply failure or when the supply is not
[page break]
3. (contd.)
switched on, the pointer leaves the calibrated portion of the scale and points vertically downwards. Two lamps, behind red and green windows (13), are contained in the indicator and work in conjunction with the switch described in Para. 4. The lamps are readily replaceable in the event of failure, the lamp retaining plate being secured by a milled screw.
4. [underlined] SWITCH [/underlined]
The switch (Fig. II) consists of two push buttons (14) coloured red and green respectively, arranged with a guard plate (15), in such a manner that the bomb-aimer may distinguish by touch only, which one to depress.
5. [underlined] RESISTANCE UNITS [/underlined]
The equipment is normally for use with a 12 volt supply. When the equipment is to be used with a 24 volt supply, suitable resistance units must be inserted in the installation wiring. This must be done by signals personnel.
6. [underlined] INSTALLATION [/underlined]
The azimuth bracket is interchangeable with the standard course setting bombsight levelling bracket. The alignment of the bombsight with the fore axis of the aeroplane should be checked with the bombsight set at zero drift and the pointer on the bracket registered in the zero position. Any necessary adjustment of installation should be made by the method normally employed when using a standard course setting bombsight levelling bracket.
7. [underlined] PROCEDURE FOR USE. [/underlined]
(a) The bomb-aimer ensures that the bombsight spigot is located in the central position, and make all the usual settings on the sight.
(b) As soon as the target is located, he switches on the electrical supply, disengages the lever (8) and rotates the bombsight in azimuth until the drift wires are on the target with RED set on RED.
(c) The bomb-aimer depresses the red and green push-buttons (1 [missing text] simultaneously to illuminate the lights on the steering indicator. The indicator shows the angle of turn required, while the illumination of the lamps is the executive signal to the pilot to start the turn. The minimum possible time should elapse between the measurement of the angle and the executive signal.
(d) The pilot banks and turns the aeroplane through the angle indicated on his steering indicator by his directional giro.
(e) During the turn, the bomb-aimer centralizes the sight. There is no need to re-set RED on RED as this has previously been done. (See Para. 7 (b). On completing the turn, he should find the target on or near the drift wires with RED still on RED. The locking lever will engage itself automatically when the sight is centrelized.
[page break]
7. (Contd.)
(f) If subsequent small corrections are required, flat turning technique can be used. [underlined] Steering corrections can be given on the steering indicator by red or green lights. Bombing crews should devise a simple code of signals to indicate the magnitude or urgency of the correction. [/underlined]
(g) If, after the first banked turn, the required correction is of such magnitude that flat turning technique cannot be used, the procedure outlined in Para’s. (b). (c) and (d) should be repeated. However, if the azimuth bracket and bombsight is used correctly there should be no reason for a major correction at this point.
(h) The bomb-aimer releases the bomb in the usual way when the target reaches the line of sight through the backsight and foresight.
[underlined] NOTE [/underlined]
As an alternative to, or in the event of a failure in the steering indicator, the bomb-aimer can transmit verbally to the pilot the angle of turn required, after reading its magnitude on the scale (5). Other steering corrections may be relayed in similar fashion as for normal bombing.
[page break]
[underlined] DESCRIPTION OF THE MK. IX C.S.B.S. [/underlined]
There are two types:
[table of sight types and specifications]
They are similar in most respects to the Mk. VII, but posses an extended range in speed settings to allow for the increased speeds of modern aircraft. To obviate any corresponding increase in the size of the bombsight, the scale of the speed and height bars has been reduced.
In addition to the extended range of speed, provision has also been made to facilitate the determination of Wind Speed and Direction by the incorporation of an Auxiliary Drift Bar and Calibrated Wind Gauge Bar. A vertical extension to the drift wires also enables early corrections to be made at the commencement of a bombing run, and obviates the necessity for a longer drift bar.
For the purpose of description, the bombsight will be considered in three groups:
The body, compass and internal mechanism.
(b) The height bar, enemy speed attachment and calibrated wind gauge bar.
(c) The air, ground and wind speed bars and auxiliary drift bar.
[page break]
[underlined] Course Setting Bomb Sights Precis B 10 [/underlined]
[underlined] Key to Photographs of C.S.B.S. & Azimuth Bracket [/underlined]
[numbered list]
[photograph]
Dublin Core
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Bomb Aimer's Notes
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An account of the resource
Notes forming part of a Bomb Aimer's course.
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Royal Air Force
Royal Air Force. Bomber Command
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eng
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39 typed and handwritten sheets
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MJamesEC1385088-160907-010001
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IBCC Digital Archive
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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.
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Alan Pinchbeck
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Pending text-based transcription. Under review
aircrew
bomb aimer
bombing
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1970/33723/MWakefieldHE174040-171016-20.1.pdf
03d9a7992b8a2a887aef045c8b1afb99
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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
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Wakefield, Harold Ernest
H E Wakefield
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IBCC Digital Archive
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2017-10-16
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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.
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Wakefield, HE
Description
An account of the resource
93 items. The collection concerns Harold Ernest Wakefield DFC (1923 - 1986, 1582185 Royal Air Force) and contains his log book, documents, training publications, decorations and badges, training notebooks, correspondence, newspaper cuttings, photographs and parachute D ring.
He flew operations as a flight engineer with 51 and 617 Squadrons.
The collection has been donated to the IBCC Digital Archive by Jeremy Wakefield and catalogued by Nigel Huckins.
Transcribed document
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Transcription
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[front cover of notebook]
1582185 A.C.2 WAKEFIELD, H.E.
123 ENTRY.
Form 714.
ROYAL AIR FORCE.
Rough Notebook for use in Laboratories and Workshops.
T. 9686. Wt. 8930. 350,000 Bks 2/41. E.J. & S. Ltd.
[page break]
[inside front cover]
[underlined] Questions & Answers [/underlined]
1/ Is a compound of iron & carbon called ferric carbide.
2/ is a laminated structure of cementite & ferride [one indecipherable word] it is the eutectoid of steel.
Solid solution is an intimate mixture of one substance dissolved in another in the solid state.
Austerate is a solid solution of cementate [sic] in it is formed when steel is heated where the upper vertical points critical or change points are these temperatures at which structural changes take place in the solid metal. Lower critical points if the temp at which the change from [one indecipherable word] steel to austenite begins (also called A.C. 1)
Upper critical point is the temp. at which the above change is complete (also called A.C. 3)
Decealascent [sic] points are the change points observed on testing the metal which appears to glow less brightly at these temperatures.
Recealascent [sic] points are change points observed on cooling the metal which appears to glow more brightly at these temps.
E is that alloy which changes completely from solid solution to normal perlite [sic] solution (or vice versa) at a temp lower than any other carbon steel it has only one critical point for example 84% carbon steel or perlite. [sic]
[page break]
[underlined] FORCE:- [/underlined] is that which will cause a body to move faster or to move slower.
The unit of force in British engineering practise is the [underlined] pound weight. [/underlined]
The pound weight is the force exerted by gravity on a mass of 1lb.
[underlined] Moment of a force [/underlined]
[sketch]
It is required to find the value of x
Sum of clockwise moments = Sum of anti-clockwise moments.
[calculations]
[sketch]
Where must a 2lb weight be placed between B & C so that the lever is just kept horizontal.
[calculations]
[page break]
[sketch]
The weight of the lever is 5lbs. Find the reaction on each support.
[calculations]
[underlined] Work [/underlined] = force x distance. The unit of work in engineering practice is the foot pound.
A crane raises 650lbs. through 25 ft. How much work has been done?
WORK = FORCE x DISTANCE
= 650 x 25 ft. lbs.
= 16250 ft. lbs.
[underlined] Power:- [/underlined] is the rate of doing work, WORK DONE PER SECOND or WORK DONE/TIME.
An aeroplane weighing 5 tons rises through a vertical distance of 1000 ft. in 5 mins. What [inserted] extra [/inserted] power is the aircraft developing during ascent?
[calculations]
[underlined] Horse power:- [/underlined] is the rate of doing 550 ft. lbs. of work per second.
H.P. = WORK DONE/TIME x 550
1/ A crane raises 55 tons of cement thro’ 66 in 2 mins. What H.P. is developed?
[calculations]
[page break]
2/. A small engine of cyl. bore 3”.8 and stroke 4” has an average pressure 50 [missing word] and makes 1000 revs per min. What H.P. is developed?
[calculations]
3/ A loco. has a mass of 120 tons & maintains a speed of 30 mph. up a slope of 1 in 100. If one slope is 2 miles long what extra h.p. is required to make the ascent?
[calculations]
[page break]
N.B. Mechanical advantage = load/effort
Vel. ratio = distance moved by effort/distance moved by load
Efficiency = work done by load/work done by effort
N.B. The efficiency is always less than 1
Efficiency = Work got out/Work put in
[sketch]
[calculations]
[page break]
Density = Wt. of 1 cu.ft of substance
Specific gravity = wt. of substance/wt. of equal substance of water.
Pressure = Force per unit are (lbs. per sq. inch)
Pressure = Force (lb.)/Area (sq.in.).
Density = Weight (lb)./Volume (Cu.ft.)
Pressure = Ht. x Density (lbs./sq.ft.)
Degree of hotness = Temperature.
1. Heat to raise 1lb. Water through 1 Deg C.
= 1 Centigrade Heat Unit (CHU)
2. Heat to raise 1lb water through 1 deg F
= 1 British Thermal Unit (B. Th. U.)
[underlined] Fuels [/underlined]
Hydrocarbons
[underlined] Mixture Strength [/underlined] - ratio of air / fuel by weight.
A/ [underlined] Chemically correct [/underlined] - ideal, worked out from chemical equation (15 : 1 for petrol).
B/ [underlined] Rich Mixture [/underlined] - contains less air than A/ 12 : 1 = 20% rich.
C/ [underlined] Weak mixture [/underlined] - contains more air than A/ 18 : 1 20% weak.
Density of a gas varies with pressure & varies inversely with temperature.
[page break]
Cylinder temperature:-
Flame rate - 1/ rapid for rich or correct mixture.
2/ slow for weak mixture.
causes high cyl. temp in [circled 2].
[underlined] Detenation [/underlined] [sic] - spontaneous ignition of part of the charge - due to high cyl. temp. & pressure.
[underlined] Over. Rich [/underlined] - 1/ take - off. Extra fuel for cooling, to prevent detonation.
2/ [underlined] Rich [/underlined] (12-1) full power, normal running.
3/ Weak (16-1) cruising under small load. Gives fuel economy.
[underlined] Energy equation: [/underlined] Total energy in a gas is constant.
Pressure energy + kinetic energy = constant.
1/ [underlined] Volatility:- [/underlined] property of vaporising easily.
2/ [underlined] Calorific [deleted] heat [/deleted] [inserted] value [/inserted] :- [/underlined] heat produced in combustion of 1 lb. of fuel.
3/ [underlined] Latent heat of vaporisation:- [/underlined]
4/ [underlined] Freezing point:- [/underlined] should be as low as possible (about -500 C to -600 C)
5/ [underlined] High anti-knock value:- [/underlined] can be raised by
[circled 1] Blending (e.g. benzole)
[circled 2] Doping (with tetra-ethyl-lead)
[page break]
Requirements of A/C carburettor.
1/ the liquid fuel must be broken up as far as possible and thoroughly mixed with the air.
2/ in normal working conditions a constant mixture strenght [sic] must be maintained.
3/ a rich mixture must be supplied for idling.
4/ extra fuel must be supplied during acceleration.
5/ provision must be made for weakening the mixture when cruising at reduced power.
6/ provision must be made for enriching the mixture for max. power & take off.
7/ means must be provided for preventing the mixture from becoming richer with increase in altitude.
8/ ice must be prevented from forming within the carburettor.
9/ as far as possible the carb. should be automatic, simple to adjust, & robust enough to remain in adjustment under service conditions.
[underlined] Idling System:- [/underlined]
[page break]
[underlined] Volumetric Efficiency:- [/underlined] = Wt. of charge drawn in/Wt. of charge filling cyl. at S.T.P.
To increase power, we raise V.E. by increasing [underlined] density [/underlined] of charge by [underlined] supercharging. [/underlined]
[underlined] Reasons for supercharging [/underlined]
1/ To increase the power of an engine of given size & weight.
2/ To maintain the sea-level power up to a high altitude.
[underlined] Acceleration:- [/underlined] Sudden throttle opening causes fuel deposition & the mixture tends to become [underlined] weak. [/underlined] Prevented by small pump discharge of fuel.
[underlined] Rated Altitude - [/underlined] that [deleted] wh [/deleted] at which full power is obtained at full throttle, with climbing boost & standard R.P.M.
[underlined] Supercharger - [/underlined]
1/ Fixed gearing.
2/ Two - speed gearing
3/ Exhaust driven turbine.
[page break]
[blank page]
[page break]
[blank page]
[page break]
[underlined] STRESS [/underlined] When a body is acted upon by a force These forces are called stress.
Stress is measured as internal force per unit [deleted] measure [/deleted] [inserted] area, [/inserted] & so measures the tendency to break.
[underlined] Measurements of stress:- [/underlined] Stress equals applied load/area transmitting load.
[underlined] Strain [/underlined] when a body is acted upon by a force it is deformed. This deformation is called strain.
Measurement of strain, tensile strain = extension/original lenght [sic]
compressive strain = contraction/original length.
[underlined] Elasticity. [/underlined] If strain dissappears [sic] when the force is removed the body is elastic.
[underlined] Relation between stress & strain. [/underlined] [deleted] W [/deleted] within the elastic limit, stress is proportional to strain. (Hookes law) Stress/Strain = Constant (E)
[2 sketches]
[underlined] Proof Stress:- [/underlined] the test piece is subjected to a specified stress for 15 secs. The stress is removed & if there is no permanent deformation the yield point must be higher than the applied stress.
[page break]
Heat treatment normally applies to high carbon steels.
Steel when heated undergoes several changes of internal structure which affect it properties. These changes in the reverse order take place on cooling only if a cooling is slow. The various changes take place at fairly well defined temps. Steel should be heated slowly. Do not insert directly into the furnace.
[underlined] Normalising:- [/underlined] object,
1/ To relieve the stresses set up by previous work, such as forging & bending &
2/ To produce a good internal structure.
[underlined] Method:- [/underlined] Heat to cherry red heat & allow to cool freely in air.
[underlined] Annealing:- [/underlined] object,
1/ To produce softest possible state when cold.
[underlined] Method:- [/underlined] heat to a cherry red heat & cool as slowly as possible N.B. The best way is to allow steel & fire to cool together, or to bury steel in the hot ashes.
[underlined] Hardening:- [/underlined] object:-
1/ To produce a maximum hardness.
[underlined] Method:- [/underlined] heat to a cherry red & cool very rapidly by quenching in water, or oil, which is less drastic.
The rapid quenching prevents the usual change of structure & traps the steel in a hard intermediate form. This form is only stable providing
[page break]
that the steel is not heated above 2000 C in use.
Tempering:- Object
1/ To relieve excessive brittleness consequent on hardening while retaining sufficient hardness.
[underlined] Method:- [/underlined] Reheat to the temp. appropriate to the purpose of the two & quench.
[underlined] Equilibrium Diagram of C-Steel. [/underlined]
[sketch]
If more than 1.8% carbon then you get cast iron. Cast iron used for piston rings, because of its high elasticity, good wearing, self-lubricating.
1/ Up to .25% carbon is always called low carbon or mild steel
2/ .25 to .7% carbon is always called medium carbon or mild steel
3/ .7 - 1.5% carbon is always called high carbon or mild steel
All known as straight steels as there is no alloy present in them.
[page break]
As the percentage of carbon increases the hardness & tensile strenght [sic] increases but the material becomes more & more brittle.
Impurities of carbon steel:- all classes of carbon steel contain small quantities of silicon sulphur & phosphorus. Sulphur causes brittleness & tensile strength. The ill-effects of sulphur eliminated by adding .5 to .7% manganese, which combines with the sulphur to form anon injurious product.
Phosphorous causes softness
[underlined] Silicon [/underlined] gives fatigue resisting properties
Silicon manganese [inserted] steel [/inserted] used for laminated springs.
Silicon chrome steels heat resisting.
[underlined] Alloy Steels [/underlined] Their strength depends more on their structure & composition than on the hardness produced by special heat treatments as in the case of carbon steels.
1/ Increased tensile strength (40 - 110 tons per [symbol] “ combined with greater ductility.
2/ Increased impact volume & greater resistance to fatigue
3/ Minimised mass effect giving increased uniformity in strength & toughness throughout large masses
4/ Anti-corrosive properties
5/ Large reduction in weight.
6/ Greater strength at high temps
7/ Less rapid quenching necessary, owing to slower critical changes consequently less risk of cracking.
8/ More difficult to produce needs special care & treatment
[page break]
during manufacture, thus more expensive.
[underlined] Alloying elements used:- [/underlined]
Nickel Ni Molybdenum Mb Vanadium V Cobalt Co Tungsten W Chromium Cr Manganese Mn Silicon Si
[underlined] Ni [/underlined] Increases tensile strenght. [sic] Lowers critical points & percentage carbon in the eutectoid. Anti-corrosive, reduces the crystal size increases the depth of hardening, gives a fine grain, no scaling (3.15% nickel gives .75% carbon in eutectoid.
[underlined] Invar [/underlined] Contains 36% nickel & is an austenitic steel i.e. critical points are below room temp. It has a low coefficient of expansion & is thus used for precision instruments.
[underlined] Non-magnetic steel [/underlined] contains 25% nickel. Is used for shafts of polar inductor magnetos.
[underlined] Perlitic Nickel Steels [/underlined] 3 to 4% nickel & .2 to .5% carbon used for core hardening (tough core, hard case)
[underlined] Chromium [/underlined] gives great strenght & hardness slows up the critical changes gives greater depth of hardness in large masses. Raises critical points & produces fine grain i.e. added strenght without loss of ductility
Chromium Steels.
1/ Less than 2% chromium if strenght & hardness & toughness required
2/ 2 to 4% chromium - for permanent magnets.
3/ 10 to 20% chromium - stainless steel.
[underlined] Nickel Chrome Steels [/underlined] When alloyed together they give increased strength & hardness combined with greater toughness & ductility. These steels must be quenched to avoid brittleness.
[page break]
[underlined] MARKING OUT EXS. [/underlined]
1/ [underlined] To disect an angle. [/underlined]
[2 sketches]
2/ [underlined] To draw a perpendicular to a line. [/underlined]
[sketch]
3/ [underlined] To disect a line. [/underlined]
[sketch]
b. [underlined] Quick method [/underlined]
[sketch]
[page break]
4/ [underlined] To draw a parallel to a given line [/underlined] (1 1/2” from it)
[sketch]
5/ [underlined] Bisection of angle - lines not meeting [/underlined]
[sketch]
6./ [underlined] Perp. [deleted] at [/deleted] [inserted] near [/inserted] end of line. [/underlined]
[sketch]
[page break]
7/ [underlined] To divide a line into 7 equal parts [/underlined]
[sketch]
8/ [underlined] To draw a square on given base line. [/underlined]
[sketch]
9/ [underlined] To contruct [sic] a regular hexagon. [/underlined] (2” across corners)
[sketch]
[page break]
10/ [underlined] Chamfer. [/underlined] Radius of chamfer 1/2”
[sketch]
11/ Draw circle of radius 3/4” In centre of circle, draw 1” [symbol]
[sketch]
[calculations]
[page break]
[calculations]
[underlined] Magnetism:- [/underlined] Natural magnet - lodestone
Artificial magnet - cobalt Steel, Nico & Alnico.
[underlined] Rule:- [/underlined] Like poles repel
Unlike poles attract each other.
A magnet is surrounded by
A [underlined] magnetic [deleted] flux [/deleted] field [/underlined]
A magnetic field is made up of a number of [underlined] lines [/underlined] of [underlined] magnetic force [/underlined] The closer together these lines of force lie the stronger is the magnetic field or flux.
Soft iron is easily magnetised & demagnetised & is more permeable to magnetic lines of force than air.
This means that when a piece of soft iron is placed in a magnetic field, the lines of force crowd into the iron increases the magnetic flux & the iron becomes a temporary magnet. The iron loses its magnetic properties on being removed from the field.
[underlined] Electricity [/underlined] An electric current is a flow of electrons.
All [inserted] material is [/inserted] made up of small particles called [underlined] atoms [/underlined]
Atoms have equal amounts of positive electricity (protons) & negative electricity (electrons)
Conductors of electricity e.g. metals.
Will lose electrons when a force is applied. This is called an Electro Motive Force (EMF) & is measured in volts.
[page break]
There must be a [underlined] potential difference [/underlined] or pressure difference between the terminals of a battery or a storage cell, before a current flows through a circuit.
This P.D. is also measured in volts.
Electric current is measured in [underlined] amperes [/underlined] (amps)
[underlined] Ohm’s Law [/underlined] EMF/current = constant
E/I = R (Resistance)
[underlined] Resistance is measured in Ohm’s. [/underlined]
If a current of 1 amp. flows through a conductor under a force of 1 volt the resistance of the resistance of the conductor is one Ohm.
[underlined] Resistance depends on [/underlined]
(1) The kind of metal
(2) Secondly on the lenght [sic] of conductor.
(3) on the thickness of conductor.
[sketch]
[page break]
[2 sketches]
[page break]
[blank page]
[page break]
1582185 A.C.2 Wakefield, H.E.
Hut No1, A Line,
A Squadron, IT.T. Wing,
R.A.F. Cosford.
Nr. Wolverhampton.
Staffs.
Tuesday.
Dear Sheila,
Many thanks for your last letter. You’re nearly as bad as Den, it took him two weeks to reply to my letter it took you ten days. I thought you weren’t going to write back. Not that it worried me!
At the moment a Flt. Lieut. is giving us a lecture on something or other, I don’t know what because I’m not listening.
[page break]
[blank page]
[page break]
Two Score Steel High Cr non-corrodable [sic] steel.
Staybright (High chromium, high nickel steel) 188 Steel 18% chrome 8% nickel This is more resistant to corrosion, is austenetic [sic] & so can’t be hardened by quenching. Hardened by cold working. Non-magnetic. Very tough & difficult to machine. Resistant to sealing at high temperature & no tendency to harden on cooling. Is used for aero-engine valves. Chromium is key element in valve steels
Molydenum [sic] - small quantities .15 to .65% produce fine grain, it also induces a uniformly fine grain or structure in steel. Thus it increases impact value greatly, gives a tougher steel which is more resistant to vibration
Tungsten is the base of all high speed tool steels (i.e. steels which retain their cutting edge to a dull red heat & also permit of heavy rapid machining operations in which a straight carbon steel would be completely softened. Tungsten raises the critical points (almost double)
2% tungsten to straight carbon tool steel gives a finer grain, a tougher material & a much more durable cutting edge. 6% tungsten used for permanent magnet steels. 14% tungsten gives normal qualities of tungsten 22% tungsten gives better qualities
Silicon is not a metal but behaves as one in steel alloys. It is present in all steels up to .33% as an impurity, gives fatigue resisting properties This good quality is increased if alloyed with manganese Silver. manganese steels are used for laminated springs.
[page break]
Silico Chrome gives great heat resisting properties Nickel Molybdenum Chrome Steel. High expansion steel used for steel inserts for valve seats The valve seats are hardened by facing with
1/ [underlined] Stellite [/underlined] Co 65% — Cr 27% — W 4% — Si 2.75% — C 1.25%
2/ [underlined] Brightray [/underlined] 80% Ni 20% Chrome.
3/ Duro-chrome Si Cr Mb
These are also used for facing rockers, valves, [inserted] stems [/inserted] tappets, cams, etc.
Vanadium in small quantities up to .25% increases fatigue resistance usually alloyed with tungsten, cobalt & mb. are sometimes added. used in valve springs.
[underlined] Cobalt [/underlined] gives powerful magnetic properties
Alnico, 15 25 & 10%
Mn gives greater depth of hardness in large masses a tough non magnetic steel used for steel helmet.
[page break]
[blank page]
[page break]
[3 sketches]
[page break]
[3 sketches]
[page break]
[line graph]
[page break]
[line graph]
[page break]
[inside back cover]
[missing words] is third alloy which completely solidifies or melts at a [missing words] lower than any of metals of which the alloy is [missing words] used & lower than any other alloy of these metals.
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
Harold Wakefield's engineer/fitter course notebook
Description
An account of the resource
Contains: notes on physics of force and moments with formulae and calculations. Notes on chemistry of fuels, requirements for carburettor,. Continues with mechanics of stress and properties and chemistry of metals. Continues with geometry and drawing followed by physics of magnetism. Then is included part of a letter to Sheila followed by notes on metal alloys diagrams and graph.
Creator
An entity primarily responsible for making the resource
H E Wakefield
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
Language
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eng
Type
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Text
Format
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Multi-page notebook with handwritten entries
Conforms To
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Pending text-based transcription. Under review
Identifier
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MWakefieldHE174040-171016-20
Publisher
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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
Alan Pinchbeck
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1970/33722/MWakefieldHE174040-171016-19.2.pdf
ed5c11086a13fc5b711d8b5b2820855a
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
Wakefield, Harold Ernest
H E Wakefield
Publisher
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IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2017-10-16
Rights
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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
Wakefield, HE
Description
An account of the resource
93 items. The collection concerns Harold Ernest Wakefield DFC (1923 - 1986, 1582185 Royal Air Force) and contains his log book, documents, training publications, decorations and badges, training notebooks, correspondence, newspaper cuttings, photographs and parachute D ring.
He flew operations as a flight engineer with 51 and 617 Squadrons.
The collection has been donated to the IBCC Digital Archive by Jeremy Wakefield and catalogued by Nigel Huckins.
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
[front cover of notebook]
Wed 1
thur 0
Frid 0
BAROMETRIC
[page break]
[underlined] HALIFAX MK. III [/underlined]
[underlined] Starting & Running Up. [/underlined] Gills fully open.
Test for hydraulicing after 1 hr. stand on ground
after 4 hrs. stationary in air.
Do not prime until engine is turning.
Run at 800 revs. then 1000 - 1200 revs. for warming up. Turn head to wind.
Before ground checking: - cylinder temp. min. 1000 C.
oil temp. min. 150 C.
oil press. min. 60 lb [symbol] “
oil temp. max. 900 C.
cyl. temp. max. 2700 C.
Check R.P.M. lever at 2200 revs. 2800 revs & 8 1/4 boost. throttle back to just under +6lbs. boost. & check mags. limit 50 revs. drop. Throttle back to 1500 revs. & check blower, temporary loss of 30lbs. oil press.
Do not run in S gear above 1500 revs. below 5000ft. [underlined] Stopping. [/underlined] Run at 1000 revs. until cyl. temp. finishes dropping, open up to [deleted] 12 [/deleted] [inserted] 1800 revs. [/inserted] for few seconds then throttle back & cut.
[page break]
[underlined] Handling & Climbing. [/underlined]
Climb at 2400 revs. & E.C.B. (+2) M gear at [underlined] 155 [/underlined] I.A.S. when boost falls to +1 (about 12000 ft.) change to S gear. Climb to 16000 ft. then advance throttle to mid-way position & climb at [underlined] 145 [/underlined] I.A.S. to 22,000 ft. then bring throttle back to E.C.B. position & fly at [underlined] 160 [/underlined] I.A.S. with 2400 revs. After releasing bombs climb to 24,000 ft. at 2400 revs. E.C.B. 160 I.A.S.
When descending leave throttle at E.C.B. position and progressively reduce revs. (Change back to M gear about 12,000 ft.) where revs. are down to 16,00 start closing throttle progressively.
For cruising throttle should be always left at E.C.B. position.
In emergency increase revs. to 2800 & open throttle until highest possible boost pressure is obtained.
[page break]
[chart of numbers in rows and columns]
[page break]
[underlined] LANCASTER [/underlined]
[underlined] FUEL [/underlined] :- 3 tanks. No1 INNER 580 GALS.
No2 CENTRE 383 GALS.
No3 OUTER 114 GALS.
[underlined] TOTAL CAPACITY. [/underlined] 2154 GALS.
Use 120 gals. from No.2
Turn on No. 1 & use 283 & pump 114 from No3. into No. 2.
Now No 1 & No 2 are level use alternatively for 1 hr.
[calculations]
Always turn on booster pumps & test before T.O. Always turn on booster pumps for T.O. LANDING. EVASIVE ACTION. & ABOVE 17,000 F.T. & WHEN WARNING LIGHT COMES ON.
Aways switch on booster pumps of appropriate tanks before turning on those tanks.
[page break]
To run all engines on 1 tank.
Turn on booster pump & then appropriate tank, turn on Main Balance & turn off necessary tanks.
Before landing run all 4 engines on each tank in turn to test pipelines.
[underlined] Oil. [/underlined]
Capacity 37 1/2 Gals + 4 1/2 Gals air space.
[underlined] COOLANT [/underlined] 12 1/4 gals. inboard.
11 gals. outboard.
[underlined] RAD FLAPS [/underlined] Two positions fully open or closed.
[underlined] EXTERNAL CHECKS [/underlined]
1/ PITOT HEAD COVER OFF.
2/ SECURITY OF LEADING EDGE & COWLINGS.
3/ CHECK WHEELS FOR CUTS & CREEPS & OLEO LEG EXTENSION (MIN. 2” LOADED)
4/ CHOCKS IN POSITION.
5/ STATIC VENT PLUGS OUT
6/ CHECK MASTER COCK FOR BOMB DOORS.
[page break]
[underlined] AUXILIARIES [/underlined]
[underlined] P.O. [/underlined]
REAR TURRET
ALTERNATOR (GEE)
[underlined] P.I. [/underlined]
MID-UNDER
HYDRAULIC PUMP
ELECTRIC GENERATOR
PESCOE PUMP
RAE COMPRESSOR
[underlined] S.I. [/underlined]
FRONT TURRET
HYDRAULIC PUMP
ELECTRIC GENERATOR
PESCOE PUMP
HAYWARD COMP.
[underlined] S.O. [/underlined]
MID-UPPER
H2S ALTERNATOR.
[underlined] MIN. TEMPS FOR RUN-UP. [/underlined] OIL 200 C.
COOLANT 600 C.
[underlined] MIN. OIL PRESSURE. [/underlined] 45 lbs. per [symbol] “.
[underlined] MAX. COOLANT. [/underlined] 1250. C. T.O. & CLIMBING (CONTINUOUS)
1350 C. (5 MINS)
[underlined] MAX. OIL. [/underlined] 950 C. CONTINUOUS
1050 C. 5 MINS.
[page break]
[underlined] MAX. LANDING WEIGHT. [/underlined] 55,000 lbs.
[underlined] NORMAL MIN. REVS. [/underlined] 1950 REVS.
1800 for 1/2 hrs then clear engines at 2650 +4.
[underlined] FEATHERING [/underlined] 1/ I.C.O. OFF
2/ PRESS FEATHERING BUTTON.
3/ PETROL MASTER COCK OFF
4/ ENGINE STOPS. ENSURE BUTTON RELEASED.
5/ SWITCHES OFF.
[underlined] UNFEATHERING [/underlined] 1/ PITCH C/U TO COARSE
2/ THROTTLE OPEN 1/2”
3/ MAG. SWITCHES ON.
4/ PRESS BUTTON (15-1800 revs)
5/ MASTER COCK ON.
6/ I.C.O. SWITCH UP.
7/ SYCHRONISE. [sic]
8/ RETRIM.
[page break]
[underlined] RUNAWAY PROP. [/underlined]
THROTTLE BACK.
HOLD NOSE UP.
PITCH FULLY FINE.
TRY FEATHERING.
[underlined] RUN-UP. [/underlined]
Idle at 1200 Revs.
Open throttles to 0 boost 24-2500 R.P.M.
Check C.S.U. fully coarse 17-1800 R.P.M.
Full fine 24-2500 R.P.M.
[page break]
Open throttle to +9 boost check 2850-3000 R.P.M. check mags 150 MAX.
Close to 0 boost check Supercharger S gear
1/ Flicher in revs & boost.
2/ Red warning light in cockpit.
Return to M. gear
Fully close throttle, check slow running
Line I 600 R.P.M.
Line III 800 R.P.M.
Idle at 1200 R.P.M.
[page break]
TAKE-OFF ON 1
USE 150 gals from 1
TURN ON 2 & PUMP OVERLOAD INTO 1. WHEN ENOUGH HAS BEEN USED FROM 2 TURN BACK ON TO 1 & PUMP 3 INTO 2 THEN USE 1 & 2 AS PLEASED
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
Harold Wakefield's Halifax flight engineer notes
Description
An account of the resource
Covers Halifax Mk III, starting and running up, handling and climbing, cruising, and data tables. Continues with Lancaster fuel (capacity), oil, coolant, rad flaps, external checks, auxiliaries checks on turrets and engines, temperatures for run up, max landing weight, engine revs and drills (feathering and unfeathering, runaway prop as well as run-up, take off fuel pumps settings).
Creator
An entity primarily responsible for making the resource
H E Wakefield
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
Royal Air Force. Bomber Command
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Format
The file format, physical medium, or dimensions of the resource
Notebook with handwritten entries
Identifier
An unambiguous reference to the resource within a given context
MWakefieldHE174040-171016-19
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.
Conforms To
An established standard to which the described resource conforms.
Pending text-based transcription. Under review
Contributor
An entity responsible for making contributions to the resource
Alan Pinchbeck
Halifax
Halifax Mk 3
Lancaster
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1970/33719/MWakefieldHE174040-171016-17.1.pdf
bce3f4fd067763c4111f32704d3c2d09
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
Wakefield, Harold Ernest
H E Wakefield
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
2017-10-16
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
Wakefield, HE
Description
An account of the resource
93 items. The collection concerns Harold Ernest Wakefield DFC (1923 - 1986, 1582185 Royal Air Force) and contains his log book, documents, training publications, decorations and badges, training notebooks, correspondence, newspaper cuttings, photographs and parachute D ring.
He flew operations as a flight engineer with 51 and 617 Squadrons.
The collection has been donated to the IBCC Digital Archive by Jeremy Wakefield and catalogued by Nigel Huckins.
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
[front cover of notebook]
Cash Book
[page break]
[inside cover]
[page break]
Tear Group
CAP (NAP) Vapour gas. - Training.
KSK (SP) Peardrops. Red Colour. Liquid.
BBC (P) Slightly persistent liquid gas.
Mustard & Cress. 38 times as persistent as Mustard gas.
[underlined] Nose Group. [/underlined]
[underlined] Arsenical Smokes. [/underlined]
DM Solids. Invisible. Delayed effect.
DA
DC
Toxic Group
Arsenic (NP) Highly inflamable. [sic] Fatal
smell of acetylene gas.
[page break]
[sketches]
[page break]
[underlined] Stirling 1 & 2 [/underlined]
Long range heavy bomber. Heaviest bomb load.
Mid Wing 4 eng. Monoplane
S F & R + Ret Un. C.
Mark I Bristol Hercules 1400 hp. 285mph
Mark 2 Wright Double Cyclone 1600 hp. Greatest Bomb load 7 - 8 tons. Range 2000 miles. Armaments 6 - 10 Mgs. 2 in nose POGT. 2 in tail POGT. others in fuselage, dustbin or dorsal turret
[page break]
[sketch]
nose, long, blunt point staggered engines extend 1/3 to tip of nose.
[three sketches]
[page break]
[underlined] Halifax [/underlined]
Long range H bomber
mid wing
twin fins & R.
merlin In line engines 1375 hp Over 300 mph. 1500lbs? bomb load
8 - 12 Mgs. Underslung engines.
Four in nose POGT 2 in Dorsal POGT 4 in Rear POGT
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[three sketches]
[page break]
[underlined] Mess 110 [/underlined]
Long range night & day fighter. 550 - 700lbs bomb load. Low firing E. mono 2 f & r.
Engines Daimler-Benz 1150 hp 365mph
Armaments 4 mgs in nose. 2 cannons under under 1 m.g. firing aft.
[page break]
[four sketches]
[page break]
[underlined] Dornier 215 & 217 [/underlined]
Long range heavy bomber. High wing twin engine twin F & R’s
Engines. In line Daimer Benz 1150 hp. about 300mph
Bomb load about 1600lbs. modification Do17 flying pencil
Armament 6 moveable mgs 2 in nose, 2 firing aft & 2 in belly. Long glazed blunt pointed nose.
when dive bombing
[page break]
[underlined] 215 [/underlined]
[four sketches]
[page break]
[underlined] 217 [/underlined]
Long [underlined] range heavy [/underlined] bomber also used as dive bomber. Construction same as 215 difference in engines.
Engines B.M.W 1600hp. radial 325 mph. Max speed.
Armament varies slightly. 4 moveable mgs. 1 cannon cannon fires forward. mgs same pos. as 215. Bomb load over 6000lbs about 2000lbs externally. Engines protrude beyond trailing edge. Fuselage extends beyond tail plane, and acts like umbrella as dive brakes when dive bombing.
[page break]
[underlined] Lockheed Hudson [/underlined]
Coastal command
chiefly recconaisance. [sic]
mid wing twin engined mono. J. F & R’s
[underlined] Engines [/underlined] Radial Air-Cooled
Twin Wasp Cyclone 1200 hp 284mph
[underlined] Arms [/underlined] 7 Mgs.
In nose, pilots cockpit, POGT, dustbin firing aft from belly.
1700lbs. bomb load.
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[three sketches]
[page break]
Beaufort I & II
Torpedo carrier & recconaisance [sic] mid wing twin engines monoplane & F & R
Engines Radial Air Cooled Torus [sic] & Twin Wasp. 1145hp 265 mph.
[underlined] Armament [/underlined] Usually 5 Mgs.
2 from cockpit 2 in turret 1 under nose firing aft. carries 18” torpedo which weighs 1/2 ton. generally camoflouged [sic] blue on belly.
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[three sketches]
[page break]
[underlined] BTH Air Compressor System [/underlined]
[sketch]
Used for building up & keeping a pressure in the pneumatic system. Brakes & flaps often operated by air. Browning M/G’s operated by air Compressor driven by engine by standard spline drive. Air comes through non-return inlet valve, is compressed by piston and goes out through release valves Ball bearing non-return valve, outlet valve. 200 - 300lbs per [symbol] “ is normal pressure.
REFER TO BIG NOTE BOOK
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[sketches]
[page break]
Petroflex bonding wire comes to a loop & piece of bonding wire is fitted across unions.
Superflexit is internally bonded.
[underlined] Oil Pipe Lines. [/underlined] Avioflexus.
Always covered with wire braiding and has copper bonding strip running through braiding.
[underlined] Hydraulic [/underlined] lines [underlined] Duraflex [/underlined]
[underlined] Rigid Pipes [/underlined] :- Copper, Tungum alloy [inserted] Copper-base [/inserted]
Light Alloy, Stainless Steel
Copper pipes if not to [sic] large a diameter may be bent cold. Light alloy pipes may be bent but need heat treatment after. S.S. [underlined] can’t [/underlined] be bent.
All Metal Coupling
[sketch]
[page break]
[underlined] Rubber Couplings [/underlined]
Red rubber - petrol resisting for fuel or oil.
White - for coolant system.
Rubber has corrosive [inserted] action on [/inserted] metal. [deleted] on [/deleted]
So cover metal. Copper, Tungum. Tinning or Pigment oil varnish.
Pigment oil varnish also used on light alloy & stainless steel.
Brass gauge over rubber to prevent cutting it, by jubilee clip. Rubber coupling bonded by clips & wire.
Nipple Adaptor is used for joining a pipe to a fixed component.
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3/ [underlined] Eclipse. [/underlined] Electric motor drives fly wheel. Fly wheel driving through gears to clutch, & clutch to dog. Hand turning gear on side. Dog mounted on splines. [deleted] Comes in [/deleted] Switch on electric motor works up speed 3/4 min. Switch of motor, fly-wheel down to 120-1. (3000 approx) mesh by lever control. Solinoid [sic] control. Two types series [underlined] 11 [/underlined] & 41. (Switch off before meshing or will burn motor out by load) on series [underlined] 11 [/underlined] (old type) Series [underlined] 41 [/underlined] newer type heavier motor, permissible to leave motor running while engaging gears. Both types hand starters.
11) Worked by spring loaded control. 1/16” clearance between dogs. Adjust clearance by shims.
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[underlined] Vickers Cock :- [/underlined]
Can get them with more than 2 connections. With 2 connections, only 2 position [underlined] on [/underlined] or [underlined] of. [/underlined] Stop ring limits handle to 900 turn. Used in systems to isolate parts of system. [underlined] Maintenance [/underlined] Check stop ring for security. No leakage of fuel up spindle tighten gland nut if necessary.
[underlined] Flexible pipes [/underlined] are used to join two components where movement or vibration exists
[underlined] Fuel pipe lines 2 different types. [/underlined]
1/ Petroflex
2/ Superflexit.
Can carry out [underlined] no [/underlined] repairs, fit new pipes, can not alter them. Life of 3 yrs from date of manufacture. Tab date fitted. Superflexit has 1 hexagon & two flats. Petroflex has two hexagons. Copper bonding wire fitted to both under steel winding
[page break]
3/
Always used in con with booster coil (same as hand starter mag. but obtains primary current from battery) Push [deleted] bush [/deleted] button for starter also connects to hand starter mag. so keep button pressed & a stream of sparks is obtained. Test by placing 2 cart in breech. Engine switches to off & fire first cart, then second cartridge.
[underlined] Maintenance:- [/underlined]
See secure & no corrosion wipe over with oily rag. See breech is full of new cartridges.
Change copper safety disc every 25 shots in winter, 40 in summer. Every 75 100 shots lubricate sealing piston with one thimble full of coffman oil. Have half thimble full in each nipple. Every 200 shots remove safety disc holder and put in 2 [deleted] safety [/deleted] thimble
[page break]
4.
fulls of oil. Wait two minutes after firing each cartridge in case a slow burning one.
[written upside down]
2/ Rotax. Consists of electric motor, epicyclic gears 90 - 1. Spring loaded clutch. Bendix quick start thread for meshing purposes. Hand turning gear on side 16 - 1. Spring loaded ratchet in case of backfire, which would also be taken by spring loaded clutch.
Use auxiliary acs. for starting.
3/32 free clearance minimum between dogs. AP1181 Adjust clearance by slotted nut in centre of dog.
[underlined] Maintenance:- [/underlined] Count no. of turns required to bring dog into mesh, to check on wear on leather washer.
[page break]
1/
[underlined] Engine Starters [/underlined]
1/ Coffman Starter (cartridge)
2/ Rotax Starter (Hand & Electric direct)
3/ Eclipse Starter (Hand & Electric Inertia)
1/ [underlined] Coffman [/underlined]
Breech of 5 chambers & 1 cylinder.
Loaded by a loading door.
[sketch]
3200 turn but engines revolve 2 or 3 times. Safety disc fitted, for relieving excess pressure when engine is very cold. Check No. on safety disc when fitting new one to see its same as old one. Fit with formed head out so to get hold with pliers. Sealing piston, seals end of cartridge chamber to tube.
[page break]
2
draws back while new cartridge is indexed. Two pistons fitted to prevent handle flying back & overide [sic] of cart. chamber.
When fitting new [one indecipherable word] check for correct type, check for size & direction of rotation. Two sizes L & M M for engines up to 1000hp L for engines over 1000hp.
Not less than 1/8” clearance between 2 dogs.
[sketch]
[underlined] B - A [/underlined]
Adjust by shims on flange.
Two holes on cylinder to allow air to be sucked in. Fit with vent holes upwards to prevent oil draining out. If cylinder head doesn’t line up with pipe line slacken clamping ring & rotate cylinder.
[page break]
[underlined] Procedure for timing. [/underlined]
Set cr/s at A6 m.a. Compression stroke Place vellumoid joints in position on mag. drive housing. Select correct mags for A & B side. Fully advance the C.B. and keep at that throughout job. Set the main rotating brush at No 12 segment. (This is the segment nearest BDC on cyl. side in case of both mags. Set the C.B. points just seperating [sic] with the main brush at this position.
Place the coupling on mag. & mark its position for [inserted] furthur [sic] [/inserted] reference. Engage mag with its drive (without allowing the C.B. to move away from its setting) & bolt on engine & repeat with other mag.
Check with lamp & adjust for synchronisation.
[page break]
Inlet Opens 120 before TDC
Inlet Closes 400 after BDC
Ex. Opens 500 before TDC
Ex. Closes 20 after BDC
Kestrel IIs Lubrication System.
Comprises two complete pressure circuits and scavenge. HP. 60lbs [symbol] “ LP. 4 to 10lbs [symbol] “
HP feeds cr/shaft bearing, big-ends, & fuel pump (later types) (earlier types LP). Splash from these lubricate Cyl walls, Pistons & G. Pins.
Low pressure circuit supplies - Prop. Reduction gear (1 pipe & 2 jets. Camshaft & rockers 1 pipe to each block Supercharger driving gear 1 pipe. Impellor [sic] shaft rear bearing 1 pipe.
All oil drains down to sumps from which it is pumped by 2 scavenge pumps (both located in rear sump) Are drawing
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Insert .03 feeler between tappet & valve stem.
Unlock the tappet lock nut with special tool from kit.
Adjust the tappet screw with the inner part of the same tool.
Lock the lock nut securely.
Re-check the clearance with feeler.
Procedure the same on all cyls.
[underlined] Valve Timing. [/underlined]
Set one inlet valve of A6 and of B1 to .035 clearance.
Turn engine (by prop. shaft) until [deleted] .500 [/deleted] .005 feeler is just nipped between between valve and tappet on B1 cyl.
Disengage B Side drive shaft.
Repeat this procedure on A 6 cyl.
Turn prop. shaft forward (d of r.) until A6 I O is at the pointer. Mesh A side drive shaft. Turn prop. shaft 600 forward till BI I O
[page break]
is at the pointer
Mesh in B side, drive shaft.
The valves are timed now and ready for checking and adjusting if necessary. If timing is early the mark on timing disc will not have got to pointer
To adjust it:- disengage the drive shaft carefully, knock the cr/s forward. Turn the serrated drive shaft one or two serrations, forward as required.
Re-mesh drive & re-check. Finally set tappets to .020 clearance.
Kestral [underlined] (Magneto) Timing [/underlined]
The mags are timed & syncronised A6 MA. 370 TDC. Fully advanced. Note:- The mags are [underlined] not [/underlined] interchangeable.
Contact Breaker Gap = .011 - .013
Both mags. are timed to A6 cyl. Only
[page break]
Camshaft.
Nickel steel & case hardened all over except at the extreme front end, and on the taper for the bevel wheel at rear end. Cams arranged in sets of 4. The inlets being inner pair of each set. The 7 al. alloy brackets which house the camp bearings (of which 5 are split al. alloy. 1 all alloy bush at front & 1 Phos. bronze split bearing at rear.) are secured to the cyl. block by [one indecipherable word] 7 steel studs, and located by seven tenons which fit in slots in cyl. [deleted] head [/deleted] block. End thrust is taken by a thrust ball bearing fitted in front of level gear & is [deleted] l [/deleted] adjusted by 2 washers (steel) located one on either side of rear These washers may be varied in thickness to control the end float of shaft & backlash of bevel gears [missing word] rocker & pivot shafts are carried in [missing word] brackets but each rocker
[page break]
shaft is kept from turning by a taper & key on rear bracket.
The rockers of nickel steel are mounted are mounted on Phos. bronze bushes & have hardened pads where the cams press on them. They have a hardened screw locked by a nut in their ends for the purpose of adjusting valve clearance. The end float of Ex. Rocker is adjusted by washers. The inlet rockers positioned by steel clips. A small pinion at the rear of B side camshaft drives the tachometer & a spline extension on A side to drive an auxialiary [sic] such as a gas starter.
Setting valve clearance
Clearance inlet & ex. .030.
Cyl. you are working on at T.D.C. compression. (The cams making the V sign)
[page break]
One tooth of the coupling shaft is marked to obtain correct re-assembly with the reduction gear. Both cr/s pinion & prop red. gear run in roller bearings & each is also fitted with a ball thrust race. At the front end of the coupling shaft there is fitted a timing disc.
Con rods of I Section nickel steel. Floating small and bush of Phos. Bronze. Waisted H tensile steel bolts hold the big end assembly together.
Pistons & Cylinders.
Pistons are of al. alloy (Y alloy) Have 3 comp. rings above gudgeon pin & a scraper ring near bottom. The 3 are butt jointed. The top 2 can slide round no 3 is pegged.
Pistons marked for A & B block on
[page break]
their cyl no & wt. marked there also. When fitting fresh pistons weight must be +/- 1 ounce the old ones. The fully floating hollow steel G. Pins are secured at each end by spring circlips.
The joint between Block & Rocker cover is Velumoid. [sic]
Joint between block & induction system of Klingint.
Joint between block & exhaust pipes of copper & asbestos.
Pump
Cyl. Jackets.
Coolant Outlet pipe.
Header Tank.
Radiator back to pump.
By passing some of coolant from coolant outlet pipe to carb, to heat it. From carb it passes directly back to pump
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Hoist up carefully with crane & lower to bench. Insert Cyl. block on wooden bases.
Attach storage base & secure with 2 nuts at each end.
Bring block right way up & working to sequence strip, screw down evenly all over to storage base.
Removing Pistons:-
No 3 & 4 still at TDC to be taken of [sic] firstly then 2 & 5 then 1 & 6 turning the crankshaft as required. Remove 1 circle and slide out the gudgeon pin towards that end, if unduly tight remove end circlip and drift out the g. pin. Leave
[page break]
g. pin bushes in con rods. Store the pistons correctly laying them on crowns & not on top of each other.
[underlined] Crankshaft [/underlined] :- Nickel Chrome Steel forging. [deleted] No [/deleted] Six throws numbered from the front. Has 7 main journals which run in white metal line plain bearings.
Crankpins six numbered from the front. Located by No 4 bearing. Cr/S is hollow for lightness and to act as a conduit for carrying oil, having holes radially drilled in each journal. The c/s torque is transmitted to the prop through a coupling shaft which is splined into the c/s and also into the bore of the c/s pinion. The latter a spur gear engages with the prop reduction gear, which is a spur gear mounted on the prop shaft.
[page break]
Normally Aspirated type 1B.
1/ Prop hub
2/ Red gear
3/ Ignition cables
4/ Magneto
5/ Carbs & induction manifold
6/ Control standard
7/ Camshaft covers & camshaft
8/ Cyl blocks & pistons
9 Spring Drive unit
Prop hub:- Remove [one indecipherable word] claw, Ring nut locking sleeve & ring nut. Fit thread protecting cap & slide hub off.
Reduction Gear :- Use lifting stirrup & crane.
Priming pipe :- Do [underlined] not [/underlined] remove union nuts. Remove as a unit from Induction Branches. Take care of Atomiser.
[page break]
Ignition cables :- remove as complete units. [underlined] not [/underlined] each lead separately.
Mags :- Don’t leave couplings in engine or control rods on mags.
Removing Camshafts :- Arrange camshaft with two pairs of cams at one end of shaft under load. [inserted] thread rockers with wire or string [/inserted] Remove the eight nuts from the part under load steadily moving from one to the other a thread at a time. Lift camshaft clear of cyls & place on a proper board. Removing cyl blocks, [inserted] No 3 & 4 pistons at TDC [/iRemove all nserted] remove all pipe connections. Undo the gland nuts of drive shaft covers. Remove all spark plugs or dummies.
Remove all holding down nuts & dogs. (use the sequence strip for this job) Attach the lifting eye securely in the middle of block. (Nos 3 & 4 studs
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the reduction gear case; & to the rear end [deleted] of [/deleted] the wheel case. Behind the wheel case is the supercharger. With the II S Kestrel the supercharger gear ratio is 10 - 1. Cubic capacity of engine 21.3 litres. 2 mags fitted. The A side fires all the inlet plugs B side fires all the exhaust plugs. The Oil pressure pump is bolted on below the rear pump.
Plain, White Metal lined bearings are fitted to main & crank - pin [deleted] bearings [/deleted] journals. Lubrication on the dry sump principle. 1 Pressure pump & 2 scavenge pump being used. Pressure :- High 50 - 70 lbs per [symbol]”. Minimum permissible 30 lbs [symbol]”. Low pressure circuit 4 - 10 lbs [symbol]”. DTD 108. Temperatures
[page break]
250 degrees cent. Inlet min before flight
800 degrees cent. inlet max before flight
Outlet max 1050
Oil Consumption 3 - 4 pints per flying hour.
[underlined] Dismantling Sequence. [/underlined] Supercharge
1/ Prop hub
2/ Reduction Gear
3/ Supercharger unit.
9/ B side
4/ Spring drive unit & compound wheels.
5/ Coolant outlet pipes
6/ Priming & redistribution pipes.
7/ A side ignition cables
8/ Induction manifolds & trunk.
9/ B side ignition cables
10/ Magnetos (including their coupling shafts
11/ Camshaft covers & camshafts
12/ Cyl. Blocks & Pistons
[page break]
[underlined] II S Kestrel. [/underlined]
12 Cyl. Liquid cooled V type.
600 between cylinders. 5” Bore stroke 5 1/2” Compression ratio 6 - 1.
Dor R Camshaft Left Hand
Propellor Right Hand
Camshaft (2) Right Hand
Mags. Both toward front of engine.
A Left hand B right hand
Reduction gear to prop single spur gear type. .553 to 1
[table of number]
Firing order 1A, 6B, 4A, 3B, 2A, 5B, 6A, 1B, 3A, 4B, 5A, 2B.
[page break]
Nominal H.P. 500.
Overhead camshafts are fitted, the drive being taken from wheel - case by inclined drive shafts. The 6 throw crankshaft is carried in 7 main bearings. The crankshaft are paired 1 & 6, 2 & 5, 3 & 4, at 1200 spacing. Connecting rods are of the forked and plain types, so that each crankpin has two pistons connected to it. Pistons of al. alloy are secured to small end of con - rods by fully floating steel gudgeon pins working in Phos. Bronze bushes.
The crankcase of al. alloy is in two portions. The upper carries the cyl. blocks & crankshaft. The lower portion carries the scavenge filter & pumps (2) There is a sump at each end of the lower portion. Bolted to the front end of the crankcase is
[page break]
How are valve seats & spark plug adapters fitted & held in cylinders?
Rear cover mag. alloy lightest metal, very inflammable. Rubber ring between it and volute casing = oil tight joint.
An Hercules rear cover is called auxilary [sic] gear box.
Check valve opens at 5 lbs and shuts when engine is not running and keep oil from flooding cylinders. From check valve to pressure chamber to tailshaft bearing teeth of oil pump iron, nickel, aluminium bronze. From inner anulus to lubricate mag. Spring.
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Priming the engine with oil. After installing new engine or if an engine has been standing more than 5 days, it must be primed with oil before running. The oil is at a temp. approx 600 C and is forced through the pressure guage [sic] connection by an hand operated pump while the engine is turning. The pump pressure must not exceed 60lb & quantity not less than 1/2 gal. To pump fulls are injected into nipples on rear cover & 4 pump fulls on nipple of crankcase to hub blower gears.
[page break]
Type of Reduction gear & its reduction? How is the gear lubricated? How can reduction be altered? What is purpose of thrust race? How is reduction gear driven? What are gears made of? How do the levels centralise themselves?
How would you time the magneto? Why is primary circuit insulated and how? If port magneto was U.S. would it be necessary to remove starboard magneto? How would you synchronise both magnetos?
[page break]
What is valve clearance and how is it set? Why check on four dwells? Describe engine layout?
What is crankshaft made of? and describe it? How is rear portion attached to front portion? How is crankshaft supported? Describe master and articulating rods? Why are wrist pins offset? How are wrist pins lubricated?
Describe piston and difference between it & others?
How is cylinder head fitted to barrel?
Difference between exhaust & inlet valves? How would you know if NCM valve seats fitted?
[page break]
Farman Epiyclic [sic] Bevel Reduction Gear. All wheels of nickel chrome steel.
At the rear phosphor bronze ring, at the front magnesium ring.
The front thrust bearing is fitted to transfer thrust from the airscrew shaft to the reduction gear casing & then to the engine, finally to the aircraft.
[page break]
[sketch]
[page break]
7/ Reverse engine a few degrees & then tap forward until the lamp goes out (this should be at 350 BTDC.
8/ Correct any error by adjusting on coupling 1 serration = 2.10 c/shaft movement.
Permissible error + or - 10
9/ Repeat procedure for other mag. and synchronise.
10/ Finally remove clip, oil silk, & locks adjuster nuts.
opposite D of R.
Take back more than 350 then bring up to 350 to avoid backlash.
When finished take oil silk out, remove clip, and put split pins on nuts on serrated wheels.
[page break]
[underlined] Crankshaft [/underlined]
In 3 parts 1/ Front half
2/ Rear half
3/ Tailshaft
Material:- Nickel Chrome steel drop forged. The rear web is split and fitted to crankpin and held by a maniton bolt.
[underlined] Con Rod Assembly [/underlined]
Consists of one master rod and 8 articulating rods.
Material: High tensile steel - drop forged. ‘H’ Section. Articulating rods are held to master assembly by wrist pins. Big end houses a freely drilled, fully floating white metal bush. Gudgeon pin bushes - gun metal & shrunk & dowled [sic] into rod.
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[underlined] Angle of Attach [/underlined]
Is the [symbol] between the rocker arm and the valve stem. The ideal [symbol] of attach giving minimum wear is 900 when the valve is 1/3 open. To check [symbol] :- [underlined] No1 [/underlined] [inserted] cyl at TDC compress [/inserted] Tighten down rocker on taking up tappet clearance, [deleted] therefore taking [/deleted] loosen of [sic] one of rocker arms. Place depth gauge in position and check gap between gauge & mushroom, if gap is between .060 & 0.020 the clearance is correct. If clearance is over .020 push rod too small. Remove same and check for bow. Bow may be remedied by tapping with hide faced hammer. If rod is too small fit new one will be .060 oversize, check clearance and to bring within the limit remove end piece and file.
[page break]
Setting Tappet clearances
1/ Put Cyl at TDC compression
2/ Set clearance to .060 [inserted] exhaust [/inserted] using two sets of feeler guages. [sic]
3/ Set clearance on highest dwell and set all cyls using highest dwell.
4 After setting No 1 cyl move crankshaft 3200 D of R. to bring dwell on to No 9 cyl set clearance & carry on for all cyls.
Same procedure on inlet tappets.
[underlined] Magneto Timing [/underlined]
1/ Using P.P.I find TDC compression No6 cyl.
2/ Set engine to 350 before TDC.
3/ Insulate mag. primary circuit with oiled silk, and check CB.
4/ Clip automatic advance & retard in the fully advanced position.
5/ Rotor opposite No 6 segment points just opening.
6/ Offer mag. To engine & attach lamp & battery.
[page break]
Fitting Reduction Gear.
1/ Lubricate with 1/2 pint oil
2/ Have master spline facing upwards
3/ Offer up reduction gear
4/ Tighten up in opposite
5/ Run round joints with .002 guage [sic]
Cylinder Changing
Always remove no 6 cyl. last & remove cyls. as opposites.
No 1 cyl. to be on TDC compression undo base nuts of stack pipes & slide joint & rubber free undo locknut on top of stack pipe & slide pipe clear of crankcase.
Remove nuts at base of push rods and also remove gas starter pipe
[page break]
Remove nuts securing cyl. & pull cylinder clear of c/case.
[underlined] Fitting Cyl. [/underlined]
Reverse procedure.
Lubricate rubber ring in warm oil. Lubricate cyl walls.
No on cyl at front.
Check [symbol] of attach & tappet clearance. Remove at least one sparking plug.
[underlined] Fitting Piston Ring [/underlined]
Demand correct type. Check free gap, check working gap using piston & cyl. Check ring for thickness. Check in fits & clearances volume. Fit ring using 3 pieces if tin.
[page break]
2 Plugs in phosphor bronze adaptors, also shrunk in and dowled [sic] into head.
[symbol] Valves.
Valve seats of Nickel Crome [sic] Manganese. Hard wearing stands heat. Anlge [sic] of valve seats 900 hole drilled in top pin show NCM. 2 holes when reconditioned.
Gas starter valve also in p.b. adapter now obsolete.
[deleted] Outside inlet valve inside [/deleted]
Rocker box held in 3 places by 2 trunnions and a tie rod.
[underlined] Valves [/underlined]
Made of KE965 stems being nitrogen hardened and tube shaped heads. Detachable steel ends are fitted on the stem. [symbol] of valve is 900. Exhaust valve is 910, hollow stem half filled with sodium salts which transfer heat from head to stem.
[page break]
[underlined] Valve Springs [/underlined]
Vanadium steel & are in threes wound in opposite direction to prevent fouling if break.
[underlined] Removing Reduction Gear [/underlined]
1/ Remove airscrew hud [sic] & place drip tray underneath. Turns airscrew shaft until master spline is facing top of casing [deleted] reduction gear [/deleted] & mark with chalk in one or more places. Undo nuts round casing except 4 unscrew these to end of thread. Fit thread protection over airscrew shaft thread. Tap shaft with hide faced hammer in several directions & fit five wedges of wood between two faces. Carefully remove reduction gear.
[page break]
[sketch]
[page break]
[underlined] Cylinders [/underlined]
Interchangeable, if new but can’t change 3 to 4. Set 400 between Steel barrel. Alluminium [sic] alloy head
To attach head to barrel.
Head heated to 3200 and screw to cold barrel. Cools down and fits tight to cold barrel. Cools down and fits tight, head also made .0020” smaller than head. Steel ring heated and shrunk to joint. When engine gets hot alloy head tend to expand but ring keeps it tight. Copper washer between head & barrel forms gas tight joint Regard as integral. Barrel heavily finned. Flange at bottom with 8 holes bolts to c/case. Rubber washer between flange and c/case. Spigot slides into c/case. Scallops in spigot clearances for conn. rods.
[sketch]
[page break]
[sketch]
[underlined] Cam Sleeve Operation [/underlined] [deleted] Cylinder [/deleted]
Nickel chrome steel.
Crankshaft sleeve master splined to crankshaft and drives cam sleeve. Cam sleeve revolves opposite to crankshaft & at 1/8 engine speed. Oil at 60lbs [symbol] “ pressure is fed along 3 flats on crankshaft to a groove in crankshaft.
[page break]
[underlined] Pegasus 2M3. [/underlined]
9 cylinder air-cooled radial engine. Stroke 7 1/2”. Bore 5 3/4” Swept volume 1753cu” volume of cylinder from TDC - BBC. Compression Ratio 5.5 - 1. Reduction Gear Ratio .5 to 1
135792468 Firing Order
DTD 224 Petrol
DTD 109 Oil.
[underlined] Valve Timing [/underlined]
Inlet Valves Open 120 before TDC
Inlet Valves Closes 500 after BDC
Exhaust Valves Open 650 before BDC
Exhaust Valves Close 310 after TDC.
Valve Clearances
Inlet .004”
Exhaust .006”
[page break]
[underlined] Continuity [/underlined]
[sketch]
lamp & battery
to see if current is flowing in one end & out other end
[underlined] Insulation [/underlined]
To see if current isn’t escaping through metal lead cover.
[page break]
VOL I A.P. Concerned. General Description
VOL II Part I General Orders & modifications.
Parts II Fits, Clearances, Repairs Tolerances.
Part II Airframes, Maintenance.
VOL III Spare Parts. contains checking list
[deleted] Dismantling [/deleted]
[page break]
[underlined] Cam Lubricating Pad [/underlined]
1 Drop engine oil W. 9 every 60 F. hrs
If new type take clip of & pad out & renew every 60 F. hrs. i.e. if impregnated pad.
[underlined] Advance & Retard. [/underlined]
A suitable grease lightly smeared onto spigot. Check for no wobble.
[deleted] Distributor [/deleted]
Adjust Contact Breaker Points to .012 +/- .001
[underlined] Distributor. [/underlined] 120 F. Hrs.
Wash in lead - free then water 750 C +/- 50 C. then Rinse, Look for cracks. If cracked whole magneto withdrawn. If segments are pitted use emery & oil. Also same for brush on rotor & check gap between brush & segments by GO-NO-GO Gauge.
Check brush gap for wear by dummy distributor .011 - .019
[page break]
6 drops of Engine oil every 60 hrs. in three lubricating wells
[deleted] For [/deleted]
For lubricating refer to Unit Maintenance orders.
For starting use hand starter mag. time current by trailing brush on main magneto.
[underlined] Leads [/underlined]
H.T. 40 Strands T. Copper Wire
19 Strands Stainless Steel
L.T. 23 Strands T. Copper.
Don’t bend leads more than 4 1/2 R. or waterproof cover rips.
[sketch]
[page break]
Safety Spark Gap no good at altitude so fit heavier coil to stand up to heat generated. S.S.G. not fitted now except to rotating armature mag. which can’t have bigger coil. Less pressure can pump S.S.G. easily at ht, goes straight to S.S.G. least line of resistance.
Arcing:- particles of white hot material, carried across.
[underlined] Maintenance. [/underlined]
[underlined] Contact Breaker [/underlined] platinum alloy [inserted] won’t in oil [/inserted]
[deleted] Clean [/deleted] Wash in lead free petrol, wipe and dry.
Can get pitting on surface by ageing.
[underlined] Slipstone smeared in oil to level faces off. [/underlined] If very bad file first in case hardened steel plate [sketch] then finish of with slipstone & oil.
[page break]
[underlined] Contact Breaker [/underlined] Points of Tungsten.
Will work in oil. Stand up to heat. Tungsten very hard & can have convex surfaces, then won’t trap oil.
Fine emery cloth and oil, if slightly pitted.
If badly pitted draw new points from stores.
[underlined] Rocker Arm. [/underlined]
Phosphor bronze bush mounted on [one indecipherable word] check for wobbling. Oil every 60 F hrs in with 1 drop of winter grade engine
Check [underlined] fibre heel [/underlined] for wear
[underlined] Contact Breaker Spring [/underlined]
Examine for security, cracking, discolouration. Check for signs of blueing, due to heat. Check for signs of varnish on spring, flaking. If so clean of [sic] old varnish with dope solvent, revarnish except 2 ends.
Check tension 2 lbs +/- 1/4 lb. using tension gauge & L just behind contact breaker points
[page break]
Distributor [one indecipherable word] (metal) over distributor.
Most engines started by hand starter mag.
Two leads to mag. one from hand S. mag. one for cockpit switch.
[one indecipherable word] (pure oxygen)
Nitric acid, corrode, so ventilating holes to clear air.
[sketch]
[underlined] Broken switch wire means a live magneto. [/underlined]
[page break]
[sketch]
[page break]
2 [underlined] Armature core :- [/underlined] Primary Coil, Secondary Coil Outside I.S.
Polar inductor magnet stationary .
R.M. Magnet rotates insides fingers on inductor shaft.
[sketch]
Lines of force go one way then reverse.
[underlined] If magnetism is reversed through armature coil a current of electricity is obtained. [/underlined]
[underlined] Lines of force :- [/underlined]
collectively called [underlined] Magnetic Flux. [/underlined]
Magnetic Field.
4 Flux reversals. (P.I or RM)
If current is flowing through primary coil and switch it off with contact breaker, we get a current in secondary circuit [deleted] sent [/deleted] and is sent to plugs.
[page break]
[underlined] Contact Breaker:- [/underlined]
Consists of little arm of duralumin revolving up to 300 per secs.
[underlined] Condenser:- [/underlined] is used to reduce arcing and sparking at the contact points.
[sketch]
Sheets of tin foil separated by sheets of mica. Assists contact breaker to give quick reverse and switch off.
[underlined] Distributor:- [/underlined] Distributor Rotor
Distributor Block
[underlined] Earthing Switch:- [/underlined] In the cockpit.
[underlined] B.T.H. Type SC9 - 4B. [/underlined]
Bristol Pegasus P.I. mag. 4 sparks per revolution. D.oR. taken by looking at the front, applies to any magneto. Always rotate in to engine. 3 ways of mounting. [underlined] Spigot Face, [/underlined] Flange. Base Mounting,
[page break]
[underlined] Nolley [/underlined]
[sketch]
[underlined] Stromberg [/underlined]
[sketch]
Under no conditions must mixture control lever be be moved from Idle cut off position when engine is stationary.
[page break]
[underlined] Magnetos. [/underlined]
Three basic types.
1/ [underlined] Rotating armature [/underlined] (RA) 2 sparks/per rev up to 6 cylinders. Have to drive mag. to [sic] fast, over 6 cylinders. Is a hand starter magneto & test equipment.
2/ [underlined] polar Inductor [/underlined] (P.I.) At least 4 sparks per rev, engines of 7 cylinders & over.
3/ [underlined] Rotating Magnet [/underlined] no difference as far as maintenance is concerned, to No1.
In all mags there are [underlined] Permanent Magnets:- [/underlined] This enables us to obtain electricity
[sketches]
[page break]
[underlined] Automatic Boost Control. [/underlined] (ABC)
[sketch]
When diving at full [deleted] through [/deleted] throttle super c. develops to as air gets denser. A.B.C. closes throttle.
[underlined] Boost Control. [/underlined]
The progressive cam is fitted to give a definite boost pressure for a given throttle opening up to rated altitude.
Cross Shaft, Relay Piston [inserted] 3.5ccs Anti-freeze oil as much as you can get in C.S.
Cross Shaft Relay Valve.
Oil used:- Anti-freezing oil.
also oil link-work. carry out on every 30 [inserted] flying [/inserted] hr. Inspection.
[page break]
To lubricate R.V. remove atmospheric union close throttle and shoot in 3.5 ccs. of anti-freeze oil.
Wobble pump in American kites works up pressure of petrol from carburettor. Red light warns when pressure required is reached. When engine starts engine pump takes over.
KIGASS Priming Pump. No of strokes depends on engine
Start up Merlin.
Prime as required. Pump up pressure required on wobble pump 2 - 3 lbs & then start.
[page break]
If you increase pressure of gas it becomes hotter.
[sketch]
To avoid detonation, as pressure increases make the mixture richer.
[underlined] Boost Enrichment:- [/underlined] petrol cools engine: & absorbs heat.
Another aneroid operated by boost [deleted] pipe [/deleted] pressure, by pipe from induction manifold. As pressure increases mixture becomes richer.
[underlined] Safety valve [/underlined] in case blow back from engine smashes aneroid.
[sketch]
Valves closed by sudden pressure this protects aneroid.
Valute drain on super. C to drain away condensed petrol. assists slow running.
[page break]
Stop engine by allowing atmospheric pressure to enter slow running chamber, through [underlined] Slow Running Cutoout [sic] [/underlined] [symbol] no difference in pressure [symbol] no petrol drawn through. Engine stops.
Choke tubes heated by hot coolant. Butterflies heated by hot oil from scavenger pump. Heated to stop freezing.
Two brass taps to get rid of air locks when filling up with coolant.
All oil from scavenger pump goes through butterflies.
Oil relief valve at 25 lbs. When oil is cold & [one indecipherable word] [symbol] high pressure it goes out through outlet via relief valve and doesn’t go near butterflies
[page break]
[sketch]
When large hole is uncovered by butterfly, switches over to main jet again.
When butterflies are opened petrol doesn’t respond immediately and engine splutters & lags known as Flat Spot.
Flat Spot overcome by accelerator pump.
[sketch]
Neat petrol forced out into cylinder near venturi through 5 holes in cylinder wall.
[page break]
The pressure which the supercharger builds up in induction manifold is called Boost Pressure.
Measured in lbs per [symbol] “ (Br) inches Hg (Am). HG. Mercury. S.C. has limit of height at which it can maintain sea-level power.
[underlined] Rated Boost Pressure:- [/underlined] Maximum pressure which manuf. [deleted] allow [/deleted] for running over indefinite period.
[underlined] Rated Altitude:- [/underlined] is the greatest height at which we can maintain rated boost.
The maximum boost press. permitted by the manuf. for a period of not more than 5 mins, is
[underlined] Maximum Permissible Boost, [/underlined] used for take off, initial [inserted] climb [/inserted] & emergency.
[underlined] Detonation:- [/underlined] explosion in cylinder of weak mixture
[page break]
Diffuser is used to give correct mixture at all engine speeds except slow running.
[sketch]
As you climb wt. of air & pressure drops. Air expands at height. To [sic] rich a mixture as you climb. Cut down petrol supply.
[underlined] Altitude Mixture Control [/underlined]
Gives correct mixture at all altitudes. [underlined] (Aneroid). [/underlined] Aneroid expands at height & pushes needle into jet thus cutting down petrol as air gets less in weight.
Loss of pressure, consequently power at height.
[sketch]
[page break]
[underlined] Supercharger [/underlined] to maintain sea-level power at altitude. Pump mixture up to sea-level pressure. Maintain sea level power up to certain altitudes. Driven at 6 - 10 times crankshaft speed revolve up to 30,000 R.P.M.
[underlined] Slow running jet:- [/underlined]
[sketch]
No rush of air through choke tube at slow running, [symbol] not enough drop in pressure to draw petrol.
[sketch]
[page break]
adjust & clean contact breaker points with an oilstone. Put one drop of oil on contact b. p. One drop of oil on cam ring, down hole to felt pads and smear with high melting point. Wash carbon brushes with petrol & glass paper [underlined] not [/underlined] emery cloth.
[page break]
[underlined] Carburettors. [/underlined]
gives us a correct ratio of air & petrol & ejects it into cylinder. (11-15). to / [underlined] by weight. [/underlined]
At. Pressure at sea level = 14.7165 lbs [symbol] “
Pressure difference between two sides important.
Increase the speed of a gas, decrease the pressure.
[2 sketches]
No use:- only good at one choke opening. To [sic] rich a mixture
[page break]
Remove insulation from primary circuit
[2 sketches]
Float:- Thin brass coil, light & frail.
[sketches]
[page break]
Venturi :- increase of speed without decreasing volume.
[sketch]
Lower pipe almost on [one indecipherable word] jet, and a supply of air & petrol is sucked up
Faster engine goes, the petrol level drops & only air is sucked up thus it acts as extra compensating jet.
Air Bleed
Pressure Balance.
[page break]
[sketch]
A contact breaker is a mechanical switch placed in a primary circuit to interrupt the flow of current.
[sketch]
Condenser made from sheets of tin foil & mica.
It prevents burning of contact breaker points & assists in reversal of primary current.
Low tension currents flowing through circuit.
Primary circuit is few turns of heavy wire.
Secondary circuit many turns of light wire.
[page break]
Safety Spark Gap a safety device to prevent burning of secondary circuit if a plug lead falls of. [sic]
Mag Timing
1/ Turn the engine in D.O.R. to the required number of degrees before TDC compression stroke (marked MA on tractor plate)
2/ Adjust contact breaker points to 12 1/2 thou, & insulate primary circuit.
3/ Fully advance magneto & turn mag DOR until contact breaker points are just opening with distributor rotor serving No1 segment.
4. Engage mag. with Sims vernier coupling.
5. Test timing with lamp & battery
[page break]
[underlined] Timing. [/underlined]
1/ Turn crankshaft in direction of rotation to 200 before T.D.C.
2/ Set clearance of No1. inlet valve to .005”.
3/ Turn Camshaft in direction of rotation until clearance is taken up.
4/ Mesh driving gears in this position.
5/ Check by turning engine in direction of rotation & noting position in degrees point when inlet valve just begins to open.
6/ Tighten & lock the driving wheel retaining devices.
7/ Set tappets to correct clearance.
[page break]
[underlined] Types of Gears. [/underlined]
Spur Gear :- [sketch]
Spiral Gear :- [sketch]
Worm Gear :- [sketch] like a screw.
Helical Gear :- [sketch]
[underlined] Valve lead [/underlined] is the no of degrees measured on the crankshaft by which a valve before its theoretical
[underlined] Flame rate, [/underlined] time taken for mixture to burn
[underlined] Dual ignition [/underlined] gives quicker flame - rate.
[sketch] Magnetos, is a dynamo S to N.
rotate coil of wire in magnet and electricity generated
armature :- coil of wire round soft iron core.
Laminated sheets stuck together
[page break]
Self lubricating from oil it pumps. Disadvantages of wet - sump:- oil in engine never gets cooled properly, doesn’t retain its viscosity therefore.
[underlined] Dry Sump. [/underlined]
[sketch]
Scavenging pump larger mesh than press. pump to make sure pump is kept low.
[page break]
[underlined] Piston Rings [/underlined]
[sketch] Scarf Type
[sketch] But Type
[sketch] Step Type
[sketch] Peg Type
[underlined] The Four Strokes [/underlined]
Induction, piston goes down, sucks in.
Compression, piston goes up, compresses gas.
Power, piston driven down.
Exhaust, piston goes up, forces gas through outlet
Crankshaft.
[sketch]
Brass nuts on exhaust.
[page break]
Wetsump.
Drysump. Merlin
Pegasus
Cyclone
most aero engines.
[underlined] Wetsump [/underlined]
Some parts lubricated by splash others by pressure.
Pressure needs oil pump.
[sketch]
bolted to crankcase. Needs oil tight. No packing on Gypsy. Metal to metal joints. Keep joints clean and smooth with fitters blue. rub on surface table scrape of [sic] high spots.
[page break]
Aerobatic screen, prevents oil flooding cylinders when plane is upside down.
[sketch]
safety valve to relieve pressure, opens at max oil press. 45 lbs
excessive pressure forces spring up and oil escapes to sump
by pass valve in filter for when filter clogs up. pressure of oil opens by pass. The dirty oil is carried round, but better than none at all.
[sketch]
Inlet is larger bore than outlet, so can tell by just looking at it.
[page break]
[sketches]
[page break]
[sketches]
[page break]
[sketches]
[page break]
[sketches]
[page break]
Spencer. J. Capper
R.A.F.V.R.
S’qud LRd.
[sketch]
[page break]
[rear 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
Notebook
Description
An account of the resource
Cash book but contains notes on: medicines/chemicals on first page. Followed by general notes and outline diagrams on Stirling, Halifax, Me-110, Dornier 215 & 217 and Hudson aircraft. Continues with flight engineer's notes on a large number of various miscellaneous aircraft systems and engines.
Coverage
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Royal Air Force
Language
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eng
Type
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Text
Format
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Notebook with handwritten entries
Conforms To
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Pending text-based transcription. Under review
Identifier
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MWakefieldHE174040-171016-17
Publisher
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IBCC Digital Archive
Rights
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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
Alan Pinchbeck
Do 215
Do 217
Halifax
Hudson
Me 110
Stirling
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1970/33713/MWakefieldHE174040-171016-11.1.pdf
4f181739a6aa2b6e085c9dbf3d5bd3fd
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
Wakefield, Harold Ernest
H E Wakefield
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
2017-10-16
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
Wakefield, HE
Description
An account of the resource
93 items. The collection concerns Harold Ernest Wakefield DFC (1923 - 1986, 1582185 Royal Air Force) and contains his log book, documents, training publications, decorations and badges, training notebooks, correspondence, newspaper cuttings, photographs and parachute D ring.
He flew operations as a flight engineer with 51 and 617 Squadrons.
The collection has been donated to the IBCC Digital Archive by Jeremy Wakefield and catalogued by Nigel Huckins.
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
[front cover of notebook]
32 COURSE [underlined] F.T.I.C. [/underlined] WAKEFIELD P/O.
Form 619.
ROYAL AIR FORCE.
Notebook for use in Schools.
91/5074. Wt. 2037. 200M. 6/43. P. & T.
[page break]
[inside front cover]
[underlined] P.L. [/underlined]
[underlined] 10 mins [/underlined]
Telephone System,
Thousand Isles,
Demobilisation
Punting
Motor - Cycle Trials.
Newspaper printing
Holiday in France.
Rabbiting
Cartridge Making
Journey across Africa
Ledrs. Sandtoft, Wickenby, Kershaw, Rook
[page break]
A Flight, Flying Training Command
Training Organisation 11 1/2 hrs
Law & Admin. 13
Organisation 12
Visiting Lecturers 4
Category
81% & over = ‘A’
71% to 80% = ‘B’
60% to 70% = ‘C’
59% & under = FAIL
A Excellent — B Very Good — C Avr. — D B. Avr. — E Very weak
B Flight. [underlined] Bomber Command. [/underlined]
[underlined] 1st day [/underlined] :- Summary by C.I. Preparation of Instruction, Preparing lectures. Practise Lectures, Use of Blackboard. Organisation.
[underlined] 2nd day [/underlined] :- Organisation, Admin. P.L. Organisation. Inst. Method. P.L. Critiscisms [sic] of lectures, & how to assess lectures.
[underlined] 3rd day [/underlined] :- I.M. Organisation. P.L. B.B. Inst. I.M. P.L.
[underlined] 4th day [/underlined] :- Training analysis I.M. P.L. Disc. groups. P.L. Law & Admin. Training Analysis.
[underlined] 5th day [/underlined] :- P.L. I.M. T.O. Admin. Visiting Lecturer. Law & Admin.
[underlined] 6th day [/underlined] :- T.O. I.M. P.L. B.B. ADMIN. I.M. T.O.
[underlined] 7th day [/underlined] :- ADMIN. I.M. org. I.M. P.L. ADMIN. ORG.
[underlined] 8th day [/underlined] :- ADMIN. Training [one indecipherable word] P.L. Unit Talks. Visiting Lecturer. Speech Training.
[underlined] 9th day [/underlined] :- P.L. Org. P.L. I.M. Court Martial
[underlined] 10th day [/underlined] :- Org. P.L. Org. I.M. Org. Ad. P.L.
[underlined] 11th day [/underlined] :- T.O. T.O. Exams. Exams. C.O’s address.
[page break]
[blank page]
[page break]
[underlined] R.A.F. SUBJECTS [/underlined]
Training Organisation
Organisation
Administration.
[underlined] TRAINING ORGANISATION [/underlined]
T.O. (1) [underlined] R.A.F. Organisation. [/underlined]
[underlined] Air Council [/underlined]
R.A.F. Governed by Air Council, founded 1917.
Sec. of State for Air.
[sketch]
[underlined] Sec. of State [/underlined] :- Responsible to the King for all R.A.F. affairs. His work is largely parliamentry. [sic] Presides over Air Council
[underlined] Parl. u/s of S [/underlined] :- Deputises for S & S in Parliament & Air Council, specialises in all training matters, personnel admin. accidents & civil aviations.
[underlined] Parl. u/s of S (L) [/underlined] :- Specialises in works, contracts, welfare,
[page break]
publicity, Royal Observer Corps, Met. Parl. S of S (C) is the senior.
[underlined] Chief of Air Staff [/underlined] :- Operations, Signals & intelligence. Serves on Chiefs of Staff committee.
[underlined] Vice Chief of Air Staff [/underlined] :- Merely understaff to C.A.S.
[underlined] Air Member to Personnel [/underlined] :- Responsible for manpower, recruitings, postings, chaplains, medical service, Provost Marshall & S.P’s.
[underlined] Air Marshall of Supplies & Organisations [/underlined] :- Supplies, works directorate, airfields, organisation & establishments.
[underlined] Air Marshall for Training [/underlined] :- Flying & Ground Training, O.T.U. & C.U. under him, also responsible for all Technical Training.
(All in charge of departments which are split into various directorates)
[underlined] Addisional [sic] Civilian Member [/underlined] :- Financial Adviser
[underlined] Permanent U/S of State [/underlined] :- Secretary to council, controls R.A.F. Accounting, Publicity & Met.
[underlined] HOME COMMANDS. [/underlined]
[underlined] A.E.A.F. [/underlined] Allied Expeditionary Air Force.
[underlined] BOMBER COMMAND [/underlined] - 8 ops. groups.
3 training units.
American Bombardment Divisions
[underlined] COASTAL COMMAND [/underlined] - 4 Reconnaisance [sic] Groups
1 Training Group.
[underlined] BALLOON COMMAND [/underlined] - 3 Barrages.
TRANSPORT COMMAND - 5 Groups (3 England, 1 Eygpt [sic] 1 India. 1 Canada.)
[page break]
[underlined] Maintenance Command [/underlined] - 4 Groups + 2 Wings.
Responsible for [deleted] shop keepers [/deleted] all crashed ‘planes
53 Wing Packed a/c pools
54 M.T. Companies.
[underlined] Flying Training Command [/underlined] - 7 Groups
[underlined] Technical Training Command [/underlined] - 4 Groups
[underlined] Works Directorate [/underlined] - comes under A.M.S.O.
(TO 2) [underlined] Scope of Aircrew Training [/underlined]
Estimates for aircrew are presented two years in advance
Variable’s affect estimates
Casualties
2) Shipping
3) Change of aircraft.
4) Availability of aircraft
5) Enemy interference
6) Changes in syllabus.
7) Shortage of airfields & groundstaff.
8) Course of War.
[page break]
[flow charts]
[page break]
[flow charts]
[page break]
[flow chart]
[page break]
[blank page]
[page break]
[blank page]
[page break]
Org. 1 [underlined] TRAINING ANALYSIS I [/underlined]
1/ Object of Research is to ascertain the truth by scientific inquiry.
2/ To find out what is happening & why it happens.
3/ Research substitutes conclusions based on facts for personal opinions.
4/ Research enables correct decisions to be taken instead of relying on trial & error.
Department at Air Ministry called Department of Research, covering Flying Training & Technical Training.
[box of text]
Deductions must not be made from small samples.
[box of text and numbers] [calculations]
[underlined] TRAINING ANALYSIS II [/underlined]
The backbone of report on training is the statistical tabulation.
A tabulation is facts arranged in columnar form with top & side headings. 2 sets of facts can be arranged in 2 ways
3 sets of facts can be arranged in 12 ways
5 sets of facts can be arranged in 200 ways
[page break]
[underlined] Points to watch when tabulating facts. [/underlined]
1/ Every tabulation should have an explanatory heading or caption.
2/ The tabulation should be self explanatory.
3/ Headings to columns must be understandable.
4/ Give tabulation a number.
5/ Use double lines to indicate major divisions.
6/ State basis.
Charts have 2 uses 1/ a record 2/ to clarify tabulations
[chart]
[underlined] Pie chart [/underlined] (circle chart)
TITLE
[3 pie charts]
Bad for comparing different figures.
[page break]
2. [underlined] Pictogram [/underlined] (Do not use)
[pictogram]
3. [underlined] Bar Chart [/underlined] (Vertical or Horizontal)
[bar chart]
4. [underlined] Compound Bar Chart. [/underlined] (nearly always vertical)
[compound bar chart]
5. [underlined] Component Bar Chart [/underlined] (nearly always vertical)
[component bar chart]
[page break]
[circled 6] Histogram (or Distribution Charts)
7. LINE CHART (Historigram)
[line chart]
[circled 8)
[bar chart]
[page break]
[underlined] Timetable Compilation [/underlined]
1/ Obtain syllabus & master it, length of coarse in weeks Subject & hours on subject Total hours Frequency of intake No. of bodies.
2/ Prepare general plan consulting those affected C. I. & specialist instructors & messing officer & obtain agreement.
3/ Accommodation available
4/ Make a table of hours allowed on each subject
5/ Prepare time - table blank. Decide on layout Fix precise lecture hours. Leave gap between lectures & arrange break in 4 hr period. Days of the week Hours of the day Units
6/ Filling in blank form grid:-
Consider instructors with other duties (SMO, Met officers etc)
b) Alternate doing & listening periods. Last period am & pm. Should be active such as P.T.
c) consider instructors (day - off, common room)
d) accommodation
e) time - table for special [deleted] inter [/deleted] equipment.
f) evening instruction
g) reproductions (stencilled 10 letters to 1” [one indecipherable word] hectograph typewriter 12 letters to 1” (elite) handwritten photographed vertically 6 lines to 1”
[page break]
[underlined] PRINCIPLES OF ORGANISATION. [/underlined]
Organisation is a skill which can be acquired.
Organisation deals with the division of work & and its subsequent co-ordination.
Every undertaking has two divisions or aspects 1) LINE - PURPOSE.
2) STAFF - PROCESS.
PESDCOR
P = Prévoyance (forseeing [sic] your objective & laying plans to achieve it.)
E = (Establishing the structure of the undertaking)
Principle of span of control.
There are 2 forms (1) LINE (disciplinary)
(2) FUNCTIONAL (technical)
Principles of Relationship. LINE STAFF LIASON FUNCTIONAL LATERAL
5 Forms.
Organisation charts can show
Control
2. Relationship
3. What YOU do.
4. What OTHERS do.
S = Staffing. (Engagement & training)
D = Directing (making descisions [sic] & giving orders)
Co = Coordinating.
R = Reporting (keeping oneself informed - i.e. research.
Keeping ones superior informed.
Keeping ones subordinates informed.
[page break]
[underlined] ORGANISATION [/underlined]
[underlined] Servicing Wing [/underlined]
[underlined] Non - Routine [/underlined] - (I) Variable opportunity
(II) Fleeting opportunity
[underlined] Routine [/underlined] - O.T.U. Training Schools
Object of Servicing Wing - To get maximum flying from minimum servicing personnel & a/c.
Achieved by - 1/ Centralising all technical resources
2/ Relieving Flying personnel of [underlined] all [/underlined] responsibility for a/c & servicing personnel.
FORM 700 Servicing Wing
Daily Service
Daily inspection
2. Pre - flight & between flight
3. Petty u/s.
4. Refuelling. - re-arming etc TURN ROUND
5. All (S.) a/c.
FORM 701
Repair & Inspection
1/ Minor Inspections.
2/ Major Inspections.
3/ Modifications.
4/ Engine change.
5/ Repairs
[page break]
[underlined] Sequence of Inspections [/underlined] -
1/ Daily - Between flights - Pre-flights
2/ Minor - Minor*
Seven minors alternate M - M*
Followed by major I.e. on 50 hr. cycle 8 x 50 = 400 allowed latitude of + or - 10% on all inspections.
[underlined] Planning [/underlined] -
C.T.O. plans on.
1/ Unit Servicing Task
2/ Unit Servicing Statistics
Stage or Gang System of Inspections
[underlined] FLYING ACCIDENTS [/underlined]
Accident Rate :- no of accidents for 10000 hrs.
Accident Trend :- Rise & fall in the rate
MAF Metropolitan Air Force.
[page break]
[blank page]
[page break]
[blank page]
[page break]
[underlined] ADMINISTRATION [/underlined]
Judge Advocate General:-
In charge of legal proceedings dealing with land etc. Sueing [sic] etc.
Also cheque summaries of evidence. Find out prosecutors & advisor to courts in difficult cases, e.g. against officers.
Defendant can hire [underlined] anyone, [/underlined] civilian, to defend him.
The Accused (no [sic] what is alleged against them before trial)
The Prosecutor (Does not know what accused will say until trial)
President
All three have summary of evidence
Court Martial cannot try for very serious offences unless there is no civil court for 100 miles E.g. Treason,
If chief witness [underlined] against [/underlined] defence is missing, accused cannot be tried.
1/ Either C.O. or accused can say whether summary is on oath. It is normally on oath.
2/ Officer taking summary must not be implicated
[underlined] Proceedure [sic] against Officers [/underlined]
Any officer must be dealt with by court martial or by A.O.C for minor charges NOT BY C.O.
[underlined] Must [/underlined] be in arrest to go before C.O for charge
[underlined] Must [/underlined] be in arrest for summary of evidence.
[underlined] Must [/underlined] be in arrest for court martial.
[page break]
Punishments:- Reprimand & Severe Reprimand & 12 months loss of seniority
Only Air Council or Court Martial can stop pay or make officer pay.
[underlined] Powers of A.O.C. in Relation to Junior Officers & W/O’s [/underlined]
Severe Reprimand
2. Reprimand
3. Loss of seniority up to 12 months. *
4. Deduction of Pay (W/O’s only) *
Carry the right for C. Martial.
[underlined] Court Marshall [/underlined]
Field Court Marshall :- Very uncommon
General Court Martial :- Deals with officers & very serious offences against airmen
District Court Marshall :- Max punishment 2 years for dealing with smaller charges against airmen. Cannot deal with officers & W/O’s
[page break]
[blank page]
[page break]
[blank page]
[page break]
[underlined] Y Syndicate. [/underlined]
[underlined] INSTRUCTIONAL METHOD [/underlined]
[underlined] Basic Principles of Instruction. [/underlined]
Ends & Means :- Good instruction requires a thorough knowledge & the subject, ability to impart that knowledge & an understanding of the pupils.
Keep in touch with changing conditions & requirements. Invite suggestions e.g. Instructor Discussion Groups.
Help other instructors, treat them as friends. Commend swell as criticise them.
[underlined] Preparation of Instruction [/underlined]
Syllabus:- Assimilation - material collected, analysed, reflected upon systematised & then applied.
Time factor, the intellectual capacity of pupils, which regulates the rate at which they can assimilate the work. Provision of time for recapitulation, revision exercises & note-taking.
[underlined] Preparing & Lecture [/underlined]
Thorough & detailed preparation of every phase. A clear statement of aim - calls up revelant [sic] ideas, excludes irrevelant [sic] ideas & specifies a definite objective.
The instructor must in his own mind at least, if not on paper:-
Analyse the subject, break it up & rearrange it in proper sequence
(b) How to teach each step:- question & answer, model or apparatus diagrams, analogies, exercises, balance & timing.
[page break]
[blank page]
[page break]
[page on Instructional Method repeated]
[page break]
[underlined] 1st. 20 min Lecture [/underlined]
Pneumatics :- [underlined] The braking system of Halifax III [/underlined]
Draw each component on the board in correct order, explaining the function & purpose of the component, this will lead up to the next component required in the system, thus by drawing & explaining each component in turn & leading up to the next eventually the complete diagram will be on the board & the pupils will then understand the purpose & necessity of each component & will be able to follow the complete system through.
Components in the system,
Compressor,
Oil & Water trap,
External charging valve & regulator,
Dunlop air filter,
Relay Unit, governed by hand operated brake levers & rudder bar.
Brake units in u/c wheels.
[underlined] Diagram [/underlined]
[hand drawn sketch]
[page break]
[underlined] Use of Blackboard for Instruction [/underlined]
Try & use 3 boards.
1 for summary, one for diagrams & one for rough work.
For plotting & accurate work use chisel pointed chalk.
For uniform drawings use a thick blunt end.
For parallel lines us two pieces of chalk together.
For dotted lines use chalk flat, vertically, and for colouring use flat and horizontal
[underlined] Colour Strength [/underlined]
1. White 2. Yellow 3. Pink 4. Red 5. Green 6. Blue 7. TerraCott 8. Purple 9. Brown. (white & yellow most suitable)
[underlined] Writing [/underlined] :- no characteristics, copperplate, etc. Keep the same pressure all the time, make the letters [deleted] letter [/deleted] legible, simple, with no flourishes.
BLOCK for title.
Medium block sub-title.
Script for rest, except for emphasis when BLOCK can be used. Stand directly in front of word which you are writing to prevent writing curving downwards.
If board is greasy, repaint. If blackboard paint is unobtainable use vegetable black with a little carborundum or crocus powed [sic] mixed with it, to give chalk a grip enabling it to powder.
[underlined] Diagrams [/underlined]
Plot it first with faint lines middle of board. Thicken lines later. Prevent reference lines crossing each other as far as possible. Always move from top to bottom & left to right.
Colouring :- [one indecipherable word] large surfaces & block in small ones.
[page break]
[underlined] How to Learn [/underlined] :-
Wanting to learn - Motive & its value
How - imitation - impulsive or unconscious
Imitation - conscious & deliberate.
Conscious learning - contagious
Conscious learning - memorising facts
Conscious learning - reasoning.
For learning time is required.
Association of Ideas.
(Schgod, Gamed, Gantos, Sekmb,)
(River, Piano, Walk, Late, Eats, basket, flower, paper, house, (3 missed))
(Christmas mistletoes parties dancing games skating Hole danger ducking pneumonia, death, doctor)
[underlined] Lecture Criticisms. [/underlined]
[underlined] Introduction [/underlined]
Purpose apparent: interest value: linkage with previous knowledge
[underlined] Development [/underlined]
Sequence of ideas: explanations: illustrations
[underlined] Conclusion [/underlined]
Knowledge of subject.
2. [deleted] Subject [/deleted] questioning
3. Apparatus, models, diagrams
4. B.B. writing, drawing, arrangement.
[page break]
5. Simplicity of language, verbal mannerisms
6. Speech - clarity, loudness, variation.
7. Attitude to class.
8. Responsive class.
[underlined] Assessment of Instructional Ability [/underlined]
Through the medium of the class.
(II) By observations on the instructor.
[underlined] Attributes of instructor [/underlined] :-
Voice
Manner
Ability to explain
Knowledge of Subject
[underlined] The Astro Compass [/underlined] (Example Lecture)
[underlined] Aim [/underlined] :- [deleted] The [/deleted] To show the class that the direction of the north can be obtained on a heavenly body.
[underlined] Previous Relevant Knowledge of Pupils [/underlined]
Meaning of (1) altitude (2) azimuth (3) declination (4) local hour angle. Use of Air Almanac & A.N.T’s.
[underlined] Method [/underlined]
I Introduction - Atain [sic] from class definitions of azimuth & altitude. Show that the direction of true north can be obtained from an observation on a star by the application of az & alt at the time of the observation.
Emphasise that to obtain true north from Az & Alt both A.N.T’s & Air Almanac have to be used & a calculation used.
[page break]
[underlined] Development [/underlined]
Show that at the north Pole azimuth & alt. are equal to Dec. & L.H.A.*
(2) Show that Dec. & L.H.A.* are sufficient to find direction of true north, provided one can obtain [deleted] ed [/deleted] at the observers position a plane [symbol] to the horizontal at the N. Pole.
(3) Shows how to obtain a plane [symbol] to horizontal at N. Pole.
(4) Emphasise that Dec & L.H.A.* can be obtained from A.A. alone.
(5) Demonstrate the Astro-Compass.
[underlined] Revision [/underlined]
Stress main points by 2 & A.
Summarise on B.B.
[underlined] Exercise [/underlined]
(1) Find true north using the Astro Compass by the observation on the sun.
(2) Find the Dec. & L.H.A. from log observation on the sun & compare your results with those tabulated in the A.A.
[page break]
[two hand drawn sketches]
[page break]
[underlined] THE PRACTISE OF INSTRUCTION [/underlined]
[underlined] Learning by understanding, [/underlined] - never tell the pupil what he should understand.
Grasping an idea - Why & How.
[underlined Questioning Technique [/underlined] - Sequence, progress in little steps, clearcut unambiguous questions direct the questions to individuals not merely asked for the sake of asking.
Do not echo answers and generally deal with wrong answers.
[underlined] Giving Information [/underlined] e.g. certain formulae
Law & administration, the Signals area, Meteorology etc. The main concern is the atmosphere which is created around the subject matter.
[underlined] Conditions for clear & adequate reception. [/underlined]
1/ Sense organs in good working order
2/ Interest produces alertness
3/ Direct attention to essential details, otherwise they will be missed
4/ Create a correct & adequate “mental set.”
5/ Organise the necessary mental background.
6/ Appeal to the full complement of the senses e.g. by aids.
ie Blackboard
Printed & Wall diagrams.
Models. (Do not pass models round class)
Epidiascope
Films
Syncrophone
Synthetic Devices
[page break]
[underlined] Rates of Forgetting [/underlined]
[underlined] Nonsense Material [/underlined]
More than 1/3 in 20 mins.
More than 1/2 in 1 hr.
Nearly 2/3 in 9 hrs.
More than 2/3 in 24 hrs.
[underlined] Meaningful [/underlined]
1/3 in two days
1/2 in 7 days
3/4 in 30 days
The normal rate of forgetting is extremely rapid in the period immediately after learning.
[underlined] Development of a Skill or a Habit [/underlined]
e.g. Service drill, cockpit drill, Stripping & assembling a gun Morse transmission etc.
Facts to be considered :-
Take care the learner has no reason for wishing to forget.
2. Drill is essential, but not drudgery.
3. There is no drudgery when the drill enables the learner to achieve some end he desires.
4. Expect no improvment [sic] without knowledge of results.
5. Periods of no improvement occur though practice is maintained.
[page break]
[underlined] EFFECTIVE SPEAKING [/underlined]
[underlined] CHOICE OF WORDS. [/underlined] Three essentials for success
SIMPLICITY
WIDE VOCABULARY
USE PICTURE LANGUAGE
2. [underlined] USE OF VOICE [/underlined] Three hints :-
BE AUDIBLE
LOOK AFTER ARTICULATION
VARIETY OF PITCH, PACE & EMPHASIS.
[underlined] THE INSTRUCTOR [/underlined]
[underlined] Exercises two influences on his class [/underlined]
Witting - his attitude of authority which he consciously exerts
2. Unwitting - the force of his personality essentials include confidence, vitality, cheerfulness, sense of purpose, adaptability, patience
B [underlined] Manner & Attitude [/underlined]
Not supercilious, superior or condescending
2. Pleasant, friendly, dignified, tolerant, capable, calm
3. Judicious use of such qualities as sense of humour vitality a interest in subject
4. Proper sense of discipline (effective co-operation)
C [underlined] Choice of Language [/underlined]
Simple yet varied
2. Speech clear : attention to ends of words & to speed of delivery
3. Vary the tone, pace, pitch & intensity.
[page break]
4. Look at & speak to the class.
D [underlined] Characteristics of Pupils [/underlined]
Lack of self - assurance.
2. Hunger for self enhancement or self - asertion [sic]
3. Self respect
[underlined] 2nd 20 min Lecture [/underlined]
Messier Pump Circuit Hal II
[underlined] Introduction. [/underlined]
Need of a pump circuit - to have a continual supply of pressure ready at any moment to operate u/c, bomb - doors or flaps. Draw the main components, pressure line & return line.
[underlined] Development:- [/underlined] Explain other requirements needed & then draw in to complete the whole system.
[underlined] Conclusion :- [/underlined] Run through the system briefly again, revision of main points by questions, colour diagram & put in annotations.
[underlined] Diagram [/underlined]
[hand drawn sketch]
[page break]
[underlined] HINTS ON LECTURING [/underlined]
Use your common sense.
Moderation is power.
Voice cultivation.
Avoid coarse flattery.
Be earnest, humourous [sic] not flippant.
No fine talking & no affection.
No redundancy of expression.
Cultured language.
No grimaces.
Initial quiet confidence.
Order & arrangement.
Separate your points.
Use illustrations & stimulate.
End on a good note.
[underlined] EXAMINATIONS AND TESTING. [/underlined]
An examination is an attempt to pass [deleted] upon [/deleted] judgement upon a persons knowledge off, ability at, or aptitude for a particular subject.
[underlined] Subjective [/underlined] - personal whims of examiner come into play in marking.
[underlined] Objective [/underlined] - examiner does not count.
[underlined] OLD TYPE QUESTION [/underlined]
Give an account of A.S.I. & discuss how its readings are corrected for the height at which the a/c flies.
[page break]
[underlined] NEW TYPE TEST [/underlined]
What does the pitot head do?
2) What does the static head do?
3) What is R.A.S?
4) How is R.A.S. obtained from I.A.S?
5) How is T.A.S. obtained from R.A.S?
[page break]
[underlined] FLYING AT H.G.C.U. NORTH LUFFENHAM [/underlined]
6/9/44 WHITELY MK V 19 SGT FAYE GLIDER TOWING .30
6/9/44 WHITELY MK V 19 SGT FAYE GLIDER TOWING .30
6/9/44 HORSA GLIDER 30 W/O THOMPSON LOCAL FLYING .20
6/9/44 HORSA GLIDER 30 F/O FULLER LOCAL FLYING .10
TOTAL 1.30
[page break]
[rear 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
Harold Wakefield's instructor training notebook
Description
An account of the resource
Covers RAF top level organisation, list of all home commands and scope of aircrew training. Continues with description of structure of air council, and detailed description of bomber command structure. Followed by two training analyses with diagrams, how to compile timetables, principles of organisation. administration, instructional method, example lectures, how to use blackboard and colour, how to learn, lecture criticisms, assessment of instructional ability and development. Continues with the practice of instruction, effective speaking, further example lecture and hints on lecture.
Creator
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H E Wakefield
Coverage
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Royal Air Force
Language
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eng
Type
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Text
Format
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Multi-page notebook with handwritten entries
Conforms To
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Pending text-based transcription. Under review
Identifier
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MWakefieldHE174040-171016-11
Publisher
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IBCC Digital Archive
Rights
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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
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Alan Pinchbeck
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1970/33708/MWakefieldHE174040-171016-08.2.pdf
4fbf4d7fea45c1cdb580d1bbd74da36a
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
Wakefield, Harold Ernest
H E Wakefield
Publisher
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IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2017-10-16
Rights
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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
Wakefield, HE
Description
An account of the resource
93 items. The collection concerns Harold Ernest Wakefield DFC (1923 - 1986, 1582185 Royal Air Force) and contains his log book, documents, training publications, decorations and badges, training notebooks, correspondence, newspaper cuttings, photographs and parachute D ring.
He flew operations as a flight engineer with 51 and 617 Squadrons.
The collection has been donated to the IBCC Digital Archive by Jeremy Wakefield and catalogued by Nigel Huckins.
Transcribed document
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Transcription
Text transcribed from audio recording or document
Transcriber Alan Pinchbeck
Web address of item or file identifier(s) MWakefieldHE174040-171016-08
Date completed 21/01/2024 (SB 07/03/2024)
Notes to reviewer (if any)
IBCC Digital Archive – Transcriber Worksheet
Transcription:
F/O H.E. WAKEFIELD F/E No. 13 COURSE
1332 H.C.U.
13/7/45
ROYAL AIR FORCE
Notebook for use in Schools.
[page break]
[blank page]
[page break]
[3 sketches]
Decrease in speed gives increase in pressure } or vice versa.
Increase in speed gives decrease in pressure } or vice versa.
Lift is 20 times the drag } approx.
Lift & fuselage etc. is 10 times drag } approx.
Optimum Angle of Attack = That angle of attack which gives greatest lift with minimum drag.
Speed & Angle of Attack considered in efficient results.
[sketch]
[page break]
SINGLE ENG. LAND.
[sketch]
[underlined] Absolute Ceiling [/underlined] is the max. height obtainable in a standard atmosphere under specified conditions.
[underlined] Service Ceiling [/underlined] is the height at which the rate of climb has fallen to 100ft. per minute.
[page break]
B.T.H.U. British Thermal Unit
The power to raise 1lb of water 1° F.
1 gal. of petrol contains 14000 to 20000 B.T.H.U
1 B.T.H.U. = 778 ft. lbs.
100% Heat Generated.
[sketch]
Thermal Efficiency = Output/Input x 100/1
Indicated Th. Eff. = Heat converted into work in cyl./Heat input x 100/1
Brake Th. Eff. = Heat converted into work at crankshaft/Heat input x 100/1
Fuel H.P. = Consump (lbs. per min) x Cal. Val. x 778/33000
Find fuel h.p. of engine consuming 10lbs per min when Cal Val = 19000 BTHUs?
[deleted] 33000 [/deleted] Work energy required to [inserted] lift [/inserted] 1lb 1ft in 1 min - 33000ft. lbs. per min = 1 H.P.
[page break]
An engine develops 1200 H.P. at 22000 ft. If it consumes fuel at 10 lbs. per min. calculated its Thermal Efficiency.
(Cal. Val. of fuel = 19.800 B.T.H.U.)
H.P. for cylinder. = P.L.A.N./33000
P = M.E.P.
L = length for Stroke
A = Area of piston
N = no. of power strokes
R.P.M./2
B.H.P. = 2 [symbol] TN/33,000 T = torque N = no. of power strokes per min.
Frictional H.P. = 1. H.P. - B.H.P.
Mech. Eff = B.H.P./1.H.P. X 100/1
[calculations]
[page break]
[calculations]
Comp. Ratio = Swept Volume + Clearance Volume/Clearance Volume.
[underlined] Carburetters :- [sic] [/underlined] S.R Rich 9 : 1 } Condensation in induction system. Cold induction system, [indecipherable word] scavenging giving weakening of [indecipherable word] in cyl. Diffuser gives correct strength for cruising only.
Cruising. Weak 16 : 1 } Diffuser gives correct strength for cruising only.
Climb Rich 12 : 1 } Diffuser gives correct strength for cruising only.
T.O. Rich 10 : 1 } Diffuser gives correct strength for cruising only.
[underlined] Prevents Icing by :- [/underlined] { Coolant round jacket
[underlined] Prevents Icing by :- [/underlined] { Hot oil through butterfly
[underlined] Prevents Icing by :- [/underlined] { Fuel entry above butterfly
[underlined] Prevents Icing by :- [/underlined] { Hot air.
[underlined] Prevents Icing by :- [/underlined] { Small plates on air intake.
[underlined] Has to give [/underlined] :- { Correct mixture strength at all eng. conditions
[underlined] Has to give [/underlined] :- { Atomise the fuel
[underlined] Has to give [/underlined] :- { Fully Automatic
[underlined] Has to give [/underlined] :- { Overcome flat spot
[2 sketches]
[page break]
[sketch]
Altitude Control gives correct constant mixture strenght [sic] up to all altitudes.
Boost Control gives richer mixture for increased boost.
[underlined] Balance Duct [/underlined] [deleted] communicates [/deleted] gives constant pressure difference between choke & float chamber at all altitudes. S.U. is Variable Jet System.
[underlined] Boost Reversal [/underlined] Exhaust gases going out through inlet valves.
[underlined] Boost Bias [/underlined] prevents this by giving slight boost pressure to conteract [sic] high exhaust gas pressure.
[underlined] Supercharger :- [/underlined]
Increased power at sea - level
Maintain sea - level power up to a certain altitude
[underlined] Rated Boost [/underlined] is boost at which engine can be run under International Figures.
[underlined] Rated Altitude [/underlined] Highest alt to which R.B. can be maintained
[underlined] H.P. increases at Alt with supercharger [/underlined] due to better scavenging, (less back pressure) less back pressure in crankcase.
Cooler charge.
[page break]
[underlined] Propellers [/underlined]
[underlined] Pitch [/underlined] Is then distance the airscrew would move forward in one revolution assuming the air to be a solid body
[underlined] Slip [/underlined] = [symbol] of attack
Advance per Rev = Practical distance moved in one revolution.
[underlined] States of Compressability [sic] [/underlined] layers of air formed in front of blade
[underlined] Cavitation [/underlined] vacuum at rear of blade. (When blade is travelling at over 90% of speed of sound) Speed of sound 746 m.p.h.
[underlined] A blade has a varying [symbol] along its length to equalise the load [/underlined]
[underlined] Centrifugal Turning Moment, [/underlined] tendancy [sic] for a free propeller blade to turn to a fine pitch when rotating. [sketch]
[underlined] RANGE FLYING [/underlined]
[formulae]
L = Lift in lbs.
D = Drag in lbs.
S = Max. Plan projected area in square feet
(RHO) P = Density od Atmosphere
V = Velocity of undisturbed airflow in feet per second.
[3 graphs]
[page break]
[calculations]
[page break]
1 Nautical Mile = [underlined] 6080 [/underlined]
1 Statute Mile = 5280
1 [deleted] Statute [/deleted] [inserted] Nautical [/inserted] Mile = 33/38 = 1.15 [deleted] Nautical [/deleted] [inserted] Statute [/inserted] Miles
[calculations]
1 [deleted] Nautical [/deleted] [inserted] Statute [/inserted] Mile = 33/38 = .868 Nautical Mile.
Power Required At Altitude = Power Required at S.L. / [symbol] Relative Air Density
Power at Sea-Level = 650 B.H.P.
Find power at 10,000’ given that [symbol] Rel. Density = .8594
[calculations]
[page break]
[underlined] Rules for Range Flying. [/underlined]
Reduce I.A.S. by 1/4 the % of the % reduction in weight Max. boost min revs gives full throttle, less h.p. to drive supercharger less frictional losses.
If I.A.S. is to [sic] high with min. revs climb higher until I.A.S drops off.
Take off in rich mixture climb & get to height quickly as possible. Lose height at no more than 300 ft. per minute.
[underlined] Max range climb [/underlined] climb at recommended cruising I.A.S. using boost obtainable in weak mixture, select R.P.M. to give rate of climb desired
[underlined] Max Rate of Climb in Weak mixture, [/underlined] use max. boost obtainable & I.A.S. approaching that for rich mixture climb.
[underlined] Cruising [/underlined] cruise at optimum altitude selecting R.P.M. to give recommended I.A.S. It is usually better to climb slightly above opt. height & descend to it letting I.A.S. increase slightly finally bringing it back to recommended by R.P.M.
[underlined] Power Descents [/underlined] Use max. boost obtainable in weak mixture, maintain recommended I.A.S. & control rate of descent by R.P.M. levers & altitude. When min. R.P.M. is reached then allow airspeed to increase up to about 10 m.p.h. thereafter reduce boost (regulation rate of descent 300 ft. per min.)
[underlined] Hot & Cold Air. [/underlined] if warm air is used we lose boost due to a) loss of ram effect b) increase in inlet air temp.
[page break]
Use warm air only if (a cold air intake is blocked due to icing or foreign matter) b) when descending if carburettor icing occurs
Gills if fitted or rad shutters. Reduction of drag (parasite drag) by closing all apertures & streamlining or protuberences [sic] will mean that less B.H.P. is required to maintain a given speed better A.M.P.G. figure will be obtained if gills are closed. If cyl. head or coolant temp rise to a figure approaching max. permissable [sic] during cruising due possible to high outside or an enforced low altitude it is advisable to increase I.A.S. up to approx 6% rather than to open gills. If temp continues to rise then open gills.
During economical climb cyl. temps. Should be controlled by altitude (I.A.S.) & not by the use of gills.
[underlined] High & Low Supercharger [/underlined] [indecipherable word] never use S if can obtained power in M.
[underlined] Head Wind [/underlined] Under 30 mph. no change in speed, increase I.A.S. 4% for increase of every 10 mph. over 30 mph
[underlined] Optimum Altitude [/underlined] on a given trip over a reasonable distance if the flight is at [inserted] any [/inserted] F.T. height the total fuel used will be approx. the same. The fuel used on a weak mixt. climb will be made up by that saved on power descent.
[underlined] Economic Ceiling [/underlined] this is a max. height at which cruising power can be obtained in weak mixture & M. gear. This height varies with the A.U.W. (when rate of climb drops to 50 ft. per min at cruising I.A.S. in weak mixt. = Economic ceiling) 4% decrease or increase ceiling alters 2500 ft.
[underlined] Automatic Pilot [/underlined] as much as possible.
[page break]
For Short Distances, fly at constant revs.
For Medium Distances, fly at constant I.A.S.
For extreme Distances, fly at extreme range conditions.
[underlined] FLIGHT PLANNING [/underlined]
Factors affecting the flight plan:-
Type of load being carried & destination.
Whether flying under one of the following conditions:-
in a given time carrying max. Payload
flying at leisure carrying max. payload
or is it possible to make a certain destination carrying a given load.
flying under weight a short distance.
3) Terrestrial topography.
4) Met. Forecast.
5) Alternative landing grounds if there is a possibility of destination aerodrome being unusable.
6) Max. take off & landing weights of various staging posts en route. (possibility of jettisoning cargo)
7) Handling of the a/c - I.A.S. altitude, bearings, etc.
8) Handling engs.
9) Basic weight of A/C with essential equipment al etc.
10) Fuel required & payload.
Transport fuel safety margin 25% extra
[page break]
[sketches]
[page break]
[sketch]
[calculations]
[page break]
[calculations]
[page break]
[sketch]
[calculations]
[underlined] Flemings R. Hand Rule [/underlined]
Point the thumb in direction of motion of conduction, point the first finger in the directions of the lines of force. Hold the second finger at [indecipherable] [symbol] to the first finger then second finger will indicate the direction of current.
[underlined] Wheatstone Bridge - [/underlined] is an electrical balance [formula] for measuring a voltage difference when the resistance is thrown off balance.
[page break]
[sketches]
[page break]
[blank page]
[page break]
[sketch]
ATOM OF HELIUM
ELECTRON
[circled N] NEUTRON
[circled +] PROTON
[underlined] ohm’s Law [/underlined] In any conductor at a uniform temperature the current is directly proportional to the potential difference between its end, & inversely proportional to the resistance.
[calculations]
746 Watts = 1 Elec. HP.
Power = Volts x Amperes
Power = Watts
Board of Trade Unit = 1 Kilowat [sic] Hour
[page break]
[blank page]
Dublin Core
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Title
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Harold Wakefield's notebook
Description
An account of the resource
Notes on theory of flight, thermodynamics, power calculations, engines and components, superchargers, propellers, range flying, velocity/speed calculations, rules for range flying, flight planning, electronic circuits and electrical theory.
Creator
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H E Wakefield
Date
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1945-07-13
Temporal Coverage
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1945-07-13
Coverage
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Royal Air Force
Language
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eng
Type
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Text
Format
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Printed notebook with handwritten notes
Identifier
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MWakefieldHE174040-171016-08
Publisher
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IBCC Digital Archive
Rights
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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.
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Alan Pinchbeck
Conforms To
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Pending text-based transcription. Under review
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1828/33474/EAdj35SqnRAFEylesCW441118-0001.1.jpg
770a667bc46118af5b7e8415e3d6a387
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1828/33474/EAdj35SqnRAFEylesCW441118-0002.1.jpg
341fdc429782a8556471db61e477b99a
Dublin Core
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Title
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Eyles, Bill
C W Eyles
Publisher
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IBCC Digital Archive
Date
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2017-04-10
Rights
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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
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Eyles, CW
Description
An account of the resource
51 items. The collection concerns Bill Eyles DFM (900473 Royal Air Force) and contains his log book. notebooks, correspondence and photographs. He flew a tour as a bomb aimer with 78 Squadron and later a second tour with 35 Squadron Pathfinders.
The collection has been donated to the IBCC Digital Archive by Hazel King and catalogued by Nigel Huckins.
Transcribed document
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Transcription
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Royal Ai [censored words]
Gra [censored word]
Ref: 35S/S.1/26/5/Air. 18th November, 1944.
Dear Eyles,
Herewith certificate for the permanent award of the Path Finder Badge awarded to you on completion of your operational tour.
[signature]
Flight Lieutenant, Adjutant,
[underlined] No. 35 Squadron. [/underlined]
W/O C.W. Eyles,
15, Dales View Road,
[underlined] Ipswich, Suffolk. [/underlined]
[page break]
HEADQUARTERS,
PATH FINDER FORCE,
ROYAL AIR FORCE.
30th August, 1944.
To: 900473 Flight Sergeant Eyles, C.W.
[underlined] AWARD OF PATH FINDER FORCE BADGE [/underlined]
You have to-day qualified for the award of the Path Finder Force Badge and are entitled to wear the badge as long as you remain in the Path Finder Force.
2. You will not be entitled to wear the Badge after you leave the Path Finder Force without a further written certificate from me authorising you to do so.
[signature]
Air Vice-Marshal, Commanding
Path Finder Force.
(4159) M13466/M 1453 8/44 1000 BGH Gp57/9.
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
Letter to Bill Eyles and certificate for award of pathfinder badge
Description
An account of the resource
Letter encloses certificate for permanent award of the pathfinder force badge awarded on completion of his tour. Certificate signed by Air Vice Marshall D C T Bennett.
Creator
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Adjutant 35 Squadron
D C T Bennet
Date
A point or period of time associated with an event in the lifecycle of the resource
1944-11-18
1944-08-30
Format
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One page typewritten letter and one page printed document
Language
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eng
Type
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Text
Text. Service material
Identifier
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EAdj35SqnRAFEylesCW441118
Coverage
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Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
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Great Britain
England--Huntingdonshire
England--Suffolk
England--Ipswich
Temporal Coverage
Temporal characteristics of the resource.
1944-11-18
1944-08-30
Conforms To
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Pending text-based transcription. Under review
Publisher
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IBCC Digital Archive
Rights
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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
Alan Pinchbeck
35 Squadron
Bennett, Donald Clifford Tyndall (1910-1986)
Pathfinders
RAF Graveley
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/579/31574/MHarrisonJC1590954-180706-02.2.pdf
881ccae0a7e3251fc43fce3d440d3286
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
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Harrison, John
J Harrison
Publisher
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IBCC Digital Archive
Identifier
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Harrison, J
Description
An account of the resource
11 items. An oral history interview with John Harrison (1924 - 2017), his log book, correspondence, documents and photographs. He flew operations as a mid-upper gunner with 106 Squadron from RAF Metheringham before being shot down and becoming a prisoner of war.
The collection has been donated to the IBCC Digital Archive by John Harrison and catalogued by Trevor Hardcastle.
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.
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-08-09
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
[Front cover of book]
[page break]
7/4 [indecipherable word or character]
1590954 Harrison J.C.
“V” SQUAD 56 COURSE,
SUBJECT. PAGE No.
SIGHTING & RANGE ESTIMATION 1 - 30
ARMAMENTS 31 - 60
B.P. TURRETS No longer on syllabus. 61 - 90
(Pages 70 -85 missing
F.N. TURRETS. 91 - 120
AMMUNITION 121 - 130
PYROTECHNICS 131 - 140
LOG BOOK 189
PALMER HYDRAULIC FIRING GEAR 150
15 - 29.
40 - 59.
[page break]
1
[underlined] SIGHTS [/underlined]
[underlined] Mk. III Reflector Sight [/underlined]
Provides (1) Bead indicating where guns are pointing (2) a ring by means of which range is estimated (3) The radius of the ring subtends 10’ in every 100 yds., and is the correct deflection allowance for a crossing speed of 50 mph.
[underlined] Daily Inspection [/underlined]
[underlined] 1 [/underlined] Check for security of mounting.
[underlined] 2 [/underlined] Test bulb and 3 spares. Inspect for signs of [deleted] [underlined] 3 [/underlined] [deleted] blackness. If present exchange bulb, and in any case change after 50 hrs. or on each 40 hr. minor turret inspection.
[underlined] 3 [/underlined] Clean Sun Screen, Reflector Panel and lense. Anti Dim may be used to prevent condensation.
[underlined] 4 [/underlined] Check spare 5 amp. fuses.
[underlined] 5 [/underlined] Check electrical leads for faulty connections. When replacing bulb, black line on bulb should be to white line on holder. If put in wrong way round will result in fusing of the bulb on day switch and no light on night switch.
[page break]
2
[underlined] 30’ Class of Single Engined fighters [/underlined]
[table of ranges for guns]
[underlined] 50’ Class of Twin Engined Fighters [/underlined]
[table of ranges for guns]
[underlined] 60’ Class of Twin Engined Bombers [/underlined]
[table of ranges for guns]
[underlined] The Three Key Ranges [/underlined]
[underlined] 1 [/underlined] 600 yds. Limiting Range. Short Searing Bursts.
400 yds. Effective Range. Reasonable amount of ammo, may be used.
150 yds. Point blank range
Range estimation is essential when using tracer as an aid to sighting.
[page break]
3
[underlined] Bullet Pattern [/underlined]
[diagram of bullet patterns for a four gun turret]
Guns pointing at corner of a 7’-6” square at range of 400 yds.
[diagram of a bullet pattern for a two gun turret]
[underlined] Cone of Fire [/underlined] Spread of Bullets caused by vibration on gun. Cone of fire at 400 yds., 15ft. More than one Cone of Fire is called [underlined] Bullet Pattern. [/underlined]
[underlined] Gravity Pull on Bullets [/underlined]
At a height of 10,000’, Range 400 yds., a bullet will fall 5 ft. At a range of 600 yds. the bullet will fall 13 ft. For other ranges the bullet will
[page break]
[underlined] 4 [/underlined]
fall as follows:-
[table showing amount of fall of a bullet for a given range]
[underlined] Object of Harmonization [/underlined]
[underlined] 1 [/underlined] To aline [sic] the guns so that they form the appropriate bullet pattern.
[underlined] 2 [/underlined] To position the sight in the centre of the 4 guns.
[underlined] 3 [/underlined] To bring the sight down 5 ft. below the guns at 400 yds to allow for gravity drop.
[underlined] Use of short range Harmonization Boards [/underlined]
These boards are used as a matter of convenience for a range of 25 yds. The gunner must be careful to see that he uses the correct board for turret in use.
[page break]
[underlined] 5 [/underlined]
[underlined] BULLET TRAIL [/underlined]
Bullet trail is the distance the bullet lags behind the axis of the gun barrel due to air resistance set up by the forward speed of the gunners aircraft. The bullet always trails towards the tail of the gunners aircraft. This is allowed for by moving the guns towards the nose of the aircraft.
[underlined] Factors affecting Bullet Trail [/underlined]
[underlined] 1 [/underlined] [underlined] Range [/underlined] Increased - Bullet Trail Increased
[underlined] 2 [/underlined] [underlined] Angle of Gun. [/underlined] Maximum Bullet Trail on Beam. Minimum Bullet Trail Ahead or Astern.
[underlined] 3 [/underlined] [underlined] Speed [/underlined] Increased - Bullet Trail Increased.
[underlined] 4 [/underlined] [underlined] Height [/underlined] Increased - Bullet Trail Decreased.
[deleted] [underlined] 5 [/underlined] [/deleted] Code Word to remember these factors by RASH.
[underlined] Bullet Trail Lag [/underlined]
[table of bullet lag by range]
Make these allowances when the gun is at any angle within 450 of the beam. At any other angle ignore.
[page break]
6
[underlined] ZONE METHOD [/underlined]
Only applicable when dealing with an attack by a fixed gun fighter flying along a curve of pursuit.
[underlined] Curve of Pursuit. [/underlined] The path [deleted] of [/deleted] a fixed gun fighter [double underlined] must [/double underlined] take to keep take to keep its guns bearing. (To hold its deflection).
[diagram showing curve of pursuit]
Whenever a fighter is flying along a Curve of Pursuit, irrespective of where it is coming from, its direction of movement will always be towards the prolongation of the gunners axis.
[underlined] EVASIVE ACTION. [/underlined]
Evasive action of a Bomber is to turn into the attack, thus increasing deflection and forcing attacking aircraft to fly on a
[page break]
7
much tighter curve. A Diving Turn is usually adopted followed by Corkscrew evasive action. Evasive action is generally taken as soon as fighter makes his second dip of wings to start his Curve of Pursuit.
[underlined] [one deleted word] ONE METHOD FOR DEALING WITH FIXED GUN FIGHTER ON CURVE OF PURSUIT [/underlined]
[table showing deflection allowance]
The Zone Method is used for burst, after that check with tracer.
[underlined] TRACER [/underlined]
[underlined] Types in Use [/underlined]
G. IV — G. V — G. VI All burn from gun to 600 yds.
[underlined] G. IV. [/underlined] Bright daytime tracer. Colour Red.
[underlined] G. V. [/underlined] Dull night trace. Colour Yellow.
[underlined] G. VI. [/underlined] Bright daytime trace. Colour Red. Same
[page break]
8
as G IV, but a more perfect bullet.
[underlined] Point Blank Pattern [/underlined] (Check Harmonization).
[diagram of point blank angle]
Produced when firing a stationary gun on the ground or dead ahead or astern from an aircraft. Pattern produced by gun movement will show correct amount of deflection and bullet trail at 600 yds (ie the end point of tracer). It also shows the direction [deleted] the [/deleted] in which deflection must be made.
[three diagrams showing bullet angle]
[page break]
9
[underlined] The most important rules to use Tracer Correctly [/underlined]
[underlined] 1 [/underlined] Accurate Range Estimation
[underlined] 2 [/underlined] Maintain a constant deflection when firing sighter burst
[underlined] 3 [/underlined] Watch End Point of Tracer.
[underlined] Accurate Placing of Target on Trace [/underlined]
Can only be done when target holds off at a constant range. The gunner then has plenty of time to place the target on that part of the trace which corresponds to the range, i.e. 600 yds end of trace, 400 yds 2/3 along trace, and 200 yds 1/3 along trace.
On a Curve of Pursuit the range and deflection allowance is decreasing rapidly, and there is insufficient time for correct placing of target on trace therefore after firing sighter burst, place and keep target halfway along trace until range drops to 150 yds then fire point blank.
[page break]
10
[underlined] TACTICS [/underlined]
[plan view diagram of aircraft and turrets showing angles of fire]
[side view diagram of aircraft showing angles of fire from rear turret]
[page break]
11
[underlined] OPPORTUNITIES NOT TO BE MISSED [/underlined]
[underlined] Breakaway [/underlined]
Usually downwards to gain speed. Rear and Mid Upper Gunners advise other members of crew directions of breakaway, and at the same time firing continuously allowing one Radius deflection, until target has passed through the sight. Should the target be missed, the front gunner will give a 2 Radii deflection and [deleted] force [/deleted] fire on target.
[underlined] Downward Breakaway to Port. [/underlined]
[two diagrams of rear and front gunners view through sight]
[page break]
12
[underlined] Point Blank Pattern [/underlined] (Decisions when seen in sight)
[diagram of Point Blank Pattern.]
[underlined] 1 [/underlined] When firing dead astern or ahead
[underlined] 2 [/underlined] When firing on beam at a slower target when Bullet Trail and Deflection cancel each other out
[underlined] 3 [/underlined] When Target changes from approach to Curve of Pursuit.
[underlined] Combined Rules of Aiming [/underlined]
[underlined] 1 [/underlined] Identify aircraft.
[underlined] 2 [/underlined] Estimate Correct Range
[underlined] 3 [/underlined] Determine angle of attack and at 600 yds. fire sighter burst giving and maintaining the required zone allowance. Watch end of trace and re position target halfway along trace, and keep it there until range drops to 150 yds. Then fire point blank until breakaway.
[underlined] note. [/underlined] If paralell [sic] course target it should be positioned on trace according to range.
[page break]
13
[underlined] GENERAL NOTES [/underlined]
1. When on night operations always keep keen search on dark sky away from moon.
2 When on day operations always keep keen search on sky area around sun.
3. Search should be carried out so that M.U.G. is searching port side while R.G. is searching starboard. The rear gunner should search horizon down and Mid Upper horizon up.
4. It is advisable where possible for M.U. to give running commentary, as he has wider search view.
[page break]
14
[blank page]
[page break]
15
[underlined] M.T.M. NOTES. [/underlined]
[underlined] BASIC [/underlined]
[underlined] HAMMERS [/underlined]
[underlined] Head [/underlined] High Carbon Steel, hardened on bases
[underlined] Shaft [/underlined] Straight grained ash. Classified by weight of head.
[underlined] DRAWING [/underlined [underlined] DESCRIPTION [/underlined]
[underlined] 1 [/underlined] BALL PANE for ordinary jobs riveting etc.
[underlined] 2 [/underlined] STRAIGHT PANE.
[underlined] 3 [/underlined] CROSS PANE
[underlined] 4 [/underlined] HIDE FACED where damage to job must be avoided as on all engine parts.
[underlined] FILES [/underlined] Material - High Carbon Steel.
[underlined] Cut [/underlined] Different arrangement of teeth are used for filing different materials.
[underlined] SINGLE CUT [/underlined] For soft materials. Teeth less likely to get clogged.
[page break]
16
[underlined] Double Cut [/underlined] For general engineering use most common cut.
[underlined] Dreadnought [/underlined] For heavy cutting.
[underlined] Rasp [/underlined] For very soft materials (wood, lead, etc)
[underlined] Rough [/underlined] For rough work only - to remove metal quickly.
[underlined] Bastard [/underlined] For ordinary engineering.
[underlined] Second Cut [/underlined] For good finish without too much time taken
[underlined] Smooth [/underlined] For good finish slower cutting
[underlined] Dead Smooth [/underlined]
For very fine finishing - use for final finishing only.
In describing a file state grade, Section, Length. eg. Bastard, Square, 8”, or Smooth Hard, Safe edge, 6”.
[underlined] Hints on Filing [/underlined]
[underlined] 1 [/underlined] Never use a file without a handle.
[underlined] 2 [/underlined] Remember files cut a forward stroke.
[underlined] 3 [/underlined] Keep files clean of chips by use of file card.
[underlined] 4 [/underlined] Use chalk for final finish, it prevents
[page break]
17
scratches
[underlined] 5 [/underlined] New files should be used on brass and similar metals. [deleted] New [/deleted] used ones on steel.
[underlined] CHISELS [/underlined]
[underlined] FLAT [/underlined] for general chiseling
[underlined] CROSS CUT [/underlined] for narrow grooves.
[underlined] DIAMOND POINT [/underlined] for cutting in corners and rectifying incorrect start when drilling.
[underlined] ROUND NOSE [/underlined] for cutting oil grooves and and rectifying incorrect start when drilling Chisels are forged from high carbon steel bars [deleted word] with cutting edge hardened and tempered. The rest is left soft and tough. The edge is ground to correct cutting angle for material to be cut. 75% for hard steel, 60% for ordinary steel, 40% soft materials.
[underlined] PUNCHES [/underlined] made from high carbon steel. Hardened and tempered at the business end.
[page break]
18
[underlined] CENTRE PUNCH [/underlined]
Right type.
Straight type for heavy work.
[underlined] PARRALLEL [sic] PIN PUNCH [/underlined]
Used to drive out Shackle pins, tight bolts etc.
[underlined] HOLLOW PUNCH [/underlined]
Used to punch definite sized holes in soft materials (leather, etc) Punch on end grain of wood to avoid damage.
[underlined] HACKSAWS [/underlined]
[underlined] COURSE TEETH [/underlined] Wide job cuts well correct
[underlined] FINE TEETH [/underlined] Wide job teeth clog incorrect
[underlined] COURSE TEETH [/underlined] [deleted] whole [/deleted] light job teeth straddle work in brake
[underlined] FINE TEETH [/underlined] light job several teeth in action cuts well correct.
[underlined] FRAME [/underlined] (Fixed or adjustable) Mild steel with wooden handle or composition
[underlined] BLADES [/underlined] High carbon or alloy steel, hardened and tempered.
[page break]
19
[underlined] FINE TEETH [/underlined] 22 - 32 teeth per inch - for thin metal
[underlined] COURSE TEETH [/underlined] 14 - 18 teeth per inch for thick metal
[underlined] DRILLS [/underlined]
[underlined] Material. [/underlined] High carbon steel or alloy steels. High speed steel drills can cut quicker than plain carbon steel drills - say twice as fast.
[underlined] Flat drills [/underlined] Simple to make drills inaccurate holes, slow cutting. wasteful of power.
[underlined] 1 [/underlined] [underlined] FLAT DRILL. [/underlined] [underlined] 2 [/underlined] [underlined] BOTTOMING DRILL. [/underlined] to finish bottom of blind hole.
[underlined] 3 [/underlined] [underlined] PEG DRILL. [/underlined] To machine surface around a drilled hole. To provide a good seat for a nut or a bolt.
[underlined] 4 [/underlined] [underlined] TWIST DRILL [/underlined] Designed as an efficient cutting tool. Must be correctly ground to operate well
[underlined] GRINDING [/underlined] Cutting edges must be of equal length and equal angle (590) to ensure
[page break]
20
that each does its fair share of work.
[underlined] REAMERS [/underlined]
[page break]
21
[blank page]
[page break]
30
[blank page]
[page break]
31
[underlined] BROWNING .303 MACHINE GUN. [/underlined]
[underlined] Mechanism [/underlined]
[underlined] Backward Movement [/underlined]
When round is fired recoil action takes place, continued expansion of gases drives recoiling portions to the rear. The Breech Block being locked to the Barrel Extension by means of the locking piece cam. Further rear movement of the barrel causes the locking piece pin to strike the slanting surface of the lock frame prongs, thus forcing the locking piece down the locking piece cam. The Breech Block then being unlocked is allowed to go further to the rear.
During the recoil action the barrel extension bears against the front of the accelerator causing the accelerator to rotate backwards as far as the stop. During this movement the ramps of the accelerator engage infront [sic] of the T shaped projection thus holding the barrel and extension to the rear. As the accelerator rotates backward the horns bear against the bent of the Breech Block, thus driving the breech block to the rear and compressing the return spring.
[underlined] Backward Action of Transporter [/underlined]
The claw of the transporter is engaged [underlined] infront [/underlined] [sic]
[page break]
32
of the rim of the Cartridge, lying against the Cartridge and Bullet Stops, and as the Breech Block goes to the rear this round is withdrawn from the belt and carried back being supported by the ejector. The transporter plunger rides along top of the front cam onto the rear cam and on reaching the champhered [sic] surface the plunger is depressed. The transporter ramp on the cover thus forces the transporter down and live round is placed on the face of the Breech Block.
[underlined] Extraction and Ejection [/underlined]
The empty case in the chamber is held by the Cartridge Rim Guides and as the Breech Block goes to the rear, [deleted] the round is withdrawn from the belt and carried back [/deleted] the case is withdrawn from the chamber, and being unsupported, it is free to fall off when clear of the barrel, if it does not then the downward movement of the transporter with the live round bears on it and forces it off. [deleted] whe clear [/deleted] In the case of the last round this is forced off by the ejector.
[underlined] Cocking Action [/underlined]
As the Breech Block moves to the rear, the Cocking lever is rotated on its axis and the nose withdraws the firing pin from the firing pin
[page break]
33
hole thus compressing the firing pin spring. The Point of the firing pin bears against the Sear compressing the Sear spring. The Sear under the influence of its spring returns ready to engage the bent when the cocking lever rotates on the forward movement.
[underlined] First Action of Belt Feed [/underlined]
The Stud of the Feed Lever is in the cam grove on top of the breech block, and as the Beech Block travels backwards the Feed Lever is rotated on its axis. The nose of the Feed Lever being engaged in the feed slide across the belt. The feed pawl rides over the round held by the returning pawl, and engages it ready for feeding. (The Belt during this action is prevented from leaving the gun by the retaining pawl and spring.
[underlined] FORWARD MOVEMENT [/underlined]
[underlined] Action of Return Spring [/underlined]
After recoil expands itself, the Return Spring re aserts [sic] itself and drives the Breech Block forward.
[underlined] Second action of Belt Feed [/underlined]
As the Breech Block moves forward the stud of the feed lever rides in the Cam Grove, and
[page break]
34
rotates the lever thus causing the feed slide to feed in [deleted] the [/deleted] a round which is brought against the cartridge and bullet stops.
[underlined] Forward Action of the Transporter [/underlined]
As the Breech Block rides forward the transporter plunger rides down the sloping surface, the round is still supported by the ejector, and further forward movement carries it into the chamber.
[underlined] Raising of the Transporter [/underlined]
When the spring and [deleted] one character [/deleted] plunger reach the front cam, they ride up the sloping surface at the same time the ejector is able to leave the cartridge (side ejector clearance). The transporter when it reaches the top engages the next round and rests on the [deleted] car [/deleted] top clearances.
[underlined] Forward Rotation of the Accelerator. [/underlined]
The Accelerator is rotated forward when the horns are struck by the bent of the Breech Block. This causes the ramps to disengage from the “T” shaped projection of the barrel extension, and Barrel and Barrel Extension are free to be driven forward by the Barrel Return Spring.
[underlined] Return of the Cocking Lever [/underlined]
As the Breech Block moves forward the
[page break]
35
the lever engages in the lever bracket and is rotated. This rotation engages the bent of the rear and firing pin, and the pin is thus free to travel forward when [deleted] returned [/deleted] released. At the same time the Cocking Lever is reset for cocking.
[underlined] Locking of the Breech Block [/underlined]
The Locking Piece Pin rides up the Locking Piece Cam and engages in the Lock Piece Recess in the Breech Block, thus locking the Breech Block in the forward position.
[underlined] Firing of the Cartridge [/underlined]
When the Breech Block is locked the lower lug of the sear is in line with the sear end of the fire and safe slot, and unit plunger is thus able to strike the sear which disengages from the firing pin bent. The Firing Pin is then carried forward by its spring and strikes the cap of the cartridge.
[deleted] Opert [/deleted] [underlined] Operation of Rear Sear [/underlined]
On ceasing to operate the controls the Rear Sear Lever is released and allows the sear to rise. The rear of the Breech Block depresses the Rear Sear which is forced upwards again by its spring when clear of the bent. The Breech
[page break]
36
Block on being forced forward by the return spring is arrested by the Rear Sear engaging the bent. The shock of the engagement is absorbed by the Rear Sear [deleted] engaging the Bent [/deleted] Buffer Spring through the medium of the Rear Sear Cradle. Should the Breech Block strike the Rear Sear before it was fully risen, resulting in partial engagement of the bent, as the sear is carried forward in this position, the sear projection strikes an inclosed ramp and forces the bent into full engagement.
[underlined] Barrel Fouling. [/underlined]
[underlined] 1 [/underlined] Powder Fouling
[underlined] 2 [/underlined] Chemical Fouling
[underlined] 3 [/underlined] Metallic Fouling
[underlined] 1 [/underlined] [underlined] Powder Fouling [/underlined] In the bore caused by solid products combustion
[underlined] 2 [/underlined] [underlined] Chemical Fouling [/underlined] Caused by forcing of the products combustion into the pores of the barrel. Dark colouration on a polished surface.
[underlined] 3 [/underlined] [underlined] Metallic Fouling. [/underlined] Caused by deposit of cupro nickel envelope being left in the bore. Whitish streak on the lands or roughness in the groves.
[page break]
37
[underlined] Removal [/underlined]
[underlined] 1 [/underlined] [underlined] Powder Fouling [/underlined] Type A cleaning oil on a 4 x 1 1/2.
[underlined] 2 [/underlined] [underlined] Chemical Fouling [/underlined] Requires 30 to 40 strands of 26 S.W.G. hard brass wire, soaked well in Type A. Used on a clean rod, and the effected parts [underlined] only [/underlined] are [deleted] cleaned. [/deleted] rubbed. Dry Barrel.
3. [underlined] Metallic Fouling [/underlined] Carefully watch Barrel for Metallic Fouling because this is the cause of inaccuracy and if excessive may lead to a blocked or burst Barrel.
Dissolve 2 K.N.N.S. Tablets (crushed in 40 c.c.s. liquid ammonia Specific Gravity .950 (Mixture is enough for on barrel only). Plug one end and leave standing for 30 mins. If nickel present colour dark greenish blue. Continue treatment until clear. Clean bore with flannelette and cleaning oil.
[underlined] Gauges [/underlined]
[underlined] .303 [/underlined] To ascertain wether [sic] fouling is present should pass through freely.
[underlined] .307 [/underlined] To indicate wether [sic] bore ware [sic] should not pass right through. If it does barrel U/S.
[underlined] .308 [/underlined] To indicate cord ware. [sic] Insert muzzle end, and it should not enter passed line on gauge, 1/4” from working end.
[page break]
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[underlined] No. 2 Plug Lead [/underlined] Indicates barrel breech end ware [sic]
[underlined] Gun Loading [/underlined]
[underlined] F.N. 4 [/underlined] Bullets point outwards in tanks.
[underlined] L.H. Gun [/underlined] Double link to tank. Single link to gun.
[underlined] R.H. Gun [/underlined] Single link to tank Double link to gun.
[underlined] Note [/underlined] Tanks to be left in place when loading.
[underlined] F.N. 5. F.N. 13 F.N. 50 [/underlined]
Bullets point inwards in tanks
[underlined] LH Gun. [/underlined] Single link to tank, double link to gun
[underlined] RH Gun [/underlined] Double link to tank, single link to gun
[underlined] Note [/underlined] Tanks to be removed for filling
[underlined] F.N. 64 [/underlined]
As for F.N. 5 but tanks are to be left in place.
[underlined] F.N. 20 [/underlined]
Bullets nose outwards in tanks.
[underlined] LH Gun [/underlined] Double link to tank Single link to Gun
[underlined] RH Gun [/underlined] Single link to tank Double link to Gun.
[underlined] Note [/underlined] Tanks to be removed for loading.
[page break]
39
[blank page]
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60
[blank page]
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61
[underlined] BOLTON [sic] PAUL TURRET [/underlined]
[underlined] LAYOUT [/underlined]
[Hand drawn circuit diagram]
[underlined] Electric Driven Generator [/underlined] Dynamo supplying electricity the accumulator a 1000 Watt motor.
[underlined] Accumulator [/underlined] A resvoir [sic] containing electrical supply for whole of aircraft.
[underlined] Electric Distributor [/underlined] Means of conveying electricity from a fixed part of the aircraft to a moving part.
[underlined] Electric Motor [/underlined] A 24 volt, 40 amp. Motor. Normal revs 3000 per minute. High speed revs 5400 per minute
[page break]
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[underlined] Epicyclic Reduction Gear [/underlined] Cuts down the revs from the Electric Motor to the Hydraulic Generator at a ratio of 5 to 3.
[underlined] Hydraulic Generator [/underlined] Consists of two banks of cylinders five in each bank, which generates pressure oil to work the rotational circuit.
[underlined] Hydraulic Jack [/underlined] This is a balanced type of Jack, that in it contains an equal volume each side of the piston head.
[underlined] Hydraulic Motor [/underlined] Means of rotating the turret.
[underlined] FUSES [/underlined]
[page break]
63
[underlined] ARMING AND LOADING [/underlined]
[underlined] HYDRAULIC GENERATOR [/underlined]
Driven by the electric motor through the epicyclic
[page break]
64
reduction gear, its function is to circulate oil under pressure to provide the power for rotating the turret or elevating or depressing the guns. It consists of two separate pumps, one for the rotational circuit and one for the elevation and depression circuit. The control column is connected to the guide ring of each pump, and according to the displacement of [deleted] oil [/deleted] the control column, the guide rings are set off centre to the pump imparting a stroke to the pistons, causing a suction of oil on one side and an output of pressure on the other side, which is passed to the Hydraulic Jack or the Hydraulic Motor. Reverse action of the control column reverses the direction of the pressure oil and consequently the direction of movement. The control column is so connected to the guide rings, that movement to right or left controls the rotational circuit and movement fore or aft the elevation or depression circuit. With the control column central the guide rings are concentric. Therefore no delivery of oil takes place and the turret is stationary. Speed of operation is governed by movement of the control column which in turn controls the volumetric output of each pump. For [sic] relief valves are connected
[page break]
65
with the distributor, 2 at 1200 lbs. for rotation and 2 at 750 lbs. for Elevation and Depression of the guns. Four gravity loaded ball valves are also connected to the distributor, 2 for each circuit. The hydraulic generator has a filler cap through which the complete system is filled. In the bottom of the generator is formed a sump.
[underlined] HYDRAULIC MOTOR [/underlined]
Converts energy into mechanical power to rotate the turret. Consists of a bank of 6 or 7 cylinders containing spring loaded [deleted] valves [/deleted] roller bearing [deleted] valves [/deleted] pistons which rotate about a central distributor inside an eliptical [sic] cam. The distributor has two inlet ports each connected to outlet ports, at an angle of 180% to each other. Oil forced into the cylinder force the pistons outwards causing the rollers to move towards the larger radius of the cam, thereby rotating
[page break]
66
which is the central part. If the flow is reversed the direction of the motor is also reversed.
[underlined] PRESSURE REGULATOR BOX [/underlined]
[underlined] Function [/underlined] Firstly to maintain a pressure on both sides of the Hydraulic Jack, [underlined] when the system is in operation [/underlined]
[page break]
67
[blank page]
[page break]
90
[blank page]
[page break]
91
[underlined] FRAZER NASH TURRET. [/underlined]
[underlined] LAYOUT (BLOCK) [/underlined]
[hand drawn diagram of a hydraulic system]
[underlined] RECURERATOR [sic] [/underlined]
Consists of a metal cylinder divided into 2 compartments by a fixed seal. The top compartment is called a reservoir and has a filler hole and cap. The lower compartment is called The Chamber of Variable Volume. A piston goes thru’ top of the Recuperator and is known as the Indicating Spindle. The main exhaust pipe only enters the bottom of the Chamber of Variable Volume. Attached to the base is a Release Valve, principle and operation being the same as the Relief Valve. Naturally both pipes enter into the Release Valve. Secured round the barrel is a strap (metal) which
[page break]
92
secures the pump, a hole communicating from the cylinder to the chamber. Underneath the strap are fifteen weep holes and two to three port holes.
[underlined] Function of [deleted] Pressure Regulator Box [/deleted] Recuperator [/underlined]
[underlined] 1 [/underlined] The only means of Filling and Bleeding the System
[underlined] 2 [/underlined] Maintain a static pressure of approx 16 lbs. per sq. inch through out the whole system when at rest. (To keep the air out)
[underlined] 3 [/underlined] Maintain a pressure of 12 - 20 lbs. per sq inch on the suction side of the pump when the system is in operation. (To ensure a constant supply of oil and prevent starvation)
[underlined] 4 [/underlined] To allow for variation in the capacity of the Hyd Ram due to its unbalanced piston.
[underlined] 5 [/underlined] To allow for variations in the volume of liquid due to change in temperature.
[underlined] E.D.P. [/underlined]
Consists of two cog wheels, one fixed and one free, rotating in different directions thus forcing oil under pressure through the teeth.
[underlined] Rotating Service Joint [/underlined]
There are two kinds of Joints Semi rotating, always fitted to the top of the turret, and Fully Rotating, always fitted to the bottom of the turret.
[page break]
93
[underlined] VALVE BOX [/underlined]
[hand drawn diagram of a valve box]
[underlined] Functions. [/underlined] To control operation of turret and elevation and depression of guns.
[underlined] V.O.M. [/underlined]
[two hand drawn diagrams of hydraulic pumps]
V.O.M. is the means of rotating the turret in either direction
[underlined] VOKES FILTER [/underlined] Fitted on exhaust pipe and cleans oil before [deleted] working [/deleted] it enters working parts.
[page break]
94
SAFETY DEVICES
1 Release Valve
2 Relief Valve
3. Shearing Spindle on E.D.P.
4. Vokes Filter
[underlined] FILLING AND BLEEDING - FILLING [/underlined]
[underlined] 1 [/underlined] Gun rams at half stroke
[underlined] 2 [/underlined] Loosen union nuts on E.D.P, Exhaust first and then Pressure.
[underlined] 3 [/underlined] Remove filler cap and gauge filter on Recuperator, and clean. Fill Reservoir operating hand pump at same time. Pump slowly.
[underlined] 4 [/underlined] When clear oil appears at exhaust union, tighten union. Continue pumping until clear oil appears at pressure union then tighten union, but before tightening pump Recuperator Spindle up to 2”.
[underlined] 5 [/underlined] Continue pumping until spindle is fully extended. When it is fully extended pump for a further brief period to expel any air under the plunger.
6. Operate controls in all directions so as to fill up Valve Box and Slave Unions.
[underlined] BLEEDING [/underlined]
[underlined] 1st. [/underlined] Static [underlined] 2nd [/underlined] Pressure [underlined] 3rd [/underlined] Static.
[page break]
95
[underlined] 1st. Static [/underlined]
[underlined] 1 [/underlined] Unfasten bleed screw at top of ram body and operate controls for extension. Tighten screw when clear oil flows.
[underlined] 2 [/underlined] Unfasten screw on Ram Piston and operate controls for depression. Tighten screw when clear oil flows.
[underlined] 3 [/underlined] Check recuperator Spindle and pump until Spindle is extended to 4 1/2”.
[underlined] 2nd Power [/underlined]
[underlined] 1 [/underlined] Work turret for rotation and guns for elevation and depression, (Pumping as and when necessary) to displace air from units. Leave gun rams fully contracted and stop engine.
[underlined] 3rd Static [/underlined]
[underlined] 1 [/underlined] With Motor Valve released, operate triggers to discharge accumulator.
[underlined] 2 [/underlined] Disconnect rear sear hydraulic release
[underlined] 3 [/underlined] With trigger released slacken off bleed screws and bleed Palmer Firing Gear.
[underlined] 4 [/underlined] Pump until Recuperator Spindle is fully extended and continue pumping to expel all air.
[underlined] 5 [/underlined] With Gun Rams fully contracted bleed at all points until Spindle falls to 4”
6. Replace Filler Cap.
[page break]
120
[blank page]
[page break]
121
[underlined] AMMUNITION [/underlined]
[underlined] BALL [/underlined]
[underlined] Base Markings [/underlined]
Makers Name
Date
Roman Numerals
Purple Annulus
[two hand drawn diagrams of ammunition, base and side profile]
Ball ammunition can be recognised by [underlined] 1 [/underlined] Purple Annulus [underlined] 2 [/underlined] Roman Numerals VII on base of cartridge. [underlined] 3 [/underlined] Three indentations securing bullet to cartridge case
[underlined] ARMOUR PIERCING [/underlined]
[underlined] Base Markings [/underlined]
Makers Name
Date
Mark W.1.
Green Annulus
[two hand drawn diagrams of ammunition, base and side profile]
Armour Piercing ammunition can be recognised by [underlined] 1 [/underlined] Green Annulus [underlined] 2 [/underlined] Letter W on base of cartridge [underlined] 3 [/underlined] Three centre punch marks securing bullet case.
[underlined] INCENDARY [sic] [/underlined]
[underlined] Base Markings [/underlined] Makers Name. Mark IV, V, VI, VII
Date Blue Annulus.
[page break]
122
[three hand drawn diagrams of side view of different marks of ammunition]
Incendary [sic] ammunition can be recognised by [underlined] 1 [/underlined] Blue Annulus [underlined] 2 [/underlined] Letter B followed by respective mark. Marks are B.IV (obsolete) BVI and BVII (Explosive Incendary [sic]
[underlined] TRACER [/underlined] Base Markings
Makers Name
year
Mark G. followed by respective mark.
Red Annulus.
[two hand drawn diagrams of ammunition, base and side profile]
Tracer can be recognised by [underlined] 1 [/underlined] Red Annulus [underlined] 2 [/underlined] Letter G. Followed by respective marks. [underlined] 3 [/underlined] Milled waist around base. [underlined] 4 [/underlined] Colour of tip of bullet is White for day and Grey for night trace.
[underlined] G.IV [/underlined] Is a [deleted] night [/deleted] day trace, has a white tip and burns from 0.600 yds
[underlined] GV [/underlined] Is a night trace, has a grey tip and
[page break]
123
burns dimly from 0.200 yds and then brightly from 2.600 yds
[underlined] GVI [/underlined] Is a day trace and has a white tip. It replaces GIV, the reason being that is a more perfect bullet.
[underlined] General Notes [/underlined]
If any bullet mark is followed by the letter Z it means that it is charged with Nitro - Cellulose instead of Cordite
[page break]
130
[blank page]
[page break]
131
[underlined] PYROTECHNICS [/underlined]
[underlined] PYROS USED [/underlined]
[underlined] 1 [/underlined] [underlined] 1 1/2” Signal Cartridges [/underlined] fired from a number three Very Pistol. Colours Red, Green, Yellow, or Red & Green etc. Used for giving colours of day or as distress signals from Dinghy.
If the cartridge case has colours denoted by triangles, it means that one colour comes out first followed by other. If [deleted] coll [/deleted] colours are banded together it means they come out together and change colour in the air. First colour burns for 5 secs and second for 4 secs. Single colour cartridges last for approx 7 secs.
[underlined] 2 [/underlined] [underlined] Eliminating Cartridge [/underlined] fired from No. 3 Very Pistol last approx 9 secs and is used as a preliminary to 4.5”. Rear Flare.
[underlined] 3 [/underlined] 4.5” Rear Flare
[underlined] 4 [/underlined] 42 Fuse and 848 Fuse used for launching 4.5 Rear Flare
[underlined] 5 [/underlined] Aluminium [one indecipherable word] Marker
[underlined] 6 [/underlined] Flame Flare
[underlined] 7 [/underlined] Signal Marine Distress Mk III
[underlined] 8 [/underlined] 1 lb. signal Rocket.
[underlined] 9 [/underlined] Smoke Generator
[page break]
150
[underlined] PALMER HYDRAULIC FIRING GEAR [/underlined]
[hand drawn diagram of a hydraulic circuit]
When the turret Motor Valve is operated the Accumulator is charged. When the triggers are pressed the valve cuts off the exhaust pipe and connects pressure pipe to the guns. On [deleted[ ral [/deleted] releasing triggers the valve is returned by the spring. The pressure pipe is cut off and the guns are connected to the exhaust.
The accumulator ensures instantaneous firing, by keeping a reservoir of oil at a pressure of 240 lbs per sq inch.
[page break]
151
[blank page]
[page break]
188
[blank page
[page break]
189
FLYING LOG BOOK
[table listing flights, dates, aircraft etc.]
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 Harrison's course notes from his gunnery course
Description
An account of the resource
Hard back notebook with hand written and drawn notes and diagrams compiled when he was at No 2 A.G.S. at R.A.F. Dalcross in 1943. Twenty nine pages containing the theory behind gunnery, ammunition and the turret.
Creator
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John Harrison
Format
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Hard back notebook, twenty nine pages of handwritten notes and diagrams
Language
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eng
Type
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Text
Text. Training material
Identifier
An unambiguous reference to the resource within a given context
MHarrisonJC1590954-180706-02
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
Scotland--Inverness
Publisher
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IBCC Digital Archive
Rights
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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
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1943
Conforms To
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Pending text-based transcription. Under review
Contributor
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Alan Pinchbeck
air gunner
Air Gunnery School
aircrew
RAF Dalcross
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/774/30953/MWoolfAS157533-170629-05.2.jpg
44675a0c06cb6169015f0e2f4d179c14
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
Woolf, Arthur Sidney
A S Woolf
Description
An account of the resource
23 items. An oral history interview with Flying Officer Arthur Woolf (1922 - 2021, 1579552, 157533 Royal Air Force) his log book, a memoir, correspondence, documents, a newspaper cutting and photographs. He flew operations as a wireless operator with 630 Squadron and became a member of the Guinea Pig Club.
The collection has been loaned to the IBCC Digital Archive for digitisation by Arthur Woolf and catalogued by Nigel Huckins.
Publisher
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IBCC Digital Archive
Date
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2017-06-29
Rights
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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
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Woolf, AS
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
[royal crest]
[underlined] RECORD OF SERVICE OF FLYING OFFICER ARTHUR SIDNEY WOOLF (157533) [/underlined]
[underlined] DATE AND PLACE OF BIRTH: [/underlined] 7 March 1922, Birmingham.
[underlined] NON-COMMISSIONED SERVICE [/underlined]
Enlisted as No 1579552 Aircraftman 2nd Class/Aircrafthand Wireless Operator Air 13 Oct 41
Remustered Wireless Operator (Group 2) Air 3 Aug 42
Wireless Operator under training [deleted] Air Gunner [/deleted] 22 Mar 43
Temporary Sergeant 30 Aug 43
Remustered Wireless Operator [deleted] Air Gunner [/deleted] 31 Aug 43
Discharged on appointment to temporary commission 8 Nov 43
[underlined] APPOINTMENTS AND PROMOTIONS [/underlined]
Granted a commission for the duration of the emergency as Pilot Officer on probation in General Du-ties Branch of the Royal Air Force Volunteer Reserve 9 Nov 43
Confirmed in appointment and promoted Flying Officer (war substantive) 9 May 44
Relinquished commission on account of medical unfitness for Air Force service, retains rank of Flying Officer 16 Jan 46
[underlined] POSTINGS [/underlined]
Birmingham 13 Oct 41
Reserve 14 Oct 41
No 3 Recruit Centre PADGATE, LANCS 22 Dec 41
No 10 Signals Recruit Centre BLACKPOOL 30 Dec 41
No 2 Signals School YATESBURY, WILTS 23 Apr 42
[deleted] No 1 Signals Depot [/deleted] (HOME ON LEAVE) 13 Aug 42
Martlesham Heath, NEAR IPSWICH. 26 Aug 42
No 1 Signals School, 16 Mar 43
Aircrew Reception Centre, ST. JOHNS WOOD, LONDON. 22 Mar 43
No 18 Initial Training Wing, BRIDGENORTH 10 Apr 43
No 2 Reserve Squadron, YATESBURY 9 Jun 43
No 10 (Observers) Advanced Flying Unit DUMFRIES. 30 Aug 43
No 16 Operational Training Unit BARFORD ST JOHN/UPPER HEYFORD 2 Nov 43
No 51 Base, 23 Feb 44
No 3 Group Armament School, [underlined] Scampton [/underlined] 23 Feb 44
CONVERSION UNIT No. 1654, WIGSLEY. APRIL 44
No. 5 LANCASTER FLYING SCHOOL, SYERSTON. MAY 44
No 630 Squadron, EAST KIRKBY, LINCS. 22 May 44
Missing (flying battle) 25 Jul 44
Previously missing, now safe Date not recorded
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
Arthur Woolf record of service
Description
An account of the resource
Details non-commissioned service. appointments and promotions and postings with dates for all.
Format
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One page printed document
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Identifier
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MWoolfAS157533-170629-05
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
Royal Air Force. Bomber Command
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--West Midlands
England--Birmingham
England--Lancashire
England--Blackpool
England--Wiltshire
England--Suffolk
England--London
England--Shropshire
Scotland--Dumfries and Galloway
England--Oxfordshire
England--Lincolnshire
England--Nottinghamshire
England--Warwickshire
Temporal Coverage
Temporal characteristics of the resource.
1941-10-13
1942-08-02
1943-03-22
1943-08-30
1943-08-31
1943-11-08
1943-11-09
1944-05-09
1946-01-16
1941-10-13
1941-10-14
1941-12-22
1941-12-30
1942-04-23
1942-08-13
1942-08-26
1943-03-16
1943-03-22
1943-04-10
1943-06-09
1943-08-30
1943-11-02
1944-02-23
1944-05-22
1944-07-25
1944-04
1944-05
Contributor
An entity responsible for making contributions to the resource
Alan Pinchbeck
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.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
16 OTU
1654 HCU
630 Squadron
Advanced Flying Unit
aircrew
Heavy Conversion Unit
Initial Training Wing
Lancaster
Lancaster Finishing School
missing in action
Operational Training Unit
RAF Barford St John
RAF Bridgnorth
RAF Dumfries
RAF East Kirkby
RAF Martlesham Heath
RAF Padgate
RAF Scampton
RAF Syerston
RAF Upper Heyford
RAF Wigsley
RAF Yatesbury
training
wireless operator
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1484/30947/MCarpenterRB149832-201102-03.1.jpg
dd5bb15094f2150f19ab62036072aad0
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
Carpenter, Ronald
R B Carpenter
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
2016-02-11
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
Carpenter, RB
Description
An account of the resource
27 items. The collection concerns Flight Lieutenant Ronald Carpenter DFM (149832 Royal Air Force). He flew a tour of operations as a bomb aimer with 10 Squadron and with 223 Squadron in 100 Group on electronic countermeasures. The collection contains his log book, documents and photographs.
The collection has been donated to the IBCC Digital Archive by Ronald Carpenter and catalogued by Trevor Hardcastle.
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
[underlined] RECOMMENDATIONS FOR HONOURS AND AWARDS. [/underlined]
[underlined] “NON - IMMEDIATE” [/underlined]
[underlined] SECRET [/underlined]
[ink stamp]
Christian Names:- RONALD BERTRAM. — Surname:- CARPENTER. — Rank:- SERGEANT. — Official No:- 1291451. — Command or Group:- NO. 4 GROUP. — Unit:- NO. 10 SQUADRON.
Total hours flown on operations…… 157
Number of sorties carried out…… 27
Recognition for which recommended…… D.F.M.
Appointment held…… AIR BOMBER.
[underlined] PARTICULARS OF MERITORIOUS SERVICE FOR WHICH THE RECOMMENDATION IS MADE. [/underlined]
Sergeant Carpenter was posted to No. 10 Squadron in July, 1942, and has now completed 27 sorties comprising 157 operational hours.
He is a member of an outstanding crew, and is a first class Air Bomber. On one occasion the aircraft on which he was flying developed engine trouble over the sea, and although flying on three engines the target was successfully bombed. His aircraft has been damaged by flak on many occasions and during an attack on Kiel when the Flight Engineer was badly wounded, Sergeant Carpenter rendered first aid.
He has throughout his tour shown himself to possess the ideal temperament for operations and his extraordinary qualities of cheerful confidence have many times proved invaluable whilst under fire over the target. His inspiring morale alone has made him a very valuable and appreciated member of the Squadron and it would give me great pleasure to have him receive a well earned Distinguished Flying Medal.
[signature]
Squadron Leader, Commanding
[underlined] No. 10 Squadron. R.A.F. [/underlined]
9th July, 1943.
[underlined] REMARKS BY STATION COMMANDER. [/underlined]
This N.C.O., had displayed outstanding ability as an Air Bomber and has inspired great confidence in members of his crew. He possesses coolness and has always shown exceptional fearlessness in the face of danger. I recommend that his good work be recognised by the award of the Distinguished Fly-ing Medal.
[signature]
Wing Commander, Commanding
[underlined] R.A.F. Station, Melbourne. [/underlined]
17th July, 1943.
[underlined] REMARKS BY AIR OFFICER COMMANDING. [/underlined]
This Air Bomber, now completing his first operational tour, has at all times shown skill and courage on operations and I strongly recommend the award of the D.F.M.
[signature]
Air Vice Marshall,
Air Officer Commanding,
[underlined] No. 4 Group, R.A.F. [/underlined]
30th July, 1943.
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
Recommendation for Ronald Carpenter's D.F.M.
Description
An account of the resource
Has recommendation from his Squadron Commander, his Station Commander and the No 4 Group Air Officer Commanding. Was gazetted on 14 September 1943.
Creator
An entity primarily responsible for making the resource
O.C. 10 Squadron
Date
A point or period of time associated with an event in the lifecycle of the resource
1943-07-09
Format
The file format, physical medium, or dimensions of the resource
One typewritten sheet
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text. Correspondence
Text
Identifier
An unambiguous reference to the resource within a given context
MCarpenterRB149832-201102-03
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
Royal Air Force. Bomber Command
Spatial Coverage
Spatial characteristics of the resource.
England--Yorkshire
Great Britain
Temporal Coverage
Temporal characteristics of the resource.
1943-07-09
Contributor
An entity responsible for making contributions to the resource
Alan Pinchbeck
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.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
10 Squadron
4 Group
aircrew
bomb aimer
Distinguished Flying Medal
Halifax
Halifax Mk 2
RAF Melbourne
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1765/30804/ELayneWHLayneAJ440916.1.jpg
e4bf7716be4aae3263d6f89f831e0c0c
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
Layne, Wally
Walter Henry Layne
W H Layne
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
2017-06-07
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
Layne, WH
Description
An account of the resource
100 items. The collection concerns Walter 'Wally' Layne (b. 1916, 963012, 40348 Royal Air Force) and contains his log book, prisoner of war diary, personal and official correspondence and photographs. He flew operations as a wireless operator with 97 Squadron and became a prisoner of war after being shot down.
The collection has been donated to the IBCC Digital Archive by D Layne and catalogued by Nigel Huckins.
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
Kriegsgefangenenlager
Datum: Sept 16/44
My dearest one, I hope you are well, I am keeping very fit, I am writing this by a flickering lamp so excuse bad writing. Things are moving very quickly these days, all the fellows here expect to be home by Christmas but I can’t imagine the [deleted] bling [/deleted] blinking war ever ending. The nights are drawing in, sorry to see Winter. All my love W.
[page break]
Kriegsgefangenenpost
[postmark GEPRUFT 100]
Postkarte
LUFTPOST
An
Gebührenfriel
Absender:
Vor- und Zuname:
P/O LAYNE
Gefangenennummer: 605
Kriegsgefangenenlager der Luftwaffe Nr. 3
Lager-Bezeichnung:
Deutschland (Allemagne)
[postmark PASSED P.W.2368]
MR & MRS FORTH
BARROWBY HIGH RD
Empfangsort: GRANTHAM
Straße: LINCOLNSHIRE
Land: ENGLAND
Landesteil (Provinz usw.)
[page break]
Kriegsgefangenenpost
[postmark STALAG 10 GEPRUFT]
Postkarte
An
Gebührenfriel
Absender:
Vor- und Zuname:
R COLBECK
Gefangenennummer: 6084
Lager-Bezeichnung:
M.-Stammlager 357
B1/6
Deutschland (Allemagne)
[postmark 29.9.44.-12]
MRS W.H. LAYNE
97 HARLAXTON RD
Empfangsort: GRANTHAM.
Straße: LINCOLNSHIRE
Land: ENGLAND.
Landesteil (Provinz usw.)
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
Two postcards from Wally Layne
Description
An account of the resource
Top - to his wife saying he was writing by flickering lamp. Writes that things are moving quickly and everyone expects to be home by Christmas but he couldn't imagine the war ending.
Middle - front of postcard with address to Mr and Mrs Forth.
Bottom - front of postcard addressed to his wife.
Creator
An entity primarily responsible for making the resource
W H Layne
Date
A point or period of time associated with an event in the lifecycle of the resource
1944-09-16
Format
The file format, physical medium, or dimensions of the resource
Two handwritten prisoner of war postcards
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Correspondence
Identifier
An unambiguous reference to the resource within a given context
ELayneWHLayneAJ440916
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Civilian
Royal Air Force
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Lincolnshire
England--Grantham
Temporal Coverage
Temporal characteristics of the resource.
1944-09-16
Contributor
An entity responsible for making contributions to the resource
Alan Pinchbeck
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.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
prisoner of war
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1765/30803/ELayneWHLayneAJ440830.1.jpg
fd21f91239c5a7221d96e6772c5ab2a4
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
Layne, Wally
Walter Henry Layne
W H Layne
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
2017-06-07
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
Layne, WH
Description
An account of the resource
100 items. The collection concerns Walter 'Wally' Layne (b. 1916, 963012, 40348 Royal Air Force) and contains his log book, prisoner of war diary, personal and official correspondence and photographs. He flew operations as a wireless operator with 97 Squadron and became a prisoner of war after being shot down.
The collection has been donated to the IBCC Digital Archive by D Layne and catalogued by Nigel Huckins.
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
Aug 30/44 My dearest Joan, I hope you are well and are receiving my mail, I had three letters from you a fortnight ago, May 2 & 8 and June 8 they were very welcome indeed. I noticed that the last one was addressed F/O, I haven’t had any confirmation of it but it takes a long time as a rule. I hope you have received the money due to you from the A/M, you should have a decent lump sum, we shall need it after the war and a lot more besides. Jack had a letter from Chalky some months back, I haven’t heard from him. I think we should be together again some time next year, I reckon everyone has had about enough fighting, I have anyway. I don’t want to go to Japan. I shall be glad when my second parcel comes along, it is quite a long time now since you sent it, I hope it hasn’t got lost. The YMCA has sent out log books but it is a bit difficult to get fellows to put stuff in them, all the camp artists are all overworked with them [censored sentence] Give David a kiss for me. I am longing to receive the photos of him. All my love Walt.
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
Letter from Wally Layne to his wife
Description
An account of the resource
Discusses mail to and from. Noted that last letter was addressed to Flying Officer but he had had no confirmation but hoped she had received money due to her. Writes of friends and hopes they will be together next year. Says everyone has had enough fighting and he does not want to go to Japan. Says he would be glad when his second parcel arrived. Mentions YMCA log books then three lines blacked out.
Creator
An entity primarily responsible for making the resource
W H Layne
Date
A point or period of time associated with an event in the lifecycle of the resource
1944-08-30
Format
The file format, physical medium, or dimensions of the resource
One page handwritten letter
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Correspondence
Identifier
An unambiguous reference to the resource within a given context
ELayneWHLayneAJ440830
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Civilian
Royal Air Force
Temporal Coverage
Temporal characteristics of the resource.
1944-08-30
Contributor
An entity responsible for making contributions to the resource
Alan Pinchbeck
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.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
prisoner of war
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1765/30802/ELayneWHLayneAJ440820.2.jpg
ddf30ad5c3a4dabe26c5f71df3d43c16
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
Layne, Wally
Walter Henry Layne
W H Layne
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
2017-06-07
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
Layne, WH
Description
An account of the resource
100 items. The collection concerns Walter 'Wally' Layne (b. 1916, 963012, 40348 Royal Air Force) and contains his log book, prisoner of war diary, personal and official correspondence and photographs. He flew operations as a wireless operator with 97 Squadron and became a prisoner of war after being shot down.
The collection has been donated to the IBCC Digital Archive by D Layne and catalogued by Nigel Huckins.
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
Aug 20/44 My dear Joan, I received three letters from you on the 15th of the month, you can imagine I was very pleased to get them, they were the first for two months, the dates of these were May 2 & 8 and June 10. I was very pleased to hear you are well and to know that David is making good headway, I shall be glad when I receive the photo’s I am very anxious to see what he looks like. We are at another camp now, our third in a month, I suppose we shall stay here until the end of the war, I hope so. I am fed up with moving. I should be in a different camp now I am commissioned. I have had notification of it from A/M, but the Germans haven’t recognised it yet, [one sentence censored] Everyone here is very confident of being home for Christmas. I wish it were possible. I have had a caricature done, it is very good, the Layne lip is well in evidence, I am going to bring it home. I was glad to know you are getting my mail, I have only had one from my father since I was shot down. I am sorry you didn’t make a private bid for [two indecipherable words] Love Walt.
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
Letter from Wally Layne to his wife
Description
An account of the resource
Reports arrival of three letters which were first for two months. Glad baby is well and will be glad when he gets photographs. Says he is in another camp, the third in a month. Hopes he will stay there but should be in another camp as he has been commissioned but Germans have not recognised it yet. Everyone confident they will be home by Christmas.
Creator
An entity primarily responsible for making the resource
W H Layne
Date
A point or period of time associated with an event in the lifecycle of the resource
1944-08-20
Format
The file format, physical medium, or dimensions of the resource
One page handwritten letter
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
ELayneWHLayneAJ440820
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Civilian
Royal Air Force
Temporal Coverage
Temporal characteristics of the resource.
1944-08-20
Contributor
An entity responsible for making contributions to the resource
Alan Pinchbeck
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.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
prisoner of war
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1765/30801/ELayneWHLayneAJ440806.1.jpg
22bd99321ba099d6f392445edd9d1042
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
Layne, Wally
Walter Henry Layne
W H Layne
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
2017-06-07
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
Layne, WH
Description
An account of the resource
100 items. The collection concerns Walter 'Wally' Layne (b. 1916, 963012, 40348 Royal Air Force) and contains his log book, prisoner of war diary, personal and official correspondence and photographs. He flew operations as a wireless operator with 97 Squadron and became a prisoner of war after being shot down.
The collection has been donated to the IBCC Digital Archive by D Layne and catalogued by Nigel Huckins.
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
Aug 6/44. My dearest Joan, I hope you are keeping well and are receiving plenty of mail from me. I write regularly and can only hope that they are getting thru’ to you. I have not heard from you for two months now and I don’t suppose there will be any for us for some time. We are at an army camp now and the army fellows get their mail thro’ [one indecipherable word] aid, I envy them. We move camps again tomorrow, our second move in less than three weeks, we don’t know where we are going to but I will write you as soon as I am able. I hope baby is getting on all right, I should love to see him, perhaps it won’t be very long before I am home. Everyone here is very confident that the end of the war is in sight, I hope they are right, [deleted] I [/deleted] it seems to have gone on for a lifetime. I hope you have sent some photos to me of David, and I hope I receive them [one indecipherable word] I haven’t received my second personal parcel yet, no doubt it will come thru’ when we get settled at a camp again, I hope so altho there is nothing I am wanting except the chocolate. I haven’t lost any weight since I have been a POW, I was weighed a week or two ago and was an ounce or two under ten stone. Give my love to David and lots to you. Walt.
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
Letter from Wally Layne to his wife
Description
An account of the resource
Says he writes regularly and hope his letters are getting through but he has had none from her for two months. Says he is an an army camp now and they get their mail regularly. He says he will move camp again the next day and will write when able to. Hopes baby is doing well and and says everyone is confident that the war will be over soon. Says he has not received his second parcel and hopes it will arrive when they had settled in a camp again.
Creator
An entity primarily responsible for making the resource
W H Layne
Date
A point or period of time associated with an event in the lifecycle of the resource
1944-08-06
Format
The file format, physical medium, or dimensions of the resource
One page handwritten letter
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Correspondence
Identifier
An unambiguous reference to the resource within a given context
ELayneWHLayneAJ440806
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Civilian
Royal Air Force
Temporal Coverage
Temporal characteristics of the resource.
1944-08-06
Contributor
An entity responsible for making contributions to the resource
Alan Pinchbeck
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.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
prisoner of war
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1765/30790/ELayneWHLayneAJ440215.1.jpg
2f234830ac4cef4a45eb1912fa99511c
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
Layne, Wally
Walter Henry Layne
W H Layne
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
2017-06-07
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
Layne, WH
Description
An account of the resource
100 items. The collection concerns Walter 'Wally' Layne (b. 1916, 963012, 40348 Royal Air Force) and contains his log book, prisoner of war diary, personal and official correspondence and photographs. He flew operations as a wireless operator with 97 Squadron and became a prisoner of war after being shot down.
The collection has been donated to the IBCC Digital Archive by D Layne and catalogued by Nigel Huckins.
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
Feb 15/44
My dearest Joan, I received letters this week dated 7/12/43 8/12 26/12 and 15/12, also one from Bella dated 23/12/43, I have written to the A/M asking them to open an a/c in your name at Lloyds, and telling them to put £3 per week into it, the remainder to go to an a/c in my name at the same bank, I have written to the Bank manager telling them of this. I was very sorry to hear of Shirleys trouble, tell her how sorry I am, I haven’t any cards left to write to her this month. Just because I havent been confirmed it doesn’t mean I’m a blinking heathen, I went to church twice last Sunday. For heavens sake dont send an officers uniform out here, I shouldn’t know what to do with it. I am very well off for clothes. I am pleased to hear you are writing to Mac, they were very good to Bob & I, I left my gun up at their farm, it will be ok. When I baled out I lost my silk scarf and my mothers ring which was on my little finger & was a bit loose, you can break the news at Thorney dene if you will, the scarf just floated away before I could grab it, I was sorry to see it go, I should think it is on some frau now, it was a good one and had been all over the place. Will you write to Irvins enrolling me in the catapillar [sic] club. I hope this will be the only aniversary [sic] we shall be apart, everyone here is very optimistic. All my love Walter
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
Letter from Wally Layne to his wife
Description
An account of the resource
Reports arrival of mail and says he had written to Air Ministry asking them to open an account in her name and mentions other financial matters. Catches up with news of friends and acquaintances. Mentions going to church and asks her not to send him an officer's uniform as he was well off for clothes. Mentions his gun and losing his silk scarf and mothers ring when he baled out. Hoped this would be the only anniversary they were apart.
Creator
An entity primarily responsible for making the resource
W H Layne
Date
A point or period of time associated with an event in the lifecycle of the resource
1944-02-15
Format
The file format, physical medium, or dimensions of the resource
One page handwritten letter
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Correspondence
Identifier
An unambiguous reference to the resource within a given context
ELayneWHLayneAJ440215
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Civilian
Royal Air Force
Temporal Coverage
Temporal characteristics of the resource.
1944-02-15
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.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Contributor
An entity responsible for making contributions to the resource
Alan Pinchbeck
bale out
Caterpillar Club
love and romance
prisoner of war
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1765/30788/ELayneWHLayneAJ440129.1.jpg
676bdcff92127ebb322f9979ef5283db
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
Layne, Wally
Walter Henry Layne
W H Layne
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
2017-06-07
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
Layne, WH
Description
An account of the resource
100 items. The collection concerns Walter 'Wally' Layne (b. 1916, 963012, 40348 Royal Air Force) and contains his log book, prisoner of war diary, personal and official correspondence and photographs. He flew operations as a wireless operator with 97 Squadron and became a prisoner of war after being shot down.
The collection has been donated to the IBCC Digital Archive by D Layne and catalogued by Nigel Huckins.
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
My darling Joan, I hope you are keeping well (Jan 29) I am very fit, and have nothing much to complain of, trust you are the same. We had quite a good Christmas, better than I expected to have as a prisoner of war, we had a special parcel Red Cross parcel for Christmas instead of the ordinary one, it contained a cake, pudding, chocolate biscuits and other delicacies. We are still waiting patiently for some skating, the rinks are all ready for flooding but up to now the weather has been very mild, I always imagined this part of the world was terribly cold but up to now it is very much like an English winter, we have had a bit of snow but it clears up almost as soon as it falls which is a pity as we have lots of fun snowballing. Have you decided on a name for the baby, if it is a girl I think Ruth would be a good idea, if a boy anything will do but Walter. This is about my twentieth letter or card to you, trust you are getting them all right, I haven’t had any yet. Send plenty of cigarettes, the fellows tell me that only a very small proportion of them get through. Hope to hear from you soon. All my love [underlined] Walter [/underlined]
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
Letter from Wally Layne to his wife
Description
An account of the resource
Writes he is fit and well and had a good Christmas including special Red Cross food parcel. Still waiting for weather to be cold enough to be able to ice skate. Had just had a little snow so far. Asks if she has decided a name for the baby and suggests some names. This was his twentieth letter to her but he had not received any yet. Asks her to send plenty of cigarettes.
Creator
An entity primarily responsible for making the resource
W H Layne
Date
A point or period of time associated with an event in the lifecycle of the resource
1944-01-29
Format
The file format, physical medium, or dimensions of the resource
One page handwritten letter
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Correspondence
Identifier
An unambiguous reference to the resource within a given context
ELayneWHLayneAJ440129
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Civilian
Royal Air Force
Temporal Coverage
Temporal characteristics of the resource.
1944-01-29
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.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Contributor
An entity responsible for making contributions to the resource
Alan Pinchbeck
prisoner of war
Red Cross
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1765/30787/ELayneWHLayneAJ440111.1.jpg
5acd26d5a589be77e4ca7c8e35b2a8a0
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
Layne, Wally
Walter Henry Layne
W H Layne
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
2017-06-07
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
Layne, WH
Description
An account of the resource
100 items. The collection concerns Walter 'Wally' Layne (b. 1916, 963012, 40348 Royal Air Force) and contains his log book, prisoner of war diary, personal and official correspondence and photographs. He flew operations as a wireless operator with 97 Squadron and became a prisoner of war after being shot down.
The collection has been donated to the IBCC Digital Archive by D Layne and catalogued by Nigel Huckins.
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
Kriegsgefangenenlager
Datum Jan 11/44
My dearest Joan, I hope you are keeping well, I am quite fit and have not even had a cold yet, pretty good for me. I went to the Pantomine [sic] last night, it was quite good, I had about an hour on the ice this morning, my ankles are rather stiff after it. I haven’t had any mail yet, I expect it will be coming along in due course. All my love Walt.
[page break]
Kriegsgefangenenlager
Datum Jan 16/44
My dearest Joan, I hope you are all keeping well, I havent [sic] heard from you yet but I am still hoping, I expect there is plenty of mail on the way, also cigarette parcels. I met another fellow yesterday who was at school with me. Lets [sic] hope 44 will be the last year of the war, it always was a pretty lucky number for me. All my love keep smiling Walt.
[page break]
Kriegsgefangenenlager
Datum 22 1 44
My dearest Joan, I am keeping very fit and well, hope you are the same. We have had a few days skating but the thaw has come along and it looks as if the winter is over. I haven’t had any mail from you yet but am still hoping, there should be some this month, write often and send plenty of cigs. Love Walt.
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
Three postcards from Wally Layne to his wife
Description
An account of the resource
Top - writes he is fit and well and that he went to a pantomime previous night. Mentions ice skating and not having any mail.
Middle - writes that he still has not heard from her. Hope mail and cigarettes on the way. Writes of meeting old school acquaintance.
Bottom - says he is keeping fit and well. Mentions skating but thaw had arrived and maybe winter was over. Still no mail but hoping.
Creator
An entity primarily responsible for making the resource
W H Layne
Date
A point or period of time associated with an event in the lifecycle of the resource
1944-01-11
1944-01-16
1944-01-22
Format
The file format, physical medium, or dimensions of the resource
Three handwritten prisoner of war postcards
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Correspondence
Identifier
An unambiguous reference to the resource within a given context
ELayneWHLayneAJ440111
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Civilian
Royal Air Force
Temporal Coverage
Temporal characteristics of the resource.
1944-01
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.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Contributor
An entity responsible for making contributions to the resource
Alan Pinchbeck
entertainment
prisoner of war
sport
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1765/30753/ELayneWHLayneAJ410704-0001.2.jpg
fbc1db2249750ada0e1f530270fbc617
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1765/30753/ELayneWHLayneAJ410704-0002.2.jpg
5438a1f024ea1359aeb8a43a90ed09ef
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1765/30753/ELayneWHLayneAJ410704-0003.2.jpg
f880aec8a51de3da8c632b95a50ee3d8
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
Layne, Wally
Walter Henry Layne
W H Layne
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
2017-06-07
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
Layne, WH
Description
An account of the resource
100 items. The collection concerns Walter 'Wally' Layne (b. 1916, 963012, 40348 Royal Air Force) and contains his log book, prisoner of war diary, personal and official correspondence and photographs. He flew operations as a wireless operator with 97 Squadron and became a prisoner of war after being shot down.
The collection has been donated to the IBCC Digital Archive by D Layne and catalogued by Nigel Huckins.
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
Sgts Mess.
RAF. Lindholme
Nr Doncaster
July 4/41
My dearest one,
I arrived here O.K. and seem to be settling down all right, I have met one or two people I know but none of my particular circle of friends, Jacko hasn’t turned up, he must have gone somewhere else, no one seemed to know I was coming, everyone I have reported to this morning asked me if I was better, the general impression seems to be that I have been sick somewhere or other and are about a month late in arriving.
I have some good news for you, we are leaving here and going to another place, it will be a lot nearer to where you are, I dont suppose I should say where it is in a letter, but if I say
[page break]
it is near where your cousin Peter lives you will have a good idea of the district, I shall be a lot nearer to you I am glad to say, we move in about a fortnights time.
This place is rather in the wilds, Doncaster is about eleven miles away, Hatfield is the nearest place and it is [one deleted word] a village. The flying crews are billeted out but I have a room in the mess and hope to keep it.
I was going to write to you last night but I didn’t have any paper, it is a good job really as I felt awfully miserable and the letter would have been just the same.
I think I had the best holiday of my life dear, I am looking forward to my next one very much.
Cigarettes are much better to get hold of
[page break]
here, we are allowed twenty a day but whether the good fortune will last or not I don't know especially as we are moving, so [one deleted word] if you manage to get hold of any I should stick to them. I am writing this during the morning, I have to go round and see the Wing Commander now so I will add a bit more to it later on.
I am here again dear, since writing the above I have been round to see the Wing Commander, we were interrupted in our conversation though and I have to go back tomorrow, I went straight down to Doncaster after seeing him and have been down there until now, it is nearly eleven.
I had tea there and went to the pictures, had some supper and then came back here, rather a lovely evening but
[page break]
I enjoyed it, there are three picture houses here but they dont appear to show very outstanding films, the programme I saw was quite good, Gordon Harker and Alistair Sims [sic] in ‘Inspector Hornleigh goes to it’, it was quite amusing, the other film was ‘The Gay Caballero’ with Cesar Romero in it, it was a fairly decent film.
The first fellow I saw here was a pilot I knew at Cottesmore, in fact he was the first fellow I flew with there, I asked him if he knew Mick and he says he finished his two hundred hours the night before last and has probably gone now.
I wish I could make you understand how much I enjoyed my holiday dear, it was the most wonderful week of my life, I have you to thank for it dear.
[page break]
In the unlikely event of you being called up dear I want you to give every consideration as to what you will go into, I am sure you are not the type for the services, the more I see of the W.A.A.F.S. the more I realise that, look at factory life from every angle and consider that there are other sides to it than just standing at a machine, but I really don’t think you will be called upon to go, [one deleted word] you know that every thing will be done to keep you in your present [one deleted word] job.
All my love
Walter.
XXX.
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
Letter from Wally Layne to his wife
Creator
An entity primarily responsible for making the resource
W H Layne
Date
A point or period of time associated with an event in the lifecycle of the resource
1941-07-04
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Yorkshire
Temporal Coverage
Temporal characteristics of the resource.
1941-07
Description
An account of the resource
Describes arriving a new location near Doncaster and that he might be moved closer soon. Comments on recent holiday and looks forward to the next one. Mentions supply of cigarettes and writes of his activities. Discusses what she might do if called up.
Format
The file format, physical medium, or dimensions of the resource
Five page handwritten letter
Language
A language of the resource
eng
Identifier
An unambiguous reference to the resource within a given context
ELayneWHLayneAJ410704
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Civilian
Royal Air Force
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.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Type
The nature or genre of the resource
Text
Text. Correspondence
Contributor
An entity responsible for making contributions to the resource
Alan Pinchbeck
RAF Lindholme
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1765/30741/EAirMinLayneAJ431203-0001.2.jpg
17643e3a404e90911b0296856834f6d8
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1765/30741/EAirMinLayneAJ431203-0002.2.jpg
a1c5699070e160434a53ab0b76c32ae8
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
Layne, Wally
Walter Henry Layne
W H Layne
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
2017-06-07
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
Layne, WH
Description
An account of the resource
100 items. The collection concerns Walter 'Wally' Layne (b. 1916, 963012, 40348 Royal Air Force) and contains his log book, prisoner of war diary, personal and official correspondence and photographs. He flew operations as a wireless operator with 97 Squadron and became a prisoner of war after being shot down.
The collection has been donated to the IBCC Digital Archive by D Layne and catalogued by Nigel Huckins.
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
[Air Ministry crest]
[Air Ministry Letterhead]
Telephone: [Deleted] Abbey 3411. [/Deleted] Sloane 0771
AIR MINISTRY,
[Deleted] London, S.W.1. [/Deleted]
2 Seville Street, Knightsbridge, London, S.W.1.
K.24759/43/Accts.16 (a).
3 December, 1943.
Madam,
With reference to this department’s letter dated 19th October, 1943, (reference Accts.7(k)Cas.), I am directed to inform you that your husband who, as you are aware, is now a prisoner of war, was appointed to a commission with effect from 13th September, 1943 and that consequently the arrangements by which you receive family allowance and allotment amounting to £2. 12s. 6d. a week should now cease. An allotment made by an airman to a dependant through official channels may not continue after his appointment to a commission as it rests with an officer to make his own arrangement for the provision of funds to his dependants.
While an officer is a prisoner of war, his Royal Air Force pay normally continues in issue to his banking account by the Royal Air Force Agents, subject to income tax deductions and deductions in respect of pay required by international agreement to be issued to officer prisoners of war by the captor Government. Married allowance, where admissible, also continues in issue by the Senior Accountant Officer, War Causalities Accounts Depot, No.1. R.A.F. Depot, Uxbridge, Middlesex.
In your husband’s case, no instructions are held regarding the banking account to which his R.A.F. emoluments should be credited and it is probable that at the date of his capture he was unaware of his appointment to a commission. It is suggested that in the circumstances, you should write to him by Air Mail explaining the position and requesting him to inform this department, Air Ministry, Accounts 16 (a)
/no
[National Scheme for disabled men logo]
Mrs. A.J. Layne,
97 Harlaxton Road,
Grantham,
Lincs.
[Page Break]
(no address to be quoted) of the banking account to which he wishes to pay and allowances to be credited and of the arrangements he wishes to make to provide you with funds. For your information, the Royal Air Force Agents, Lloyds Bank, Ltd., (Cox’s and King’s Branch), 6 Pall Mall, London, S.W.1. may act as bankers.
Meanwhile, if you will inform this department whether the immediate cessation of family allowance now in issue will cause you hardship, it will be considered whether part of your husband’s emoluments may be paid to you until such time as he is able to make his own arrangements.
I am, Madam,
Your obedient Servant,
[Signature]
for Director of Accounts.
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
Letter to Wally Layne's wife from the Air Ministry
Description
An account of the resource
Informs her that her husband now a prisoner of war was appointed to a commission and goes on to explain resulting financial matters. Writes that as an officer he needs a bank account and suggests how they go about arranging this.
Date
A point or period of time associated with an event in the lifecycle of the resource
1943-12-03
Format
The file format, physical medium, or dimensions of the resource
Two page typewritten letter
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Correspondence
Identifier
An unambiguous reference to the resource within a given context
EAirMinLayneAJ431203
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
England--London
England--Lincolnshire
England--Grantham
Temporal Coverage
Temporal characteristics of the resource.
1943-12-03
Contributor
An entity responsible for making contributions to the resource
Alan Pinchbeck
Bradley Froggatt
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.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Creator
An entity primarily responsible for making the resource
Great Britain. Air Ministry
prisoner of war
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1675/29849/EAirMinFryL450108.1.jpg
876c3b7fc2145db421c75085af4304f9
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
Fry, Harold Leonard
H L Fry
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
2020-03-04
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
Fry, HL
Description
An account of the resource
Forty-four items and two sub-collections with twenty items. The collection concerns Harold Leonard Fry (413129 Royal Air Force) who flew as a Lancaster navigator on 467 Squadron. He was killed on operation to Berlin on 1 January 1944. Collection contains correspondence including between his father, authorities and the air ministry, documents and photographs. In addition an account of the discovery, recovery and identification of his crew and their aircraft in 1997-2003. <br /><br />The collection has been donated to the IBCC Digital Archive by Barbara Barton and catalogued by Nigel Huckins.<br /><br /><span data-contrast="none" xml:lang="EN-GB" lang="EN-GB" class="TextRun SCXW22772577 BCX0"><span class="NormalTextRun SCXW22772577 BCX0">Additional information on Harold Leonard Fry </span><span class="NormalTextRun SCXW22772577 BCX0">is available via the</span></span><span class="EOP SCXW22772577 BCX0" data-ccp-props="{"201341983":0,"335559739":200,"335559740":276}"> <a href="https://losses.internationalbcc.co.uk/loss/108192/">IBCC Losses Database.</a></span>
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
Telephone : Worcester 3411
Extn………
Any communication on the subject of this letter should be addressed to :—
THE UNDER SECRETARY OF STATE,
and the following number quoted:— FF.318192/44/Accts.13.
YOUR REF………
AIR MINISTRY,
WHITTINGTON ROAD,
WORCESTER.
8 January, 1945.
[Air Ministry crest]
Sir,
[underlined] The late Flight Lieutenant H. L. Fry [/underlined]
I am directed to inform you that the out-turn of your son’s Service Estate is detailed below.
Pay (including promotion pay) £9. 19s. 4d.
Cash in effects £2. 6s. 1d.
Service Post War Credit at 6d. a day, as an airman. £6. 6s. 6d.
Income Tax on Service emoluments refunded £1. 15s. 6d.
£20. 7s. 5d.
[underlined] Less [/underlined] National Insurance contributions 5. 8.
Mess Bill Royal Air Force Station Waddington. 1. 16. 7. 2. 2. 3.
As the joint beneficiaries on intestacy, a Payable Order for £18. 5. 2. in favour of Mrs. Fry and yourself will be sent to you under separate cover in a few days.
I am, Sir,
Your obedient Servant,
[signature]
For Director of Accounts.
L. Fry Esq.,
159 South Park Drive,
Ilford,
Essex.
[National Scheme for Disabled Men crest]
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
Letter to Harold Fry's father from the Air Ministry
Description
An account of the resource
Details out-turn of Harold Fry's service estate as a total of £18 5s 2d.
Date
A point or period of time associated with an event in the lifecycle of the resource
1945-01-08
Format
The file format, physical medium, or dimensions of the resource
One page typewritten letter
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Correspondence
Identifier
An unambiguous reference to the resource within a given context
EAirMinFryL450108
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Civilian
Royal Air Force
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Worcestershire
England--Worcester
England--Essex
England--London
England--Lincolnshire
Temporal Coverage
Temporal characteristics of the resource.
1945-01-08
Creator
An entity primarily responsible for making the resource
Great Britain. Air Ministry
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
Alan Pinchbeck
killed in action
mess
RAF Waddington
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1675/29848/EAirMinFryL441202.1.jpg
5f882240118149d04900df8464ba753b
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
Fry, Harold Leonard
H L Fry
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
2020-03-04
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
Fry, HL
Description
An account of the resource
Forty-four items and two sub-collections with twenty items. The collection concerns Harold Leonard Fry (413129 Royal Air Force) who flew as a Lancaster navigator on 467 Squadron. He was killed on operation to Berlin on 1 January 1944. Collection contains correspondence including between his father, authorities and the air ministry, documents and photographs. In addition an account of the discovery, recovery and identification of his crew and their aircraft in 1997-2003. <br /><br />The collection has been donated to the IBCC Digital Archive by Barbara Barton and catalogued by Nigel Huckins.<br /><br /><span data-contrast="none" xml:lang="EN-GB" lang="EN-GB" class="TextRun SCXW22772577 BCX0"><span class="NormalTextRun SCXW22772577 BCX0">Additional information on Harold Leonard Fry </span><span class="NormalTextRun SCXW22772577 BCX0">is available via the</span></span><span class="EOP SCXW22772577 BCX0" data-ccp-props="{"201341983":0,"335559739":200,"335559740":276}"> <a href="https://losses.internationalbcc.co.uk/loss/108192/">IBCC Losses Database.</a></span>
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
TELEPHONE : WORCESTER 3411
Extn………
Any communication on the subject of this letter should be addressed to :—
THE UNDER SECRETARY OF STATE,
and the following number quoted:— FF.318192/44/Accts.13.
YOUR REF………
AIR MINISTRY,
WHITTINGTON ROAD,
WORCESTER
12 December 1944.
[Air Ministry crest]
[underlined] REGISTERED. [/underlined]
Sir,
[underlined] The late Flight Lieutenant H. L. Fry [/underlined]
I am directed to acknowledge the receipt of the Air Ministry Form 531 relating to the above and to inform you that a further communication will be addressed to you as soon as the necessary enquiries have been completed.
The enclosed Post Office Savings Book - Stoud 26161 - cheque book (Lloyds Bank Ltd.,) and National Savings Certificates (26 Units), found amongst the effects have been held in this Department for safe custody.
Any information you may require regarding an application for a Grant of Representation, i.e. Letters of Administration, can be obtained from your local Customs Officer, whose address is available at a Post Office. I am to request that the Grant, when obtained, may be sent to this Department for record purposes.
I am, Sir,
Your obedient Servant,
[signature]
For Director of Accounts.
L. Fry Esq.,
159 South Park Drive,
Ilford,
Essex.
[National Scheme for Disabled Men crest]
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
Letter to Harold Fry's father from the Air Ministry
Description
An account of the resource
Letter concerning Harold Fry's Post Office savings book.
Date
A point or period of time associated with an event in the lifecycle of the resource
1944-12-02
Format
The file format, physical medium, or dimensions of the resource
One page typewritten letter
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Correspondence
Identifier
An unambiguous reference to the resource within a given context
EAirMinFryL441202
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Civilian
Royal Air Force
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Worcestershire
England--Worcester
England--Essex
England--London
Temporal Coverage
Temporal characteristics of the resource.
1944-12-02
Creator
An entity primarily responsible for making the resource
Great Britain. Air Ministry
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
Alan Pinchbeck
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1675/29845/E[Author]FryHL421105.jpg
6dcf935dcf7774977d78245f1f8c6083
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
Fry, Harold Leonard
H L Fry
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
2020-03-04
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
Fry, HL
Description
An account of the resource
Forty-four items and two sub-collections with twenty items. The collection concerns Harold Leonard Fry (413129 Royal Air Force) who flew as a Lancaster navigator on 467 Squadron. He was killed on operation to Berlin on 1 January 1944. Collection contains correspondence including between his father, authorities and the air ministry, documents and photographs. In addition an account of the discovery, recovery and identification of his crew and their aircraft in 1997-2003. <br /><br />The collection has been donated to the IBCC Digital Archive by Barbara Barton and catalogued by Nigel Huckins.<br /><br /><span data-contrast="none" xml:lang="EN-GB" lang="EN-GB" class="TextRun SCXW22772577 BCX0"><span class="NormalTextRun SCXW22772577 BCX0">Additional information on Harold Leonard Fry </span><span class="NormalTextRun SCXW22772577 BCX0">is available via the</span></span><span class="EOP SCXW22772577 BCX0" data-ccp-props="{"201341983":0,"335559739":200,"335559740":276}"> <a href="https://losses.internationalbcc.co.uk/loss/108192/">IBCC Losses Database.</a></span>
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
Lloyds bank Limited,
Cox’s and King’s Branch,
6, Pall Mall,
(Corner of Waterloo Place)
London, S.W.1.
TELEGRAPHIC ADDRESS:-
“COXIA, PICCY, LONDON”.
IMPORTANT
IN REPLYING KINDLY QUOTE THIS REFERENCE BOTH ON THE LETTER AND ENVELOPE
R3. APF/MJ.
242014
TELEPHONE NUMBER:-
WHITEHALL 7001
(19 LINES)
PRIVATE BRANCH EXCHANGE.
ALL LETTERS TO BE ADDRESSED TO THE MANAGER.
Dear Sir,
5th November 1942.
We have pleasure in advising you that we have to-day received the sum of £53-16-6d representing Outfit Allowance £45., Pay as per advice £8-16-6d, with which we have opened a Banking account in your name, in accordance with your request.
We enclose a cheque book for your use, and in this connection would draw particular attention to the rubber-impressed number appearing in the top left-hand corner of each cheque form. We would ask you to be good enough to quote this number in all communication to us, and to refrain from using any cheque except from your own book. Will you also kindly note to address all letters to our R3 Section, in which your account has been opened and, when changing your address, to ask us to amend our records accordingly. We propose to send you a statement of your account shortly after the 6th of every alternate month, and trust this will meet your wishes.
If there is any point upon which you desire our help at any time, please do not hesitate to let us know.
Yours faithfully,
[signature]
pro Manager.
Pilot Officer H.L. Fry,
159 South Park Drive,
Ilford, ESSEX.
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
Letter from Lloyds bank to Harold Fry
Description
An account of the resource
Reports arrival of £53 16s 6d and that they have opened account for him. Encloses cheque book and provides some explanation of communication with bank.
Creator
An entity primarily responsible for making the resource
Lloyds Bank Ltd
Date
A point or period of time associated with an event in the lifecycle of the resource
1942-11-05
Format
The file format, physical medium, or dimensions of the resource
One page typewritten letter
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Correspondence
Identifier
An unambiguous reference to the resource within a given context
E[Author]FryHL421105
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Civilian
Royal Air Force
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--London
England--Essex
England--London
Temporal Coverage
Temporal characteristics of the resource.
1942-11-05
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
Alan Pinchbeck
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1414/28269/EWareingJWareingR440804.1.pdf
652088df3dc204f18e696bacd673fa99
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
Wareing, Robert
R Wareing
Description
An account of the resource
258 items. The collection concerns Flight Lieutenant Robert Wareing DFC* (86325 Royal Air Force) and contains his flying logbooks, prisoner of war log book, memoirs, photographs, extensive personal and official correspondence, official documents, pilots/handling notes, decorations, mementos, uniform badges and buttons. He flew operations as a pilot with 106 Squadron. After a period of instructing he returned to operations on 582 Squadron but was shot down and became a prisoner of war.
The collection has been donated to the IBCC Digital Archive by Andrew Wareing and catalogued by Nigel Huckins.
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
2016-10-05
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
Wareing, R
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
[front of envelope]
Return to Sender on Air Ministry Instructions
[postmark] SCUNTHORPE 11-AM 5 AUG 1944 LINCS.
[3 postage stamps]
Squadron Leader Robert Wareing. D.F.C,
[label pasted over address] REASON FOR REDIRECTION
Air Ministry Instruction
SIGNATURE OF POSTAL CLERK [signature]
[postmark] HUNTINGDON 14 AU 44
NOTE
PLEASE INFORM YOUR CORRESPONDENTS OF YOUR CORRECT POSTAL ADDRESS
R.A.F. FORM 1674.
NEW ADDRESS HERE
TO Air Ministry
(S.7.(B))
London
V.P. Co. 51-7771.
[page break]
56, West Common Gardens,
Old Brumby,
Scunthorpe,
Lincolnshire.
August 4th 1944.
My Darling [underlined] Bob. [/underlined]
Alas! dear, there is no letter for me again today. I am feeling very disappointed too, but possibly you have been unable to find time so I will forgive you.
I have had a very busy day helping ‘AJ’ all the afternoon with his personal stuff etc, and typing most of the morning.
Eileen returned my mail today & a long letter saying how much happier she feels now she is a married woman!!!
[page break]
ii
She said they had heavenly few hours together, even if only in Leicester - I don’t suppose it would matter much where they went. She enclosed the local paper with press photo and full detailed account including the veil was ….. and lent by the bride’s friend - Mrs Robert Wareing - I will take care of the contents dear.
A.J. was asking if I played tennis, golf or anything. She thinks it would do me good for health etc. She plays at Lindsay Tennis Club. Holme Hall Golf Club & recommended both as good sensible folk. We shall be
[page break]
iii
able to do [underlined] our sport [/underlined] etc. together after the war. I explained, I feel somewhat lost without you around. She seems to understand my feelings & is very helpful to me indeed. I feel quite happy there and I know am better in health since I started working again.
Nothing terribly exciting seems to have happened around here. How are you doing among the spare parts??
Well dearest one. Cheers for now and God Bless You for Ever [underlined] Yours [/underlined]
[signature]
xxxxxxxx
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
Letter from Joan Wareing, to Robert Wareing
Description
An account of the resource
Sent via the air ministry. Writes that she had had no letter from him that day and then goes on to describe her activities and that she was missing him.
Creator
An entity primarily responsible for making the resource
J Wareing
Date
A point or period of time associated with an event in the lifecycle of the resource
1944-08-04
Contributor
An entity responsible for making contributions to the resource
Alan Pinchbeck
Format
The file format, physical medium, or dimensions of the resource
Front of envelope and 3 page hand written letter
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Correspondence
Identifier
An unambiguous reference to the resource within a given context
EWareingJWareingR440804
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Civilian
Royal Air Force
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--London
England--Lincolnshire
England--Scunthorpe
Temporal Coverage
Temporal characteristics of the resource.
1944-08-04
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.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1541/28178/EGreenWHGreenAWXX1104-0001.1.jpg
3c696efdb1bb4fef7e92c2b6cd582dd4
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1541/28178/EGreenWHGreenAWXX1104-0002.1.jpg
250625d2df809114bf96484519f96d99
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
Green, Alan William
A W Green
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
2016-09-19
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
Green, AW
Description
An account of the resource
58 items. The collection concerns Flight Lieutenant Alan William Green (b. 1920, 104402, 1150518 Royal Air Force) and contains his log book, photographs, diary and correspondence. He flew operation as a navigator with 218 Squadron before being shot down and becoming a prisoner of war.
The collection has been donated to the IBCC Digital Archive by Stuart Green and catalogued by Barry Hunter.
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
[underlined] Tuesday. [/underlined] Nov 4.
Dear Alan.
Just a few lines to let you know we are all alive & well, though we seem to be picking up “Colds” quite easily. The weather has gone very much colder since you went back - we seemed to plunge into frosty weather without warning. By the way Alan if you have not bought those vests get them [underlined] at once [/underlined] - but the best of all is “combinations” - did I see you smile about that suggestion - I did when Todd told me - but there is one great point. They fit snug & dont [sic] get rolled up around your neck when you get hot & bothered. If you cant [sic] afford them, send me the bill & I will send you a cheque to cover but get some good ones.
We are fixing up for the “Hippodrome” to see “Rebecca” next Thursday week. Lunch at the Geisha at 1.pm & then on to the show for 2pm. We have booked seats for you & Basil & if you cant [sic] make it - well - it will be just too bad. There will be over 30 in the party. I dont [sic] know of course that Basil can get here but Mrs Sutton is writing to both of you.
Mrs S. did not forget your cigs. this week-end - just a temporary hold up in the supply of “Players” she could have sent others but preferred to wait for Players so she may be sending any day now.
[page break]
2
We have been fortunate so far with regard to Raids - have had sirens a few times & had one rather late night but no Bs on C. [deleted] so far. [/deleted]
I cant [sic] quite sum them up. I always felt that moonlight nights were most likely to produce “alerts” now the cloudy ones seem to be the more likely. Is he afraid of our accumulation of Night Fighters or are our defences better or both?
We had “Whitworth” the dentist in the shop the other day he was telling Mr S. that he is at a night - fighter station. He also said if ever the Jerries come over again on a big raid that there will be hundreds of fighters up lets [sic] hope he is right.
I don’t like the way he is mopping up the Russians - its [sic] a big country & they are - in the main - stout hearted yet he seems to have all the men & material he wants to push them over. What should we have done here with such a concentration? Its [sic] high time they made use of all Officers & NCOs of the regular army to train [underlined] every fit man [/underlined] to use a rifle instead of leaving it until Hitler decides to attack. It would find the army a job and give everyone more confidence if ever we are called upon to face “invasion” & we might as well die fighting as put against a wall & shot. You do stand a chance of getting “”one in” anyhow. [inserted] Kindest Regards & Best Wishes from Dad. [/inserted]
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
Letter to Alan Green from his Father
Description
An account of the resource
The letter advises Alan to get some 'combinations' -underwear. He mentions night fighters will protect Coventry.
Creator
An entity primarily responsible for making the resource
Alan Green's Father
Format
The file format, physical medium, or dimensions of the resource
Two handwritten sheets
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Correspondence
Identifier
An unambiguous reference to the resource within a given context
EGreenWHGreenAWXX1104-0001,
EGreenWHGreenAWXX1104-0002
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Civilian
Royal Air Force
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Coventry
England--Warwickshire
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.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Contributor
An entity responsible for making contributions to the resource
Alan Pinchbeck
bombing