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https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/262/28703/MGouldAG1605203-160708-02.1.pdf
9cafd23c66cf62d3fc3c699782c6a993
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
Gould, Allen
Allen G Gould
Allen Gould
A G Gould
A Gould
Description
An account of the resource
Twenty-seven items. Concerns Allen Geoffrey Gould (b. 1923, 1605203 Royal Air Force). He completed a tour of operations as a flight engineer with 620 Squadron and the Special Operations Executive. Collection consists of an oral history interview, his log book, flight engineer course notebooks, pilot's and engineers handling notes, mention in London Gazette, official documents and photographs.
The collection has been donated to the IBCC Digital Archive by Allen Geoffrey Gould and catalogued by Nigel Huckins.
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
2016-07-08
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
Gould, AG
Requires
A related resource that is required by the described resource to support its function, delivery, or coherence.
Sgt. Allen G. Gould – 1605203, was born in 1923, after leaving school in Bournemouth at 13, he worked for the Danish Bacon Company until being called up in 1943. Choosing to join the RAF, initially wanting to be a Navigator, he ended up as a Flight Engineer, flying in the Short Stirling Mk. I, II, III and IV variants. Training at RAF St. Alban, then the Heavy Conversion Unit. Allen joined No. 620 Squadron, flying from various bases, RAF Chedburgh, RAF Leicester East and then RAF Fairford. The roles for this squadron were not just bombing missions but Minelaying, Supply drops, Glider Towing and Paratrooper drops. He took part in D-Day, dropping paratroopers from the 6th Airborne Division over Caen, France on the night of 5th June 1944, returning on the 6th towing a glider of heavy equipment. He was also a part of Market Garden, towing a glider on 17th September 1944 and returning on the 19th and 21st on supply drops. There were also numerous drops on behalf of Special Operations Executive (SOE) as well as Special Air Service (SAS) dropping supplies and paratroopers.
Andrew St.Denis
Allen Gould was born on 16 June 1923 in Bournemouth. He left school at fourteen and worked for the Danish Bacon company until he was called up. His father having spent four years in the trenches, in WW1, advised him against joining the Army, so he volunteered for the Royal Air Force.
He joined the RAF on in October 1942 and following basic training he attended the first-ever direct entry, Flight Engineers’ Course at RAF St Athan.
On completion of flight engineering training, he joined up with his crew on 1657 Heavy Conversion Unit at RAF Stradishall, then moved with them onto 620 Squadron at RAF Chedburgh and later RAF Leicester East.
The squadron later relocated to RAF Fairford where they trained to tow gliders. He was billeted with 12 others in a Nissan hut, conveniently close to a trout stream. They often caught trout, away from the watchful eye of the bailiff and cooked them in a tin on the large coke stove that heated the hut. The illicit bounty was a most welcome supplement to the barely adequate daily rations they received.
Direct out of training with no aircraft experience he had to earn the trust of his crew who up until then had only come across experienced flight engineers. On only his second operational trip and flying with an inexperienced crew, they arrived late over Ludwigshafen, where they found themselves alone and under concentrated anti-aircraft fire. The aircraft was being peppered and was full of holes while the pilot was executing extreme manoeuvres trying to avoid further damage. A fuel tank was hit and Allen had to work hard to ensure the engines received sufficient fuel to keep running. At the same time he had to make sure there would be enough fuel remaining to get back to the south coast of England for an emergency landing. As the aircraft approached the runway, the airfield lights went out and the pilot announced he was going to do another circuit. Allen told him, bluntly, he couldn’t as he didn’t have enough fuel, so the pilot made a steep turn and conducted a blind landing with no fuel to spare. Allen bonded well with his crew and in their free time they would often all go out to the pub together.
Throughout his tour his squadron undertook a variety of roles, much of was it in support of the Special Operations Executive personnel, operating covertly in occupied Europe. They also trained to tow gliders and dropped parachuting troops on D Day.
Allen completed 32 operations as a flight engineer with 620 Squadron and he totalled over 460 flying hours on Stirlings. PGouldAG1610.2.jpg (1600×2310) (lincoln.ac.uk)
For his services to 620 Squadron, he was ‘Mentioned in Despatches’ for distinguished service. MGouldAG1605203-160708-13.2.pdf (lincoln.ac.uk)
Post war, he married his wife, Norma, who was training as a mechanic at St Athan when he met her. PGouldAG1601.2.jpg (1600×2412) (lincoln.ac.uk)
Allen was discharged in October 1946 having attained the rank of Warrant Officer. PGouldAG1604.1.jpg (1600×2330) (lincoln.ac.uk)
He returned to the Danish Bacon company where he worked for another 40 years.
Chriss Cann
October 1942: Volunteered for the RAF
January 1943 - July 1943: RAF St Athan, Flight Engineer Training
July 1943 - September 1943: RAF Stradishall, 1657 HCU, flying Stirling aircraft
September 1943 - December 1943: RAF Chedburgh, 620 Squadron, flying Stirling aircraft
January 1944 - March 1944: RAF Leicester East, 620 Squadron, flying Stirling aircraft
March 1944 - April 1945: RAF Fairford,620 Squadron, flying Stirling aircraft
8 October 1946: Released from service having attained the rank of Warrant Officer
Chris Cann
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
1605203
SGT GOULD A.G.
2 WORKSHOP
CLASS 3
Form 619.
ROYAL AIR FORCE.
[Underlined] Stirling [/underlined]
[Underlined] School [/underlined]
Notebook for use in Schools.
[Page break]
[Diagrams]
[Page break]
[Underlined] Electrics [/underlined]
For a current to flow in a circuit it is necessary to have (1) An electrical pressure or E.M.F.
(2) Conductive Material.
(3) Complete circuit.
E.M.F. is measured in Volts with a Volt Meter connected in Parallel with the circuit.
Current is measured in Amps by means of an Ammeter which is connected in Series with the circuit.
Resistance is measured in Ohms and depends upon length & gauge of wire.
[Underlined] Ohms Law. [/underlined]
Volts / Current = Resistance in Ohms.
Volts x Current x Resistance.
Volts / Resistance = Current.
[Diagram]
Change resistance of lamp so that amps are 2 2/5 amps = 6 1/2 ohms
Power – measured in Watts
1 Watt = Volts x Amps
[Page break]
746 Watts = 1 Horse Power
Connection in Series.
(1.) Cells [diagram] = 6v
(2.) Resistance [diagram] = 6 Ohms
Connections in Parallel.
(1). Cells [diagram] 2v
(2) Resistance [diagram] [calculations]
Magnetic Effect of a Current
Strength of a field depends on :-
(1.) Current.
(2) No of turns.
i.e. on the number of turns.
(3) Whether coil is wound on soft iron.
[Page break]
Points to be considered in wiring an aircraft.
(1.) Voltages required to operate the various components.
(2) Size of cables – weight involved.
(3.) Size of switches – space involved.
[Diagram]
[Underlined] Accumulators. [\underlined]
Lead Accumulator
Voltage per cell 2.2
2 Plates 1 of Lead Peroxide Composition Positive
1 of Lead Negative.
Diluted Sulphuric Acid.
Fully Charged Condition
Specific Gravity 1.35
Voltage 2.2 v
Finall [sic] Charge while Gassing 2.7v
Fully Discharged Condition.
Specific Gravity 1.18
Voltage 1.8
Discharge weakens acid & fords Lead Sulphate on plates.
[Page break]
Amp hour Efficiency must be 60% to be airworthy.
[Underlined] Capacity [/underlined] Measurement is Amp hours based on the 10hr Rate.
[Underlined] Efficiency [/underlined] is the Amp hours discharge/Amp hr charge Approx 80-90%
[Underlined] Generator Cuts Out. [/underlined] 27v to Cut In
7 amps to Cut Out (reverse current)
[Diagram]
[Diagram]
[Page break]
[Underlined] Relay Switch. [/underlined] (1) Handles the heavy current
(2) Wiring run is shortened (3) Volt drop in run is lowered.(4) Heavy cabling kept from cockpit.
[Underlined] Used [\underlined]
Landing Lamps, Undercart, & Heater.
[Underlined] Voltage Regulator [\underlined]
2 Parts Voltage Reg & Current Regulator terminators are connected in Parallel.
Shunt Generator.
Speed & Magnetic Field Control the Current of the Generator Controlled by the Carbon [indecipherable word].
Magnet works motor which spins Carbon [indecipherable word] [symbol] worked by coil connected across [indecipherable word] of Generator.
[Indecipherable word] prevents the motor from [indecipherable word]
[Diagram]
2. Voltmeter in Charging Circuit but no Magneto
[Page break]
[Blank Page]
[Page break]
Theory of Flight
Air Resistance (Drag). depends on :-
(1.) Shape & attitude
(2.) Frontal Area
(3.) Air density (.077lb [symbol] ft at sea level)
(4.) (Airspeed) 2
Types of Drag.
(1.) Form Drag – due to shape, reduced by streamlining
(2.) Skin Friction – reduced by polishing skin
Fineness Ratio = Length / Max Width which should be 1/3 back.
Skin Friction – due to nature of surface & air density.
(3) Induced drag – due to production of a/c – reduced by using high aspect ratio, tapering [indecipherable word].
Total Drag.
[Diagram]
[Page break]
Aerofoils.
Bernouilli’s [sic] Theory.
Total energy of a fluid = Constant
Kinetic Energy + Pressure Energy = Constant
Thus an increase in speed will cause a decrease in pressure & vice versa (Venturi Effect)
Production of Lift.
Angle of Attack
[Table]
[Page break]
Indicated Air Speed (I.A.S.) = Speed from A.S.I.
Rectified Air Speed (R.A.S.) = IAS [symbol] Instrument Error Corrections
[Symbol] Position Error Correction.
True Air Speed = R.A.S x Altitude Correction Factor
Position Error Correction at 65,000ft Load with Pressure Head on top of Fuselage.
[Table]
[Calculations]
The total drag of an a/c is least [indecipherable words] when flying at the Optimal angle of attack and the speed at this angle of attack is [indecipherable word] as the [indecipherable words] Cruising [indecipherable word] Moderated Stalling Speed for as a/c of given weight is the same for all attitudes, but the True Stalling Speed increases as the altitude increases.
[Page break]
(S.H.F.) Steady Horizontal Flight
Relationship between Airspeed & Angle of Attack
Economical Cruising Speed.
S.H.F. is Flight at Constant Height at a Constant Speed.
For an aircraft to be in S.H.F. the two following conditions must be satisfied:-
Lift = Weight of Aircraft
Thrust = Drag.
An aircraft may be in steady H.F. at different angles of attack and different air speeds.
For a given a/c at a given Weight, for each angle of attack there is one corresponding speed of horizontal Flight & 1 only.
Assume a Stirling weighing 65,000 lbs is in S.H.F. at 6° Angle of Attack & 165 miles an hour. Thus the same aircraft could be flown at a greater speed but the angle of attack would have to be less than 6° x Similarly it could be flown at a less speed but in this case the angle of attack would have to be more than 6°.
However, out of all these possible combinations of angle of attack & airspeed, only 1 angle of attack & thus only 1 corresponding airspeed will at the same time give minimum drag & hence maximum range.
The angle of attack is the optimum angle and the corresponding airspeed is Economical Cruising Speed
[Page break]
The effect of Weight of Aircraft on Cruising Speeds.
[Underlined] Example [/underlined]
Stirling.
Outward bound (Heavy)
Recommended I.A.S. = 165 m.p.h.
Homeward bound (Light)
Recommended I.A.S. = 160 m.p.h.
The reason for the above difference is the difference in weight carried on the two trips.
No matter what the weight of the same aircraft, for maximum range it must be flown at the Optimum Angle of Attack. Thus the less the weight of the aircraft, the Less Lift required, hence the Less Speed required to give the Lift.
[Page break]
[Blank Page]
[Page break]
[Underlined] Engineering Science. [/underlined]
Graphs of Hercules Economical Cruising Boost &[indecipherable word] & Altitude Corrective Factor.
For any particular power requirement with in the economical cruising range the best conditions are obtained by reducing the R.P.M. and keeping the boost up as long as it does not exceed + 1lb [symbol] “
[Underlined] Engine Operational Conditions [/underlined] [underlined] B.P. [/underlined]
Takeoff (3 mins) RPM 28,000 + 6 3/4
Max Climb (30 mins) RPM 25,000 + 3 1/2
Max for Continuous Cruising (Rich) 25,000 + 3 1/2
Max Cruising (Work) 25,000 + 1
Max All Out Level (5 mins) 28,000 + 6 3/4
[Page break]
[Blank Page]
[Page break]
Supercharging.
Volumetric Efficiency = Weight of charge forced in per [indecipherable word] stroke / Weight of Charge to Fill [indecipherable word] Vol at N.T.P.
Normal Temp = 15° 6.
Normal Pressure = 14.7 lbs [symbol] “
High Boost, Low Revs for maximum Range
Methods of increasing power
[Calculation]
I.H.P. may be increased by
(1.) Increasing C ([indecipherable word]) Limits, [indecipherable word] weight, drag
(2) LA ([indecipherable word] x area = ) Weight Volume Limit as before
(3.) Increase N (RPM It [deleted word] Power to Drive [indecipherable words] increase. Dynamic Stress x [Indecipherable words]
(4) Increase [indecipherable word] In this case the increase in power would be got without the [indecipherable word] involved in (3), thus it is best to Increase Pressure. To do this we apply a [indecipherable word], rather than using light
[Page break]
comparison ratio.
Boost Pressure (British Engines)
Pressure above + or below - (14.7 lb [symbol] “). Note Air Ministry on Boost of RPM for specified operational condition (See Handbook)
Climb
(1.) Atmospheric Pressure Decreases, Power falls off
(2) Temp decreases, This will tend to compensate for fall off in power to (1)
Combined effect of 1 & 2 gives us a fall in Power
Power Altitude Curve N.A. Engine
[Diagram]
Effect of Maintaining constant Indicated Pressure with S/C + ABC.
[Diagram]
[Page break]
The gain to full throttle Height is the (1) [indecipherable words]
(2) Better Economy, both at altitude.
Pressure Ratio of S/G = Outlet Pressure / Inlet Pressure
Comparison of M & S Gear
[Table]
(a) High Revs – Low Boost
(b) Low Revs – High Boost
(c) Both Revs + Boost lower.
(a) Charger absorbs power without much height, Engine & [indecipherable word] losses high. (More Oil)
(b) Power taken by Charger reduced, Engine Losses reduced
[Page break]
Max Available Cruising Power
[Diagram]
to fly @ 170 IAS
The power required to fly an aircraft at any given I.A.S. Increases steadily with altitude as Seen by the graph
The increase is due to the [indecipherable word] in I.A.S. while the drag remains constant.
The Altitude where the power required crosses the power available is the ceiling of the aircraft. This ceiling is not fixed because as the speed & load vary, the power required line varies if S gear is engaged at sea level the power available drops because of the higher temp of the S gear change + the extra power to drive S gear that due to the higher gear ratio the boost pressure can be maintained to a higher altitude.
S gear always requires more fuel per H.P. than M therefore whenever possible M gear must be used. When cruising engage S gear only if the speed required cannot be obtained in M.
[Page break]
Climbing
[Diagram]
Gear change when climbing.
The gear to use in a climb is always the one which is capable of giving the higher rate of climb. That is the one which gives the greater horsepower. From sealevel up to 9,000 ft M gear gives more HP than S despite the fact that at 9,000 ft the boost in M has dropped to +3 ½. From 9,000 ft on, S gear gives more H.P. than M. Therefore when climbing change to S gear at 9,000 ft or where the boost in M has dropped to +3 1/2.
Performance.
Range Flying – Big bomb load – smallest possible fuel load.
Range Flying.
This is the condition of Flight normally met in a Stirling, where the pilot is trying to obtain maximum miles per gallon. For this the petrol used per mile
[Page break]
must be best, and since each gallon of petrol is equal to a certain number of ft lb of work, the work done per mile must be best i.e. Drag must be a minimum. Since lift is fixed equal to weight, drag will be best when the lift drag ratio is greatest i.e. when flying at the optimum angle of attack.
In flight it is impossible to measure directly the angle of attack sufficiently accurately to make sure of flying at the optimum angle. At the average outward load of 66,000 lbs the optimum angle can only be obtained by flying at 160 IAS. And on the return journey where the load is reduced to 55,000 average, the speed must be reduced to 155 IAS to maintain the optimum angle. Therefore the speed given above is the most economical and will give maximum A.M.P.G.
[Diagram]
[Page break]
[Table]
[Calculations]
[Table] [Calculations]
[Page break]
[Calculation]
Trip 1200 Fuel required 1900 Fuel Taken 1946
[Calculations]
[Page break]
With the exception given below the range obtainable in a Stirling is independent of the altitude at which the aircraft is flying. The reason is that as altitude increases the pilot must maintain the same IAS to get maximum range and is therefore encountering the same drag.
Therefore the work done per mile is the same at all altitudes, and the range obtainable does not alter.
[Underlined] Exceptions. [/underlined]
At some altitudes the engine can get work out of petrol with greater efficiency than at others not therefore at the more efficient altitudes the range obtainable will increase. Above about 16,000 ft S gear must be engaged and below about 6,000 ft the engine is partly throttled, therefore at these particular altitudes engine efficiency drops and range is reduced.
[Page break]
[Table]
Duration Cruising (Endurance)
This condition is not very [indecipherable word] a Stirling It occurs when the pilot is trying to obtain Max Time in the air. The time is the air depends on the G.P.H. & will be the greatest when the G.P.H. is least i.e. when the H.P. is best. To reduce the H.P. Pilot must operate his revs & throttle and as he cuts the H.P. the speed will drop and the angle of attack will increase.
As this happens the amount of control over the a/c becomes smaller. Minimum galls per hour are obtained
[Page break]
when the H.P has been reduced just sufficiently to allow the pilot, reasonable control.
Range flying is minimum power.
Duration flying is minimum work.
For minimum control the pilot must maintain a certain I.A.S. and the power required to do this will increase steadily as altitude increases owing to the increase in TAS. Therefore gallons per hour will be best and duration greatest when flying at the lowest possible operational altitude.
Calculation
(1.) Enter Fuel Left.
(2) Switch Tanks
(3) Subtract Fuel
[Page break]
[Table]
[Calculations]
[Page break]
[Underlined] Climbing [\underlined]
During a climb the engines are working against 2 forces – Drag & Gravity & the rate of climb will depend on the amount of H.P. which can be used against Gravity. The H.P. used against drag increases steadily as forward speed increases but the thrust H.P available from the engines in a climb also increases as forward speed increases due to a steady rise in propellor [sic] efficiency. These 2 facts are shown by the 2 graphs – HP available & H.P. required against drag.
[Diagram]
From the graph is will be seen that the biggest margin of power available for climbing [indecipherable word] at about 160 IAS therefore this speed will give the highest rate of climb. To obtain this speed the engines are opened up to Max Climbing (2400 w +6) and speed reduced to 160 by adjusting the angle of climb.
[Page break]
[Blank page]
[Page break]
[Table]
[Page break]
[Blank Page]
[Diagram]
Stirling Circuit & Bumps
[Page break]
[Table]
[Calculations]
[Page break]
[Calculations]
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
Stirling school flight engineer course notes
Description
An account of the resource
Notes covering electrics, theory of flight, engineering science, supercharging, power, fuel consumption and engine use in various stages of flight.
Creator
An entity primarily responsible for making the resource
A Gould
Identifier
An unambiguous reference to the resource within a given context
MGouldAG1605203-160708-02
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
Royal Air Force. Bomber Command
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.
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Training material
Format
The file format, physical medium, or dimensions of the resource
Thirty two page notebook with cover
Contributor
An entity responsible for making contributions to the resource
Anne-Marie Watson
Steve Baldwin
aircrew
flight engineer
Stirling
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/262/28704/MGouldAG1605203-160708-03.1.pdf
ea608369588bc2ec2555954dee27c6bd
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
Gould, Allen
Allen G Gould
Allen Gould
A G Gould
A Gould
Description
An account of the resource
Twenty-seven items. Concerns Allen Geoffrey Gould (b. 1923, 1605203 Royal Air Force). He completed a tour of operations as a flight engineer with 620 Squadron and the Special Operations Executive. Collection consists of an oral history interview, his log book, flight engineer course notebooks, pilot's and engineers handling notes, mention in London Gazette, official documents and photographs.
The collection has been donated to the IBCC Digital Archive by Allen Geoffrey Gould 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
2016-07-08
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
Gould, AG
Requires
A related resource that is required by the described resource to support its function, delivery, or coherence.
Sgt. Allen G. Gould – 1605203, was born in 1923, after leaving school in Bournemouth at 13, he worked for the Danish Bacon Company until being called up in 1943. Choosing to join the RAF, initially wanting to be a Navigator, he ended up as a Flight Engineer, flying in the Short Stirling Mk. I, II, III and IV variants. Training at RAF St. Alban, then the Heavy Conversion Unit. Allen joined No. 620 Squadron, flying from various bases, RAF Chedburgh, RAF Leicester East and then RAF Fairford. The roles for this squadron were not just bombing missions but Minelaying, Supply drops, Glider Towing and Paratrooper drops. He took part in D-Day, dropping paratroopers from the 6th Airborne Division over Caen, France on the night of 5th June 1944, returning on the 6th towing a glider of heavy equipment. He was also a part of Market Garden, towing a glider on 17th September 1944 and returning on the 19th and 21st on supply drops. There were also numerous drops on behalf of Special Operations Executive (SOE) as well as Special Air Service (SAS) dropping supplies and paratroopers.
Andrew St.Denis
Allen Gould was born on 16 June 1923 in Bournemouth. He left school at fourteen and worked for the Danish Bacon company until he was called up. His father having spent four years in the trenches, in WW1, advised him against joining the Army, so he volunteered for the Royal Air Force.
He joined the RAF on in October 1942 and following basic training he attended the first-ever direct entry, Flight Engineers’ Course at RAF St Athan.
On completion of flight engineering training, he joined up with his crew on 1657 Heavy Conversion Unit at RAF Stradishall, then moved with them onto 620 Squadron at RAF Chedburgh and later RAF Leicester East.
The squadron later relocated to RAF Fairford where they trained to tow gliders. He was billeted with 12 others in a Nissan hut, conveniently close to a trout stream. They often caught trout, away from the watchful eye of the bailiff and cooked them in a tin on the large coke stove that heated the hut. The illicit bounty was a most welcome supplement to the barely adequate daily rations they received.
Direct out of training with no aircraft experience he had to earn the trust of his crew who up until then had only come across experienced flight engineers. On only his second operational trip and flying with an inexperienced crew, they arrived late over Ludwigshafen, where they found themselves alone and under concentrated anti-aircraft fire. The aircraft was being peppered and was full of holes while the pilot was executing extreme manoeuvres trying to avoid further damage. A fuel tank was hit and Allen had to work hard to ensure the engines received sufficient fuel to keep running. At the same time he had to make sure there would be enough fuel remaining to get back to the south coast of England for an emergency landing. As the aircraft approached the runway, the airfield lights went out and the pilot announced he was going to do another circuit. Allen told him, bluntly, he couldn’t as he didn’t have enough fuel, so the pilot made a steep turn and conducted a blind landing with no fuel to spare. Allen bonded well with his crew and in their free time they would often all go out to the pub together.
Throughout his tour his squadron undertook a variety of roles, much of was it in support of the Special Operations Executive personnel, operating covertly in occupied Europe. They also trained to tow gliders and dropped parachuting troops on D Day.
Allen completed 32 operations as a flight engineer with 620 Squadron and he totalled over 460 flying hours on Stirlings. PGouldAG1610.2.jpg (1600×2310) (lincoln.ac.uk)
For his services to 620 Squadron, he was ‘Mentioned in Despatches’ for distinguished service. MGouldAG1605203-160708-13.2.pdf (lincoln.ac.uk)
Post war, he married his wife, Norma, who was training as a mechanic at St Athan when he met her. PGouldAG1601.2.jpg (1600×2412) (lincoln.ac.uk)
Allen was discharged in October 1946 having attained the rank of Warrant Officer. PGouldAG1604.1.jpg (1600×2330) (lincoln.ac.uk)
He returned to the Danish Bacon company where he worked for another 40 years.
Chriss Cann
October 1942: Volunteered for the RAF
January 1943 - July 1943: RAF St Athan, Flight Engineer Training
July 1943 - September 1943: RAF Stradishall, 1657 HCU, flying Stirling aircraft
September 1943 - December 1943: RAF Chedburgh, 620 Squadron, flying Stirling aircraft
January 1944 - March 1944: RAF Leicester East, 620 Squadron, flying Stirling aircraft
March 1944 - April 1945: RAF Fairford,620 Squadron, flying Stirling aircraft
8 October 1946: Released from service having attained the rank of Warrant Officer
Chris Cann
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
[THIS NOTEBOOK HAS BEEN WRITTEN USING THE RIGHT-HAND PAGES ONLY, RIGHT TO THE END AND THEN TURNED OVER TO CONTINUE BACK ON THE OPPOSITE PAGES, THEREFORE THIS TRANSCRIPTION FOLLOWS THE SAME FORMAT]
[underlined] The [/underlined] “MILTON”
48 Pages
EXERCISE BOOK
SUBJECT {underlined] Props[/underlined]
NAME
ADDRESS
[page break]
[arithmetical tables]
[multiplication tables (extended)]
[page break]
[underlined] Propellers [/underlined]
Constant Pitch – 2 Pitch – Variable Pitch – Constant Speed. Degree range is angle between Fine & Coarse Pitch. All blades should be in some [indecipherable word] or results in vibration. Feathering is when blades are at 90° degrees to plane. When checking for 1 engine Windmilling use throttle & air speed indicator. Centrifugal [indecipherable word] moment tends to put the blades in fine pitch. Most of the blades – Dural, Rotor [indecipherable word] wood connection.
Prop [underlined] hubs [/underlined] made of steel to absorb 30 to 40 [indecipherable word] pressure. Test pitch of blade with [indecipherable word] across [two indecipherable words].
[page break]
OH Hydromatics
[diagram]
When piston is forced forward prop is feathered OH Hydromatic for 80° range. 10° - 90°. Constant Speed range 35°, from there to feathered 45°. Alterable legs on rotary cam [indecipherable word] to alter degree of fine pitch, difference of 8° between 1 [indecipherable word] on cam & 1 [indecipherable word] on blades.
[page break]
[underlined] Pressure Reduction Valve Mk II [/underlined]
[diagram]
[underlined] Operation. [/underlined]
So long as the pressure in the system does not exceed the setting of the valve the plunger will remain as shown.
As the pressure build up towards the [indecipherable word] required [indecipherable word] the plunger moves over to its seating and [indecipherable word] when pressure is reduced
The spring is now under compression so that if the low pressure drops at all it will take charge and the plunger unseats to allow air to pass through the valve once more. Adjustment of the spring determines the Low Pressure reading.
[diagram]
[page break]
58.6
[underlined] Feathering in Flight [/underlined]
(1) Press button (do not hold in) and immediately
(2) close throttle (3) turn off fuel & ignition if desired (experience important) otherwise props commences to fine off if throttle is closed first. Ensure button springs out when prop is feathered if not pull it out.
[underlined] Unfeather in Flight with cold engine [/underlined]
(1) Throttle closed (2) RPM lever to minimum R.P.M. (3) Switch on ignition & fuel (4) Partially Unfeather or allow engine to rotate at about 800 RPM to circulate oil. For this push button & hold until desired RPM is reached then pull out switch. [underlined] Note [/underlined] do not unfeather to allow revs to overtake setting of RPM lever or revs would [indecipherable word] rise to full fineness. [indecipherable word] that [indecipherable words] to prop creeping into fine during [indecipherable word] quickly push RPM lever forward. This happens when torque loading of blades is low. (7) When engine has warmed up in order to bring prop back to constant
[page break]
readings, bring the [underlined] high [/underlined] [indecipherable word] valve [underlined] down [/underlined] to the [underlined] low [/underlined] by turning [underlined] out [/underlined] on the adjuster nut. (8) Bring back to 80lbs [symbol]” by adjustment on the stop nut at the relog valve end of the cable.
Screw out to increase in to decrease.
[underlined] Relog valve faults [/underlined] (1) Brake will not apply, valve body not screwed in far enough (2) Brake will not release, valve body screwed in too far.
(3) Pressure rises [underlined] from [/underlined] maximum and falls back, leaky inlet valve, clean or renew. (4) Pressure falls & rises, leaky exhaust valve, clean or renew.
[underlined] Erratic braking [/underlined]. Clean or renew Gripping Sleeve.
[underlined] Brake Unit [/underlined]
Care to be taken on fitting new segments, that they do not butt up. Give 1/16” to 1/8” to prevent buckling. New Single Segments may be fitted so long as the above rule is observed. As long as as [sic] the brake applies and releases promptly no [indecipherable word] need be worried about.
[page break]
[underlined] Mark I Dual Relog Valve Dunlop. [/underlined]
[diagram]
[underlined] Adjustment [/underlined] (1) 80 to 100 lbs of air in bottle. (2) Rudder bar square. (3) Swivel block in line with base block (4) [indecipherable word] cable [underlined] slack [/underlined]. (5) Turn in adjuster nut on relog valve head, until the [indecipherable word] indicator gauge (T.I.G) Starts moving up gradually, turn the valve body out 5/6 of a turn. Carry out similar adjustment on both valves. (6) Retention cable and apply the grip. Both brakes should need 80lbs [symbol]” in each. Provided there is no large difference in the
[page break]
outer oil tube on splines (10) Insert Cylinder seeing that holes on cylinder are in line, for [indecipherable word] arm fillets. (11) Fit Piston in each of oil tubes and all that
key is in position. Lock up returning nut (left hand thread) (12) Fit cylinder head then lock bleed hole plugs.
[underlined] Rotal Hydraulic [indecipherable word] Unit [/underlined]
[diagram]
Serviceable to 35 [three indecipherable words]
[three indecipherable words] Hydromatic bar solenoid & pressure switch.
[page break]
[underlined] B.T.H. Air Compressor [/underlined]
Used to pump air into the container – operates at half engine speed. Idles around itself when the pressure air in the bottle reaches a predetermined figure. Must be topped up regularly with D.T.Q 72 = Treated Caster Oil. Treated so that it does not lose viscosity through temperature changes. D.T.Q 72 stores reference is 34A/5.
[underlined] Oil Seal [/underlined]
[underlined] [indecipherable word] [/underlined] (1) To seal the metal to metal N.R.V. in the head of the Compressor when it is idling.
(2) Cleanse oil of dust or moisture (3) Damp out vibration of compressor.
[underlined] Precaution. [/underlined] Release air by Air Release Valve or Draining plug on Oil Trap before topping up.
[underlined] Oil Trap [/underlined]
Collects any oil which may have been picked up by the air on passing through the Oil Seal. Drained Periodically by backing off Draining Plug.
[page break]
until clear fluid free from bubbles is given off.
(4) Reinsert valve & locks
[underlined] Air [/underlined] [indecipherable word] up oleg & inflate to given pressure
[underlined] Dunlop Pneumatic System Mk I [/underlined]
[diagram]
[page break]
[underlined] LOCKHEED AIRDRAULIC STRUT [/underlined]
[diagram]
[underlined] Changing Oil [/underlined] Deflate by locking off [indecipherable word] and expelling all air, so that Separator is bottoming.
(2) Remove filler plug and using Syringe, force in oil until no more will enter.
(3) Remove second plug & continue to force in oil
[page break]
Release to expel surplus oil. (8) [sic] Pump in air again to get leg fully extended, and to correct inflation as recorded. Strut must stand for 5 minutes with pressure unchanged. Check air every 40 flying hours and oil level every 3 months.
[a] Fault [b] Probable Cause [c] Remedy
[a] Too little Extension [b] Air Pressure too low [c] Check plugs for leaks Check Air Press & Remedy
[a] Too Much Extension [b] Air Press too High [c] Check air press & Remedy
[a] Excessive Piston Travel & rolling when turning on ground [b] Oil level too low Air Press. Correct [c] Inspect for leaks High Oil level & Remedy
[a] Leg Harsh in action [b] Oil level too High Air Press Correct [c] Check Oil level & Remedy
[a] excessive oil on piston tube [symbol] [b] Worn Gland Packings [c] Temporarily tighten gland nut – Fit new glands
[a] Leg Sluggish in Action [b] Oil attaching Packing Rings causing adhesion to Piston tube. [c] Should rectify itself after a short period of taxying. If persisting – new gland.
Name gives to [insert] treatment of [/insert] part of sustaining [indecipherable word] which protrudes – Fescalising.
[page break]
Dowty Main Strut
[diagram}
[underlined] Charging [/underlined]. (1) Bottom cylinder is filled before assembly.
(2) Strut vertical (3) Connect Oil line to charging valve from a rig (4) Pump in oil until leg is fully extended and pressure rises considerably (5) Release pressure gradually until leg is compressed. (6) Disconnect oil & connect air line (7) Pump in 50lb [symbol]” air pressure
[page break]
[underlined] DOWTY T/W STRUT [/underlined]
[diagram]
Checking oil level. (1) Weight of a/c on Strut
(2) Release air slowly on final collapse of leg a white mist should be blown off.
Changing Oil. (1) Weight of a/c on leg, force in oil until pump locks (2) Trestle up tail pump in 50lb [symbol]” of air (3) Carry out as for checking.
Check & Charge of air for Vickers leg.
[page break]
[underlined] Charging Air [/underlined]
Force in air as per data plate with leg fully extended.
[underlined] Checking [/underlined]. (1) Leg fully extended (2) Left to stand 15-30 minutes (3) Release all air through charging valve (4) Carry on as for charging.
Oil. Air – Attach pump – leg fully extended to charging valve without opening valve. (3) Force into pipe line of pump a pressure of air 10lb [symbol]” more than should be in leg. (4) Open charging valve, check on gauge on pump.
[diagram]
[page break]
around Plate Valve. Tapered Ram damps out the movement and air in the top of the leg is further compressed to a high degree.
[underlined] Recoil or Rebound. [/underlined] When the weight comes off, the Sustaining Ram moves out under impulse of air U/P. The fluid in the recoil chamber is trapped by the Plate Valve scaling up and has to pass back to the top side of the piston head through one small hole in the Plate Valve. This action damps out the recoil of the leg.
[underlined] Charging. Oil. [/underlined] (1) Leg must be fully extended. Also must be upright. (2) Attach Vickers 2 way pump to charging valve. (3) Open charging valve & oil level valve 1/2 a turn. (4) Top up cup on pump with Ante Freezing type A. (5) Force in oil until it trickles out of oil level plug. (6) Close oil level plug, uncouple pump & clean free from oil. (7) Reattach pump & force into leg 50lb [symbol]” pressure of air. (8) Allow surplus oil to blow off leg opening oil level plug. When a white mist appears at [underlined] first [/underlined] opening of plug, the correct level has been obtained.
[page break]
[underlined] Pneumatics [/underlined]
[underlined] Oleo Legs. Vickers. [/underlined]
[diagram]
[underlined] Standing Load [/underlined] taken by further compression of air
[underlined] [indecipherable word] Load [/underlined] taken by piston cushioning on air.
[underlined] Impact or Landing Load [/underlined] – Sustaining Ram & Piston move in. Oil is transferred from the top side of the Piston into the Recoil Chamber moves freely
[page break]
equal loading is taken by each unit and therefore there will be no tendency for movement when the weight of the hand is removed from [indecipherable word]
[underlined] Maintenance [/underlined] Fluid – Exactor Control 34A/119.
If immediate action is not obtained for the [indecipherable word], air should be suspected. [indecipherable words] taken through full range of travel sharply to cure this.
[underlined] Filling [/underlined] Use [indecipherable word] as pump. Disconnect union on R Seal end of pipe with finger during suction stroke 2 pumps will empty Reservoir & fill 10 feet of pipe line. All Glands and etc to be removed at least every 15 months.
[page break]
Exactor Control.
Fluid in Gelatine [indecipherable word] for use during flight 34A/129/A 34A/151/B
[diagram]
Fluid used Exactor Fluid 34A/119.
[underlined] Purpose [/underlined] fluid for operating components which one lightly loaded i.e. [two indecipherable words], coating gills.
[underlined] Construction [/underlined]
Consists of two units, Transmitter & Receiver mode in a pair movement of the [symbol] lever sends piston down, resulting in the displacement of fluid into the Receiver. The piston in the R moving up to compress the spring. While compressed the springs in either but are cammed in towards their pivoting point. Because of this, under all conditions on
[page break]
[underlined] Functioning Tests of U/C [/underlined] (1) No fouling of moving parts
(2) Clearance between moving parts and others
(3) Visual indicators functioning correctly
(4) Audible warning operating
(5) All joints in system are free from leaks
(6) Any locks provided are fully engaged
(7) Indicators function correctly
(8) Audible warning [underlined] does not [/underlined] operate on completion of lowering
[underlined] Tests of Flaps. [/underlined] – (1) Movement is simultaneous and equal (2) Specified travel is obtained (3) Indicator recording correct (4) No fouling of moving parts (6) [sic] All joints free from [indecipherable word]
[underlined] Other Service [/underlined]
No fouling, Full travel range, Locks, No leaks, Indicator.
[underlined] Emergency lowering of U/Car [/underlined]
[page break]
Care & Maintenance of Hydraulic System
D.I.
Anti Freeze Type A (Mineral) Darty [insert] 34A/43/46 [/insert] Synthetic Rubber used.
Messier [insert] 2.70 391 [/insert] Violet & Lockheed Blue (Vegetable) Pure Rubber used.
[underlined] O.J. [/underlined] Check on fluid level in reservoir. In topping up take care components are in positions specified and that the correct fluid is used.
Vickers – Dawty – Bristol } = Ante Freeze Oil type A 34A/43,46,141
Lockheed } = Lockheed blue [inserted] Grey Drums {/inserted] hydraulic fluid, { 34A/81 5 gall Aircraft Hyd Oil Red Drum
Messier } = Messier Violet hydraulic fluid { 34A/81 5 gall Aircraft Hyd Oil Red Drum
Cleanliness is essential. On no account allow water to enter the system. Check on leaks – most likely spots one at Connections to Components or where pipes join.
Dawty Systems Connections use olive adaptor.
Lockheed Connections are already belled 90° to fit pipe.
Bristol Connections are belled to 30°. 1/65 – 1/32 between pipe
[underlined] Bleeding [/underlined] (1) Keep the Reservoir topped up
(2) Select smaller end of Jack (3) Slacken off Bleeder Screw or Union (4) Pump slowly on hand pump until “Soid Oil” appears (5) Tighten union & pump jacks to end of travel (6) Reselect & carry out similar operations
[page break]
[underlined] Isolation Lock [/underlined] Prevents fluid from the lowering side of the jack from entering the dissimulator, Is used in conjunction with the Emergency Lock and prevent a double charge of fluid entering the dissimulator. [underlined] NOTE [/underlined] Lowering side of jacks need emptying after emergency has been used.
[diagram]
Messier (LINTON) “Halifax” System
[page break]
Advantage of Messier System (control)
As [deleted] in [/deleted] the E.D.P. does not operate in the lowering of any component (except in emergency), or accumulator does the work [symbol] a much quicker action is obtained
[underlined] [indecipherable word] [/underlined] Incorporate filter.
Use Messier Violet liquid, fill with components down
D.T.D. 4391
[underlined] Distributor. [/underlined] 3 Positions for lever UP, Down & Neutral.
A non return valve forms a hydraulic lock on the jacks after they have finisher their [deleted] down [/deleted] up travel.
Flaps can be locked in any position in their range of travel by returning the distributor to Neutral.
[underlined] Hydraulic Lock [/underlined]
A component responsible for locking jacks hydraulically in the down position. In order that this lock may be broken when “Up” is selected a line is taken from the “Up” line to the hydraulic lock.
[underlined] Emergency Lock. [/underlined] by turning this on & selecting down the E.D.P. comes into operation as an Emergency means of lowering any component.
[page break]
[calculations]
(1) 1200 [symbol]”
(2) 186 1/3 [symbol]”
(3) [deleted number] 81 5/11
(4) 9000 lb
Pressure in fluids is capable of acting in all directions, but when operating on a surface it acts at [symbol] to the surface. The pressure in liquid is transmitted throughout the whole of it.
[calculations]
[page break]
[diagram]
[underlined] Hydraulics (School) [/underlined]
[calculations]
[page break]
[underlined] Propellor (School) [/underlined]
The prop shaft is driven by a reduction gear from the [indecipherable word] of about .4 to 1 (Compressed Air Effect at high R.P.M.). The blade must be located so that the blade angle is decreased from root to tip. This ensures that each section of the blade is at cruising speed, at the optimum angle of attack and this gives maximum efficiency. In order to reduce the [inserted] [indecipherable word] [/inserted] bending moment acting on the root of the prop now that it is twisted. The blade is tapered towards the tip & its section reduced. It is also strengthened at the root to withstand the bending moment. Prop Efficiency = Thrust H.P / Brake H.P.
At cruising speeds 15 is about 85% and its efficiency decreases with increased speed of aircraft.
Thrust HP is work done [indecipherable words] by prop.
[calculations]
[page break]
[map]
BRITISH MANUFACTURE
[Page Break] [Notebook flipped over at this point]
[underlined] Control Valve Mark II [/underlined]
[diagram]
[underlined] Fuel Jettison Valve [/underlined]
[diagram]
[page break]
[diagram]
[diagram]
[page break]
[underlined] Dunlop Pneumatic System [/underlined]
[underlined] Heywood Pressure Regulator [/underlined]
[diagram]
[underlined] Oil & Water Trap [/underlined]
[diagram]
[page break]
speed range push feathering button when prop will find feather and then unfeather and the release button at desired revs (6) Open throttle to zero boost (7). Set RPM as required (8) Set boost as required.
[underlined] Ground Test [/underlined]
(1) Start engine in max RPM and when engine is warm (2) Open throttle to cruising boost
(3) Pull back lever to minimum RPM initalation [sic] be patient to allow oil to fill [indecipherable word] of piston. This is done by pushing & pulling RPM lever several times to operate prop) (4) Set RPM lever and operate throttle to check constant speed operation. (5) Check [indecipherable word] RPM with lever fully forward. (6) To check mags & mixture drop [indecipherable word] blocks are on fine pitch stop.
Ground Feathering
Set throttle to approx. 1000 RPM. (2) Push feather button Prop should cut out at fully feathered position & engine [indecipherable word] will be about 600 RPM
[page break]
before unfeathering allow engine to run for 10 secs to clear engine sump. To unfeather [indecipherable word] & hold in switch until revs rise to approx 800 then release button and [indecipherable words] Engine [indecipherable word] pressure, as opposed to constant speed oil pressure and at rear of piston return prop to RPM lever original settings.
[underlined] Rotal Hydraulic [/underlined]
External Cylinder type.
[underlined] Assembling [/underlined]
[underlined] Instalation [sic]. [/underlined]
Blades in coarse pitch (universal joint may drop in hub if not done. (1) [indecipherable word] prop in normal manner (2) Smear Airscrew Shaft with[indecipherable word] compound (3) Mount Prop on Shaft (4) Fit Front cone (5) Fit shaft unit & tighten with special spanner making sure that one of the slots in the nut lines up with the slot in collet ring in hub (6) See that oil seal is on shaft nut. (7) Place lock ring in position and insert [indecipherable word] (8) Screw inner oil tube in position (left hand thread) (9) Insert
[page break]
N.R.V.
Prevents loss of air from container when the Oil Trap or Oil Seal are being serviced.
[underlined] External Charging Valve. [/underlined]
Schrader Type.
[underlined] Air Filter. [/underlined]
For final cleansing of air before it enters the various valves containing Schrader valves.
For cleaning, drain off & clean felt pad as per schedule.
[underlined] Reduction Valve [/underlined]
[diagram]
Purpose. To allow a storage of a greater capacity in the bottle. The air being of higher pressure than the working pressure of the [two indecipherable words] for a reduction Valve.
[underlined] Operation. [/underlined] Balance maintained between air and Spring with Metal Bellows or Intermediary. When air is greater force – Inlet closes & Spring – Inlet.
[page break]
[underlined] Feathering in Flight [/underlined]
(1) Throttle back engine (2) Move RPM lever to feathering position (push gate at Minimum RPM Position) (3) Switch off ignition (4) Press Feathering Switch until Engine ceases to windmill (5) Turn off fuel (time taken to feather = 10 secs).
For very quick feathering (1) Move RPM lever
(2) Shut Throttle
(3) Press Feathering Switch
(4) Switch off Fuel & Ignition
[underlined] Unfeathering in flight [/underlined]
(Perform slowly if engine temp is low.)
(1) Throttle closed (2) Move RPM lever to low cruising (3) Push Switch until propeller commences to rotate slowly and thereby circulating oil (4) Gradually fine propeller a few degrees at a time, and turn on fuel and when at least 1000 RPM has been reached switch on ignition. (5) Slowly warm up engine until it may be synchronised with others.
[page break]
[underlined] Ground Test. [/underlined]
(1) Start engine with RPM lever is maximum RPM position (2) Allow Engine to Idle when set RPM lever to low cruising (3) Open throttle until there is no increase in RPM (4) then move RPM lever forward & look to check constant speed operation of propeller (5) Check Max RPM position with throttle fully open.
[underlined] Do not [/underlined] reduce revs too low with High boost. 300 to 400 reduction is sufficient with full throttle. To check [underlined] Mags [/underlined] ensure prop is against fine pitch stops. To check mixture drop push RPM lever fully forward Open throttle until max economical cruising boost is obtained or max RPM for economical cruising, whichever is first obtained then move mixture lever to weak & check RPM drop.
After installation prop is feathered & unfeathered before engine is started, this is done by moving RPM lever through gate to feather
[page break]
position then press feathering switch until blades reach feathered position. To Unfeather move RPM lever forward into controlling range, push switch until blades reach fine pitch stop. Every 100 hours (flying) feathering is checked in flight. [underlined] Do not [/underlined] repeat on deck or sump becomes filled with oil.
Loadings on Props 750 lb
13,350 [underlined] Rital Electric Propellor [/underlined]
[three indecipherable words] Mag 4 Slip rings
When [three indecipherable words] 20/000 tolerance on [indecipherable word]. [symbol] cross rails together [indecipherable word]. Fine Pitch for assembly. [two indecipherable words] between brakes 4 volts only [indecipherable word] for solenoid.
[diagram]
[page break]
Mechanically Operated Spring Loaded [indecipherable word] Brake. (When Motor is in operation near plate is held away, by action of solenoid from front plate which rotates with armature. When Circuit is broken springs push near plate against [underlined] front [/underlined] plate and prevent any overrun of the motor.
Mechanical Cut outs. There are 3 cutouts
(Release RPM. Increase RPM & Feather) 1 arm of Cutout bears against com ring. When cutout is operated by coming in contact with com it breaks circuit at A.
Bi-metallic strip used in Thermal [indecipherable word] Switch.
[page break]
[diagram]
[page break]
[underlined] Rotal Electric Installation [/underlined]
(1) Oil the splints (thin smear of engine oil)
(2) Place prop on airscrew shaft. (3) Fit split cone
(4) Fit Hub retaining nut & tighten to 150 lb ft.
(5) Fit lockplate (6) Fit Circlips onto Hub.
(7) Set Blades to Fine Pitch at Master Line on Hub Assembly [indecipherable word] & no 4 & 5 tooth on blade level is etched & should fit on etched tooth on master level. (8) If the motor has to be run to fine pitch [underlined] mechanical [/underlined] fine pitch stop must be removed and put back in reverse position. Bolt the power unit onto the hub face. The contacts on the power unit corresponding with contact on the face of the hub. Fit dust cover & brush gear. On re-assembling the reverse is done to assemble but 2 points must be observed (1) Run blades to fine pitch (2) Remove brush gear.
[page break]
[underlined] Rotal Electric Proportional Governor [/underlined]
[diagram]
[page break]
[underlined] Feathering in Flight [/underlined]
(1) Close Throttle (2) Switch off Ignition (3) Move Switch from Normal to Feather, but for rapid feathering they are done in the order of 3-1-2. (Note, Feathering without Booster may be obtained by pushing selector switch to decrease RPM position, turn off fuel & Ignition).
To Unfeather in flight with cold engine.
(1) RPM lever in maximum RPM Position
(2) Push switch to Increased RPM position & allow engine to windmill at low RPM, to circulate oil (3) By degrees gradually raise RPM until at last 1,000 RPM is reached (4) Move selector switch to auto (5) Fuel & Ignition switched on (6) Allow Engine to warm up before synchronising to other engines on aircraft.
[underlined] Ground Test [/underlined]
May be performed with still engine, except constant speed unit operation
(1) Put RPM lever in Max RPM position
[page break]
and Selector Switch Control (2) Check operation of Selector Switch by selecting Inc & Rec and observe blades & revs. Run [deleted word] to cut out at Fine & Coarse (3) To check Constant speed unit move the lever to low cruising R.P.M. (4) Open throttle until no increase in R.P.M. results (5) Move R.P.M. lever back & forth to check Constant speed operation (6) When checking at [underlined] Max [/underlined] boost & R.P.M. [indecipherable word] of High Boost & low revs.
Check mags [underlined] in [/underlined] full fine of R.P.M. lever or lock pitch of props & check mixture control in some way.
[underlined] Ground Feathering [/underlined]
(Only on Installation & Instruction). Best done with dead engine. First close the Feather switch from normal to feather. If Booster fails to operate battery is most likely to run down. Slow feather by selector in Reverse R.P.M. & unfeather by pushing selector switch to increase R.P.M.
[page break]
[underlined] Controls [/underlined]
[diagram]
[page break]
[underlined] Hydraulics [/underlined]
Liquids are incompressible. Pressure is constant. The size of the jack in any system determines the weight which it will lift at a given constant pressure
[diagram]
Simple System showing Change over lock
[diagram]
[page break]
[diagram]
Non Corrosive Ante Freeze. Lubricant
[underlined] Low Viscosity [/underlined]
[underlined] A Dawty System [/underlined]
[diagram]
[page break]
[diagram]
Dawty Emergency Air Shuttle Valve & Release
[page break]
[diagram]
Dawty Short Circuiting Valve (automatic)
[diagram]
[underlined] Dawty Hydraulic Jack /underlined]
[page break]
[underlined] Dawty [/underlined]
(1) Reservoir – Fluid Container – Compensate for difference in jack volumes
(2) Engine pump – To supply fluid under pressure to required service. Runs when engine runs
(3) A.C. Out – Automatically provides the calling circuit.
(4) Control Box – Direct fluid to the required jack [inserted] [indecipherable word] [/inserted] Piston Provide a pack for returning fluid – Provides hydraulic lock and returns fluid expansion.
(5) Remote Control – Mechanical Control in cockpit.
(6) Retractor Valve – } Retracts flow in both ways
Variable Flow Valve } Retracts flow in both ways
(7) Flow Relief Valve – Allows flaps to blow up under excess air pressure.
(8) Short Circuit Valve – Allows normal operation and forms a passage from the UP side to the down side when U/C falls under gravity.
(9) Hydraulic Lock – Provide a means of making and braking & positive hydraulic lock.
(10) Provides normal fluid & emergency air passage to U/C Jacks & allows fluid under jacks to escape [indecipherable words]
[page break]
[underlined] Hydraulic decumulator [/underlined]
[diagram]
H.A’s are used as a storage of fluid U/P for use in the system, [underlined] not [/underlined] necessarily an emergency measure.
They serve to:- (1) Assist the pumps. (2) Smooth out the action of the system.
[underlined] Maintenance [/underlined] A check is made periodically on the air pressure. Under inflation will tend to slow down the action of the system.
[page break]
[underlined] Messier System. [/underlined] (Halifax)
[diagram]
[underlined] Advantage [/underlined]
Quicker action, in lowering of components due to the incorporation of accumulation. In a normal hydraulic system the lowering of flaps & undercarriage are carried out when the engines are throttled back in preparation for landing, resulting in a slower [missing words]
[page break]
Back inside cover listing KINGS AND QUEENS OF ENGLAND and IMPORTANT HISTORICAL EVENTS
Dublin Core
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Title
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Flight engineer course notes
Description
An account of the resource
Covers propellers, hydromatics, various valves and handling in flight, air compressors, air charging, air hydraulic strut, faults, dowty struts, pneumatics, exactor, maintenance of hydraulic systems. Covers other aircraft systems and has many hand drawn diagrams.
Creator
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A Gould
Format
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Multi page exercise book
Language
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eng
Type
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Text
Identifier
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MGouldAG1605203-160708-03
Coverage
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Royal Air Force
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
Paul Ross
aircrew
flight engineer
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/262/28705/MGouldAG1605203-160708-04.2.pdf
6ca7954a0dd5399c0ddf08ee3dae4d3c
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
Gould, Allen
Allen G Gould
Allen Gould
A G Gould
A Gould
Description
An account of the resource
Twenty-seven items. Concerns Allen Geoffrey Gould (b. 1923, 1605203 Royal Air Force). He completed a tour of operations as a flight engineer with 620 Squadron and the Special Operations Executive. Collection consists of an oral history interview, his log book, flight engineer course notebooks, pilot's and engineers handling notes, mention in London Gazette, official documents and photographs.
The collection has been donated to the IBCC Digital Archive by Allen Geoffrey Gould 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
2016-07-08
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
Gould, AG
Requires
A related resource that is required by the described resource to support its function, delivery, or coherence.
Sgt. Allen G. Gould – 1605203, was born in 1923, after leaving school in Bournemouth at 13, he worked for the Danish Bacon Company until being called up in 1943. Choosing to join the RAF, initially wanting to be a Navigator, he ended up as a Flight Engineer, flying in the Short Stirling Mk. I, II, III and IV variants. Training at RAF St. Alban, then the Heavy Conversion Unit. Allen joined No. 620 Squadron, flying from various bases, RAF Chedburgh, RAF Leicester East and then RAF Fairford. The roles for this squadron were not just bombing missions but Minelaying, Supply drops, Glider Towing and Paratrooper drops. He took part in D-Day, dropping paratroopers from the 6th Airborne Division over Caen, France on the night of 5th June 1944, returning on the 6th towing a glider of heavy equipment. He was also a part of Market Garden, towing a glider on 17th September 1944 and returning on the 19th and 21st on supply drops. There were also numerous drops on behalf of Special Operations Executive (SOE) as well as Special Air Service (SAS) dropping supplies and paratroopers.
Andrew St.Denis
Allen Gould was born on 16 June 1923 in Bournemouth. He left school at fourteen and worked for the Danish Bacon company until he was called up. His father having spent four years in the trenches, in WW1, advised him against joining the Army, so he volunteered for the Royal Air Force.
He joined the RAF on in October 1942 and following basic training he attended the first-ever direct entry, Flight Engineers’ Course at RAF St Athan.
On completion of flight engineering training, he joined up with his crew on 1657 Heavy Conversion Unit at RAF Stradishall, then moved with them onto 620 Squadron at RAF Chedburgh and later RAF Leicester East.
The squadron later relocated to RAF Fairford where they trained to tow gliders. He was billeted with 12 others in a Nissan hut, conveniently close to a trout stream. They often caught trout, away from the watchful eye of the bailiff and cooked them in a tin on the large coke stove that heated the hut. The illicit bounty was a most welcome supplement to the barely adequate daily rations they received.
Direct out of training with no aircraft experience he had to earn the trust of his crew who up until then had only come across experienced flight engineers. On only his second operational trip and flying with an inexperienced crew, they arrived late over Ludwigshafen, where they found themselves alone and under concentrated anti-aircraft fire. The aircraft was being peppered and was full of holes while the pilot was executing extreme manoeuvres trying to avoid further damage. A fuel tank was hit and Allen had to work hard to ensure the engines received sufficient fuel to keep running. At the same time he had to make sure there would be enough fuel remaining to get back to the south coast of England for an emergency landing. As the aircraft approached the runway, the airfield lights went out and the pilot announced he was going to do another circuit. Allen told him, bluntly, he couldn’t as he didn’t have enough fuel, so the pilot made a steep turn and conducted a blind landing with no fuel to spare. Allen bonded well with his crew and in their free time they would often all go out to the pub together.
Throughout his tour his squadron undertook a variety of roles, much of was it in support of the Special Operations Executive personnel, operating covertly in occupied Europe. They also trained to tow gliders and dropped parachuting troops on D Day.
Allen completed 32 operations as a flight engineer with 620 Squadron and he totalled over 460 flying hours on Stirlings. PGouldAG1610.2.jpg (1600×2310) (lincoln.ac.uk)
For his services to 620 Squadron, he was ‘Mentioned in Despatches’ for distinguished service. MGouldAG1605203-160708-13.2.pdf (lincoln.ac.uk)
Post war, he married his wife, Norma, who was training as a mechanic at St Athan when he met her. PGouldAG1601.2.jpg (1600×2412) (lincoln.ac.uk)
Allen was discharged in October 1946 having attained the rank of Warrant Officer. PGouldAG1604.1.jpg (1600×2330) (lincoln.ac.uk)
He returned to the Danish Bacon company where he worked for another 40 years.
Chriss Cann
October 1942: Volunteered for the RAF
January 1943 - July 1943: RAF St Athan, Flight Engineer Training
July 1943 - September 1943: RAF Stradishall, 1657 HCU, flying Stirling aircraft
September 1943 - December 1943: RAF Chedburgh, 620 Squadron, flying Stirling aircraft
January 1944 - March 1944: RAF Leicester East, 620 Squadron, flying Stirling aircraft
March 1944 - April 1945: RAF Fairford,620 Squadron, flying Stirling aircraft
8 October 1946: Released from service having attained the rank of Warrant Officer
Chris Cann
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
[This Notebook has been written using the right-hand pages only, right to the end and then turned over to continue back on the opposite pages, therefore this transcription follows the same format]
1605203
A.G. GOULD
Form 714.
ROYAL AIR FORCE
Rough Notebook for use in Laboratories and Workshops.
T. 3350 Wt. 2807 625,006 Bks. 8/42 E.J.A. & S. Ltd.
[Page Break]
Average Stroke on Aero [deleted] [indecipherable word] [/deleted] Eng’s 5 3/4" to 7‘ [sic]
Bore 6” average Average bore Ratio 6-1
Compression Ratio = [Calculation]
Hercules Engine Ratio 6 3/4 – 1
[Underlined] Value Timing [/Underlined]
Angles taken are between Crank Web and Vertical. Figures for Merlin IVO 31° before TOC. IVC 52° ABOC. 19 BTDC always EVO 72° BBDC EVC 12° ATDE. Valve Load. Valve Log. Together valve overtop.
[underlined] Sleeve Valve [/underlined]
[Diagram]
Steel sleeve with 4 ports 3 inlet 2 outlet
[Page Break]
Conversion from Centigrade to Fahrenheit
F Boiling 212° F Freezing 32°
C Boiling 100° C Freezing 0°
180° F = 100° C
9/5° F = 1° C
1° F = 5/9° C
[Calculations]
[Page Break]
[Calculations]
1Cl Water through 1° F = British therm unit
1Cl Water through 1° C = Centigrade Heat Unit
1BTU = 5/9 CHU ICHU = 9/5 BTU
[calculations]
[Page Break]
[underlined] Aircraft Fuel. [/underlined]
Must be anti detonating under high pressure
Must be measured by butane Number 100bu Standard
Must be volatile or evaporate easily vapour is initial. 60°C to 180°C liquids evaporate [indecipherable word] in fact. 200 or more liquid in Petrol. Flock point is point at which petrol flashes with [indecipherable word] light temperature. Flame Ratio High Calorific Value is measured by that given off by burning [indecipherable word] Petrol, in CHU or BTU.
[deleted] Calorific [/deleted] Low Freezing Point must be below 60° C.
Latent Heat of Vaporization, is amount of heat required to vaporize. specific gravity = fuel/water 1 gall = 10lb
[underlined] No Acid or Gum Product or Burning. [/underlined]
Anti detonating
High Octane
Volatility Qualities required in Aero Engine Fuel.
High Calorific Value
Low Freezing Point
No Acid or Gum Products.
Must Have High Specific Gravity.
[Page Break]
65% Extra Ethyl Lead raises Octane Value of Fuel
30% Echybre [sic] dibromide corrects corrosion on exhaust valves of above
5% Dye for indication purposes. [inserted] Lead dibromide being a vapour.
100% dope = .1% or 1/1100 in fuel.
Properties of fuel in order of importance.
(1) Octane Number – Resistance to obstruction
(2) Calorific Value – High as poss to give large amount of heat for given weight of fuel.
(3) Volatility – Ability to vaporize – the boiling point being a reason for this. Should be as high as pos but not so as to give difficulty with storing, Vapour locks etc.
(4) Latent Heat of Vaporization – Amount of heat required to change 1lb of the liquid into vapour without raising the temperature. This value should be high, to give a good internal cooling effect in engine.
(5) Low Freezing Point – Fuel must remain liquid under all operation conditions, for this the freezing point below -60° Cent is usually stipulated.
[Page Break]
(6) Low gum or acid content. – Gummy substances tend to stick or clog piston rings and acid would cause corrosion.
If there is any choice, a high specific gravity is desirable.
All liquids in fuel are Hydrocarbon. Alcohol contain Oxygen and is not a Hc. 15 part of air to 1 of fuel by weight air contains 3 parts of Oxygen.
Hydrogen & Oxygen (H2O) = Water formed by burning
Carbon & Oxygen = Carbon monoxide (CO)
Carbon dioxide (CO2)
Complete Combustion = Water & [indecipherable word]
1 part of fuel burnt forms nearly 1 part of water as vapour.
Alcohol good for (1) & (4) poor for (2).
[Page break]
[underlined] L U Cort AVT 32 [/underlined]
[underlined] Needle Checks & Settings [/underlined]
[/underlined] The Boost Enrichment Needle. [/underlined]
Correct Artificial Boost rig and carry out following.
[Table]
[underlined] Altitude M/C Needle [/underlined]
Get Barometer pressure of day (.1 knot [indecipherable word] of [indecipherable word] will alter projection 4/000.
[Table]
If the Linkage gives .06 ploy – [underlined] renew [/underlined]
One complete turn will alter needle by .09.
[Page Break]
[underlined] Stromberg Adjustments [/underlined]
(1)Throttle Stop – Flow Running (By Elective Screw)
(2) Mixture Strength – Slow Running (By Screw on Side)
[underlined] Starting Engine fitted with Stromberg [/underlined]
(1) Turn on Petrol
(2) Set M/C lever to 1 Cat Off positive & set Throttle lever slightly open aprox [sic] 12,00 Rev P mt.
(3) Raise Fuel Pressure to 15 lb [symbol]”
(4) Prime Engine approx 6 pumps
(5) Switch on mags and Starter mag.
(6) Press Starter Button
(7) As soon as Engine fires move MC Lever to auto Rich
(8) If engine fails to pick up, return MC Lever to IC and repeat above procedure
[underlined] Priming Stromberg. [/underlined]
When a carb is first fitted to an engine it is empty of fuel [symbol] (1) Turn on petrol and set MC lever to Auto Rich (2) Raise fuel pressure to 10lb [symbol]” (3) Watch spay nozzle in induction pipe and continue priming until pure petrol issues from nozzle.
(4) Set M.C. Lever to I.C.O. when satisfied all air has been [indecipherable word] from Carb.
[Page Break]
If U have carb turned negative G which has been replaced by Anti G.
[underlined] Mags [/underlined]
[underlined] Faraday Law. [/underlined]
Any wire or conductor moving in a magnetic field so as to cut the lines of force will have induced into it an electric current, provided the wire is part of a closed circuit.
[underlined] [indecipherable word] Low [/underlined]
Any wire or conductor carrying an electric current generates around itself a negative field which increases or decreases with the strength of the current, where the current crosses the negative field collapses and closes to [indecipherable word].
[underlined] Lenz’s Law [/underlined]
Every induced current opposes is some way the charge causing it.
[Page Break]
Magnetism is the property passed naturally by Magnetite (FE304) of attracting small pieces of iron and steel. The principal magnetic substance, that is those which can be magnetised to a lesser or greater extent are iron – steel – nickel – cobalt. Steel may be made almost non-magnetic by alloying it with 11-13% manganese. Non magnetic Steel is necessary for the spindle carrying the iron indicators of the Polar Inductor Magneto. Soft Iron is easily magnetised by surrounding it with a coil of insulated wire carrying an electric current and so forms a powerful electro magnet which loses its magnetism as soon as the current ceases. Steel is more difficult to magnetise and requires a greater current but it retains its magnetism. The retentivity of steel is greatly improved by alloying it. Chromium, Tungsten, Molybdenum & Cobalt. Iron almost free from Carbon alloyed with Nickel & Aluminium forms the basis of “Alnier” which retains its magnetism to a high degree.
[Page Break]
[underlined] Faraday Ring Equipment [/underlined]
[Diagram]
Proves that a collapsing magnetic field will cut wire quickly and therefore result in more current than a field which is building.
[underlined] The Rotating Armature Type [/underlined]
[Diagrams]
[Page Break]
[/underlined] Construction of the Primary [/underlined]
The Primary Winding is wound around the iron core which is previously insulated by wrapping of oiled silk. The primary wire commences from a soldered nut on one of the two metal plates. 22 SWG is used and there one about 140 turns, this wire is insulated by a special varnish and a wrapping of oiled silk goes between each layer. A small [deleted] motor [/deleted] [inserted] systo [/inserted] flex tube goes over the other end of the primary and is carried to the back of the contact breaker assembly and contact is made between the primary and the contact breaker by means of a spring tongue.
[underlined] The Purpose of the Primary [/underlined] is to protect and maintain the strength of a magnetic field, until it is required to collapse.
[underlined] The construction of the Secondary [/underlined] approx 40 SWG. 7,000 turns. The start of the Secondary is taken from the primary winding (before the conductor) The joint between the two is varnished & soldered over and the Secondary is then wound on, being stepped and layered with oiled silk. At the termination of the secondary winding a thicker wire is joined to it and this wire is further insulted by means of a
[Page Break]
of a systo-flex tube. Contact is then made with the distribution rotor arm by the median of a carbon brush.
[underlined] [Indecipherable word] – Construction & Working Principals. [/underlined]
2 Types – Monobridge used on modern magnetos Consists of laminations of mica & tinfoil – mica is good insulator & heat resisting. Another type used on American & German Mag’s consists of rolled tinfoil & wax paper and is known as cylindrical type. [underlined] Monobridge Type [/underlined] Consists of one layer of tinfoil and one layer of mica and so on.
[Diagram]
[underlined] Why fitted. [/underlined] It only functions when the points are open. The pressure of current tends to flow across the points when they commence to open, the condenser affords an easier path and therefore the current taking the path of least resistance will flow into the condenser in preference to jumping the points, therefore the condenser prevents arcing at the points and assists in accelerating the collapse of the primary field.
[Page Break]
As soon as the points close the condenser discharges and this assists in building up the magnetic field by counteracting the self induced current which is formed when the field collapses.
[Diagram]
[Diagram]
The Con B Unit is the nerve centre of the Mag. Check the prong for good [Indecipherable word] location in the C.B cover. Check main spring for signs of blueing, corrosion and fatigue. Check gap between points and point surfaces if necessary reface using special jig. Check pivot for signs of wear. Check fibre heel. Check insulation of insulated carrier block using [indecipherable word], check gap between heel & buffer spring 6 & 8 about.
[Page Break] [Notebook flipped over at this point]
[underlined] Last 3 figures on [indecipherable words] = Last three on mag. [/underlined]
[underlined] The distributor. [/underlined]
Baklite [sic] moulding housing metal segments and connections for leads to plugs in the distributor will be found correction from H S [indecipherable word] or Booster Coil, also small ventilators. The purpose of the distributor is to distribute the sparks to the cylinders in correct firing sequence.
Ventilator (Gauge) prevent ionisation of the air and acts as a flame trap
[Diagrams]
Wash mag is petrol – water 75° – water 75° dry do not use paraffin.
[underlined] Distributor Rotor [/underlined]
[Diagram]
[Page Break]
[underlined] Distributor Rotor [/underlined]
No of degrees of retard on H.S Brush can be measured by twice no of degrees between H S and Main. i.e. [Diagram] Main fires 30° BTDC – H S fires at T D C.
Gas formed by sparking in Rotor arm Chamber is Ozone or Nitrogen Pertoxide [sic] caused by Ionisation of air.
Deppresion [sic] between brushes of Rotor Arm is to [indecipherable word] surface area and thus prevents sparks tracking.
[Calculation]
Polar Inductor gives 4 sparks per rev
Rotating Armature gives 2 sparks per rev
[Diagram]
[underlined] Diagram showing 1/4 rev of Mag. Inductors. [/underlined]
[Page Break]
[underlined] MICA TYPE SPARKING PLUG [/underlined]
[Diagram]
[Page Break]
[Diagrams]
Polar Inductor magneto. Two bar inductors type Diagrams showing flux reversal in half revolution of inductors.
[Diagram]
[underlined] THIS TYPE PRODUCES 8 SPARKS PER REV IN PAIRS DOUBLE FLUX MAGNETO. [/underlined]
[Page Break]
[Diagram]
[underlined] Sparks per rev separately. Double flux [/underlined]
Watford NG2 Strobe 1 & NG 18 Strobe 1
[underlined] Identification of Magneto’s [/underlined]
First Letter – “C” denotes B.T.H.
N denotes North Bros (Rotax)
F denotes Simms.
Second Letter S denotes Spigot Fitting (90 MM)
T denotes Spigot Fitting (75 MM)
A denotes Base Mounting (Selector Found)
Third Letter T denotes Polar Inductor
E denotes Rotating Magnet
Followed by a number denotes No of [deleted] cylinders [/deleted] segments in distributor.
If followed by “S” denoted Screened (all modern mags are screened.
Next – Type or modification number [inserted] except BTH [/inserted] who put it after their C.
[Page Break]
Double Flux Type denoted by –
BTH [symbol] E – E (Example CISE-ES)
ROTAX [symbol] G (NG18/1)
[underlined] BENDIX IDENTIFICATION [/underlined]
[underlined FIRST [/underlined] “S” – Single Flux
“R” – Double Flux
[underlined] NEXT [/underlined] “F” = Flange Fitting
“B” = Base Fitting
[underlined] NEXT [/underlined] Number of Segments
Followed by “L” Left hand Rotation
“R” Right hand Rotation.
Possibly followed by “N” denotes Adjustable Contact Breaker Points (ADV/RET)
NEXT – TYPE OR MODIFICATION NUMBER
TYPES OF MASS WHICH MAY BE MET ON VARIOUS ENGINES
MERLIN XX ROLLS NSE 12/4 or C6SE-12-S
HERCULES } BRISTOL NST 14 or FSE 145 MARK1
CENTAURUS } BRISTOL NG 18/1
VULTURE ROLLS NG 2/1
SABRE } NAPIER NG 1/1 or CISE-ES
DAGGER } NAPIER NG 1/1 OR CISE-ES
[Page Break]
[underlined] Multi-Lobe Contact Breaker Cons [/underlined]
Test for Continuity with lamp & battery.
Correct Megga to bore wire & insulation, if megga registers anything but infinity, insulation is faulty or broken.
[underlined] ELECTRICS [/underlined]
V – VOLTS = Pressure [symbol] – Ohms – Resistance
I – Amps = Current W – Watts – Power
[calculations]
[calculation]
Series decrease – Parallel increase – current.
Primary cells can only be used once Secondary cells can be recharged Plate in accumulator mode of + Red Lead (Lead Peroxide) – Sprogg Lead in Sulphuric Acid varies between 2 & 2.2 volts
Commutator – Copper plates insulated first each [indecipherable word] by mica.
[diagram]
[underlined] TWO WAY ROTOR [/underlined]
[Page Break]
Current generated depends on (1) Field Strength, (2) Speed of Rotation
Shunt wound generator (Parallel) [Diagram] [underlined] Residual Magnation [/underlined]
Carbon Pole Voltage regulator
Resistance of single react acid cell = .01 armature is .08 [Diagram]
[Diagram]
Generators are fitted to supply all the electrical services and to charge the accumulators when the engines are running at speeds of between 1750 – 1800 and above R.P.M. Accumulators are fitted to supply all electricall [sic] services when generators are not in use. Voltage regs are fitted to keep the voltage constant at 29v with varying engine speeds. [indecipherable words] are fitted to connect the generator to the accumulator, when the voltage of the generator reaches 27v and to disconnect them when the generator voltages fall below the accumulator voltage.
[Page Break]
Navigation Lights (1)
Formation Lights (2)
Upward and Downward Identification (3)
Landing Lights (4)
Heated Pressure Head (5)
U/C Warning System (6)
Dinghy Release (7)
Graviner Fire Exting Circuit (8)
(1) They are fitted on Wing tips & Tail.
Red – Port 110° 20W Green 110° 20W Tail White 140° 10W
1 Switch in cockpit.
(2) Filled in Trailing Edges [Diagram] Blue. Can be Morsed.
(3) Upward 16W Downward 35W Yellow if 3 Red Green can be morsed.
(4) Fitted 2 side by side 240W or 350W outside outer engine slightly under plane – moveable.
(5) Fitted underneath nose on [indecipherable word] engine peto [sic] head [indecipherable word] I A Speed – Altimeter – Rate of [indecipherable word] dial. [indecipherable word] wing.
(6) Consist of Indicator in Cockpit R & Gn lights up & down. With [indecipherable word]
[Page Break]
(7) [Diagram]
(8) Bottle Methyl Bromide diluted to spray over engine
[Diagram]
(9) Detonator Circuit R3003 Identification Wireless
Push and Crash Switch
[Diagram]
[underlined] LODGE SYNTOX SCREENED SPARKING PLUG [/underlined]
[Page Break]
KLG White Corundum – CORUNDITE
LODGE PINK Corundum – SINTOX
A.C. SPHINX PALE BROWN Corundum – ZIRCRUND.
Whereever [sic] there is a rolled Copper Washer fitted always replace when used once.
12 – 14 + 18 mm 3 standard sizes for plugs
U.S. plugs marked with red paint. Usual life. A.P 120 hrs every 4th inspection approx.
KLG – CORUNDITE – C [symbol]
Before this letter R means secured for radio.
Next type of plug. Next R means resistance in plug. i.e. RS5R = Large plus – screened for radio – type 5 – resistance incorporated.
[underlined] TORQUE LOADING [/underlined]
AC PLUGS – Red weight only
Lodge Plugs – Red – White – Blue
KLG Types RC12 & RC12/1 [symbol] Red White Blue & Yellow all other KLG use Red & White
Graphite & grease threads of plugs before inserting
2 signs for [deleted] [indecipherable words] [/deleted] high low tension leads.
[Page Break]
[deleted [calculation] [/deleted]
[underlined] Booster Coil [/underlined]
[Diagram]
[Page Break]
[Blank Page]
[Page Break]
[Blank Page]
[Page Break]
[Calculations]
[Page Break]
[inside back cover] [Engineering Brevet sketch]
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
Notes on valve timing, pages of calculations, notes on aircraft fuel, diagrams and various other aircraft systems.
Creator
An entity primarily responsible for making the resource
A Gould
Format
The file format, physical medium, or dimensions of the resource
Multipage notebook
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Identifier
An unambiguous reference to the resource within a given context
MGouldAG1605203-160708-04
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Contributor
An entity responsible for making contributions to the resource
Claire Monk
aircrew
flight engineer
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/262/28706/MGouldAG1605203-160708-05.1.pdf
d5404fae79d0b0ca4b3223d8a5af0b8c
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
Gould, Allen
Allen G Gould
Allen Gould
A G Gould
A Gould
Description
An account of the resource
Twenty-seven items. Concerns Allen Geoffrey Gould (b. 1923, 1605203 Royal Air Force). He completed a tour of operations as a flight engineer with 620 Squadron and the Special Operations Executive. Collection consists of an oral history interview, his log book, flight engineer course notebooks, pilot's and engineers handling notes, mention in London Gazette, official documents and photographs.
The collection has been donated to the IBCC Digital Archive by Allen Geoffrey Gould 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
2016-07-08
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
Gould, AG
Requires
A related resource that is required by the described resource to support its function, delivery, or coherence.
Sgt. Allen G. Gould – 1605203, was born in 1923, after leaving school in Bournemouth at 13, he worked for the Danish Bacon Company until being called up in 1943. Choosing to join the RAF, initially wanting to be a Navigator, he ended up as a Flight Engineer, flying in the Short Stirling Mk. I, II, III and IV variants. Training at RAF St. Alban, then the Heavy Conversion Unit. Allen joined No. 620 Squadron, flying from various bases, RAF Chedburgh, RAF Leicester East and then RAF Fairford. The roles for this squadron were not just bombing missions but Minelaying, Supply drops, Glider Towing and Paratrooper drops. He took part in D-Day, dropping paratroopers from the 6th Airborne Division over Caen, France on the night of 5th June 1944, returning on the 6th towing a glider of heavy equipment. He was also a part of Market Garden, towing a glider on 17th September 1944 and returning on the 19th and 21st on supply drops. There were also numerous drops on behalf of Special Operations Executive (SOE) as well as Special Air Service (SAS) dropping supplies and paratroopers.
Andrew St.Denis
Allen Gould was born on 16 June 1923 in Bournemouth. He left school at fourteen and worked for the Danish Bacon company until he was called up. His father having spent four years in the trenches, in WW1, advised him against joining the Army, so he volunteered for the Royal Air Force.
He joined the RAF on in October 1942 and following basic training he attended the first-ever direct entry, Flight Engineers’ Course at RAF St Athan.
On completion of flight engineering training, he joined up with his crew on 1657 Heavy Conversion Unit at RAF Stradishall, then moved with them onto 620 Squadron at RAF Chedburgh and later RAF Leicester East.
The squadron later relocated to RAF Fairford where they trained to tow gliders. He was billeted with 12 others in a Nissan hut, conveniently close to a trout stream. They often caught trout, away from the watchful eye of the bailiff and cooked them in a tin on the large coke stove that heated the hut. The illicit bounty was a most welcome supplement to the barely adequate daily rations they received.
Direct out of training with no aircraft experience he had to earn the trust of his crew who up until then had only come across experienced flight engineers. On only his second operational trip and flying with an inexperienced crew, they arrived late over Ludwigshafen, where they found themselves alone and under concentrated anti-aircraft fire. The aircraft was being peppered and was full of holes while the pilot was executing extreme manoeuvres trying to avoid further damage. A fuel tank was hit and Allen had to work hard to ensure the engines received sufficient fuel to keep running. At the same time he had to make sure there would be enough fuel remaining to get back to the south coast of England for an emergency landing. As the aircraft approached the runway, the airfield lights went out and the pilot announced he was going to do another circuit. Allen told him, bluntly, he couldn’t as he didn’t have enough fuel, so the pilot made a steep turn and conducted a blind landing with no fuel to spare. Allen bonded well with his crew and in their free time they would often all go out to the pub together.
Throughout his tour his squadron undertook a variety of roles, much of was it in support of the Special Operations Executive personnel, operating covertly in occupied Europe. They also trained to tow gliders and dropped parachuting troops on D Day.
Allen completed 32 operations as a flight engineer with 620 Squadron and he totalled over 460 flying hours on Stirlings. PGouldAG1610.2.jpg (1600×2310) (lincoln.ac.uk)
For his services to 620 Squadron, he was ‘Mentioned in Despatches’ for distinguished service. MGouldAG1605203-160708-13.2.pdf (lincoln.ac.uk)
Post war, he married his wife, Norma, who was training as a mechanic at St Athan when he met her. PGouldAG1601.2.jpg (1600×2412) (lincoln.ac.uk)
Allen was discharged in October 1946 having attained the rank of Warrant Officer. PGouldAG1604.1.jpg (1600×2330) (lincoln.ac.uk)
He returned to the Danish Bacon company where he worked for another 40 years.
Chriss Cann
October 1942: Volunteered for the RAF
January 1943 - July 1943: RAF St Athan, Flight Engineer Training
July 1943 - September 1943: RAF Stradishall, 1657 HCU, flying Stirling aircraft
September 1943 - December 1943: RAF Chedburgh, 620 Squadron, flying Stirling aircraft
January 1944 - March 1944: RAF Leicester East, 620 Squadron, flying Stirling aircraft
March 1944 - April 1945: RAF Fairford,620 Squadron, flying Stirling aircraft
8 October 1946: Released from service having attained the rank of Warrant Officer
Chris Cann
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
Flight engineers course notes
Description
An account of the resource
Covers maintenance and inspections, general orders and modifications, engineering manuals, types of inspection, form 700, change of serviceability and repair log, certificate of damage, types of wheels, form 79 log books, ticketing of aircraft, picketing, aircrew signals, airfield markings, recall signals, night flying procedures, and various other items.
Creator
An entity primarily responsible for making the resource
A Gould
Format
The file format, physical medium, or dimensions of the resource
Multi page exercise book
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
MGouldAG1605203-160708-05
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
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. Allocated
aircrew
flight engineer
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/262/28707/MGouldAG1605203-160708-06.2.pdf
58387322cbb1b016af9fde3ff0a1ed42
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
Gould, Allen
Allen G Gould
Allen Gould
A G Gould
A Gould
Description
An account of the resource
Twenty-seven items. Concerns Allen Geoffrey Gould (b. 1923, 1605203 Royal Air Force). He completed a tour of operations as a flight engineer with 620 Squadron and the Special Operations Executive. Collection consists of an oral history interview, his log book, flight engineer course notebooks, pilot's and engineers handling notes, mention in London Gazette, official documents and photographs.
The collection has been donated to the IBCC Digital Archive by Allen Geoffrey Gould 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
2016-07-08
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
Gould, AG
Requires
A related resource that is required by the described resource to support its function, delivery, or coherence.
Sgt. Allen G. Gould – 1605203, was born in 1923, after leaving school in Bournemouth at 13, he worked for the Danish Bacon Company until being called up in 1943. Choosing to join the RAF, initially wanting to be a Navigator, he ended up as a Flight Engineer, flying in the Short Stirling Mk. I, II, III and IV variants. Training at RAF St. Alban, then the Heavy Conversion Unit. Allen joined No. 620 Squadron, flying from various bases, RAF Chedburgh, RAF Leicester East and then RAF Fairford. The roles for this squadron were not just bombing missions but Minelaying, Supply drops, Glider Towing and Paratrooper drops. He took part in D-Day, dropping paratroopers from the 6th Airborne Division over Caen, France on the night of 5th June 1944, returning on the 6th towing a glider of heavy equipment. He was also a part of Market Garden, towing a glider on 17th September 1944 and returning on the 19th and 21st on supply drops. There were also numerous drops on behalf of Special Operations Executive (SOE) as well as Special Air Service (SAS) dropping supplies and paratroopers.
Andrew St.Denis
Allen Gould was born on 16 June 1923 in Bournemouth. He left school at fourteen and worked for the Danish Bacon company until he was called up. His father having spent four years in the trenches, in WW1, advised him against joining the Army, so he volunteered for the Royal Air Force.
He joined the RAF on in October 1942 and following basic training he attended the first-ever direct entry, Flight Engineers’ Course at RAF St Athan.
On completion of flight engineering training, he joined up with his crew on 1657 Heavy Conversion Unit at RAF Stradishall, then moved with them onto 620 Squadron at RAF Chedburgh and later RAF Leicester East.
The squadron later relocated to RAF Fairford where they trained to tow gliders. He was billeted with 12 others in a Nissan hut, conveniently close to a trout stream. They often caught trout, away from the watchful eye of the bailiff and cooked them in a tin on the large coke stove that heated the hut. The illicit bounty was a most welcome supplement to the barely adequate daily rations they received.
Direct out of training with no aircraft experience he had to earn the trust of his crew who up until then had only come across experienced flight engineers. On only his second operational trip and flying with an inexperienced crew, they arrived late over Ludwigshafen, where they found themselves alone and under concentrated anti-aircraft fire. The aircraft was being peppered and was full of holes while the pilot was executing extreme manoeuvres trying to avoid further damage. A fuel tank was hit and Allen had to work hard to ensure the engines received sufficient fuel to keep running. At the same time he had to make sure there would be enough fuel remaining to get back to the south coast of England for an emergency landing. As the aircraft approached the runway, the airfield lights went out and the pilot announced he was going to do another circuit. Allen told him, bluntly, he couldn’t as he didn’t have enough fuel, so the pilot made a steep turn and conducted a blind landing with no fuel to spare. Allen bonded well with his crew and in their free time they would often all go out to the pub together.
Throughout his tour his squadron undertook a variety of roles, much of was it in support of the Special Operations Executive personnel, operating covertly in occupied Europe. They also trained to tow gliders and dropped parachuting troops on D Day.
Allen completed 32 operations as a flight engineer with 620 Squadron and he totalled over 460 flying hours on Stirlings. PGouldAG1610.2.jpg (1600×2310) (lincoln.ac.uk)
For his services to 620 Squadron, he was ‘Mentioned in Despatches’ for distinguished service. MGouldAG1605203-160708-13.2.pdf (lincoln.ac.uk)
Post war, he married his wife, Norma, who was training as a mechanic at St Athan when he met her. PGouldAG1601.2.jpg (1600×2412) (lincoln.ac.uk)
Allen was discharged in October 1946 having attained the rank of Warrant Officer. PGouldAG1604.1.jpg (1600×2330) (lincoln.ac.uk)
He returned to the Danish Bacon company where he worked for another 40 years.
Chriss Cann
October 1942: Volunteered for the RAF
January 1943 - July 1943: RAF St Athan, Flight Engineer Training
July 1943 - September 1943: RAF Stradishall, 1657 HCU, flying Stirling aircraft
September 1943 - December 1943: RAF Chedburgh, 620 Squadron, flying Stirling aircraft
January 1944 - March 1944: RAF Leicester East, 620 Squadron, flying Stirling aircraft
March 1944 - April 1945: RAF Fairford,620 Squadron, flying Stirling aircraft
8 October 1946: Released from service having attained the rank of Warrant Officer
Chris Cann
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
RAF notebook containing calculations, notes on engines, cylinders, pistons, shafts, bearings pumps, magnetos, electrics, timing, carburettor and other aircraft systems.
Creator
An entity primarily responsible for making the resource
A Gould
Format
The file format, physical medium, or dimensions of the resource
Multi page notebook
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Identifier
An unambiguous reference to the resource within a given context
MGouldAG1605203-160708-06
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
aircrew
flight engineer
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/262/28708/MGouldAG1605203-160708-07.1.pdf
fe9b24c39093b5a8f12e8cd7340eddb1
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
Gould, Allen
Allen G Gould
Allen Gould
A G Gould
A Gould
Description
An account of the resource
Twenty-seven items. Concerns Allen Geoffrey Gould (b. 1923, 1605203 Royal Air Force). He completed a tour of operations as a flight engineer with 620 Squadron and the Special Operations Executive. Collection consists of an oral history interview, his log book, flight engineer course notebooks, pilot's and engineers handling notes, mention in London Gazette, official documents and photographs.
The collection has been donated to the IBCC Digital Archive by Allen Geoffrey Gould 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
2016-07-08
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
Gould, AG
Requires
A related resource that is required by the described resource to support its function, delivery, or coherence.
Sgt. Allen G. Gould – 1605203, was born in 1923, after leaving school in Bournemouth at 13, he worked for the Danish Bacon Company until being called up in 1943. Choosing to join the RAF, initially wanting to be a Navigator, he ended up as a Flight Engineer, flying in the Short Stirling Mk. I, II, III and IV variants. Training at RAF St. Alban, then the Heavy Conversion Unit. Allen joined No. 620 Squadron, flying from various bases, RAF Chedburgh, RAF Leicester East and then RAF Fairford. The roles for this squadron were not just bombing missions but Minelaying, Supply drops, Glider Towing and Paratrooper drops. He took part in D-Day, dropping paratroopers from the 6th Airborne Division over Caen, France on the night of 5th June 1944, returning on the 6th towing a glider of heavy equipment. He was also a part of Market Garden, towing a glider on 17th September 1944 and returning on the 19th and 21st on supply drops. There were also numerous drops on behalf of Special Operations Executive (SOE) as well as Special Air Service (SAS) dropping supplies and paratroopers.
Andrew St.Denis
Allen Gould was born on 16 June 1923 in Bournemouth. He left school at fourteen and worked for the Danish Bacon company until he was called up. His father having spent four years in the trenches, in WW1, advised him against joining the Army, so he volunteered for the Royal Air Force.
He joined the RAF on in October 1942 and following basic training he attended the first-ever direct entry, Flight Engineers’ Course at RAF St Athan.
On completion of flight engineering training, he joined up with his crew on 1657 Heavy Conversion Unit at RAF Stradishall, then moved with them onto 620 Squadron at RAF Chedburgh and later RAF Leicester East.
The squadron later relocated to RAF Fairford where they trained to tow gliders. He was billeted with 12 others in a Nissan hut, conveniently close to a trout stream. They often caught trout, away from the watchful eye of the bailiff and cooked them in a tin on the large coke stove that heated the hut. The illicit bounty was a most welcome supplement to the barely adequate daily rations they received.
Direct out of training with no aircraft experience he had to earn the trust of his crew who up until then had only come across experienced flight engineers. On only his second operational trip and flying with an inexperienced crew, they arrived late over Ludwigshafen, where they found themselves alone and under concentrated anti-aircraft fire. The aircraft was being peppered and was full of holes while the pilot was executing extreme manoeuvres trying to avoid further damage. A fuel tank was hit and Allen had to work hard to ensure the engines received sufficient fuel to keep running. At the same time he had to make sure there would be enough fuel remaining to get back to the south coast of England for an emergency landing. As the aircraft approached the runway, the airfield lights went out and the pilot announced he was going to do another circuit. Allen told him, bluntly, he couldn’t as he didn’t have enough fuel, so the pilot made a steep turn and conducted a blind landing with no fuel to spare. Allen bonded well with his crew and in their free time they would often all go out to the pub together.
Throughout his tour his squadron undertook a variety of roles, much of was it in support of the Special Operations Executive personnel, operating covertly in occupied Europe. They also trained to tow gliders and dropped parachuting troops on D Day.
Allen completed 32 operations as a flight engineer with 620 Squadron and he totalled over 460 flying hours on Stirlings. PGouldAG1610.2.jpg (1600×2310) (lincoln.ac.uk)
For his services to 620 Squadron, he was ‘Mentioned in Despatches’ for distinguished service. MGouldAG1605203-160708-13.2.pdf (lincoln.ac.uk)
Post war, he married his wife, Norma, who was training as a mechanic at St Athan when he met her. PGouldAG1601.2.jpg (1600×2412) (lincoln.ac.uk)
Allen was discharged in October 1946 having attained the rank of Warrant Officer. PGouldAG1604.1.jpg (1600×2330) (lincoln.ac.uk)
He returned to the Danish Bacon company where he worked for another 40 years.
Chriss Cann
October 1942: Volunteered for the RAF
January 1943 - July 1943: RAF St Athan, Flight Engineer Training
July 1943 - September 1943: RAF Stradishall, 1657 HCU, flying Stirling aircraft
September 1943 - December 1943: RAF Chedburgh, 620 Squadron, flying Stirling aircraft
January 1944 - March 1944: RAF Leicester East, 620 Squadron, flying Stirling aircraft
March 1944 - April 1945: RAF Fairford,620 Squadron, flying Stirling aircraft
8 October 1946: Released from service having attained the rank of Warrant Officer
Chris Cann
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
RAF notebook. Contains notes on axis of aircraft, stability, heat, temperature, petrol, carburettors, fuels, thermal efficiency, electrics, physical laws, atmospheric pressures, ohms law, ignition, electromagnetic induction, power/weight ratio, torque, drag, detonation. exhaust, cetane number, fuel burning and other items concerning flying.
Creator
An entity primarily responsible for making the resource
A Gould
Format
The file format, physical medium, or dimensions of the resource
Multi page notebook
Identifier
An unambiguous reference to the resource within a given context
MGouldAG1605203-160708-07
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Conforms To
An established standard to which the described resource conforms.
Pending text-based transcription. Allocated
aircrew
flight engineer
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/262/28709/MGouldAG1605203-160708-08.2.pdf
cfb1dfd2d687ba5539fc28e2d99ddef9
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
Gould, Allen
Allen G Gould
Allen Gould
A G Gould
A Gould
Description
An account of the resource
Twenty-seven items. Concerns Allen Geoffrey Gould (b. 1923, 1605203 Royal Air Force). He completed a tour of operations as a flight engineer with 620 Squadron and the Special Operations Executive. Collection consists of an oral history interview, his log book, flight engineer course notebooks, pilot's and engineers handling notes, mention in London Gazette, official documents and photographs.
The collection has been donated to the IBCC Digital Archive by Allen Geoffrey Gould 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
2016-07-08
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
Gould, AG
Requires
A related resource that is required by the described resource to support its function, delivery, or coherence.
Sgt. Allen G. Gould – 1605203, was born in 1923, after leaving school in Bournemouth at 13, he worked for the Danish Bacon Company until being called up in 1943. Choosing to join the RAF, initially wanting to be a Navigator, he ended up as a Flight Engineer, flying in the Short Stirling Mk. I, II, III and IV variants. Training at RAF St. Alban, then the Heavy Conversion Unit. Allen joined No. 620 Squadron, flying from various bases, RAF Chedburgh, RAF Leicester East and then RAF Fairford. The roles for this squadron were not just bombing missions but Minelaying, Supply drops, Glider Towing and Paratrooper drops. He took part in D-Day, dropping paratroopers from the 6th Airborne Division over Caen, France on the night of 5th June 1944, returning on the 6th towing a glider of heavy equipment. He was also a part of Market Garden, towing a glider on 17th September 1944 and returning on the 19th and 21st on supply drops. There were also numerous drops on behalf of Special Operations Executive (SOE) as well as Special Air Service (SAS) dropping supplies and paratroopers.
Andrew St.Denis
Allen Gould was born on 16 June 1923 in Bournemouth. He left school at fourteen and worked for the Danish Bacon company until he was called up. His father having spent four years in the trenches, in WW1, advised him against joining the Army, so he volunteered for the Royal Air Force.
He joined the RAF on in October 1942 and following basic training he attended the first-ever direct entry, Flight Engineers’ Course at RAF St Athan.
On completion of flight engineering training, he joined up with his crew on 1657 Heavy Conversion Unit at RAF Stradishall, then moved with them onto 620 Squadron at RAF Chedburgh and later RAF Leicester East.
The squadron later relocated to RAF Fairford where they trained to tow gliders. He was billeted with 12 others in a Nissan hut, conveniently close to a trout stream. They often caught trout, away from the watchful eye of the bailiff and cooked them in a tin on the large coke stove that heated the hut. The illicit bounty was a most welcome supplement to the barely adequate daily rations they received.
Direct out of training with no aircraft experience he had to earn the trust of his crew who up until then had only come across experienced flight engineers. On only his second operational trip and flying with an inexperienced crew, they arrived late over Ludwigshafen, where they found themselves alone and under concentrated anti-aircraft fire. The aircraft was being peppered and was full of holes while the pilot was executing extreme manoeuvres trying to avoid further damage. A fuel tank was hit and Allen had to work hard to ensure the engines received sufficient fuel to keep running. At the same time he had to make sure there would be enough fuel remaining to get back to the south coast of England for an emergency landing. As the aircraft approached the runway, the airfield lights went out and the pilot announced he was going to do another circuit. Allen told him, bluntly, he couldn’t as he didn’t have enough fuel, so the pilot made a steep turn and conducted a blind landing with no fuel to spare. Allen bonded well with his crew and in their free time they would often all go out to the pub together.
Throughout his tour his squadron undertook a variety of roles, much of was it in support of the Special Operations Executive personnel, operating covertly in occupied Europe. They also trained to tow gliders and dropped parachuting troops on D Day.
Allen completed 32 operations as a flight engineer with 620 Squadron and he totalled over 460 flying hours on Stirlings. PGouldAG1610.2.jpg (1600×2310) (lincoln.ac.uk)
For his services to 620 Squadron, he was ‘Mentioned in Despatches’ for distinguished service. MGouldAG1605203-160708-13.2.pdf (lincoln.ac.uk)
Post war, he married his wife, Norma, who was training as a mechanic at St Athan when he met her. PGouldAG1601.2.jpg (1600×2412) (lincoln.ac.uk)
Allen was discharged in October 1946 having attained the rank of Warrant Officer. PGouldAG1604.1.jpg (1600×2330) (lincoln.ac.uk)
He returned to the Danish Bacon company where he worked for another 40 years.
Chriss Cann
October 1942: Volunteered for the RAF
January 1943 - July 1943: RAF St Athan, Flight Engineer Training
July 1943 - September 1943: RAF Stradishall, 1657 HCU, flying Stirling aircraft
September 1943 - December 1943: RAF Chedburgh, 620 Squadron, flying Stirling aircraft
January 1944 - March 1944: RAF Leicester East, 620 Squadron, flying Stirling aircraft
March 1944 - April 1945: RAF Fairford,620 Squadron, flying Stirling aircraft
8 October 1946: Released from service having attained the rank of Warrant Officer
Chris Cann
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
[cover]
[page break]
[inverted]
[table]
[calculations]
[/inverted]
[page break]
Oil Corrections. – [unreadable] Pumps – Fuel Pumps – Curved Pipe – Pressure Relief. Valve Unit [symbol] VP A/S lat.
[unreadable] Chamber [symbol] Reduction Gear sprogs.
Tail Bearing S.C. P. [unreadable] bearing in Steel Bearing not BB. [unreadable].
[diagram]
[page break]
[diagram]
[page break]
[underlined] Control Settings [/underlined]. 30° above horizontal = fully closed. 21 1/2 degrees below horizontal = fully open.
Recommended Procedure.
(1) Screw out Control Shaft stop screw.
(2) With B side magneto fully advanced and the 3 pin centres in line set control rod to correct length and shorten by 1/2 a turn. (This gives the required toggle action and produces a 3° retard at full throttle position).
(3) Repeat on A. side.
(4) With B Magneto fully retarded and pilots' throttle lever 30° above horizontal set control rod to correct length and connect up.
(5) Repeat on A side. [underlined] Mags [/underlined]
[page break]
[diagram]
ON MERLIN III BOTH MAGS FIRE AT 45° BTDC (FULLY ADVANCED
ON MERLIN X (MOD) XX TO 65, THE [underlined] PORT [/underlined] MAG FIRES 50° BTDC + STARBOARD 45° BTDC (FULLY ADVANCED IN BOTH CASES)
[page break]
AI is on exhaust where A6 is compression.
Mag Cross Drive rotates towards engine.
[underlined] SERRATED COUPLING [/UNDERLINED]
[diagram]
[symbol] II SERRATIONS
[symbol] ANGLE BETWEEN TWO ADJACENT
= 360/11 = 32.7°
[symbol] 12 SERRATIONS
[symbol] ANGLE BETWEEN TWO ADJACENT SERRATIONS
=360/12 = 30°
A VERNIER ADJUSTMENT OF [underlined] 1.8 ° [/underlined] (I.E. 2/3 (32.7° – 30°) IS PROVIDED
[diagrams]
CORRECT
EARLY. TO ADJUST. TURN THE SERRATED COUPLING BACKWARD THE NECESSARY NUMBER OF SERRATIONS THEN TURN MAG & SC BACK UNTIL IT MESHES.
LATE, TO ADJUST, [underlined] FORWARD [/underlined] AS ABOVE
[page break]
[inverted]
(5) Repeat operations 2 + 3 + 4 for the other mag and then check both mags for synchronisation.
(6) Firstly [underlined] remove the insulations from the primary pick-up tongue and completely assemble both magnetos [underlined] with care. [/underlined]
[underlined] Ignition timing sequence Merlin X (Mod) XX to 65 [/underlined]
The same as before, but with following Exceptions:-
The crankshaft is turned until the mark A6 E MA on the turning ring is coinciding [underlined] exactly [/underlined] with the pointer, and the port magneto is offered up and checked, as before, the the C/S. is turned [underlined] 5° [/underlined] in normal direction of R. until the mark A6 IMA is [underlined] exactly [/underlined] on pointer, and the starboard magneto is offered up, and checked. No synch check is necessary.
[/inverted]
[page break]
[underlined] Relay Piston Lever. [/underlined]
With relay piston fully forward pilot throttle lever 30° above horizontal & starboard differential lever 5° back from the vertical, set rod to correct length & connect up.
(alternative method for Merlin 3 – XX rod pin centres to 2 9/16 ".) On Merlin XII differential lever 7° back from vertical (rod pin centres 2 1/2 ". [unreadable]
Merlin XX – 45 differential lever 13° back from vertical. (alternative method – rod pin centres 2 9/16 ").
Throttle Curved Rod.
(1) Screw out Slow Running stop screw and close butterfly throttles fully in the bore (2) Screw in slow running stop screw to just touch stop.
(3) Insert a 20/000 feeler between
[page break]
[inverted]
screw + stop with the relay piston fully forward & pilot lever 30° above horizontal and connect up moved rod.
(4) Screw in stop screw to just touch stop. (Butterflies 6/000 open in bore at slow running).
[underlined] Change over lock. [/underlined]
With pilots [unreadable] 30° above horizontal and change over lever horizontal to 5° [underlined] above [/underlined] horizontal, connect rod with pinch bolt at the bottom.
[underlined] Progressive Com. [/underlined] III
(1) Set pilots' lever 21 1/2° below horizontal. (2) Insert a 30/000 between com cap & case, press whole assembly & correct rod. (3) With relay piston fully forward & pilots lever 21 1/2° below horizontal set control shaft stop screw. Merlin XII XV – 45 pilot
[/inverted]
[page break]
[underlined] Ignition Timing Sequence of Merlin III [/underlined]
(1.) Turn the crankshaft until the mark A6 MA on the timing ring is coinciding with [underlined] (exactly) [/underlined] the pointer, with [underlined] A6 [/underlined] cylinder on [underlined] compression stroke. [/underlined]
(2.) Set the Magneto as follows.
(1) Fully advance the contact breaker assembly (2) Check the C.B. points, and set to .012 + 1/000 Gap. (3) Insulate the primary pick-up tongue. (4) Set the distributor rotor so that, with the C.B. points just breaking (Comp & Battery) the main brush of the correct portion of the rotor is pointing to [underlined] A.6. [/underlined] segment
(3) Offer up the mag with the serrated coupling in any position, if it does not mesh, vary the coupling until it does
(4) Check timing, using a Comp & Battery and adjust, if necessary.
[page break]
[inverted]
lever 16° below horizontal, & [unreadable] lines on com & rocker com in line connect rod.
[underlined] Accelerator Pump [/underlined] Merlin III to XII
With Pilot lever 30° above horizontal, and ball end of pump lever in line with centre of linkage cover, set control rod to correct length & connect. Merlin XX – 45 (AXT 40 [unreadable])
Pilots lever 30° above horizontal connect rod to make pin & intermediate belt crank lever point vertically downwards.
[underlined] 2 Position Mixture Control. [/underlined]
Set back cover horizontal & connect up rod (Merlin XX & 45 all levers horizontal).
[/inverted]
[page break]
pointer, and repeat operations 3 & 5 for [underlined] B.I [/underlined] Cylinder.
(7.) Finally set all Inlet valve tappets to 0.010 clearance and all exhaust valve tappets to 0.020 clearance.
(N.B. If the firing order is followed, this operation can be carried out in two revolutions of the crankshaft.
Makers recommend setting C/S to 2° before A6IC to make up for Bank Sash. 1° = 16/000 or 1/16 approx on tuning ring
[underlined] Reduction Gear [/underlined] Spur Joyshaft type .477.1 Thrust [unreadable] & Rolls Fuel on A/S. Drive on front cover to [unreadable]esco & Cont[unreadable]tant speed unit.
[page break]
[underlined] TYPICAL MERLIN COOLING SYSTEM [/underlined]
[diagram]
[page break]
[underlined] Valve Timing Sequence – Merlin. [/underlined]
(1.) Disengage the serrated drive shafts.
(2.) Set one inlet tappet of [underlined] A6 & B1 [/underlined] Cylinders to 0.025[symbol] clearance.
(3) Insert a 5/000 Feeler in [underlined] A6 [/underlined] inlet tappet, and turn the "A" side camshaft [underlined] anti clock [/underlined] until the feeler is just nipped.
(4). Turn the crankshaft in normal D.O.R. until the mark [underlined] A6IC [/underlined] on the timing ring coinciding [underlined] exactly [/underlined] with the pointers.
(5). Engage the serrated drive shaft in its nearest setting, check the timing by use of the 5/000 feeler and adjust if necessary.
(6) Turn the crankshaft [underlined] 60° [/underlined] in normal D.O.R. so that the mark [underlined] B1IC [/underlined] is coinciding [underlined] exactly [/underlined] with the
[page break]
[inverted]
[underlined] Ducted Radi[unreadable] [/underlined]
[diagram]
LAYOUT OF "MERLIN" PRIMING & VOLUTE [underlined] DRAIN RETURN SYSTEM [/underlined] [symbol] = AN ATOMISER
[/inverted]
[page break]
The 11° drag causes a lag of16 1/2° on mags and 5 1/2° on valves.
[underlined] Wheel Case [/underlined]
[underlined] Upper Vertical Drive Shaft [/underlined] – (1) [unreadable] skew gear ([unreadable] bronze) to mag drive. 1 1/2 time engine speed. – (2) Cam drive.
1/2 engine speed.
Lower Vertical [unreadable] (1) Light alloy [unreadable] gear to fuel pumps (2) Mushroom pincer – [unreadable] pinion – 2 stoving pumps & 1 pressure gauge
(3) Self centring spindle to coolant gauge impellor.
Torqe [sic] Pinion on end of C/S drives train of Supercharger gears. 8.588-I-III
Impellor to 16 blades = 2.3-1
3. Slip Drives Phosphor Bronze [unreadable] engaged by plates. Generator Drive.
Bore plugs used for positioning when moulding.
[page break]
[inverted]
[underlined] Fuel Pumps [/underlined]
I Cogs Phosphor Bronze White [unreadable] 1 Cog Steel drive by interval [unreadable] to quill drive. 2-2 3/4 lb III relief valve, later [unreadable] 8-10 .
1 oil supply .
Hand Tuning Mesh
[/inverted]
[page break]
Rocker Shafts mounted in ends of Pedestal Brackets. Bottom of P. Bracket have tenons for location. End one has Y oil duct to com, will fit either bank. Oil also goes to rocker bearing through hollow shaft into rockers to com striking pod.
Oil sling fitted to outside of gears.
2 side gears rotate on bushes on extensions of rocker shaft.
[underlined] Whal Case [/underlined]
Spring drive shaft. Tested to 20° twist absorbs tortional vibrations through power stroke being 60° apart. From C/S to auxiliary drive. Dogs on Auxiliary pick up the drive from the C/S 11 degrees after spring drive take up, owing to log being 11° apart with 2° at the back.
[page break]
[blank page]
[page break]
[underlined] LAYOUT OF "MERLIN" [/underlined]
[diagram]
[page break]
[blank page]
[page break]
has 2 springs held by retaining plate secured by Phosphor Bronze split collects. Inlet valve guide mode of cast iron has same expansion of valve [unreadable]. valve seals made of aluminium bronze.
[underlined] Exhaust valves [/underlined] – austenitic S Steel hollow – filled with metallic sodium. Exhaust valve guides are Phosphor Bronze. Seals are made of Silicon Chromium Steel.
[underlined] Com Shaft [/underlined] held in 7 bearings hollow for oil inductor. Held in pedestal brackets. Nickel forged Steel drilled. Surface nitrated.
[underlined] Both cones rotate clockwise from rear [/underlined]
Front1 bearing light alloy, last 1 Phosphor bronze.
[page break]
[diagram]
[page break]
[underlined] Pin Boss & 1 below. [/underlined]
[underlined] The Cylinder Block. [/underlined]
The Monobloc type cast in one. it houses 6 cylinders in the form of inserted liners and form the combustion chambers and coolant jackets of those cylinders
Wet type [underlined] Cylinder liners [/underlined] fitted with 2 rubber synthetic washers and 1 aluminium alloy ring. 1 rubber washer round spigot fitting on bottom of liner below flange. Studs are surrounded by guard takes as protection against coolant. Two aluminium bronze spark plug adaptor per cylinder – 4 valves per cylinder 2 inlet 2 outlet
[underlined] Inlet Valves [/underlined] mode of austenitic SS steel, tip is coated with stellite stem nitrided, has fused onto the rim a ring of "Brightroy" all round face
[page break]
[diagram]
[page break]
Nickel Chrome Nitrided Hollow C/S.
180lb. fitted with adapter and timing ring. No 1 Journal no oil holes No 4 only 2 all the rest 3. All crank pins 2 oil holes.
Firing Stroke every 60° C/S rotation Con Rods Plain & York Forged Nickel Steel. Big End Bearings one Lead Bronze lined Steel Shell Small End for fully floating phosphor bronze. Cask. Gudgeon Pin made of air-hardening steel is fully floating. The Piston is a light alloy forging and the weight exclusive of rings is 3lbs (plus or minus a few droms), Fully skirted, concave crown. 3 Compression Rings of cast iron all having a 1° chamfer or appropriate 2 [unreadable] rings (Channel section) 1 above Gudgeon
[page break]
[blank page]
[page break]
Single Crankshaft 6 Throws.
1-6 2-5 3-4
7 Journals 6 Crank Pins
[diagram]
[underlined] Firing Order [/underlined]
[diagram]
"MERLIN" VALVE & IGNITION TIMING DIAGRAM.
[page break]
[blank page]
[page break]
Fuel Consumption (PTS/H.P./Hrs)
Max Takeoff .66/.73
Max Rich Cruising .58/.63
Max Econ. Cruising .54 max
Oil consumption. (PTS/Hrs) 6/18
Type of Fuel DTD 230 (87 Octone)
Type of Oil DTD [deleted] 109 [/deleted] 472
Net dry weight in lbs 1,375
Type of Coolant
Merlin 1-5 Echyline Glycol to DTD
344
CISE 12/95 Double Trock. Mags
[page break]
[blank page]
[page break]
Min Takeoff 2,080
Max Climb 2,600
Max Level Flight 3,000
Max Rich & Econ Cruising 2,600
Max Diving (more than 1/3 throttle) 3,600
Max Diving (less than 1/3 throttle) 3,000
B.H.P.
Rated at International R.P.M. 990
Minimum Rated Acceptance 950
Power at Max. Power Altitude 1,030
Max Takeoff 890
Boost.
Max Takeoff + 6.25
Max Climb & Level Flight +6.25
Max Rich Cruising + 4.5
Max Econ. Cruising +2.5
Altitude in feet
International 12,250
Max Power 16,250
[page break]
[printed calendar 1941 & 1942]
[page break]
[underlined] Merlin. [/underlined] Inline Upright Engine.
12 cylinder engine arranged 2 Banks of 6 on top of the crankcase with an angle of 60° between them.
Supercharged. Liquid Cooled.
Geared Engine. Compression Ratio 6-1
Bore 5.4" Stroke 6" Overall Capacity 1648 cubic inches or 27 litres
Main Oil Pressure (before increased capacity oil pumps was introduced)
60 to 75 lbs per [symbol]" (after) 75 to 95 lbs
Emergency Minimum (before) 45lb [symbol]" (after 60lbs [symbol]". Auxiliary Oil pressure 4 to 8lbs [symbol]" Emergency minimum of 2lbs [symbol]"
Performance Details Applicable to Type 2 - 3 - 4 - 5. Reduction Gear Ratio .477-1 R.P.M. Supercharge Gear Ratio 8.588-1
International 2,600
Max Takeoff 3,000
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
Contains notes and diagrams on fuel tanks, control settings, aircraft engine systems, ignition, cooling systems, layout of Merlin and other flight data.
Creator
An entity primarily responsible for making the resource
A Gould
Format
The file format, physical medium, or dimensions of the resource
Multipage notebook
Language
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eng
Type
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Text
Identifier
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MGouldAG1605203-160708-08
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
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.
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
Babs Nichols
aircrew
flight engineer
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/262/28710/MGouldAG1605203-160708-09.2.pdf
85dc7dfd6db1513bdcdc73dc01bb0bb2
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
Gould, Allen
Allen G Gould
Allen Gould
A G Gould
A Gould
Description
An account of the resource
Twenty-seven items. Concerns Allen Geoffrey Gould (b. 1923, 1605203 Royal Air Force). He completed a tour of operations as a flight engineer with 620 Squadron and the Special Operations Executive. Collection consists of an oral history interview, his log book, flight engineer course notebooks, pilot's and engineers handling notes, mention in London Gazette, official documents and photographs.
The collection has been donated to the IBCC Digital Archive by Allen Geoffrey Gould 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
2016-07-08
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
Gould, AG
Requires
A related resource that is required by the described resource to support its function, delivery, or coherence.
Sgt. Allen G. Gould – 1605203, was born in 1923, after leaving school in Bournemouth at 13, he worked for the Danish Bacon Company until being called up in 1943. Choosing to join the RAF, initially wanting to be a Navigator, he ended up as a Flight Engineer, flying in the Short Stirling Mk. I, II, III and IV variants. Training at RAF St. Alban, then the Heavy Conversion Unit. Allen joined No. 620 Squadron, flying from various bases, RAF Chedburgh, RAF Leicester East and then RAF Fairford. The roles for this squadron were not just bombing missions but Minelaying, Supply drops, Glider Towing and Paratrooper drops. He took part in D-Day, dropping paratroopers from the 6th Airborne Division over Caen, France on the night of 5th June 1944, returning on the 6th towing a glider of heavy equipment. He was also a part of Market Garden, towing a glider on 17th September 1944 and returning on the 19th and 21st on supply drops. There were also numerous drops on behalf of Special Operations Executive (SOE) as well as Special Air Service (SAS) dropping supplies and paratroopers.
Andrew St.Denis
Allen Gould was born on 16 June 1923 in Bournemouth. He left school at fourteen and worked for the Danish Bacon company until he was called up. His father having spent four years in the trenches, in WW1, advised him against joining the Army, so he volunteered for the Royal Air Force.
He joined the RAF on in October 1942 and following basic training he attended the first-ever direct entry, Flight Engineers’ Course at RAF St Athan.
On completion of flight engineering training, he joined up with his crew on 1657 Heavy Conversion Unit at RAF Stradishall, then moved with them onto 620 Squadron at RAF Chedburgh and later RAF Leicester East.
The squadron later relocated to RAF Fairford where they trained to tow gliders. He was billeted with 12 others in a Nissan hut, conveniently close to a trout stream. They often caught trout, away from the watchful eye of the bailiff and cooked them in a tin on the large coke stove that heated the hut. The illicit bounty was a most welcome supplement to the barely adequate daily rations they received.
Direct out of training with no aircraft experience he had to earn the trust of his crew who up until then had only come across experienced flight engineers. On only his second operational trip and flying with an inexperienced crew, they arrived late over Ludwigshafen, where they found themselves alone and under concentrated anti-aircraft fire. The aircraft was being peppered and was full of holes while the pilot was executing extreme manoeuvres trying to avoid further damage. A fuel tank was hit and Allen had to work hard to ensure the engines received sufficient fuel to keep running. At the same time he had to make sure there would be enough fuel remaining to get back to the south coast of England for an emergency landing. As the aircraft approached the runway, the airfield lights went out and the pilot announced he was going to do another circuit. Allen told him, bluntly, he couldn’t as he didn’t have enough fuel, so the pilot made a steep turn and conducted a blind landing with no fuel to spare. Allen bonded well with his crew and in their free time they would often all go out to the pub together.
Throughout his tour his squadron undertook a variety of roles, much of was it in support of the Special Operations Executive personnel, operating covertly in occupied Europe. They also trained to tow gliders and dropped parachuting troops on D Day.
Allen completed 32 operations as a flight engineer with 620 Squadron and he totalled over 460 flying hours on Stirlings. PGouldAG1610.2.jpg (1600×2310) (lincoln.ac.uk)
For his services to 620 Squadron, he was ‘Mentioned in Despatches’ for distinguished service. MGouldAG1605203-160708-13.2.pdf (lincoln.ac.uk)
Post war, he married his wife, Norma, who was training as a mechanic at St Athan when he met her. PGouldAG1601.2.jpg (1600×2412) (lincoln.ac.uk)
Allen was discharged in October 1946 having attained the rank of Warrant Officer. PGouldAG1604.1.jpg (1600×2330) (lincoln.ac.uk)
He returned to the Danish Bacon company where he worked for another 40 years.
Chriss Cann
October 1942: Volunteered for the RAF
January 1943 - July 1943: RAF St Athan, Flight Engineer Training
July 1943 - September 1943: RAF Stradishall, 1657 HCU, flying Stirling aircraft
September 1943 - December 1943: RAF Chedburgh, 620 Squadron, flying Stirling aircraft
January 1944 - March 1944: RAF Leicester East, 620 Squadron, flying Stirling aircraft
March 1944 - April 1945: RAF Fairford,620 Squadron, flying Stirling aircraft
8 October 1946: Released from service having attained the rank of Warrant Officer
Chris Cann
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
Notes
Description
An account of the resource
Petrol system notes and list of manual for various aircraft systems.
Creator
An entity primarily responsible for making the resource
A Gould
Format
The file format, physical medium, or dimensions of the resource
Four page handwritten document
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
MGouldAG1605203-160708-09
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
aircrew
flight engineer
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/262/28711/MGouldAG1605203-160708-10.1.pdf
3f56018291fa47f6c3e5b39e53df7c30
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
Gould, Allen
Allen G Gould
Allen Gould
A G Gould
A Gould
Description
An account of the resource
Twenty-seven items. Concerns Allen Geoffrey Gould (b. 1923, 1605203 Royal Air Force). He completed a tour of operations as a flight engineer with 620 Squadron and the Special Operations Executive. Collection consists of an oral history interview, his log book, flight engineer course notebooks, pilot's and engineers handling notes, mention in London Gazette, official documents and photographs.
The collection has been donated to the IBCC Digital Archive by Allen Geoffrey Gould 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
2016-07-08
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
Gould, AG
Requires
A related resource that is required by the described resource to support its function, delivery, or coherence.
Sgt. Allen G. Gould – 1605203, was born in 1923, after leaving school in Bournemouth at 13, he worked for the Danish Bacon Company until being called up in 1943. Choosing to join the RAF, initially wanting to be a Navigator, he ended up as a Flight Engineer, flying in the Short Stirling Mk. I, II, III and IV variants. Training at RAF St. Alban, then the Heavy Conversion Unit. Allen joined No. 620 Squadron, flying from various bases, RAF Chedburgh, RAF Leicester East and then RAF Fairford. The roles for this squadron were not just bombing missions but Minelaying, Supply drops, Glider Towing and Paratrooper drops. He took part in D-Day, dropping paratroopers from the 6th Airborne Division over Caen, France on the night of 5th June 1944, returning on the 6th towing a glider of heavy equipment. He was also a part of Market Garden, towing a glider on 17th September 1944 and returning on the 19th and 21st on supply drops. There were also numerous drops on behalf of Special Operations Executive (SOE) as well as Special Air Service (SAS) dropping supplies and paratroopers.
Andrew St.Denis
Allen Gould was born on 16 June 1923 in Bournemouth. He left school at fourteen and worked for the Danish Bacon company until he was called up. His father having spent four years in the trenches, in WW1, advised him against joining the Army, so he volunteered for the Royal Air Force.
He joined the RAF on in October 1942 and following basic training he attended the first-ever direct entry, Flight Engineers’ Course at RAF St Athan.
On completion of flight engineering training, he joined up with his crew on 1657 Heavy Conversion Unit at RAF Stradishall, then moved with them onto 620 Squadron at RAF Chedburgh and later RAF Leicester East.
The squadron later relocated to RAF Fairford where they trained to tow gliders. He was billeted with 12 others in a Nissan hut, conveniently close to a trout stream. They often caught trout, away from the watchful eye of the bailiff and cooked them in a tin on the large coke stove that heated the hut. The illicit bounty was a most welcome supplement to the barely adequate daily rations they received.
Direct out of training with no aircraft experience he had to earn the trust of his crew who up until then had only come across experienced flight engineers. On only his second operational trip and flying with an inexperienced crew, they arrived late over Ludwigshafen, where they found themselves alone and under concentrated anti-aircraft fire. The aircraft was being peppered and was full of holes while the pilot was executing extreme manoeuvres trying to avoid further damage. A fuel tank was hit and Allen had to work hard to ensure the engines received sufficient fuel to keep running. At the same time he had to make sure there would be enough fuel remaining to get back to the south coast of England for an emergency landing. As the aircraft approached the runway, the airfield lights went out and the pilot announced he was going to do another circuit. Allen told him, bluntly, he couldn’t as he didn’t have enough fuel, so the pilot made a steep turn and conducted a blind landing with no fuel to spare. Allen bonded well with his crew and in their free time they would often all go out to the pub together.
Throughout his tour his squadron undertook a variety of roles, much of was it in support of the Special Operations Executive personnel, operating covertly in occupied Europe. They also trained to tow gliders and dropped parachuting troops on D Day.
Allen completed 32 operations as a flight engineer with 620 Squadron and he totalled over 460 flying hours on Stirlings. PGouldAG1610.2.jpg (1600×2310) (lincoln.ac.uk)
For his services to 620 Squadron, he was ‘Mentioned in Despatches’ for distinguished service. MGouldAG1605203-160708-13.2.pdf (lincoln.ac.uk)
Post war, he married his wife, Norma, who was training as a mechanic at St Athan when he met her. PGouldAG1601.2.jpg (1600×2412) (lincoln.ac.uk)
Allen was discharged in October 1946 having attained the rank of Warrant Officer. PGouldAG1604.1.jpg (1600×2330) (lincoln.ac.uk)
He returned to the Danish Bacon company where he worked for another 40 years.
Chriss Cann
October 1942: Volunteered for the RAF
January 1943 - July 1943: RAF St Athan, Flight Engineer Training
July 1943 - September 1943: RAF Stradishall, 1657 HCU, flying Stirling aircraft
September 1943 - December 1943: RAF Chedburgh, 620 Squadron, flying Stirling aircraft
January 1944 - March 1944: RAF Leicester East, 620 Squadron, flying Stirling aircraft
March 1944 - April 1945: RAF Fairford,620 Squadron, flying Stirling aircraft
8 October 1946: Released from service having attained the rank of Warrant Officer
Chris Cann
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
1605203
SGT A.G. GOULD
2 WORKSHOP
CLASS 3
Form 619.
ROYAL AIR FORCE
[underlined] Stirling [/underlined]
Notebook for use in Schools.
91/3471. Wt. 3390. 900M. Bks. 8/42. J.D. & Co. Ltd.
[Page Break]
Hercules XI
[Graph]
[page break]
[blank page]
[Page Break]
Mark 1 Series 1 – Hercules II – 3 turrets, nose, tail, mid [missing word]
Mark 1 Series II – III X XI – nose, tail, mid under, [indecipherable word] held Beam Guns, Twin Bearings
Mark 1 Series III – III X XV, nose tail, mid upper. Provision for mid under not generally fitted
Mart II Series I Cyclone Engines, nose, tail, mid under & Beam Guns.
Mark 11 Series II Cyclone, nose, tail. Mid upper, provision for mid under.
Mark III Series I – Hercules 6, nose, tail, mid upper & a Frayer Nosk 64 Under turret.
Span 99’1” Overall Length 87’ 3 1/2” Height 28’ 10”
With Tail on Ground 22 ft 9”.
Maximum permissible T.O load 70,00lbs
Maximum Permissible landing load 60,000 lbs
Tare weight 43,200lbs [indecipherable words] Load 4,276 lbs. Tail plane span 40’85”
Maximum width of fuselage 6 ‘7 1 /2” maximum Height 8’ 7 1/2 “
Height of Rudder 12’ 9”
Front Turret 7N5-260lbs. Rear Turret 7N20-360lbs
Mid Upper 7N50-300lbs Complete under [indecipherable word] without wheels weight 2,430 lbs. Wheel & axel 109 lbs
[Underlined] 6 Engine hatches [/underlined]
No 1 x Nose flow of bomb aimers Compartment
2 x Pilot’s canape – centre section of roof.
3 x Astro hatch, (4) in front of mid upper turret
5 x Large size between plane shute & entrance door
[Page Break]
Between rear of tail plane & rear turret
[underlined] Fuel Systems [/underlined]
Take off and initial climb use 2 + 4 [indecipherable word] [inserted] [indecipherable words] [/inserted] Run Up turn to smaller turbo until over. [indecipherable word] when 2 & 4 again switch to smaller tanks & only use 2 & 4 if attached for reliable supply. Always keep 50 -60 in in 5 & 6 to use whilst jettisoning from 2 & 4.
Wait 4 or 5 seconds before changing [indecipherable words] after changing other Standard Procedure with a full Fuel Tank
Start Run Ups & Take Off for initial Climb on tank 2 & 4, after levelling, before climbing [indecipherable word] to 3 and wait 5 minutes to ensure correct functioning of [indecipherable word] system.
Turn off number 2 & [indecipherable words] on the 7 [indecipherable word] is following outer Engines 3-6-5-4 Inner Engines 7-1-2
Following quantities to the left in the
[Underlined] 1 x [/underlined] 5 – 10 galls
[Underlined] 7 x [/underlined]5 -10 galls
[Underlined] 3 x [/underlined]5 – 10 galls
[Underlined] 5 x [/underlined] 40 – 50 galls
[Underlined] 6 x [/underlined] 5- 10 galls
Change 1 side at & test [indecipherable word] Engine first
Tanks 2 used for :- Run up - [indecipherable words]
Target Run – Evasive Action & [indecipherable word] NO 4 used as per No 2 for the Outboard Engines.
[underlined] Damage Analysis [/underlined]
When ditching run on 5 tanks , jettison 2 & 4 & CLOSE VALVES. If damage is suspected to fuel system take contacts reading of all tanks; after 5 minutes take a further reading. Tanks which are turned off should show no loss, tanks in use should show equal loss dependant
[Page Break]
[Diagram]
[Page Break]
[Diagram drawn over both pages]
[Calculation]
[Page Break]
[Underlined] STIRLING FUEL SYSTEM STARBOARD WING. [/underlined]
High Valuable Fuel 34A/III
[Diagram continued]
[Page Break]
[Indecipherable words] boost & the mixture during the 5 minutes .
[Indecipherable words]
[underlined] Try [/underlined] to run all four engines off /the tank if [indecipherable word] is a large one if it is a small one try to get two engines on it.
New Hi-guss pumps have been fitted to Stirling holding 40 cc x
[underlined] F End Panel [/underlined]
Fuel contents gauges are made & calibrated to suit the tanks which the operate on.
[underlined] [indecipherable word] [/underlined]
Braking & Landing Lights operated permanently
Landing Lights are covered and [indecipherable word] by [indecipherable word] pressure & focused by Teleflux cable.
[underlined] Oxygen. [/underlined]
Master High Pressure value the [indecipherable words] from supply to system.
[Page Break]
[Diagram]
[Page Break]
No 2 Tank Inboard 4,5,6, Outboard
Outward journey after take off In bound no 2 outbound 6-5. After Banking bung No 5 on Balance locks .Take off No 2 & open back off No 5, charge no 4 to on Balance and [indecipherable word] no 5, run no 4 down to the level of no 2, then run off 2 & 4 on their separate systems.
[underlined] Oxygen Systems [/underlined]
Operation of System, How is works.
Gauge is toped on to 10,000 by left hand knob of Mark X Regulator, and is kept on until A/C returns to base. The following action is taken.
( 1) The F/E turns on the Oxygen H P [indecipherable word ]
(2 ) The Pilot opens the right hand [indecipherable word] pf Mark X Regulator to its fullest extent and with the [indecipherable words] cock adjusts rate of flow according to altitude.
Steps to up on left hand cock, 8,000ft set to 10,000 – 10,000 set to 15,000 – 15,000 set to 25,000 25,000 set to 30,000 – 30,000 set to 35,000 – 35,000 set to 40,000.
thus :-
ALTITUDE REGULATOR
8,000 / 10,000
10,000 / 15,000
15,000-25,000 / 25,000
25,000 / 30,000
30,000 / 35,000
35,000 / 40,000
[Calculations]
[Page Break]
[Diagram]
[Page Break]
R3003 Circuit Inertia Switch under [indecipherable words]
Gravity fire switch in nose.
[indecipherable word] Fire Switch in Bombardiers Compartment
Graviner Fire Particles on averg. [indecipherable word] Bulkhead.
[Diagram]
[underlined] Flame Switch [/underlined]
[Diagram]
[Page Break]
[Diagram]
100lbs Bare Minimum Pressure in Bottle. For Starting or Running Up Check. Take off minimum 170 lbs.
[Page Break]
Output of bottle of Graviner Fire Extinguisher Systems [indecipherable word on end of Bottle Handle.
Gravity Value condition Bottle, that bottle will work easily as well.
[Underlined] Peculiarities of Stirling Fuel System in Flight [/underlined]
Dive and Climb etc 6 K but when levelling off engines tens to flutter.
Click on recuperators, see that piston [indecipherable word] is not less than 3 1 /2” projections.
Recuperators maintenance pressure in [indecipherable word] balance control unit & jacks.
[Deleted] Front [/deleted] Hydraulic Pumps [/underlined]
3 pumps on the Port inner operate the front and Mid Upper *& Mid Lower Turret, 1 on the Starboard inner operates the rear turret.
Each Turret is fed by 2 Pressure Lines and fluid returnal to [indecipherable word] by 1 Return first the reservoir being [indecipherable words] recapirator Front & Rear turrets hone rotation valves. Each Turret is fitted with a Mesh & Thompson recapirator .
[Underlined] Recapirator [/underlined]
This is fitted to [indecipherable word] in [indecipherable word] on the exhaust line, should a small leak occur this can be compartmented for by parrying.
[Page Break]
[GALLAY [SIC] BOILER [/underlined]
[Diagram]
[Page Break]
more fluid into the system from the reservoir by means of the hand pump. Recapirator forms a relief valve for the circuit to idle through the system is initially fed through.
Allocation of Auxiliaries
[Table]
[symbol] Front, Mid Upper & Lower Turrets
[symbol] Rear Turret.
[Page Break]
[Diagram]
[page break]
[underlined] De-Icing. [/underlined]
De Icing of Main Planes & Ailerons is carried out by means of Dilfrost [indecipherable word].
De Icing of Visual members D.F.D. 406A.
[underlined] Engineer Checks
Prior to Flight [/inderlined]
(1) Check Wheel Chocks and see that all Covers are removed, Peto Wheel etc. Check that all cowlings are on & Battened up.
(2) All Latters and Equipment to be at best 14 yards from the hard standing
(3) Check Oleo Legs. Short Struts must have extrensions of 5 – 7 1/2”. Turner Leg has approx. 4”.
(4) On Mark I lanks I II & III Check that the hand Clutch is disengaged on U/C Gear box
(5) Ensure that Pressure Refuelling Cocks are in the off position & locked off & with dust caps fitted. Oil tanks drain backs to be locked off, behind Fireproof bulkhead, 1 in each nacelle’s
(6) Tail wheels aligned & chain tensioner serviceable. Tail Wheel oleo extension 3” – 4”. Visual Check to be carried out on all tyres
(7) Enter kite & check rear gunners escape hatch for security.
(8) See that [indecipherable word] wheel motor is engaged check wind tail wheel, see that tail wheel handle is stowed.
(9) See that Rear Hatch is locked & then proceed
[page break]
[sketch]
[Page Break]
onto upper surface of aircraft.
(10) Examine Upper Surface of aircraft visually and note that dingy cover, petrol flaps, Comb winch flaps, etc, are secure.
(11) Close and lock upper escape hatch, stow ladder,
(12) Ensure that flap & undercarriage normal handle are stowed.
(13) Ensure that undercarriage manual gear is correctly set & locked remember the real star wheel.
(14) Ensure that the flap motors are engaged.
(15) Dummy plug stowed & starter [indecipherable word] connected; if master switch fitted, switch to “ground”, return to “flight” when plug is removed.
(16) Traverse cocks & Balance locks 6FF.
(17) Check the oxygen system as follows:-
Ensure the Charging valve is turned off, and is not locking.
Check economics & flow meters for [indecipherable word] from damage.
See that economiser take one in clips.
Turn on Masters High Pressure Cock.
Go to regulator, open right hand cock [underlined]fully [/underlined] and see that supply gauge register fill, adjust left hand control until flow meter reads 40 then turn back until it reads 30.
Check all economisers and see that they are delivering at the rate of 5 to 9 puffs per minute.
Turn all cocks off.
[Page break]
(18) Bomb door handles stowed, motors engaged, bomb door closed, check indicator lights.
(19) Ensure that accumulator are connected. These are stowed under the lid and must be connected to the [indecipherable word]
(20) Astra Hatch locked.
(21) Air Intake Shutters set to cold air and superchargers set to M. Larkin Heating system set to hold and all petrol tanks off.
(22) Jettison valves closed and locked.
(23) Vacuum pump clocks set to No 2.
(24) All fuses contents by gauge & enter in engineers log that they function correctly.
(25) Check fuel contents by gauge & enter in engineers log.
(26) Item check air supply & operated brakes, to ensure that they function correctly.
(27) Note creep in Exaction & Compensate them all, leave in Compensating position.
(28) Check flop indicators.
Pull out meter switch, check that blue meter light shows, indicator will them flicker to wherever flaps are. Take lower knob & turn it on and check indicator for complete travel, also for red light when flaps are 1 /3 down.
(29) Undercarriage lever to be in down position, Master Switch in the off position. Check that U/C light on instrument panel & by emergency lowering gear are showing (GREEN). Note the Air Temperature.
(30) Gauge.
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(31) See that front escape hatch is secure and that camera or panel is fitted.
(32) Front Bulkhead panels in place.
(33) All Portable Oxygen & fire extinguisher bottle stowed.
(34) Check state of accumulators.
(35) Check with Ground Sergeant Fuel and Oil load also check state of the Galley heater tank.
(36) Examine the Snag Book and see that all snags are signed for.
(37) CHECK FEATHERING AND STARTER SWITCHES.
(38) CHECK WIND TAIL WHEEL BEFORE TAKE OFF & BEFORE LANDING.
KNOW YOUR DINGHY AND WHERE YOUR EMERGENCY SUPPLIES ARE STOWED.
[underlined] Method of filling Oxygen [/underlined]
Connect 2 Bottles to Charging Valves, these being fitted to 3600, repeat to full system to 1800.
[underlined] [indecipherable word] [/underlined]
Top up reservoirs with 50-50 Paraffin & anti freeze Type A Discarded Receiver Unit place that over open end of Pipe, raise transmitter piton & fully compensate, lower piston with that [indecipherable word] continue until bubble free oil emerges from end if pipeline. Wind transmitter piston at top of cylinder connect up receiver [indecipherable word], operate [indecipherable word] lens fully
[Page Break]
Compensating.
Operate several times fully compensating.
Bleeding.
Raise piston to top of cylinder. Slacken lock union and allow piston to travel 3 /4 of range. Tighten [indecipherable word]and compensate several times.
Damage
[indecipherable word] pipe is secured or badly damaged, the receiver unit will be at the following position.
Throttle fully open, mixture rich.
Airscrews course pitch
Incendiary Battles 3 or 4. 7” dly 3”
1 over navigator table 1 behind second pilot
Bakelite cover spike on Bottom for attachment.
[Underlined] Dinghys [sic][/underlined]
Dinghy is J Type Mark III Carries a crew of seven, carries a load of 3,000lbs.
Two handles at opposite side with 3 Hard Grips each side. Joined by rigging line. Life line round the outside.
[underlined] [indecipherable word] [Underlined]
4 pouches on Underside of bag
Prevent dinghy from spinning.
Help to prevent overturning of Dinghy
Each 1 has a tripline to shut for paddling.
These triplines are attached to the lifeline so that they can be found in the dark. 5 Handles on the Bottom
[Page Break]
Dinghy Valve Has 3 functions
Inflation (2) Relief (3) Deflation
4 Components, Button, Rubber plate, Top & Bottom. Always carry a cork to fit valve if leaking. Pressure contained in Dinghy 11 1/2 lbs [symbol] valve relies it over this.
[underlined] Dinghy Equipment [/underlined]
(1) 3 sets of leak stoppers centre of Rubber
Floating knife in leather holster on the side
(3) Sea Anchor
(4) Pump in heater pocket middle of floor
(5) Compass in Holder on side of Dinghy
(6) Rescue Line. Coil Rope with 100ft line when dinghy is overloaded ditch surplus weight.
[underlined] CO2 Bottle [/underlined]
Charge in bottle 6lb 2 oz in weight
Bend in brass seal
Do no hold discharge bottle [indecipherable word] frostbite
Operating Head [indecipherable words]
(1) Lock head light moves off winding cable in pulley & setting locking lever. Screw into bottle.
(1) [underlined] Normal Release [underlined]
(2) Electrical Immersion Switches
[Diagram]
[Page Break]
Cartridge fits into Operating Head and Blows needle through hose seal of bottle.
Normal release must be pulled even if [indecipherable word] has operated so that tension line does not hold dinghy to spite.
Electrical 2 pins socket and lead pulls out as dinghy inflates. CO2 bottle laced to underside of dinghy when head is locked green shows through halves back and front, if fired, red.
[underlined] Emergency Packs [/underlined]
2 Packs in fuselage type 7 & 4 in the dinghy stowage there is also a [indecipherable word] pack brown as a valise
(1) First Aid Kit
(2) 1 Pair of Paddles
(3) 2 set of Leak Stoppers
(4) 1 Tin of Matches
(5) 1 Graduated cup and bailer
(6) 1 Sponge
(7) 1 Weathersheet
(8) 1 Telescopic Ariel Mast
(9) 1 International Distress Flag
(10) 4 Marine Distress Signals or 1 Signal Pistol & 22 tins of Cartridges, 3 x 1” Red [indecipherable word]tin
(11) Four tins of water per man
(12) 1 Tin of Rations per man
(13) 4 Fluorescein Sea Marbles
[Page Break]
[Underlined] Dinghy Drill [/underlined]
Remove collar & tie before leaving aircraft. 2 pigeons &
[underlined] Pyrotechnics [underlined]
Flare fitted with smaller fins when photo flask flash has Red Band round the nose and Flash written underneath in white.
Flare just has single Red Band
[Underlined] Flare 4.5 or 5.5 42 FUSE MKII [/underlined]
[Diagram]
[underlined] 848 FUSE [/underlined]
[Diagram]
[underlined] Recco Flare 4.5 or 5.5 [underlined]
Burrs for 6 minutes @ 3000 feet & parachute 11 feet.
[underlined] Flash [/underlined]
Contains 13 1/ 2 lb magnesium, illuminates 17,500,000 Ca Rear
[Page Break]
[underlined] 42 FUSE [/underlined]
[Diagram]
[underlined] Electrics [/underlined]
[underlined] compasses [/underlined] needle mounted on 4 magnets
Grid ring rotating, rubber barb mounted fore & aft of a/c
[underlined] Altimeter [/underlined] 14.7 lbs – 1013 mille bars [Diagram]
[underlined] Rate of Climb [underlined] [Diagram]
[underlined] Air speed indicator [/underlined]
[Diagram]
[Page Break]
[indecipherable word] Indicators Group
[Diagram]
Amount of section to operate rotor 3-5 ins of mercury [indecipherable word] to amount of section [indecipherable word]
In the air. Switch to other pump.
[underlined] Artificial Horizon [/underlined] Gyro operated Controlled by air pressure forced in through 4 holes controlled by 4 veins which operate or airflow to return gyro to normal position after movement.
[underlined] Yarn & Bomb [/underlined]
Only 1 gyro ball ring for gyro mounting. Sloping Controller the movement of tipping.
Figure 1 = 360 ° per min
Figure 2 = 660° per min
Figure 3 = 880° per min
Figure 4 = 1080° per min
[underlined] Sideslip [/underlined] Operated from a pendulous weight moving a needle
All instruments operated by vacuum are unusable when glass is cracked.
[deleted] [indecipherable words] [/deleted]
[Page Break]
George (Automatic Pilot) Controls Rudder, Elevators & Ailerons, operated by air pressure.
3 Lever motors operate the 3 controls
The rotor is fitted or the port fuselage accurate on 2 Gymbal [sic] Rings
[Diagram]
[Diagram]
[Page Break]
When the 3 way cock is in the out position air [indecipherable word] from compressor through the air dryer and back to compressor. In the return [indecipherable word] to compressor is fitted an air inter be throttle. The Gyro takes 6 to 8 [indecipherable word] to run up and when at full open is doing 10,000 RPM.
Min Control Lock
It has a 3 way – out-spin-in All clutches must be engages on servo motors on the ground before a/c takes off. (this is done by moving controls through full range )
Pitch Altitude Control.
The turn regulator must be switched on before the left or right turn lever [indecipherable word]
be applied. George Ground Check.
Check oil level in oil bottle (oil is anti freeze Type A.) 34/A Also check silica gell [sic] in air dryer this lasts for about 10 Engine hours. See what the main control lock is in the out position, starting [indecipherable word]
In [deleted] Gyro [/deleted] zero, altitude control zero & all clutches
[underlined] IN [/deleted]
On Starting Engine check air rods cold in garage. Engaging George in air.
More main Control level to spin. Check altitude Control & Steaming lever in zero, Trim Eye to fly hands off & set on course, if rotation at Gyro has been for 6 to 8 minutes [indecipherable word]
Main Control back to [underlined] IN [/underlined] to climb in dive operate Control (attitude) accordingly.
[Page Break]
[Diagram]
Charging Circuit
To change course use Steering Lever. Auto Control Main Switch must be on to [underlined] TURN [/underlined]
Accumulators Tool Test
Switch in tool at approx. 8 amps (1/ 10 of acc’s capacity) Leave it on for 5 minutes. At the end of which time check recordings on Volt Meter with lever still switched on. Voltage should not have dropped below 14 V. Note if it has dropped below 14 v Get accs charged before flights.
[underlined] If 1 Battery is U.S [/underlined]
Due to enemy action disconnect the 1 in serves with it and run on too that are left. Keep the good one & ditch the U.S one.
[Page Break]
[underlined] Change Warning Light [/underlined]
Generators not developing any Voltage – [underlined] Light On [/underlined]
Generators developing 26 to 29V, Charging OK – [underlined] Light off [/underlined]
Main Fuse blown and a heavy load on the other Generator – [underlined] Bright red Light [/underlined]
[underlined] Accumulator Circuit [/underlined]
This is on auto switch electricity operated which connects the accs to the [symbol] when the generator rise above that of the acc’s and disconnects the [symbol] when the voltage falls below. It cuts out at 27 & cuts in at 29.
[underlined] Voltage Regulator [/underlined]
Colour File Type is designed to keep the V constant at all varying engine speed & loads. Consists of 2 main ports(1) The voltage coil which keeps the voltage constant at all engine speeds (2) The current which safeguards the [symbol] by redoing the voltage to a safe limit when the [symbol] is [indecipherable word] its maximum i.e 60 amps.
[Page Break]
[Diagram]
Broke solenoid allow motor to run after a/c has reached end of travel by declutching. Acc locks off brake.
[Underlined] Emergency Operation of Under Carriage [/underlined]
(1) Wind out Red Star Wheel [symbol]. Making some master. Switch is in off position.
(2) Pull out No 1 lever which engages the front engine shaft.
(3) Exert Pressure on Green Lever whilst rocking the agitators until green lever reaches the end of its travel.
(4) Engage operating handle and turn until the Green Light comes on then give extra turn as stated on instruction plate.
[Page Break]
[Blank Page]
[Page Break]
Makers Course
Fuel System
Inter-Wing balance lock opens [symbol]
Butterfly cock instead of [indecipherable word] lock for Pres. Ref. on the list.
Butterfly cock 3 way wobble provisioning – all off - [indecipherable words] on
Mortar locks – Hand locks – RAE Fuller - [indecipherable words]
Red Light – Arial Valve – knob 25 [symbol]
Fuel Press. Gauge moved from intake to [indecipherable words]
Comes on when fuel pres. drops to 15lbs.
Stop priming when red light goes out or watch gauge for fuel press approach to normal.
Primary lock – main - special – OFF. To 2nd locks Min outer off.
Prime at starting is correct method [underlined] not [/underlined] before.
No 7 cock least pull up to open & prime.
Wing cell tanks control Inboard of Red star wheel attached to button of spur frame.
Block Unionised Rubber or Superflexit.
[underlined] Wing Bell Tanks [/underlined]
Provision is made for 3 Overload tanks to be fitted in the wing Bomb bells on either side. These are all Self Sealing. A Common Filling Point & branch pipe line to each tank and a common vent make provision for refuelling. In the common fuel pipeline which runs to the inbound distributes only are situated 3 NRV’s to prevent fuel running from a full tank to an empty one. The fuel pip tune together with the MRV’s is fitted.
[Page Break]
Along in front of the rear spar frame at the rear of the wing bomb cell and joins the pipe line from No I & II tank as it runs into the distributor. I lock operate for all tree tanks and is situated in the feed line between the inner cell tank & the fuselage on either side, and the control bars converted by Bowler Cable to a pulley controlled cock and situated behind the rear spar frame on the floor. The Starboard Control is just in front of the Red Stow Wheel and the Port is a corresponding position on the opposite side of the fuselage.
In practise the Wing fuel tanks are being fitted when needed for long range flights [indecipherable word] work the naval [indecipherable word] which included Nos 7 tanks.
No 7 tanks are used under such circumstance with the first Engine Balance Cocks and where the system operates as a normal one with the Wing sell tanks taking the place of one tank on either side for the inbound system only, that is No 7 for bother inner and outer.
Change to No 1 for Inboard No 3 for Outboard.
Change to W6 % for Inboard No 6- 5 for outboard
Change to 2 for inboard No 4 for outboard.
[Page Break]
And balance if accessory.
When W 6 % are being used a good check [missing word] be kept on the sat fuel consumption by computer & comparison of the amount the outboard engine are consuming (by gauge)
Provided the R.P.M. Boost & mixture for all 4 Engines are synchronised as will be the general case they should all be consuming the same amount so a good idea of the amount left in the W 6% can be calculated. Also the F/E should keep a careful watch on the fuel pressure gauge or (warning lights) & change over if this should start to fall.
Tank Damage
Drill to be carried out by F/E after covering the target area, or at any time when the aircraft has been subjected to enemy fire.
(1.) If not already running on 2 &$ Port and Stbd, change over to these two tanks; [deleted] [indecipherable word] [/deleted] check that all other tanks & Balance locks are off. Check control cable to tank locks before changing over.
(2.) Take a reading of all fuel tanks containing fuel; note contents & time.
(3.) After a period of 5 minutes check the tank contents again, note especially 2-4 &5 tanks as these have the largest capacity.
(4.) If any loss is shown on tanks other than 2 & 4 then those tanks are obviously damaged.
[Page Break]
(5.) If loss is shown on 2 & 4 damage may be to the tanks or to the pipe line because these tanks are feeding the engines. To check tanks, change to another tank in each system already checked and then treat 2 & 4 as tanks not in use. If a loss is now shown on a 2 or 4 tanks it is the [underlined] tanks [/underlined] which is leaking.
Pipe Line Damage
(1.) Whilst carrying out the check on the tanks if the pipe line is damaged it will be noticed that the no 2 or 4 tank on the particular system in which the damaged pipe line is, will be giving an excessive Engine Consumption units in comparison with the other 3 engines or Computer check against boost & revs. It could be the tank or the pipe line, but having already checked the tanks the [sic] it must be the fuel line from the tank to the engines.
(2.) To Cross-check change over to a tank already checked, if the consumption is still in excess on this fresh tank then the damage is in the fuel line.
[Page Break]
Action to Take
If it is found to be a tank that is damaged the F/E should make use of the fuel remaining by running two or more engines (depending on the size of the tank & size of damage) off this one tank. He should take care to change over before the tank runs dry. Having [indecipherable words] drained the tank he should turn off the cock and leave it off for the rest of the flight thereby isolating the damage & the rest of the system can be used without further loss of fuel. If it is a pipeline that is damaged, then whichever tanks in that system is turned on it will show a loss, so it is necessary to drain the system, one tenth at a time on as many engine as is safe. When the system is drained feather the prop & proceed as normal on 3 engines, the corresponding system on the other side can be [undecipherable words] leaving sufficient fuel in the system to come into land with without having to use the inter-engine Balance lock in the undamaged mainplane.
Wobble Ramp
This too has found useful for airlocks but it is no use trying to make it take the place of a fuel gauge over -4 to 0 Boost at 1900RPM
An outbound Engine may be kept running by
[Page Break]
[indecipherable word] of the Wobble pump, providing that the main fuel to the inboard engine is not damaged on the tank side of the NRN.
If on the Inboard Engine may be run on the Wobble pumps providing the main fuel line is not damaged in any way on other side.
[underlined] Oxygen System [/underlined]
Test oxygen on the ground first is climbing to 15,000 ft at 2,000 per min.
When changing M to S with a Bomb load. If Mark X Regulator instruments glass goes long interchange with boost gauge cover.
A.M.O- A247 (18/3/93)
Para II (1.) Oxygen is to be used from ground level when climbing to over 15,000ft at a rate of 2,000 feet per minute.
(2.) To ensure goof night vision Oxygen is to be used from ground level by crews of night flights aircraft engaged on ops.
(3.) Oxygen is to be used by all occupants of aircraft flying at heights above 10,000ft.
(a) If the flight is likely to last more than 1 hour above 10,000ft
(b) If the flight is at night or (c) if the cold
[Page Break]
is extreme
(4.) Oxygen is to be used by all occupants when the aircraft reaches a height of 15,000ft
(5) At night pilots and air gunners of bomber aircraft are to continue to use oxygen until the aircraft has landed, in order retain minimum night vision.
Bomber a/c filled with [indecipherable word]
When oxygen is required as laid down in para II sub para I & (2) as above the Regulator is to be set initially to the 15,000 ft mark. When 15,000ft is reached the Regulator is to be set to 15,000 ft at 20,000 ft or above the regulator is to be set at least 5,000 in excess of the altimeter height.
Para 1g Lines on uses of oxygen order no form but may be beneficial during the performance of arduous task, the flow laid down above should be regarded as a minimum and may be increased but only if the endurance of the oxygen supply will still be adequate for the completion of the flight.
Oxygen Regulator X & XA
Endurance of 1 x 750 liter cylinder Mark V per man to manifold Mark IC.
[Page Break]
[Table]
Position of Portable Oxygen Bottle Mark III
(1) Port side bomb aimers compartment
(2) No 2 & 3 back of second pilot seat
(3) No 5 Starboard floor front of front spar frame.
(4) No 5 on the floor starboard side behind front apex frame.
(5) No 6 Port side on Floor between draft door & rear spar frame.
(6) No 7 Starboard side opposite main entrance door.
(7) No 8 On rear gunners parachute escape unit
[Page Break]
[underlined] Electrics [/underlined]
Fuse No 25 for Undercarriage circuit.
No general volt meter only 2 Red warning lights. No amp meter when; voltmeter fitted in long level circuit.
If red warning lights the [indecipherable words]
Accumulator Charging Circuit
There are 4 x 12 x accumulators situated in the rest position connected I series parallel supplying the power for the operation of all electrical circuits in the aircraft. These accumulators are kept fully charged by two generators driven by the inboard engines. The generators are connected to the accumulator automatically when the voltage of each generator rises above that of the accumulator i.e at an engine speed of between 1700 & 1800 RPM. The normal charge rate indicated on the ohmmeter (not in Mark III) in between 5 & 20 amps, depending in the state of the charge of the accumulator. Whilst a heavy load is being taken from the accumulator e.g. undercarriage retraction, the charge rate from the two generators will increase to 50 amps charging and the voltage will fall to about 22 volts. The F/E should check the charge rate & voltage frequently after starting the engine and during flight.
[Page Break]
every 5 minutes throughout the trip.
After the operation of starters, undercarriage motors etc, the F/E should check that the charge rate & voltage return towards normal within 3 minutes of the completion of the operation.
Fuse Position Service Operating
Bomb Aimer Compartment Starboard side on Selector Panel} 2 Fuses for Bomb firing, nose & tail 5 amp
Same Position {1 x 40 amp fuse for Bomb Releasing
Same Position {1 x 2.5 amp fuse for Distribution Heating
Bomb/A Compartment Port Side {1.25 amp fuse for LR compass 1 x 1.25 amp fuse for Bomb Sight Sign
Navigator Position, Port Side on Armoured Bulk Head {1 fuse for altimeter
Joe Soaps Shop, Starboard Side forward of Front Spar Main Fuse Panel for General Services (64 fuses)
Between Rear Spar & Soft proof Bulkhead on Relay Panel Port & Std 1 x 60 amp each side for Generators 2 Booster 5 amp coil fuses cock side
[Page Break]
In each Turret 1 Heated clothing Fuse 1 Reflective Light Fuse 1 Call light Fuse
[Diagram]
Engine Running in Feathering Circuit
[Page Break]
[Diagram]
[underlined] Short Make [/Underlined]
There are 7 valves inside the ly [sic] 2 large – 650 UA 4 @ 75lbs [symbol] + 1 return valve at75 lb [symbol]
The [indecipherable word] by which is indicated by a yard red bond around the outside of the beside a wooden block fitted in the upper portion and a 2 inch extra liner inside. [deleted] [indecipherable word] [/deleted] which shortens the external by 2”
Fitted Short Leg.
(1.) Leg fully extended
(2.) Connect oil pump to it & open half a turn remove (a) plug (if by is empty it will hold 1 gall of oil approx.) DTD 34A/44 type A into freeze.
(3.) Pump oil in at D when solid oil exudes from A replace plug A
(4.) Connect air pump to B and fill to 15 – 100 lbs [symbol]
(5.) Pump in required pressure from an 8 inch extruder 535-560 lbs [symbol]
[Page Break]
[Diagram]
Filling of Turner Leg
(1) Connect up oil pump to air & oil delivery valve, pump in out 5 pints of oil, disconnect oil pump
(2) Connect the air pump & deliver pressure 75-100lb [symbol] apply this pressure for 5 minutes then undo oil back plug & flow out surplus oil.
Close oil level plug & purge air to 600 – 630 lbs [symbol]
[Table]
[Page Break]
[Table]
Tail Strut Dowty Leg
4’2” 450
4” 485
3 1/2” 535 [indecipherable words] oil
3’ 595
2 1/2” 675
2” 755
1 1/ 2” 875
1 1040
Filling Dowty Leg
(1) Place jack in position
(2) Undo needle valve half a turn allowing the leg to fully compress
(3) Connect up oil pump & pump in oil
(4) Disconnect pump & allow [indecipherable word] oil to blow off
(5) Leg fully extended
(6) Connect pump (oil) & pump up to original pressure of 450 lbs [symbol]
(7) Close needle valve & remove pump
[Page Break]
Operations of selector lever & motor switch to raised position
When the undercarriage selector lever is operated from the down position to the raised position it operate the cable from in the undercarriage recall, select the up Selector Switch depresses the spring in the telescopic strut (this is connected at one end to the cable drum, the other end to the hell comb lever). Preloading the telescopic strut transfers the loading effect to the cell [indecipherable word] lever so that when the locking cam [indecipherable word] over it will return the locking cam in position.
The electric motor will now operate.
The undercarriage will [indecipherable word] at the brace hinge joint, in lever being, the Down Trip Switch will be pushed in making the contacts for the relay circuit & [indecipherable word]. The indicator light switch will come out extinguishing the Green Light. The Undercarriage controls to go up until the hook of the undercarriage comes up against the locking cam pushing it over & breaking the up trip switch (breaking contact for the relay circuit making contact for the Red Helicopter Light) At the same time allowing the hell crumb lever to come over and retain the locking cam position.
[Page Break]
Operation of Selector Lever & Undercarriage
When the undercarriage selection lever is moved from the raised position to the down position it turns the cable drum pushing in the down selector switch, releases the tension on the telescopic strut thus allowing the locking cam to move when the electric motor operates. Select down on the master switch. As the undercarriage commences to come down the undercarriage hook will push the locking cam into it original position, during this action the up trip switch will be pushed in (making contact for the up relay circuit) (breaking contact doe the red indicator light) Undercarriage continues to come down until the down trip switch is broken (down relay circuit & [indecipherable word] circuit ) The green indicator light switch is pushed in making contact for the Green light to come on.
Undercarriage [indecipherable word] lowering Operation
[indecipherable word] Type
When it is required to lower the undercarriage by manual means. Check whether off indicator lever & monitor switch. Check fuse & [indecipherable word], if this check fails to get it to operate, switch off master switch, move locking pin from red star wheel & turn clockwise to full extent, try circuit again.
[Page Break]
If it still refuses to operate, switch of [sic] master switch & remove fuse.
Remove locking pin from [indecipherable word] control box. Turn [indecipherable word] hard 180 & [indecipherable words] and at the same time press the green box through the hard position, continue to [indecipherable word]until press lever [indecipherable words]
Resetting of Undercarriage after manual operations
Manual Operation
Intermediate Type
(1) Wind rest star wheel anti clockwise to the full extent & replace locking pin.
(2) Return long lever to motor position & agitating [sic] [indecipherable word] to home position replace locking pin.
(3) Run flaps fully out
(4) Check that friction wheel is in correct position
(5) Rotate Torque Shaft until slots on tongue of clutch body are opposite the live returning pins, lift clutch body out of engagement with the cog on the strut shaft at the level gear (at this position the flange on the clutch body will be above the retaining pins) Rotate the torque shaft a few more degrees so that the retaining pins will come to rest in the grooves on the
[Page Break]
bottom side of the clutch body flange.
(6) Return the switch to its normal position i.e to the top of the rack.
(7) Rack level gear start shaft at the same [indecipherable word] arresting the pins on [indecipherable word] towards the top stop; when the pinion lever [indecipherable word] up at the to stop discontinue rocking gear.
(8) Lock torque shaft n fuselage.
1/3 Flap for take off
(1) Switch on [indecipherable word] Light by means of pull & push switch
(2) Switch flap motor switch to out position when Red light appears – switch off.
(3) Switch flap motor switch to in position & [indecipherable word] and light is extinguished switch off.
Clicking Flap [indecipherable word]
(1) In flap fully in place i.e. down on a/c straight position of the flap, take a reading
(2) With flap 1/3 out take a second reading having the [indecipherable word] on the norm position the first check the difference [indecipherable word] the first & second reading should be 8” [indecipherable word] + or- 10 mm
(3) With flaps fully out take a third reading having the [indecipherable word] as for the other 2 check the difference between the first and third reading
[Page Break]
should be 26° [symbol] 30mm.
[indecipherable word]
BTH Compressor with 300lb NRY, on port IMOR on front face of auxiliaries – oil seal is starboard side of a [indecipherable word] - [deleted] [indecipherable words][/deleted] Oil trap on Starboard side behind 2nd pilot – 2 NRV on T union – 2 Bottle before which is the charging valve NRV – air filter – Branch to triple pressure gauge is[indecipherable words] lunloys [symbol] relay valve attached to Rudder bars – Bowden Cable to Brake lever, giving progressive & full power looking – correction to Port & Starboard sides from which are to be 2 correction to triple indicators.
(landing light connection left of starboard hatch between NRV & Battle – Control Calve)
Position of Fire Extinguishers
(1.) Under the 2nd Step of Bomb Aimers Compartment (small)
(2) On the lock of 2nd Pilots Seat (small)
(3) Forward side of life in Deck (1 small)
(4) Right hand side of F/E Panel (Large)
(5) On Starboard side of fuselage aft of Escape Hatch (Large)
(6) On Turret side of Rear Turret Draft Screen
Position of Gravity Switch
(1) On Port Side of Front Turret Draft Door
[Page Break]
Merlin Switch
On sloping bulkhead, Port of B/A Compartment.
Flame Switches
2 On the engine side of lock live proof bulkhead
1 Horizontally up port – 1 vertically Bottom Centre
4 Press Button Switches left of Pilot Seat
Hydromantic Prop
5,500 Type made in 2 ranges (1) 10 -90° (2) 18-98 ° Stirling uses (2). Feathering P. 93 ° Fire Patch
25 °Course Pitch 53 ° Constant Speed Range 28 °
Oil Seals
1. Dome to Barrel Seal (Stomper Turret Barrel)
2. Dome Plug Seal
3. Spider to Shaft Oil Seal 1 Steel Washer under rack
4. Blade to Barrel Seals (4)
5. Spider to Barrel (4)
6. Barrel half oil seal.
7.Piston Gasket Seal
Any leakage from any seal but not No2 will be CS Oil & will cause fluctuation in R.P.M
[Page Break]
Damage to Dome if on front it can be feathered but will unfeathered.
Torque loading on the blocks is 50-90ft lbs
Low torque loading may result in prop unfeathering on its own after a time.
Pre loading on blade gear segment is 13-23/000 Pressure off C S oil [underlined] up to [/underlined] 200 lbs [symbol]
Feathering in the air
(1.) R.P.M. Lever in reverse position.
(2) Press Feathering Button
(3) Close throttles
(4) Switch off ignition & [indecipherable word] after engine stops
Unfeathering in air.
(1) R.P.M lever in reverse
(2) Throttle closed
(3) Press Feathering Button & hold in until 600 – 1000R.P.M is attained.
(4) If engine has travelled cold for some time wait until RPM has reached 600 pull out button till 1000 is reached press button to 600 & repeat to circulate oil.
Pressure [indecipherable words] 400 lbs [symbol]
[Page Break]
Installation of Prop.
(1) Press distribution sleeve into positive click unscrew shaft
(2) Install Blade and Barrel assembly onto shaft
(3) Place into position washer & spider to shaft and seal.
(4) Assemble split cone onto hub nut and screw onto airscrew shaft – torque loading 900ft lbs (RHT)
(5) Place [indecipherable word] in position (Extractor)
(6) Screw in Distributor value (LHT) torque loading 100ft lbs make sure of 100% seating
(7) [indecipherable word] lick hub nut & distributor valve, place the [indecipherable word] provided in the grove on the outside of the [indecipherable word] with the peg on the hirchip through one of the holes in the hubnut into one of the [indecipherable word] on the D.Vs
(8) Turn the blades to the backed position & pull the dome opposite the half numbered 1 as the stop plate, [indecipherable word] the outside of the barrel against the peg marked 1 x place done in position, 2 marks aligned & screw down dome nut to 650 lb torque loading. At correct position a lug on the barrel nut [symbol] should line up with a hole marked [symbol] on the blade assembly and grub screws inserted. Then check two blades lock to
[Page Break]
45° by arrow & check on other blades
Constant Speed Unit
Compress spring to [indecipherable word] RP17.
Lump Valve 400lb present Prop Feathering in a dive.
Snags
(1.) Drive to CSU sheared – maximum RP17. (Fine)
(2.) Broken Spring on Valve in CSU – minimum RPM (loose)
(3.) Np Oil to C.S.U. – Maximum PRM (Fine)
(4.) Lining in Distribution Valve Broken – Maximum RPM (Fine)
(5) Feathering Switch stuck. Pressure bit out Switch sticking – Feathers & Unfeathers
[underlined] Carburettors [/underlined]
C.H. AIT 132 M/CI
2 get Boxes
Starboard
Main, SR, Power, Power Bleed
Port
Main, SR, Enriched, Correction Jet
Chokes & Throttle Shaft warmed by oil.
Relief valve 35 lbs
Enrichment jet delivers through 1 hole in each choke wall
Main connector & Power deliver through main delivery
Accelerator & delayed pump deliver through 1 nozzle in each choke
Quality screws enrich slow R mixture by screwing in.
[Page Break]
Air intake Pressure inside link work. Chokers connected with Mixture Control [indecipherable word]
1/2 pint oil in Link Work Chamber. All jets are M.C Except enrichment.
Adjustment of Booster Settings
Start up engine & when worm open throttle to the rated boost position & set RPM to 2,400 and set boost pressure to +6, by adjusting the nut on top of the override stick. Throttle lock to cruising boost, RPM still 2,400 and adjust boost to +2 by means of the topper on the left hand side of the tappet block.
Throttle back to S Running, change to S gear, airscrew fully fine & open throttle to take off boost position, adjust boost to +8 1/4, by means of the centre tappet block. Right hand tappet is Boost Reversal Cam.
[Page Break]
[underlined] Hercules VI [/underlined]
[Diagram]
A.B.C.
Servo piston is pushed down to open throttle. If oil fails – throttle full control.
If capsule breaks = Full control of throttle.
M.C.
Sleeve operated
Still considered serviceable with 2 capsule U.8.
[Page Break]
[underlined] Hercules VI [/underlined]
Bore 5 3/4”
Stroke 6 1/2
Compression Ratio 7-1
Cylinders numbers 1-14 Front Even Back Odd 1 vertical Master Con Rods 4 + 11
Firing Order 1
10 – 5 – 14
9 – 4 – 13
8 – 3 – 12
7 – 2 – 11
6
Engine Handling
Cylinder Head Temps
Takeoff [sic] – Max 230°C at start of run
Climbing – 270 °C Max limit for 1/2 hour
Cruising – max 270° C indefinite
Emerging Maximum – 280°C
Minimum for Runup [sic] – 140 °C
Oil Temperature
Minimum for Takeoff [sic] – 5° C
Max for Cruising – 80° C
Max for Climbing – 90° C limit for 1/2 hour
Emergency (1 Engine Stopped) – 90° C
All out level Flight – 100° C limit for minutes
[Page Break}
Oil Pressures
Normal Oil Press. = 80 lbs [symbol]”
Minimum Oil Pressure = 70 lbs [symbol]”
[underlined] Ground Setting [/underlined] = 90lbs [symbol] “[indecipherable word] Temp 70 °C and RPM above 2,000
[Diagram]
IVO 15° BTDC
IVC 55° ABDC
EVO 55° BBDC
EVC 15 °ATDC
Slave Valve
3 [indecipherable word] 2 exhaust 1 [indecipherable word] Ring Induction Mark Connection on each junk head for Thermo Couple to pyrometer, only No 1 used on Sterling.
2 Gas Ring on junk head. Lifter Valve set to 350lb on no account to be reset.
Piston
Different on 4 & 11 = 2 Compression Rings
1 Chord Scraper Ring – 1 Rectangular Scraper Ring
All [indecipherable word] = 2 compression Rings – 1 Double turret Ring - 1 Chamfered Scraper Ring
[Page Break]
Jets – drain to Impellor – Breathers
Jets – Rear one set to 35-40. Front one 25-30 In crumb wets – primarily for cooking.
Drive to impellor – from Spring Drive to Hydraulic Clutches. Hydraulic Clutches to Centrifugal Clutch to Impellor.
Valve to Choker Feather, Blower Cover Breather
Front cover Breather, Lit Tank Breather.
Impellor supported on 2 Ball rolls.
Crank Shaft supported on 3 Roller rolls – Front & Centre Self aligning.
Automatic Coupling on Magnetic range of 8° from 16° - 24° of [deleted] [indecipherable word] [/deleted] spark adornment BIDC
Scallops on Main Bearing towards inside, Rural Oil seals inside, Phosphor [indecipherable word]Oil Seal outside against webs.
[Page Break]
Worth Oil Dilution + Oil System Operatives.
After landing, top up all oil tanks and when oil temp has follow heater 45°C restart Engines & runs at approx. 1000 RPM.
Press oil dilution buttons and hold in for approx. 3-4 minutes according to the air temp, stop engines release oil distributor buttons
[Diagram]
SUFFICIENT FOR HEATER IN PIPES IF TANK IS HOLED.
[Page Break]
Lubrication System
Pressure oil is delivered up through a duct in the rear cover into the circular groove of the tail shaft bearing the oil goes through 3 holes into the centre of the tail shaft and along the tailshaft [sic] into the rear web of the crankshaft, some of this pressure oil comes out through a jet set is the web (35-40lbs) but the majority [indecipherable word] onto the rear crank pin, out through holes in the crank pin to lubricate the main bearing and the wrist pins. The oil carries on through the crankshaft to the front crank pin, lubricating the main bearing & unit pins as before, carries on to front crank nut out through & jet in crank nut (25-30lb) and the remainder carries on through the crank shaft into the tail end of the induction gears, up the 3 strut arms to lubricate the final pinion.
High pressure oil is also delivered by means of a pipeline to the front cover, if the front covering a U section ring & holes are drilled from this ring through the casting into the bottom of the slave spindled brushes, travels along the centre of sleeve gear spindles to lubricate the universal joints on the ends of the sleeve. The [indecipherable word] gets its oil from the U-section ring and delivers it to rear of piston in dome, ma/ducts drilled in Reduction Gear coning. 2 Ball Races supporting impellor Shaft are lubricated by an intermittent feed
[Page Break]
fuel pump.
Amal Valve must be mounted not more than a foot above or below the carburettor & with the big spring either towards the bottom or on the side.
Oil Pump
Relief Valve set at 80lb (scroll Restrictor)
Check Valve set at 4 – 10 lb
HIOP Relief Valve set at 200lb
In Hercules VI Check valve has Boil Valve with it to relieve lock pressure from prop.
[underlined] Engine Handling [/underlined]
Starting
If engine has not has [sic] run for 24 hours turn over at least twice by hand.
Starting Drill
Switches off
Throttle primed & Set (Exactor) 1 1/2 open
M.C primed & Set to Normal
Pitch Control primed & Set Fully Fire UP
Master locks – On
Cowling Gills fully open
Air Intakes – Cold
Supercharger – M
Fuel Tanks – 2 + 4 ON – Balance Locks OFF
[Page Break]
Ensure all clear – Wheels chocked
Do not prime Engine until turning over.
Start Engines one at a time PO PI SI SO
Contact
Switch of [sic] Mags & Booster boil
Start Priming
Press Starter & when engine starts screw in Priming Pump switch of Booster boil.
Warming Up
Slow run at approx. 800-1000 RPM until oil temp has risen to 5°- 15°C N.B Oil pressure should rise [underlined] immediately [/underlined] on starting. Wait until Cylinder Head Temp reaches 140 °C while S Running test mags.
Engine Checks
(1) Open throttle to 1500 RPM change to S. gear and observe drop in RPM, Change back to M Gear.
(2) Open throttle to max Cruising Boost, set RPM to 2000 & move throttle forward & backwards RPM should not change, Boost will vary.
(3) With throttle in Max Cruising RPM to 2400. Change to weak mixture – note drop in RPM (1 1/2 to 3 1/2)
(4) Open throttle to the TO Boost Position Pitch fully fire & observe static RPM & Boost
(5) Throttle back to cruising Boost & Test Mags
[Page Break]
Maximum drop 120 RPM.
[underlined] Taxying [/underlined] is normally done on the outboard engines but if the cylinder feed temps exceed 250 °C use alternative with inboard engines taxying RPM should not exceed 1500.
Clear engines prior to take off, hold throttle fully forward to prime.
Take Off
(1) Supercharger – M Gear
(2) Air intakes – cold
(3) Tanks 2 +4 on Balance locks off
(4) Cowling Gills – 3 open
(5) Undercart Fuse – In
(6) M/G Normal
(7) Airscrew – Increase position
(8) Open Throttle fully & takeoff [sic]
Climbing
At a 1,000 ft or after 3 minutes which ever is the sooner throttle back to [indecipherable word] Boost position. RPM 2,400. INS for climbing 155 Max Power is M Gear 5,500 ft. Climb limited to 1/2 hour change to S Gear 6.9000 ft or after losing 2 1/2 lb Boost Rated Altitude in S Gear 13,500.
[Page Break]
General Flying.
At the height required level out and throttle back to Cruising Boost position and set the I.A.S. by adjusting the RPM, M/C is weak.
.
Recommended speed IAS 170 loaded.
Prime Exactors every 20 minutes in flight . Test Weak Mixture every 20 minutes.
Never use S gear except when climbing above 9,000 ft or you cannot maintain correct IAS in M Gear but even then it is no good climbing to S Gear unless you can obtain 2 1/2 lb more boost in R mixture or 1 1/2 lb more Boost in weak mix. It is no good using S Gear below 14,500 ft for Cruising. Full Throttle Height in M - +2 – 2400RPM is 11,500 in S Gear 19,000
As aircraft becomes lighter Reduce BHP to maintain need economical IAS by reducing RPM or by flying above full throttle height
Tanks
(1) 80 2 + 4
(2) 331 7 + 3
(3) 63 7 + 6
(4) 254 7 + 5
(5) 164 1 + 5
(6) 81 3 + 5
(7) 154 2 + 4
[Page Break]
Return from Target
After bombs have been delivered IAS down to 165 by decreasing RPM or by flying above full throttle height.
Power Glide down to Base
Reduce RPM to 1800 Boost to -4 and maintain IAS by altering angle of glide.
Approach & Landing
Prime all Extractors. Supercharge – M Gear. Air Intakes – Cold. Tanks 2 + 4, Props – Fine Gills – 1/3 open, M/C – Normal
Landing RPM approx. 7,500.
After Landing
Open Gills fully, Check Supercharger M to S to M. Slow Run for 2 or 3 minutes, Open throttle to 18,00 RPM for 5 -1 0 seconds, Throttle back to Slow Running & pull Cutout [sic]. Switch of mags, turn of [sic] fuel. Close Gills & turn G to F Switch to Ground Remove underant Fuse.
Air Intakes
Always use cold air except when (1) Warming Up (2) Cruising in Cloud, rain, snow etc. (3) Prolonged Gliding.
[Page Break]
Cooling Gills
(1) Starting Up – Fully open
(2) Takeoff [sic] & Landing – 1/3 open
(3) Diving – Fully closed
(4) General Flying – Closes as much as possible without Cyl Head Temp Exceeding Limits.
[Diagram]
Weak Mixture Climb
This is permitted but not recommended this is because the engine overheat.
Engine log is made up every 20 mins and every change of aircraft or engine correction.
Full log is made up every hour and every time a tank is turned on or off.
[deleted] [indecipherable word] [/deleted]
Factors which effect Range.
Incorrect IUS. Low Boost. High Pres. Cruising is Rich. Using S if M will do. Gills unec[deleted] [indecipherable word] [/deleted] essarily open. Pour jet in through not priming. Flying too high/with heavy load.
[Page Break]
Hercules VI
Normal oil pressure 80lbs [symbol] minimum 70 lbs [symbol]
Minimum oil temp for opening up 15°C Emergency 5°C Maximum cruising oil temp 80°, 30 mins climb 90° Emergency 100° for 5 minutes.
Takeoff [sic] H.P 1615
Takeoff [sic] Cylinder Head Temp 230° before start of run. Max Cyl Head Temp is Flight 270° Emergency 290° All Auto Level Cyl Head 280° Emergency 300°C
Hercules XI
Bore 5.75
Supercharger gear ratio M – 5 .27 S – 7.56
Weigh Dry 1840lbs Carb CH.AIT 122/M
Oil Temp & Press some as VI
Takeoff [sic] H.P 1525-1590
Takeoff [sic] Boost & Runs +6 3/4 – 2800
Rated Boost +3 1/2 – 2500
Maximum Cruising +1 – 2500
Max diving Revs – 20 seconds – 3120 +6 3/4
Fuses to be taken out after [underlined] leaving English coast on operations [/underlined]
Fuses 5+6/ +7
5 – Navigation Lights
6 – Formation Keeping Lights
7 – Identification and Recognition Lights
[Page Break]
Fuses to be taken out before leaving [underlined] aircraft [/underlined]
Fuse 75 – Undercarriage
Fuse 74 – Engine Starting & Airscrew Hydraulic Control
Fuse 36 – Dinghy Inflation Circuit.
Fuse 43 – Engine Starting & Airscrew Hydraulic Control
Fuse 50 – Pets Head Healing
Fuse 58 – Tri – cell -Flore chute.
Fuse 14 – Grovinor System Circuit.
[Page Break]
[Blank Page]
[Page Break]
1st week – Airframe
2nd week – Electrics
3rd week Making Course
4th week – Engines & [indecipherable word]
5th – Engine Handling
6th week Revision & Back up
[underlined] Abandoning by Parachute. Stirling [underlined]
[underlined] Engineers [/underlined]
Normal Method.
(1.) At Engine Controls.
(2.) Acknowledge Order
Move forward.
Check Parachute Harness is secure.
Collect & fit Pack from stowage opposite W.C
(3.) Move to forward compartment
(4.) Prepare to jump.
(5.) Face forward & leave plane after front Gunner, head first
Emergency method.
(1) At Engine Controls
Acknowledge Parachute is secure (Harness)
(2) Collect & fit Pack
Move aft to Mid Escape Hatch
(3) Open Mid Escape Hatch
Face aft & leave aircraft by mid Hatch, feet first.
[calculations]
High Value Fuel; 3411/111
[Page Break]
R. Horrington
11 [indecipherable word] Road
North Chingford
E.4.
T Jeffconte
37 Walter Road
[indecipherable word]
On Thames
[indecipherable word]
[deleted] [indecipherable words] [/deleted]
[Diagram]
[calculations]
[Page Break]
[Graph]
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
Stirling course notes
Description
An account of the resource
AF Notebook. Contains graph, lists of engine types, aircraft details, diagram of aircraft, notes and diagrams of fuel system, handling notes and procedures. Notes on equipment including dinghies and drills, pyrotechnics, emergency packs, automatic pilot, various equipment and other drills.
Creator
An entity primarily responsible for making the resource
A Gould
Format
The file format, physical medium, or dimensions of the resource
Multi page booklet
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
MGouldAG1605203-160708-10
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
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
Claire Monk
aircrew
flight engineer
Stirling
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/262/28712/MGouldAG1605203-160708-11.2.pdf
8bffc914d1fdf30c4129185cce002e74
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
Gould, Allen
Allen G Gould
Allen Gould
A G Gould
A Gould
Description
An account of the resource
Twenty-seven items. Concerns Allen Geoffrey Gould (b. 1923, 1605203 Royal Air Force). He completed a tour of operations as a flight engineer with 620 Squadron and the Special Operations Executive. Collection consists of an oral history interview, his log book, flight engineer course notebooks, pilot's and engineers handling notes, mention in London Gazette, official documents and photographs.
The collection has been donated to the IBCC Digital Archive by Allen Geoffrey Gould 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
2016-07-08
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
Gould, AG
Requires
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Sgt. Allen G. Gould – 1605203, was born in 1923, after leaving school in Bournemouth at 13, he worked for the Danish Bacon Company until being called up in 1943. Choosing to join the RAF, initially wanting to be a Navigator, he ended up as a Flight Engineer, flying in the Short Stirling Mk. I, II, III and IV variants. Training at RAF St. Alban, then the Heavy Conversion Unit. Allen joined No. 620 Squadron, flying from various bases, RAF Chedburgh, RAF Leicester East and then RAF Fairford. The roles for this squadron were not just bombing missions but Minelaying, Supply drops, Glider Towing and Paratrooper drops. He took part in D-Day, dropping paratroopers from the 6th Airborne Division over Caen, France on the night of 5th June 1944, returning on the 6th towing a glider of heavy equipment. He was also a part of Market Garden, towing a glider on 17th September 1944 and returning on the 19th and 21st on supply drops. There were also numerous drops on behalf of Special Operations Executive (SOE) as well as Special Air Service (SAS) dropping supplies and paratroopers.
Andrew St.Denis
Allen Gould was born on 16 June 1923 in Bournemouth. He left school at fourteen and worked for the Danish Bacon company until he was called up. His father having spent four years in the trenches, in WW1, advised him against joining the Army, so he volunteered for the Royal Air Force.
He joined the RAF on in October 1942 and following basic training he attended the first-ever direct entry, Flight Engineers’ Course at RAF St Athan.
On completion of flight engineering training, he joined up with his crew on 1657 Heavy Conversion Unit at RAF Stradishall, then moved with them onto 620 Squadron at RAF Chedburgh and later RAF Leicester East.
The squadron later relocated to RAF Fairford where they trained to tow gliders. He was billeted with 12 others in a Nissan hut, conveniently close to a trout stream. They often caught trout, away from the watchful eye of the bailiff and cooked them in a tin on the large coke stove that heated the hut. The illicit bounty was a most welcome supplement to the barely adequate daily rations they received.
Direct out of training with no aircraft experience he had to earn the trust of his crew who up until then had only come across experienced flight engineers. On only his second operational trip and flying with an inexperienced crew, they arrived late over Ludwigshafen, where they found themselves alone and under concentrated anti-aircraft fire. The aircraft was being peppered and was full of holes while the pilot was executing extreme manoeuvres trying to avoid further damage. A fuel tank was hit and Allen had to work hard to ensure the engines received sufficient fuel to keep running. At the same time he had to make sure there would be enough fuel remaining to get back to the south coast of England for an emergency landing. As the aircraft approached the runway, the airfield lights went out and the pilot announced he was going to do another circuit. Allen told him, bluntly, he couldn’t as he didn’t have enough fuel, so the pilot made a steep turn and conducted a blind landing with no fuel to spare. Allen bonded well with his crew and in their free time they would often all go out to the pub together.
Throughout his tour his squadron undertook a variety of roles, much of was it in support of the Special Operations Executive personnel, operating covertly in occupied Europe. They also trained to tow gliders and dropped parachuting troops on D Day.
Allen completed 32 operations as a flight engineer with 620 Squadron and he totalled over 460 flying hours on Stirlings. PGouldAG1610.2.jpg (1600×2310) (lincoln.ac.uk)
For his services to 620 Squadron, he was ‘Mentioned in Despatches’ for distinguished service. MGouldAG1605203-160708-13.2.pdf (lincoln.ac.uk)
Post war, he married his wife, Norma, who was training as a mechanic at St Athan when he met her. PGouldAG1601.2.jpg (1600×2412) (lincoln.ac.uk)
Allen was discharged in October 1946 having attained the rank of Warrant Officer. PGouldAG1604.1.jpg (1600×2330) (lincoln.ac.uk)
He returned to the Danish Bacon company where he worked for another 40 years.
Chriss Cann
October 1942: Volunteered for the RAF
January 1943 - July 1943: RAF St Athan, Flight Engineer Training
July 1943 - September 1943: RAF Stradishall, 1657 HCU, flying Stirling aircraft
September 1943 - December 1943: RAF Chedburgh, 620 Squadron, flying Stirling aircraft
January 1944 - March 1944: RAF Leicester East, 620 Squadron, flying Stirling aircraft
March 1944 - April 1945: RAF Fairford,620 Squadron, flying Stirling aircraft
8 October 1946: Released from service having attained the rank of Warrant Officer
Chris Cann
Dublin Core
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Title
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Flight engineer's log
Description
An account of the resource
Sortie logs for Stirling I. on a number of trips with no dates.
Creator
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A Gould
Format
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Printed logbook filled handwritten filled in
Language
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eng
Type
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Text
Text. Log book and record book
Identifier
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MGouldAG1605203-160708-11
Coverage
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Royal Air Force
Royal Air Force. Bomber Command
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.
aircrew
flight engineer
Stirling