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https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/416/7654/MTwellsE171780-151026-05.2.pdf
dbb4dd8ff4890d937b57eefd88e10a2c
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
Twells, Ernest
Ernie Twells
E Twells
Description
An account of the resource
19 items. The collection concerns Flying Officer Ernie Twells DFC (1909 - 1979, 6042416, 805035 Royal Air Force) and contains his log books training notebooks, his medals and lucky mascot. It also includes a scrap book of photographs.
Ernie Twells served as an engine fitter before remustering as a flight engineer. He completed 65 operations with 619 and 617 Squadrons including sinking the Tirpitz.
The collection has been loaned to the IBCC Digital Archive for digitisation by Ernest Twells and catalogued by Barry Hunter.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-10-26
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
Twells, E
Access Rights
Information about who can access the resource or an indication of its security status. Access Rights may include information regarding access or restrictions based on privacy, security, or other policies.
Permission granted for commercial projects
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
[underlined] F/O TWELLS [/underlined]
NAVAL No. S400
R.A.F. Form 619.
ROYAL AIR FORCE
Notebook for use in Schools.
[page break]
[blank page]
[page break]
[underlined] Newtons 3 Laws [/underlined]
[underlined] 1 [/underlined] A force is that [deleted] wich [/deleted] witch [sic] changes or lends to change a [indecipherable word]
[underlined] 2 [/underlined] Rate of change of momentum is proportional to the impressed force
Momentum – WT x Velocity
Momentum given by a force = Force x Time of action
M = W x V
[formula]
[underlined] 3 [/underlined] Motion and action are equal and opposite
Moment of a force about its point is its twining effect about that point and it is measured by the product:-
FORCE X PERP DIST of lines of action from the point
Work done – force x dist
[symbol] = 3 x 6 ft lbs
= 18 ft lbs
[underlined] Energy cap. for doing work
[page break]
Energy: Potential position
Chemical
Electrical
Heat.
Kinetic – motion 1/2 mass x V2
[underlined] POWER [/underlined] Rate of doing work meas [sic] in ft lbs sec
[formulas] [symbol]
For N of [indecipherable word]
Work done = Force x Dist
[formulas]
[page break]
Work done =
[torque formula]
Power [torque formulas]
[underlined] AIR AND ATMOSPHERE [/underlined]
[page break]
[blank page]
[page break]
[underlined] AIR AND ATMOSPHERE [/underlined]
[underlined] Resource [/underlined] force/units area
[formulas]
[page break]
[formulas]
[underlined] ATMOSPHERE [/underlined] [formulas]
[underlined] Pressure Altitude [/underlined] To the altitude corresponding to any given pressure in the standard atmosphere.
[formulas]
[temperature differentiations]
[page break]
[underlined] MEC EQUIV OF HEAT [/underlined]
I B T U = 778 ft lbs.
[underlined] CALORIFIC VALUE 1lb 100 OCT = 19,000 P.T.U
I.T.E [formula]
B.T.E = [formula]
[page break]
[underlined] AIR FLOW OVER A BODY [/underlined]
[symbols] [formulas]
Force on a body in a relative air flow depends on the square of the Velocity the density of the air & the area or size of the body a constant depends on the shape
[underlined] AIRSPEED [/underlined]
[symbols] [formulas]
[page break]
In the indicator box there will only be pressure P
Different to pressure = K10 V2
Difference in pressure gives an expansion of capsule and this gives a reading on dial. in knots/MPH)
Force on aircraft = [formula]
Pressure pilot head = [formula]
Ratios = [formula]
Errors
Position error Error due to constant change of pressure around aircraft on through out [sic] speed of A/C position of pilot static head Speed of the aircraft altitude of aircraft
Static vent can be fitted were [deleted] no [/deleted] position error is most constant
Instrument [indecipherable word] due to manufacturing defects Found by calibration and must not exceed certain figures
Compressibility error [formula]
[page break]
Errors involved are [formulas]
[underlined] TRUE AIR SPEED [/underlined] (T A S or V)
INDICATED AIRSPEED
RECTIFIED AIRSPEED (RAS) Position error [indecipherable word] error
EQUIVALENT AIRSOEED (V1) = IAS corrected for pos error instr error and compressibility error
A.S.I calibrated for comp error and with no posit on instr error I.A.S V1
At sea level V = V1
Any altitude [formula]
Aerodynamic force on a body = [formulas]
But K, A [symbol] are constants
Aerodynamic force = const x V,2
For a given V1 [deleted] on a body [/deleted] [inserted] aerodynamic force on a body is the same at any density
[page break]
[formulas]
[page break]
[pressure calculations at different altitudes]
[page break]
Bernoullis Theorem.
Energy of Position + Energy of Pressure –
Energy of Motion
Lift and drag of an aircraft depends on
[underlined] 1 [/underlined] Shape of airfoil and angle of attack
[underlined] 2 [/underlined] Plan area if airfoil (S)
[underlined] 3 [/underlined] Square if the velocity of airflow
4 Density of the air
[formulas] [diagram]
[page break]
LIFT DRAG CURVE
[diagram]
[underlined] DRAG CURVE [/underlined]
[diagram]
[page break]
Drag Analis [sic]
Induced drag (Di) +
Parasite drag (Dp) = Total drag
(Then friction + form drag)
Induced drag varies in inverse prop [sic] to the square of the speed
Parasite drag varies in prop [sic] to the square of the speed
[Formula for Parasite Drag]
INDUCED DRAG
[Graph plotting induced drag]
[page break]
[PARASITE DRAG]
[Graph plotting parasite drag]
TOTAL DRAG]
[Graph plotting total drag]
[Insert calculation]
Speed for minimum drag varies as the square root of the weight
[Formula for minimum drag]
[page break]
[inserted in top margin]Calculation[/inserted in top margin]
[Formula for minimum drag]
[Graph plotting minimum drag]
[Page break]
For a given weight and a constant [missing word] and given V1 the drag is constant at all heights
[underlined] Propellors [sic] [/underlined]
Def- Blade angle witch [sic] is the angle between chord of section and plane of rotation
[Diagram of propeller angle 1]
[Diagram of propeller angle 2]
Pitch of a prop [sic] [propeller] is the blade angle 2/3 from the center [sic] of the hub
[Diagram of propellor pitch]
[Page break]
Torque absorbs the power
Thrust gives the forward motion
Ratio for thrust to power absorbed is smaller nearer the hub
[Formulae exploring torque thrust power ratios at different speeds and revs per minute]
Page break]
[Formula for calculation of Thrust Horse power]
[Page break]
[underlined] POWERED FLIGHT [/underlined]
[Formulae for Power, Thrust Horse Power and Drag]
[Graph plotting variables of powered flight
[Page break]
[underlined] Power required for climbing] [/underlined]
[Formula for calculating power for climb]
[Formula for calculating rate of climb]
[line dividing page]
Power in the decent [sic]
[Calculation of power in descent]
[Page break]
[Graph plotting power for climbing]
[Graph RELATION OF V1MP TO V1MD]
[Page break]
Power to overcome
[Formula for Induced drag]
[Formula for Parasite drag}
[Graph plotting critical speed]
Supposing that speed is reduced [indecipherable word] from 120 to 100 without chance of power and without change of altitude from the curve can be seen that the power required to fly at 100 is greater than that to fly 120 [sic]. we [sic] can say therefor [sic] that if the aircraft is at all cap[capable] of flying at such low speeds than the reaching of the power curve
[Page break]
[inserted in top margin] numbers [/inserted in top margin]
to the left of the speed of minimum power is compleatly [sic] unstable for the aircraft at these speeds
If we are there for [sic] flying at 140 V. [sic] then a reduction in air speed due to a lump will provide a small excess of power at the lower speed. If we continue to fly level this excess power will tend to accelerate the aircraft back to 140 but the acceleration will be very slow and may take as long as 15 mins [minutes]
Compare rate of airspeed at a higher speed 170 and power and that a lump reduces the speed to 160 the excess power is very much greater and will show it self [sic] in ether [sic] of two ways. One the aircraft will quickly regain speed or two will climb at a noticeable rate of climb
The range of speed at wich [sic] the speed is sensitive to small variations of power is refered [sic] to as the thresh hold [sic] the speed in this range is said to be critical because it
[Page break]
Is not stable for the reason the recomended [sic] for range for an aircraft is some times [ sic] higher than the theory optimum
[underlined] Stability [/underlined]
Definition
A body is said to be stable if when there is a small changes [sic].[sic]
Forces are brought into play to return it to its original altitude
[Diagram demonstrating impact of changes on stability]
Zero tail left with slight increases of angle of allack [attack] a proportial [sic] increase of left on the lail [tail] plane will be greater than the increase on the main plane giving a [indecipherable word] affect [sic] from the tail plane to the C of G [sic] [indecipherable word] so restoring aircraft to original altitude
[Page break]
[underline] General Flying Principles [/underline]
[blank]
[Page break]
[blank page]
[Page break]
[blank page]
[Page break]
[underlined] TRANSPORT COMAND [sic] FLIGHT EFFICIENCY CONTROL [/underlined]
[underlined] OBJECT [/underlined]
[underlined]1 [/underlined] To increase safe range of squadrons
[underlined] 2 [/underlined]To obtain reliable data for the caperbilities [sic] of crews and squadrons for use in flight planning.
[Underlined] Conversion Chart [/underlined] .. [sic] Flight Efficiency
Provides the means of [indecipherable word] A.M.P.G [sic] command range combined with and [indecipherable letters] covered [sic] in to [sic] an efficiency % [percentage] afore [sic] or below average. The average curve is constructed from data obtained from M.A.P [sic] [indecipherable word] test It is [indecipherable word] that AMPG [sic] 5% [five percent] below should be obtained from the [indecipherable word] aircraft of that type to allow for [indecipherable word] and [indecipherable word]
[Flight efficiency conversion chart]
AIR RANGE ( [sic] of these potential air Range [sic]
Transport Comand [sic] are required to operate to 75%
[Page break]
Hence any efficiency below average are poor.
[underlined] Cruising Procedure [/underlined]
[underlined] 1 [/underlined] Most ecconomical [sic] cruising condition denoted by the letter E in appropriate columns
[underlined] 2[/underlined] Flights at higher than recomended [sic] I.A.S [sic] denoted by letter F.
[underlined] 3 [/underlined] Flights flown to a schedule denoted by letter S
[underlined] 4[/underlined] Abnormal weather conditions denoted by letter A
Entered in Engineers [sic] Log Aircraft chart and monthly summary
[underlined] Squadron monthly flight efficiency Summary [/underline]
This is a summary to enable squadron to keep a permanent date of Flight Engineers logs Namely A.M.P.G ect [sic]
A copy of the summary are forwarded to Comand [sic] and Group HQ together with engineers logs Were [sic] a thorough analis [analysis] is made and a record of each squadron is kept.
[Page break]
[Blank page]
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Ernie Twells' notebook
Description
An account of the resource
A notebook written by Ernie Twells comprising training notes, mostly physics and meteorology theory.
Creator
An entity primarily responsible for making the resource
Ernie Twells
Format
The file format, physical medium, or dimensions of the resource
One notebook of 35 pages of handwritten notes
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text. Training material
Text
Identifier
An unambiguous reference to the resource within a given context
MTwellsE171780-151026-05
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
Contributor
An entity responsible for making contributions to the resource
Tricia Marshall
Karl Williams
David Bloomfield
Pat Allen
Conforms To
An established standard to which the described resource conforms.
Pending review
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/416/7655/MTwellsE171780-151026-06.2.pdf
5f56be434d3d90bf672b7eb72bcf9ee3
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
Twells, Ernest
Ernie Twells
E Twells
Description
An account of the resource
19 items. The collection concerns Flying Officer Ernie Twells DFC (1909 - 1979, 6042416, 805035 Royal Air Force) and contains his log books training notebooks, his medals and lucky mascot. It also includes a scrap book of photographs.
Ernie Twells served as an engine fitter before remustering as a flight engineer. He completed 65 operations with 619 and 617 Squadrons including sinking the Tirpitz.
The collection has been loaned to the IBCC Digital Archive for digitisation by Ernest Twells and catalogued by Barry Hunter.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-10-26
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
Twells, E
Access Rights
Information about who can access the resource or an indication of its security status. Access Rights may include information regarding access or restrictions based on privacy, security, or other policies.
Permission granted for commercial projects
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
F/O TWELLS
Form 619
ROYAL AIR FORCE.
Notebook for use in Schools.
[page break]
[blank page]
[page break]
[page of calculations]
[page break]
[page of calculations and formulae]
[page break]
[formulae and a graph]
For constant boost and [one indecipherable word] RPM. IHP [one indecipherable word] to RPM for a constant boost RPM will determine weight of air consumed and I.H.P is ∝ to the weight of air consumed. The losses of power between IH.P and B.H.P will be
A/ Frictional losses witch [sic] are ∝ to RPM
B S/G witch [sic] are ∝ RPM at constant Boost
[example calculation]
page break]
[page of calculations and graph]
[page break]
[underlined] SUPER CHARGING [/underlined]
Rate of air consumption by [underlined] weight [/underlined] governs the I.H.P
Supercharging is a means of obtaining higher power at S L or of maintaining cruising power to a higher altitude.
[formulae and calculations on super charging]
Power absorbed prop to square of RPM and weight of air consumed
[page break]
[formulae]
[page break]
TEMP AND PRESS IN ENGINES FITTED WITH TURBO S/C
[graphs]
[page break]
Performance of Supercharged Engines
1/ Normally asperated [sic] engine
[graphs]
[page break]
[page of formulae and calculations]
[page break]
POWER REQUIRED FOR CLIMBING
[page of formulae]
[page break]
[calculations scribbled out]
[page break]
[blank page]
[page break]
For any given revs and boost there is a full throttle height - it is the height up to which the given boost can be maintained with the given revs
Full throttle height affected by
1/ Given boost higher the boost lower [inserted] FTH [/inserted]
2/ Given R.P.M higher RPM higher F.T.H
3/ Ram effect
4/ Intake efficiency
[underlined] Rated conditions [/underlined] are those that may be used for more than 5 mins and less than 1 hour (1/2) generally the max climbing conditions in rich mixture
Rated Power is the power developed with rated R.P.M and Boost at rated height
[graph]
[page break]
[page of graphs]
[page break]
[graphs]
To find power required at any altitude multiply BHP by Altitude Factor for height wanted.
[page break]
[underlined] FUELS [/underlined]
1/ [underlined] DETONATION [/underlined]
2/ FREEDOM FROM VAPOUR LOCK
3 ES DISTROBUTION [sic] VARIOUS CYLDS
4 ABSENT OF TENDIE TO FORM DEPOSITS
[underlined] EFFECT O DETONATION [/underlined]
(a) Increase of heat losses to cylinder walls and pistons
(b) Maximum pressure exceeds normal max value.
Factors governing Detonation
1/ Nature of Fuel
2/ Compression Ratio
3/ Boost Pressure
4/ RPM
5/ Air intake temp
6/ Ignition advance
7/ Cylinder Cooling
Anti Knock Fuel the Property of the fuel ton resist detonation
[one indecipherable word] octane and [one indecipherable word] to get the octane No.
[page break]
[underlined] Volaldily [sic] [/underlined] Tendency of a fuel to Vapourise
Absent of vapour lock
[underlined] SPECIFIC FUEL CONSUMPTION [/underlined]
[formulae]
[page break]
[underlined MIX POWER [/underlined]
[graph]
BHP
20:1 rough running combustion will not take place below this ratio
16:1 most ecconical [sic] used for cruising [one indecipherable word] [inserted] power [/inserted]
15.2:1 C . C
14:1 Weak mixture max power
12:1 Rated mixture streath [sic]
10:1 Take off
[underlined] REQUIRED [/underlined]
[one indecipherable word] rich
Cruising 16:1
High power 14:1
Take off 10:1
[page break]
[page of graphs]
VARIATION OF S.F.C. CON BOOST
[Graph showing S.F.C. against power at constant boost]
S.F.C. GRID
[Graph showing S.F.C. against power]
The S.F.C. Grid shows a variety of ways witch [sic] any given power output can be obtained. But there is only ONE seting [sic] for any given power witch [sic] gives envelope minimum S.F.C. this setting is that given on the S.F.C.
EFFECT OF HEIGHT ON S.F.C. GRID
1. Up to full throttle height better S.F.C. same power can be obtained with less revs ie better mec effo [sic]
Above full throttle height S.F.C. increases as to maintain same power revs must be increased.
2. If operating at min R.P.M. to maintain constant power, throttle must be closed gradualy [sic] to full throttle heighjt and opened above full throttle height
[graph of P against A showing full throttle height]
Summary of Factors affecting S.F.C.
1. air fuel ratio (S.F.C. Loop)
2. Power developed.
3. R.P.M. (friction losses)
4. Butterfly opening (boost)
(power wasted in S/G)
[page break]
Carburation
Venturi injection type Stromberg and Seco Venturi with float chamber. SU [two initials] non venturi injection no float chamber R.A.E. Hobson
S.E.C.O and Stromberg
Basic principles of operation
A-B chambers pressure [symbol] airflow
D-C chamber pressure [symbol] fuel flow
[sketch of carburettor]
SUMMARY OF ENGINE PERFORMANCE
Engine caracteristics [sic] of interest
1. Power – speed rate of climb
2. Fuel flow – endurance
3. Specific consumption – range
Factors affecting performance character
1. Boost
2.R.P.M
3. Barometric pressure altitude
4. Temperature
5. Mixture strength.
[table showing effect of changes of the above factors]
[page break]
SPECIFIC FUEL CONSUMPTION TENDENCIES
1. Variation of power – const [sic] height temp mixture
a. increasing boost R.P.M const [sic] S.F.C. decreases
b. Increasing RPM boost const [sic] SFC increases
c. Increasing Power at full throttle SFC rough [sic] constant may decrease at low RPM definite increase at high RPM
2. Increase in height
a. constant boost and RPM S.F.C decreases up to full throttle height
b. Constant I.A.S increasing power
(i) at const [sic] RPM S.F.C. decreases
because increase boost
decrease in back pressure
decrease in temp
(ii) At constant boost S.F.C may decrease at low RPM otherwise increase.
(iii) full throttle – much the same as (ii) poss [sic] more favourable see (1c)
Increase in temp
(a) Const [sic] boost and RPM – S.F.C. increase more so in uncompensated carb
(b) Const [sic] IAS increase of power
(i) const [sic] boost S.F.C. increase more so in uncompensated carb
(ii) Const [sic] R.P.M. S.F.C. may decrease slightly with a comp [sic] carb, increase with uncomp [sic] carb
(iii) Full throttle. S.F.C. increase more so at high R.P.M. and even more so with uncomp [sic] carb (PR of supercharger [one word] for higher temp therefore not such a great increase of boost)
[page break]
General Range Flying Principles
Range is distance with a given amount of fuel
Specific Range dist [sic] with a unit amount of fuel
Specific Air Range SAR is A.M.P.G
[formulae for calculating SAR]
S.A.R is a measure of the overall eff [sic] of A/C since L = prop eff [sic] S gives measure of both E and airframe efficiency.
Speed and power can only affect SAR through there affect on E. S or D
Assumption of const [sic] S and E.
[graph of SAR against Speed]
[page break]
Since V1 and D remains constant for changes of height and temp best V1 for range will remain constant and also S.A.R
[graph of SAR against speed]
Best speed for range prop square root of weight
Range inversely prop to weight
[graph]
Increase in parasite drag reduces the best speed for drag and reduces the range also the power required at the new speed is greater than the old speed.
For summary for const [sic]
Best V1 for range is the same V1nn independent of the ht [sic] and air temp and prop to the square root and weight
Percentage vari [sic] of best V1 =[formula]
Increase in parasite drag increases total drag decreases best V1 also increases power required
[page break]
SAR at the best V1 is also independent of height and temp and is inversely prop [sic] to the weight.
Although the assumption of cost [sic] E and S it is not generally true in practice it some times occours [sic] that the value of E over S is allmost [sic] [deleted] negible [/delete] neglidlle [sic] and the above conclusions hold, and in any case can be graphed on to the above results.
EFFECT OF VARIATION OF S.F.C
[formulae and graph]
[page break]
OPERATION AT CONST [SIC] BOOST WHERE SFC INCREASES AT INCREASE POWER
[graph]
At V1MD drag is approx const a small decrease in speed giving but this small decrease in speed gives a decrease in S so D x S is decreased S.AR is increased. If speed is still reduced we shall reach a point where decrease in S and increase in D are balanced and we get best S further reduction in speed shows [deleted] decreasing [/deleted] D increasing much more rapidly than S is decreasing So D x S has a net increase S.A.R therefore fall off
Increase in speed above V1 MD shows both D and S increasing therefore D xS increases and therefore S.A.R decreases see graphs
[page break]
OPERATION AT CONSTANT RPM
SFC decreases with increased power
[graph]
An aircraft is said to be under powered for range flying when the power used at the best speed for range is greater than the power giving min [sic] S.F.C.
It can be seen that an aircraft can commence a sortie underpowered and finis [sic] overpowered.
VARIATIONS OF PROP EFF
Prop eff can generally be taken to be between 75 percent and 85 percent but in any particular case the variation in eff [sic] will be small and of the order of 2 to 4 percent. Above rated altitude however efdf drops off due to high angle of attack required to absorb the power. High angle may also give reduced eff when operating at high boost low RPM In a few isolated cases where prop eff does not remain aprox [sic] constant the variation in drag and S.F.C and the need for operating at certain conditions may override the low RPM high boost rule
[page break]
[graph]
[table]
[graph]
[page break]
Fig A [graph]
The tables show that the rate of power around V1MD in [sic] generaly [sic] lower for lower weights in other words as weight is decreased the aircraft becomes less underpowered or overpowered.
We saw that for an underpowered a/c speed for range is less than V1MD in an overpowered aircraft speed for range is greater than V1MD
This difference depends on slope of S.F.C envelope. As the aircraft becomes less underpowered ie as power is reduced the slope of the envelope is reduced and speed for range becomes nearer V1MD As the aircraft becomes more overpowered ie power required still less the slope increases and speed for range becomes more and more above ViMD
Fig it shows that the variation of speed for range is less for ViMII and in practice we say the percentage of speed for range is
[formula]
EFFECT OF VARIATION OF HEIGHT
For a constant SFC and Prop eff. We saw that variation of height had no effect on range for as on best speed for range and so in practice variation in height will only effect range and speed for range where it effects S.F.C and prop eff
[graph]
[page break]
Aircraft overpowered at Sea Level
Therefore operated at const R.P.M. increased power with height by increasing boost. S.F.C improves therefore therefore range improves therefore S.A.R improves up to the full throttle height At full throttle height aircraft correctly powered S.F.C minimum. If above full throttle height extra powered required obtained at higher RPM this gives greater S.F.C therefore smaller air range.
At sea level overpowered aircraft the best speed for range is higher than ViMD at full throttle height it is correctly powered speed for range ViMD
Above full throttle height high RPM required therefore reduce speed to avoid uneconomical engine settings
Aircraft underpowered at sea level
Operating at max boost increase power increase R.P.M S.F.C may improve at first giving slight increase of range with height, but when high R.P.M are required SFC increases more rapidly giving reduction in range. Speed for range aircraft underpowered Vi less than ViMD remains aprox [sic] constant up to full throttle height up to when heigh [sic] RPM make a reduction necessary to avoid unnecessary engine [word]?
EFFECT OF VARIATION OF TEMP (INCREASE)
Constant IAS RPM compensated carb SFC decreases slightly therefore range increase
Uncompensated carb SFC increases slightly therefore range decreases.
At constant boost and IAS full throttle range will allways [sic] decrease more so with uncompensated carb 2.5 percent.
With increase of temp aircraft become less overpowered or more underpowered (due to increase T.A.S) the effect in both casses [sic] on the best speed for range is the same and is a reduction
PERFORMANCE AT LOW SPEEDS
[graph]
[page break]
Minimum speed for cruising is the speed at which a small change of speed the power required is sufficiently large to make the aircraft return rapidly to its mean speed. In rough air bigger changes in speed bigger margin required. Fly a little faster. Tendency to instability biger [sic] movements of control are required biger [sic] changes of speed fly a little fast.
Recommended speed is chosen suffice [sic] above the minimum speed for cont cruising to allow for all normal variations and C of G and stability and average rough air conditions
SUMMARY OF FACTORS AFFECTING S.A.R
1. Speed – drag handling.
2. Weight – drag (C of G)
3. Engine settings – S.F.C. Prop efficiency
4. Height – S.F.C. (prop at height)
5. Air temp – S.F.C.
6. [word]? – average drag
7. Pilot efficiency – use of auto pilot
[table]
Range summary
1. Use max boost and low RPM to obtain optium [sic] IAS
2. Use M.S gear at an altitude such that the optium [sic] I.A.S. is obtained at full throttle but do not fly so high that RPM near the max must be used
[page break]
3 Roughly % change best speed =1/2 to 1/4% change in weight 1/4 (2/3) % change in range = 1 to 1/2 change in weight.
[underlined] EFFECT OF WIND [/underlined]
[calculation of T.M.P.G.]
[calculation of A.M.P.G]
[calculation of TMPG]
[calculations for the above]
Graph shows that best speed for range with a head wind is increased from 155 to 173 TAS aprox [sic] 12% Graph will lack would show a decrease in speed
[calculation]
[page break]
It will be seen that the head wind reduces T.M.P.G. by aprox [sic] 30%. Where as changing our speed for range we regain aprox [sic] 3% it similar effect and it is seen that the loss due to the wind is far in excess that than that gained by increase of speed. Thus it will be seen more probable to change height for more favourable winds were the gain will be a greater % than any obtained by changing speed or operating at full throttle.
[calculation for best INS for wind]
its empirical rule is usely [sic] found for each aircraft where by speed for range is changed 1 mile/hour for a given change in ground speed i.e after speed 1MPH for every 10MPH ground speed
[page break]
[underlined] CLIMB AND DESCENT
Climbing T.H.P. = T.M.P to overcome drag + THP for climb.
[underlined] Vertical Climb [/underlined] it dont [one deleted word] a where range is of no importance and heigh [sic] gained per gall is important factor.
Telling max climbing never and boost gall/hr are fixed so to climb max number of feet per gall we must climb as fast as poss.
[diagram of power for climbing]
Max climb obtained where max power is obtained for climb in threshold region but flight is not now uncomfortable since a good margin of power is available above that now required to maintain speed
[page break]
[diagram of climb/speed ratio]
POWER FOR CLIMB DOUBLED
RATE OF CLIMB “ say from 500FT/MIN to 1000FT/MIN.
TOTAL POWER INCREASE 50% AND SO FUEL CONSUMPTION INCREASES 50% SAY FROM 60 GALLS/HR TO 90 GALLS/HR.
CLIMB PER GALL AT LOWER POWER
[calculation for climb per gallon at lower power]
CLIMB PER GALL AT HIGHER POWER
[calculation for climb per gallon at higher power]
And so increase of power in addition to giving greater rate of climb given more climb per gall and so is more eff in a vertical climb.
[page break]
[underlined] RANGE CLIMB [/underlined]
To climb to where the horizontal distant [sic] is important and there is ample time to available to get height.
The first aprox [sic] ratio would be to climb at best speed for range but a little extra power is required for the climb and so the aircraft is less overpowered or more underpowered than it would be when flying level this means a slight reduction in speed is required to obtain the best speed for range Therefore obtain rate of climb or 200/300 ft/m by a reduction of speed from 5/7MPH and an increase in power.
[underlined] Delayed Climb [/underlined]
Would be employed were [sic] is not [one deleted word] necessary.
[diagram for delayed climb]
[page break]
RANGE DESCENT
[underlined] Descent [/underlined]. Power to overcome drag. Power from engines + power from gravity.
[underlined] Vertical descent [/underlined] distant [sic] covered unimportant.
[underlined] Range descent [/underlined]
Will require [corrected word] most miles per galls. Less power required from engine therefore aircraft more overpowered or less underpowered there for best speed is slightly over best speed for range (in level flight) e.g. reduce power slightly and increase speed aprox [sic] 5 miles/hr to get rate of descent.
[underlined] ENDURANCE [/underlined] Max number of hours flying with min fuel.
Total fuel = G.P.H x No of hours
[diagram of fuel endurance]
[page break]
Thergical [sic] best speed would be the best speed for M.P. but this is not practical and so we fly as slowly as poss for comfort i.e the minimum speed for continuous cruising and as low as poss.
[Height for endurance formulae]
Since endurance flying is at low power 500ft should be taken as safety height.
Endurance decreases 1% per 1000ft of altitude.
[underlined] Speed [/underlined]
Speed is any speed in excess of speed for range flying
[formulae for speed / range / power]
Since V is large the important [indecipherable word] is a V3 and the term b/V has proportaly [sic] has much less affect on the power required. Thus changes in weight will have less effect on the power required to fly at speed than change
CON AFTER 3 PAGES
[page break]
[underlined] WEIGHT AND CENTRE OF GRAVITY DETERMINATION [/underlined]
Requirements
(a) it standard simple method of calculating weight and c of G without use of appliances.
(b) Complete doc proof of safe loading.
(c) It standard prep of aircraft plan (i.e) list showing modifications to be carried of out by MVs and units combined with card index checking system.
[one indecipherable word] is absolute point laid down by the numb usely [sic] near the sect of the leading edge of the main plane but working with different aircraft.
[underlined] Weight [/underlined] Weight [one indecipherable word] to the nearest 16 Arm is the [one decipherable word] felt measured fore and aft parrlel [sic] to the dalium line if any item from the self line to the nearest 05IT.
[underlined] Moments [/underlined] is the weight of an [calculus].
Refference [sic] line. an [indecipherable word] line perpendicular to the aircraft for and aft dalian al [sic]some commence distance forward to the dalian point.
[page break]
[underlined] Tare weight [/underlined] The weight of the aircraft less all removeable [sic] items of equip (Col 9) but modified to a certain standard. Can be found in Vol 4 Sec 4.
1. Aircraft Tire condition and weight and moment only of any mods fitted but not included list of tare mods plus weight and moments of any command mods to give.
2. Weight modified tare condition. Ad [sic] weight and movements of all items of moveable equip. required when aircraft is operating to given role to give.
3. The gives a/c basic condition. The weight and movement of the crew and baggage oil and any other item of equip to give.
4. aircraft weight and cond [sic]less fuel and pay load ad [sic] all items of pay load this gives
5. Aircraft light condition.[Table to accompany above notes]
[page break]
The weight and movement of all fuel is add the given
6. Aircraft condition.
[underlined] Compartment loading [/underlined] procedure. Object to simplify loading of large number of small items of exp of known weight.
1. Aircraft is divided into 10 phicical [sic] compartment letted [sic] A to K no letter I.
2. Aprox [sic] mean arm in round feet is painted inside of each compartment this is known as the centract [sic]. When loading all items are grouped round the central in each compartment the arm of the centrical [sic]is then taken of [sic] all the items.
3. To find aircraft light conditions add weight and movement of all compartments to aircraft less fuel and payload. Weight and movements charts. To simplyfy[sic] calculations the chart consists of weight ploted [sic] against movements so that you can read the [indecipherable word] the C of G levels are also shown on the chart.
CONTINUED 2 PAGES
[page break]
in factors producing parasite drag. Fly at full throttle height for the power require because up to full throttle height power increases and S.F.C. decreases.
For a given required T.A.S. (to make good a required ground speed) the I.A.S will be less if we increase the altitude This means within increased altitude V1 will be nearer V1 MD That is we are approaching nearer to the most eff. Flying condition for A.M.P.G.
[underlined] ASSYMETRIC [sic] FLIGHT] Height will one or more [inserted] (engine failed [/inserted] if windmilling [sic] of feathered prop and the fact that the a/c is crabing [sic] (due to unsymetrical [sic] thrust) all lend to increase parasite drag therefore lest speed for range is reduced. In addition power required from the remaining engine(s) will be greater thus making the aircraft more underpowered or less [one deleted word] overpowered again reducing less speed for range (except in the care of the A/C very much overpowered) were range and speed for range will be increased). Generaly [sic] then in assymetric [sic]
[page break]
flight best speed for range is reduced and range is reduced.
[underlined] TAKE OFF [/underlined]
[Graph for Take Off – speed/time]
5% increase weight 71/2% increase in take of [sic] time
10% “ “ 15% “ “ “ “ “ “
Take of [sic] run is ∝ to W2.
i.e. 3% increase in weight 10% increase T.O. run
8% “ “ “ 16% “ “ “
[page break]
Compartment Loading Tables published with to give a quick guide of distribution of pay load between compartments when any given pay load is to be carried.
The section of the table are laid out in the same manner as the ap. section of the weight and balance clearance form to facilitate compiling.
Remember prove [sic] sal [sic] loading is the weight and ballance [sic] clearance form.
Weigh [sic]
This is intended to provide written prof [sic] of satif [sic] loading of [indecipherable word] a/c. With slide rules no such proff [sic] existed.
It will entail additional work for captain and load control officer but is felt justified with a view to safty [sic]. Loading data in course of prep. will greatly simplfy [sic] its completion. Pending issue of loading data the form [underlined] must be used [/underlined] in combination with ex data. Refference [sic] to data used will go under remarks collumn [sic] of weight and clearance.
[page break]
Compleation [sic] and distrabution [sic] W and B will be comp in Trup [sic], partly by captain and by load control officer. On compleation [sic] it will be certified by person 1/C loading party captain and load control officer.
[underlined] Distribution [underlined]
Original handed to load control officer next step [underlined] Duplicate [/underlined] retained by captain and attached to MC PAPER. Triplicate retained by local officer at place of departure.
Completion.
1. Enter details of flight plan (part 1)
2. Crew baggage part 2 3 4 .
3. Enter details palload [sic] computation (T.MU. )
4. “ payload offered to trafic [sic] (lesser fig col U)
5. “ quantity weight and movement of fuel load TO Landing V to Z
6. C.G limits at bottom of part 2 and C.G limits prefered [sic] by pilot.
Action by load control officer.
1. He will decide load distribution from loading tables and will enter data on loading plan (fig 9) giving seperate [sic] details for pass mail freight
[page break]
2. He hands loading plan to I/C loading party to carry out.
3. On receipt of loading plan on comp of loading he checks the captains entrys [sic].
4. Enters details in sec A to K. on W.B from loading plan.
5. Enters details in col V V1 V2 Certification of W an [sic] B form by the loader that load has been dest as shown on the loading plan [underlined] 2 [/underlined] By load control officer that he has checked loading and is satisfied with the dist.
3. By the captain that O/C is safely loaded load is securely lashed and C of G is within limits.
Captain [underlined] is finely [sic] responsible for [/underlined] loading
[page break]
LOADING DATA
1. DETAILS OF MODS INCORPEDATED [sic]
2. “ “ BASIC WEIGHT EX
3. COMPARTMENT LOADING PLAN
4. WEIGHT MOMENT CHART
5. COMPARTMENT LOADING TABLES
6. LOADING PLAN (FIG 9)
7. WEIGHT AND BALLANCE [sic] CLEARANCE FORM
8. AIRCRAFT LOADSHEET
[page break]
[underlined] AIRCRAFT PERFORMANCE TESTING [/underlined]
Much carefull [sic] prep on the ground by pilot and crew.
2. Necessary to prepare and complete a flight plan for each member of crew & aircraft is being tested for eco the pilot may require from 10 to 15 min to settle his speed when IDS has settled pilot should warn the crew that they may take reading he should note his height at com the run and endeavour to maintain that height during the run.
Equip required.
A. Standard equip
B. Flow meters
C. Air mileage unit for accurate of T.A.S.
D. Stop watches
E. [indecipherable word] sensitive altitude metres set to 10/3 MB
F. Instruments should be calibrated
G. Free air cannot be trusted see met. Take off weight must be assested [sic] as accurate as poss.
This may be done by carefull [sic] check of equip against loading chart And the fuel in the tanks should be checked as accurately as poss
[page break]
[Table showing ready to start run checks]
[page break]
TO CHECK WITH ENGINEER
[Table for readings and clock times]
Find out if the engine obeys H R L REVS Unless aircraft is to be tested it will be necessary to examing [sic] the power altitude [indecipherable word] at height is chosen al [sic] watch the throttle is likely to be open A series of reves [sic] and boost
[page break]
watch range of power and with what combination the best AMPG results are obtained.
In order to find out the mean weight for the best of series of combination are tested and then repeated in the reverse order giving an average result at a weight aprox [sic] for TO with half fuel consumed.
[page break]
[page break]
[Page of calculations]
[page break]
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
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Ernie Twells' notebook
Description
An account of the resource
Ernie Twells' engineering notebook covering the theory of aircraft engines
Creator
An entity primarily responsible for making the resource
Ernie Twells
Format
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One notebook of 70 pages of handwritten notes.
Language
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eng
Type
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Text. Training material
Text
Identifier
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MTwellsE171780-151026-06
Coverage
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Royal Air Force
Contributor
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Alan Pinchbeck
Trevor Hardcastle
Gemma Clapton
David Bloomfield
Publisher
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IBCC Digital Archive
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/416/7656/MTwellsE171780-151026-07.1.pdf
a5f759fcf6542b0dca6a1a5adf821792
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
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Twells, Ernest
Ernie Twells
E Twells
Description
An account of the resource
19 items. The collection concerns Flying Officer Ernie Twells DFC (1909 - 1979, 6042416, 805035 Royal Air Force) and contains his log books training notebooks, his medals and lucky mascot. It also includes a scrap book of photographs.
Ernie Twells served as an engine fitter before remustering as a flight engineer. He completed 65 operations with 619 and 617 Squadrons including sinking the Tirpitz.
The collection has been loaned to the IBCC Digital Archive for digitisation by Ernest Twells and catalogued by Barry Hunter.
Publisher
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IBCC Digital Archive
Date
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2015-10-26
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
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Twells, E
Access Rights
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Permission granted for commercial projects
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
ROYAL AIR FORCE.
Small Notebook for use in Schools.
[page break]
[blank page]
[page break]
[underlined] Molybdenum [/underlined]
[indecipherable] propitys [sic] of steel similar to tungsten but 4 times more intense
[underlined] Manganese or Hadfield Steel [/underlined]
steel with 12% mang. with 1% to 1.2%. when coold [sic] slowly quite hard and brittle but if quens [sic] in water from 950c [deleted] so [/deleted] [indecipherable word] soft and ductile. magnetic when hard and brittle nonmag. in soft state
[underlined] Uses [/underlined] tran [sic] way points lys [sic] for dredge bukets [sic] and pans for ore crushes
[page break]
[underlined] Vanadium [/underlined]
ad [sic] to steel in small quantys [sic] inparts [sic] fatigue [deleted] propitys [sic] [/deleted] qualitys. [sic] Steels 0.25% vanadium pos high elastic limit and are exceedingly tough
[underlined] Uses [/underlined] valve springs also [indecipherable word]
[underlined] Tungsten [/underlined]
ad [sic] to steel inparts [sic] air harding [sic] qualtys [sic]. Enables the aloy [sic] to be hardend [sic] to a high degree. Retains its [missing word] and hardnes [sic] at dul [sic] [missing word] heat. Uses are engine [missing word]
[underlined] Cobalt and Chromium [/underlined]
ad [sic] to carbon steel produse [sic] sps [sic] car [sic] such as mon skaling [sic] at high tem [sic] non crod [sic] and air harding [sic].
Uses areo engine Valvs [sic] and Ex manifold
[page break]
[underlined] Aloys [sic] Steells [sic] [/underlined]
Steel witch [sic[ ows [sic] it distinkif [sic] cuallys [sic] to some element or elements other than carbon or jointly with carbon is termed aloy [sic] steel generaly [sic] these steels are low in carbon.
[underlined] Nickel [/underlined]
added to steel varying [indecipherable word] ° - 40° increase toughnes [sic] raises elastic limet [sic]. steel 3° - 5° nickel for parts that requid [sic] case harding [sic]. Over 27° steel is non magnetic and almost non [deleted] crodable [/deleted] corodible [sic]
[underlined] Nickel Crominum [sic] [/underlined]
added to low carbon steel inparts [sic] high [deleted] ductill [deleted] [inserted] ductility greater hardness beter [sic] wearing [indecipherable word]
[page break]
high elastic limit.
High Tensile steel used in aircraft 3°-5° nickel 0.5-1.5° chroniun [sic]
[underlined] Mild [/underlined]
0.5° - 0.8°
[underlined] Medium [/underlined]
0.8° 1%
[underlined] Air Harding [/underlined]
1% - 1.5%
Small % of chromium inparts [sic] great hardness and tenactey [sic] and confers air harding cualtys [sic] chromium is non magnet [sic] [indecipherable word] 12% known as stainless steel
[page break]
[blank page]
[page break]
[underlined] R R CARB [underlined]
Is of the twin choke type filled with rotary controled [sic] valves by which the flow [indecipherable word] the float chamber to the defusers may be regulated from the pilots seat to suit [indecipherable word] conditing [sic] of altidude [sic]
A seperate [sic] slow running device is incorpared [sic] consisting of a pilot jet and small aug defuser. When the throtles [sic] are in slow running position the depreser [sic] on a small hole ajation [sic] to the throtle [sic] edge of right hand choke this hole is ajustable [sic] to the throtle [sic] edge ana [sic] bung partly in comication [sic] with engine side of throtle [sic]
[page break]
tranfers [sic] a low pressure to the jet and therefore draws in fuel The posion [sic] of the hole in relation to the throtle [sic] edge alows [sic] for a slow running ajustment [sic].
An accelerlat [sic] pump is connected to the main throtle [sic] lever Amey [sic] rapid opening of the latter ejects a streem [sic] of fuel into the left hand choke thereby preentin any flat spot as the throtle [sic] is incresinly [sic] opened the depresion [sic] is felt on the emulsion tube. defuser air entering a small passage in the carb behind the lip of the choke tube passes through an air bleed tube wich [sic] is partly submerged in the fuel this tube has small holes by witch [sic] the air bleed into or forms bubles [sic] with the fuel, The amount of fuel passing throu [sic] the main defuser is controled [sic] by the
[page break]
rotarey [sic] controled [sic] valves
[underlined] BRACKET [/underlined] = BASIC SETING [sic]
BUSH
DIFFERANCE x 9 + BUSH IF BUSH IS GREATER. IF BUSH IS LESS DIFF + 9 – BUSH
[calculations]
[page break]
[page of calculations relating to radiators and coolants]
[page break]
CLOCKWISE UNTIL LAMP LIGHTS THEN BACKWARDS UNTIL IT JUST GOES OUT FROM THAT POINT UNSCREW A FURTHER 230° I io° FINAL CHECK WITH 5 TEST PLUGS IN BREECH LAMP AND BATTREY [sic] CONNECTED OPERATE INDEXING LEVER 5 TIMES LAMPS SHOULD REMAIN A LIGHT CONTINUOSLY [sic]
[diagram inserted]
AFTER 75 100 CARTRIDGES HAV 1 TEASPOONFULL OF COFFMAN OIL IS PUT INTO THE BREECH AT THE SEALING PISTON BY AOLDIA THE BREECH OPEN GIVE ONE PUMP OF GRESE [sic] GUN TO NIPPLES OIL THE BARRELS SEATING AND ALL THE EXPOSED PARTS BY WIIPING OVER WITH OIL ON A CLOTH.
R. TAX HAND AND ELECTIC [sic] STARTER
[diagram inserted]
[page break]
[page illegible due to poor scanning]
[page break]
filled with the above units the electric plugs from this unit must allso [sic] be checked for securety [sic] before flight.
[underlined] [indecipherable word] [/underlined
[underlined] Take [/underlined] off clutch lever in then move controls and rudder far over full range. mam control cock [underlined] out [/underlined] so Airborne MCC to spin for 7 to 10 minutes [underlined] 3 [/underlined] [indecipherable word] altitude control and steering lever put the main Switch off 4 From the A,C to in fly as near as possible hands and feet of 5 Note the air pressure remains steady at 60 lbs per square inch and put the MCC to in. and the aircraft [indecipherable word] under George. If the nose and tail heavy gauge is [indecipherable word] the elevator brimming [words missing]
[page break]
DEGREES OF TARTANIC AND HARDNESS
[calculations and diagrams inserted]
[page break]
3 further warming expands the thermal bellows untill [sic] at 100° C the main spring tuches [sic] the ajuster [sic] plug and because the internal and external [indecipherable words] the valve in in[sic] a state of ballance [sic]
4 Further use in engine temp expands the bellows fully up the top of cage until it overcome [sic] the pressure of the main spring there upon the valve lifts and act as a relieve valve opperating [sic] at a pressure at 30 lbs per square inch.
5 On cooling the system loses pressure untill [sic] a partial vacuum is formed in the header tank the vacuum bellow now admits air through the stop plate to the [deleted] pressure [/deleted] header tank untill [sic] equal pressure is obtained
[page break]
[underlined]D.A VALVE [/underlined]
[diagrams inserted]
[page break]
[duplicate scan]
[page break]
30LBS
TADDINGTON THERMO OF HEADED TANK VALVE
[diagram inserted]
[underlined] 1 WHEN COLD THE THERMAL ELEMENT
cage is held down to its [sic] stop plate so closing the valve and depressing the vacume [sic] bellows slightly.
[underlined] 2 [underlined] During the initial warming up expansion of engine coolant caused positive pressure in vaccum [sic] compartment raising vac bellow in contract with stop plate and if pressure exceeds 2 1/2 per square inch valve will be opened lifting the cage against the 2 1/2lbs spring so [indecipherable word] the pressure
[page break]
DEGREES OF TARTANIC AND HARDNESS
[calculations inserted]
CHLORINATED WATER AD [sic] HYPOSULPHATE 1/2 OZ TO 100 GALS OF SODIUM SULPHATE
THERMOSTAT BELLOWS FILL WITH [underlined] ETHER [underlined] ETHOLEN CO2 AT 25 LBS
[diagrams inserted]
80% START 105% FINISHED IGF IT WORKS AT ANY OTHER TEMP FIGURE THE BOTTOM BELLOWS ARE FILLD [sic] WITH COM AIR
IF TWO YELLOW BANDS ON THE THERMOSTAT IT MUST NOT BE USED FOR 100% EG
[page break]
WELLINGTON 1A PAGE XVIII
ENGINE LEADING PATICULARS [sic]
MAX POWER RATING 1000 B.H.P. 3,000FT 2600 RPM + 5 1/2 BOOST MAX REV CON CRUSING [sic] 2250 REVS + 2 BOOST MAX REVS ECOMICAL [sic] CRUISI [sic] 2250 ZERO BOOST MAY FOR TAKE OFF 2600 RPM + 6 BOOST C.H. AVT 95 MB ING 2 TH 025E9 MAGS (TWIN C B) COMP RATION 6.25 TO 1 REDUCTION GEAR .5 MB TWOJ SPEED IS FITTER TO GIVE INCREASED PEFORMANCE [sic] AT ALTITUDE [inserted] LOW [/inserted] M 6.9 TO 11 [inserted] HIGH [/inserted] S 9.9 TO 11 RATED ALTITUDES M RATION 4,750FT S.R 14,750 ING TIMING A 14° BEFORE TDC 29° FROM 1200 ES TO FULL THROTAL EXCEPT AT ECONIACAL [sic] CRUISING SPEED 35 TOC E. CRUISING
RUNING [sic] AND TESTING OF ENGINES
[underlined] STARTING [/underlined] MK 13 BEFORE STARTING PORT OPEN AIR RELESE [sic] SYSTEM TO EXPELL AIR FROM STEAM PIPE
[page break]
COCKPIT
[underlined] 1 [/underlined] HBRO SELECTER [sic] LEVER DOWN
2 CHECK SWICHES [sic] OFF AND U/C LOCKED DOWN (GREEN LIGHTS)
3 COWLING GILS FULLY OPEN
4 CARB INTAKE SHUTTERS TO COLD AIR
5 S/C IN M RATIO [deleted] A/S CONTROL [/deleted]
6 A/S CONTROL FULLY FORWARD TO MAX RPM
7 TURN FUEL COCK
8 MIX THROTAL [sic] CONTROL S OPEN M/C A. R
9 SWICH [sic] ON MAGS
10 PRESS STARTER BUTTON (10 SECS)
[underlined] CREW [/underlined]
1 CONECT [sic] LEADS FROM AGOM TROLLY [sic]
2 TURN ON PRIMING COCK PRIM [sic] ENGINE
3 SWICH [sic] ON H/S MAG
4 PRESS BUTTON ON ACC TROLLEY
5 SWICH [sic] OFF H/S MAG TURN OF [sic] PRIMING COCK WARMING [underlined] 1 [/underlined] CHECK OIL PRESSURE NOR 80LBS SQUARE INCH EMERCANGY [sic] 5 MINS LIMIT 70LBS SQUARE INCH
2 RUN ENGINE 600 RPM FOR FIVE MINS
3 CHECK TEMP. MIN FOR TEST CYL HEAD 100° C OIL 5° C
[page break]
[underlined] AIR SCREWS [/underlined]
TRACTER [sic] AIRS An air screws dezined [sic] to produce tenson [sic] on the air screw shaft L.H. AND R.H. L.H is an air screw dezined [sic] to rotate Anti-clockwise to an obserber [sic] behind the airscrew. R.H.T clockwise [deleted] Angle. Blade the acute angle between the chord of an element [/deleted]
BLADE ANGLE The angle at which the blade [deleted] at wi [/deleted] the plane of rotation
[underlined] PITCH [/underlined] The distance throgh [sic] which an H/S advances along its axel throug [sic] one revolution
[inserted] diagram of a propeller [/inserted]
D/H. V/P. A/S 10° and 20° TYPES.
Purpose of V.P To enable and engine to develop max H P for take of [sic] and level flight
[inserted] diagram and calculations [/inserted]
[page break]
[underlined] OPPERATION [sic] [/underlined] OF A/S The ops is mounton [sic] on the forward end of the aps shaft and the change of pitch is effected by the Hydro pressure from the engine oil system and by counter weights which apply cent force to the blade in flight the tendency of the blade is to take up the corse poss [sic] under the cent pull of the counter weights which is allways [sic] in being when the a/s is rotating and the fine pos is obtained by admiting [sic] oil under pressure to a cylinder which then moves along a fired piston and through the [indecipherable word] of a cam motion forces the blades to take up the fine pitch poss against the pull of the counter weights.
When the pressure is released the blades are returned to course pos and the oil is returned to the crank case under the pull of the counter weights
An a/s is in station balance if on
[page break]
a knife edges it will remain at rest in all poss.
[underlined] MASTER SPLINE OPPERSITE [sic] No 1 BLADE [/underlined]
OILITE PACKING WASHER SELF LUBRICATING GETTS [sic] OIL SEAL MICARTA [sic]
[inserted] diagram and calculations [/inserted]
NO LESS THAN 1 WASHER FOR BALLANCE [sic] OR MORE THAN 12 PER BLADE OR MORE THAN 25 FOR AIR SCREW BYL MADE OF DURAL. LINER OF CAST IRON
BASIC SETING FIXES PERMENTLY [sic] THE RELATIV [sic] POSS OF THE BLADE AND THE C.W. BRACKET
TORQUE LOADING OILITE PACKING PLATES 25 TO 90 F LBS
STEEL PACKING 40 120
[page break]
MATERIALS TERMS USED IN THE STUDY OF MAT
A) [underlined] STRAIN [/underlined] ANY FORCE HOWEVER SMALL APPLIED TO AN OBJECT MAKING IT CHANGE IT SHAPE
[underlined] STRESS [/underlined] IS THE INTERSITY [sic] OF THE INTERNAL FORCE CALLED INTO PLAY WHEN AND OBJECT IS STRAINED STRESS = [calculation inserted]
[underlined] ELASTICITY [/underlined] IS THE STRESS REQUIRD TO PRODUCE A GIVEN STRAIN HOOKS LAW [calculation inserted]
[underlined] DUCTILITY [/underlined] ABILITY TO FLOW WITH OUT FRACTURE TENACITY TO RESIST FRACTURE BY STRETCHING FORCE THIS IS VERY EMPORTANT AND IS MEASURED BY THE [underlined] TENSILE TEST [/underlined]
[underlined] ELASTIC LIMIT [/underlined] UP TO THIS POINT THE STRAIN DISAPPEARS IF THE LOAD IS REMOVE BEYOND IT A CERTAIN AMOUNT OF PERMANENT SET OCCURS
[underlined] THE 1% PROOF STRESS [/underlined] STRESS REQUIRED TO PRODUCE A PERMANENT SET OF 1% AT THE GAUGE POINT YEILD POINT A SUDDEN EXTENSION OCCURS HERE WITHOUT MUCH INCREASE OF LOAD (D) [underlined] ULTIMATE STRESS [/underlined] THE MAXIMUM LOAD THAT CAN BE APPLIED (E) [underlined] FRACTURE [/underlined] OCCURS HERE
[page break]
[blank page]
[page break]
DISMANTLING SEQUENCE
REMOVAL OF A/S FROM AIRCRAFT
(1) CHANGE A/S TO COARSE PITCH
(2) REMOVE SPLIT PINS PISTON LOCKING PLATE
(3) REMOVE CYL HEAD CIRCLIPS AND REMOVE HEAD.
(4) REMOVE 16 PISTON HEAD SCREWS AND SPRING ASSEMBLY
(5) TAKE WEIGHT OF AIR SCREW
(6) UNSCREW PISTON (TWO TIGHT SPOTS)
[underlined] ORDER OF DISMANTLING [/underlined]
(1) LOWER A/S ON TO BASE PLATE
(2) REMOVE ALL SPLIT PINS
(3) REMOVE COUNTER WEIGHT CAPS AND NOTE BLADE ANGLES
(4) REMOVE COUNTER WEIGHTS AND PITCH ADJUSTING SCREW
(5) REMOVE COUNTER WEIGHTS SHAFTS, RACES. ECT [sic]
(6) LIFT CYLPISTON SNAP RING LOCK PLATE AND SPLIT CONE COMPLETE
(7) REMOVE BARREL [deleted] USING WEDGES [deleted] BOLTS
(8) SEPARATE BARREL USING WEDGES
(9) REMOVE BLADES
(10) REMOVE OIL SEALS, ECT [sic]
[page break]
[underlined] INSPECTION OF PARTS AFTER CLEANING [/underlined]
BLADES VISIAL [sic] EXAMINATION FOR CRACKS AND CORROSION. CHALK AND OIL TEST. CHECK SEATIN OF INER [sic] THRUST RACE ON BLADE CHECK BLADE [inserted] BRONZE [/inserted] BUSH FOR CREEP AND ROLLERS.
BARREL [sic] TEST VISIL [sic] AND MAGNO FULX TEST. FACING TEST ON SURFACE PLATE WITH FEELERS .002” LIMIT.
SPIDER VISIAL [sic] EXAMINATION DISTORSION [sic] CRACKS SPLINES FOR PICKING UP THEN CHECK FOR WEAR
OILITE RING SOAKED FOR 24HRS IN DTD 109 AT 90°C [underlined] MICARTA [/underlined] SUPORT [sic] BLOCKS EXAMIN [sic] FOR DAMAGE LEATHER WASHERS. FIT NEW ONES EACH INSPECTION [inserted] SOAK IN DTD 109 10 HRS 50°C [/inserted]
[underlined] C.W. BRACKET [/underlined] EXAMIN [sic] DISTORSION [sic]. CRACKS.
PISTON EXAMIN [sic] FOR CORROSION AND DISTORISION [sic] EXAMIN [sic] THREAD FIRS AND LAST IF DAMAGED O.K. ANY OTHER PISTON U.S.
SPLIT CONES MUST BE VERY ACURATE, [sic] [inserted] FIT [/inserted] IN CONICAL SEAT
LOW B SHAFT EXAMIN [sic] FOR CRACKS OR WEAR DAMAGE TO THREAD
CYL IF MOR THAN TWO THREADS AR [sic] DAMAGED. U.S.
[page break]
[inserted diagram and calculations]
[underlined] NOTE [/underlined]
ALL NICKS, DENTS, SCRATCHES MUST BE REMOVED WITH A SMOOTH FILE AND FINE EMERY CLOTH FROM SHARP INDENTATION INTO SMOOTH ROUNDED DEPRESSIONS
SPIDER TRANSMITS TORQUES LOADS BARREL ABSORBS CENTRIFUGAL LOADS
[page break]
[underlined] FINAL BUILD [/underlined]
(1) FIT ROUGH WASHER
(2) SMEAR ALL BRIGHT PARTS INTERNAL AND EXTERNAL WITH LANOLIN
3 FILL BLADES TO 2” FROM TOP WITH INTAVA OR EQUIVELENT [sic]
4 PULL ON BLADES TO SPIDER USING PULLER AND SLACKING GREASE NIPLES [sic]
(5) ASSEMBLE AS BEFORE PACKIN ALL RACES ECT [sic] WITH A/S GREASE INCLLUDE CONE OIL RETAINING WASHER AND PISTON LOCK PLATE (6) TEST ALL BLADES FOR FULLNES [sic] USING GREASE GUN
7 DURING ASSEMBLY CHECK TORQUE ANGLES TRACK AND BALLANCE
8 EFFECT FINAL BALLANCE USING LEAD WIRE IN HOLLOW BARREL BOLTS
9 FIT ALL LOCKING DEVICES AND SMEAR SPLINES ECT [sic] WITH WHITEMORES COMPOUND AND REFIT
[underlined] NON OPERATION OF AIR SCREW [/underlined]
(1) CHECK OIL SUPPLY CONTROL RODS AND C/O VALVE
2 LEAKING LEATHERS
3 C/W BEARING SHAFT WRONG SIDE OF PITCH ADJ NUT SCREW PITCH ADJ SCREW WRONGLY FITTED OUTER HALF OF C/WT THRUST RACE WRINGLY FITTED
4 TORQUE LOADING TO HIGH (5) CLEARANCES INSUFFICIENT
VIBRATION CAUSES
1 LACK OF GREASE IN BLADES CHECK BY G/G
2 LOOSE PISTON RMOVE A/S INSPECT SPLINES AND CONE SEATINGS ECT DRESS UP ANY HIGH SPOTS RESMEAR WITH WHITMORES COMPOUND AND REFIT
3 TRACK, ANGLES, CLEARANCES AND TORQUE LOADING READJUST AS NECESSARY
[sketch of DH constant speed unit]
ROTAL A/S 20[DEGREES]
TYPE NO R 4.5 “ “ INTERNAL RANGE “
“ R 5 OR 6 EXTERNAL RANGE 35”
“ RXF 5 OR 6 “ EXTERNAL FEATHER “ 75”
“ RS 5 OR 6 “ “ “ 65
BLADES WOOD OR MAGNESIUM DURAL ARE [two words?]
[sketch of oil flow in hub]
INSIDE OIL TUBE L/H THREAD EACH END
OUTER TUBE SPLINES TO SPIGOT OUTER END HAVE KEYWAY FOR LOCKING PISTON
PISTON TWO OIL SEAL LEATHER WASHERS
CYL ALUMINIUM ALLOY ANODIC TREATED
CYL HEAD HELD IN POS BY 15 ¼ BSF AND 3 I BOLTS
SYN RUBBER SEAL
HUB S65 HUB CENTRE DETACHABLE CONE AT F R AND SLINED TO MATCH A/S SHAFT L/H THREAD AT FRONT OF HUB FOR REMOVAL FROM A/S SHAFT
[page break]
RACES 3 FOR THRUST AND 1 PRE-LOADING
THIS IS THE TOP RACE V POINS [SIC] TOWARDS THE TIP OF BLADE
[sketches of blade ball races]
[sketch of method of fitting pin]
BLADE ASSEMBLY
1. FIT BALANCING SHIM AND COVER PLATE
2. PASS BEARING HOUSING OVER BLADE ADAPTER
3. FIT PRE-LOAD NUT (COMPLETE WIT SEAL)
4. SELECT STACK OF RACES AND PACK WITH MOBIL GREASE NOTE 2OZ
5. PRESS BEARING OVER BLADE ADAPTOR AND FIT ADAPTOR NUT COMPLETE WITH SEAL V TOWARDS TIP
6. PRESS BEARING HOUSING OVER BEARING AND FIT BEARING HOUSING NUT
7. SET BEARING PRE-LOADING 10 – 35 FT LBS
8. FIT VERNIER PLATE AND SHIM
9. FIT ALL LOCKING DEVICES
PRECAUTIONS BEFORE REMOVING OR REPLACING A BLADE ASSEMBLY FROM HUB
1. RELEASE PRELOAD NUT APPROX ½ TURN AND REFIT LOCKING TABS
2. HOLD BLADE FROM TURNING SUPPORT TIP OF BLADE TO PREVENT TIP FROM BINDING AND KEEP LINK ARM CLEAR OF HUB
TOLERANCE OF BA
3”OZ N A/S 5”OZ FOR USED A/S
[page break]
REMOVAL SEQUENCE
ROTOL EXTERNAL TYPE CYL RX AND RXF
1. REMOVE SPINNER NOSE PIECE
2. UNLOCK SPINNER AND REMOVE
3. UNLOCK AND REMOVE 3 EYE BOLTS AND 15 CYL COVER NUTS AND BOLTS AND BOLTS AND TWO CYLINDER BLEED SCREWS
4. REMOVE CYL COVER PISTON NUT AND PISTON AND KEY OR LOCATING PEGS RXF TYPE
5. REMOVE CYLINDER
6. “ OIL TUBES L/H THREAD ON INNER
7. WITH NO 1 BLDE DOWNWARDS PLACE SLING OVER NO 2 AND 3 BLADES
8. REMOVE CIRCLIP, RETAINING PLATE AND LOCK RING
9. UNSCREW HUB NUT AND FIT EXTRACTOR NUT AND RING AND REMOVE AIRSCREW
10. REMOVE DEICING PIPES, INNER RING OF SPINNER AND SPINNER BACK PLATE
FIT A/S REVERSE THIS SEQUENCE (SMEAR SPINES WITH WHITMORES COMPOUND) FIT PILOT BUSH OVER INNER OIL TUBE END TO PROTECT CYL OIL GLAND WHEN PASSING CYL OVER TUBES
THREE STEEL TABS HELD IN PLACE A CIRCLIP [DELETED] HELD IN P [/DELETED] IN PRELOAD STRAIGHT OFFSET R O/S L
LOCKING DEVISE [SIC] IS SERATED STEEL TAB BOLTED AND TAB WASHERED [DELETED] TO FRO [/DELETED] BOLTED TO FRONT SPINNER PLATE
INSPECTION
DAILY EXAMINE BLADES AND SPINNER EXTERNALLY FOR DAMAGE
40 HOURS REMOVE SPINNER AND EXAMINE BACK PLATE FOR CRACKS EXAMINE HUB FOR LOSS OF GREASE AND OIL
480 REMOVE A/S EXAMINE OUTER BEARING SURFACE OF CYL FOR WEAR OR SCORING 2. EXAMINE OIL TUBES FOR BRINELLING DUE TO CHATTER 3. EXAMINE FORK JOINTS OF OPERATING LINKS AND EYE BOLTS 4. EXAMINE SPLINES AND CONE SEATINGS IN HUB AND SHAFT FOR PICK UP OR FRETTING 5. EXAMINE BLADES FOR DAMAGE FATIGUE CRACKS AND CORROSION 6. EXAMINE SPINNER AND BACK PLATES FOR DAMAGE
C.S.U. EXAMINE FOR OIL LEAKS AND SECURITY AND ADJUSTMENT OF CONTROL SYSTEM
[page break]
960 HOURS RETURN A/S AND C/S UNIT TO REPAIR DEPOT FOR COMPLETE OVERHAUL
WOODED [SIC] BL SCHWART JABLO AND RAYOID PAINTED BLACK WITH 4” YELLOW TIP
MAGNESIUM BLADE SCREWED TO BLADE ADAPTER WITH TOFNAL BUSH AS PROTECTION FROM STEEL ADAPTER
[sketch of blade defining areas]
[table of repairs according to area]
Cylinders Examine for cracks scores fretting overheating fins for cracks. Test flange for truth on surface plate having hole slightly larger than spigot Scrape true
Dimensional Cylinder bore for size ovality & taper with cylinder gauge Take 6 readings two at top stroke 2 at centre 2 at bottom. One parallel with & one at right angles to the gudgeon pin in each position.
Cylinders Water cooled test water jacket for leaks Blank off all outer ports attach air blast to inlet port immerse in hot water at 80°C apply pressure of 50lbs/sq” for 5 minutes. Leaks indicated by bubbles. Remove from tank dry thoroughly spray with lubricating oil to prevent rust.
Cylinder Heads Examine for cracks especially between ports, valve guide houses and stud houses Studs for non alignment firmness and condition of thread. Plug adaptors for firmness and condition of thread Test seats for width max 3/32 [four words unreadable] valve seats for truth using new valve or special gauge and marking. [one line unreadable]
[page break]
to bring the pointer to zero
7. To turn with George put the main switch on and move the steering lever left or right.
8. Dive or climb by rotating the altitude control to the required angel
9. Landing Put the clutch lever and main control cock to the out position.
Ground checks
1. See that there is one pint A/F oil in bottle
2. See that air dryer has been recharged with silca gel
3. Put clutches in and move controls over the full range
4. With the port engine running check that the air pressure is steady at 60lbs/sq”
5. Put the MCC to the open position and note that the rotors are spinning
6. Replace covers securely and check that the plugs are secure in the there [sic] sockets
7. Put the MCC to the out position
[page break]
[this is on a loose page, not part of this notebook]
to make easy reading these degrees per [one word?] are rated 1 to 4
C.S.U. 1825 OF ENGINE PUMP CENT GOVENOR
PAD GOVERNOR CAN BE USED FOR EITHER L OR R HAND DRIVE PORT NEAREST SPLINE IS FINE OUTLET PORT BLANKING PLATES SMALL ONES SUCTION LARGE ONES PRESSURE BLANKING OIL ENTERS IDLER GEAR SPINDLE FITTED WITH NON RETURN VALVE AND RESTRICTER
[UNFINISHED SKETCH]
[page break]
VALVE TIMING FOR MERCURY [DELETED] iii [/DELETED]
1. TURN C/SHAFT UNTIL CONROD IN NO 2 CYL AT TDC
2. FIT THE FRONT COVER LESS THE FRONT COVER BALL RACE
3. INSERT THE TIMING ROD THROUGH LAYSHAFT CAM SLEEVE, HOLE IN FRONT [DELETED] COVER [/DELETED] WALL OF C/C CASE ON TO FRONT WEB OF C/SHAFT
4. ENGAGE C/SHAFT GEARS CENTRALISE SERRATIONS
5. FIT DUMMY RACE TO FRONT COVER AND [DELETED] RING [/DELETED] NUT
6. REMOVE THE TIMING ROD
7. FIT PUSH RODS AMS SET TAPPETS
8. FIT PPI TO NO 6 CYL (NO 6 ONLY)
9. FIT TIMING POINTER
10. SET T. [DELETED] PI [/DELETED] BY MEANS OF P.P.I
11. CHECK VALVE OPENING 29° BTDC
[SKETCH OF VALVE TIMING]
[in green ink in a different hand]
Just one point
Oliver Cromwell
Who always
asks for
[underlined] more and more [/underlined]
CNA MERCURY RADIAL ENGINE
CRANK CASE CYL HOLDING DOWN BOLTS .010” .020” .030”
[SKETCH OF STUD]
CHECK. CLEAN WITH PARIFFIN [SIC] HOT OIL AND CHALK TEST
A/S SHAFT MADE OF N/O STEEL
UNEVERSAL [SIC] THRUST BALL BEARING
REAR BEARING SINGLE THRUST BEARING
REAR SPHERICAL SEATING AL-BRONZE
ANCOR MEMBER HOUSING N/S
REAR BEVEL WHEEL CARRIER
SEALING RING IRON BRONZE
DISMANTLING
1. INSERT EXTENSION SHAFT THROUGH HOLE IN BENCH 2. REMOVE FRONT COVER PLATE 3. WITH RING SPANNER REMOVE THRUST NUT (LH) 4. LIFT OF OIL THROWER 5. WITH EXTRACTOR PRESS A/S SHAFT FROM MAIN BALL BEARING [INSERTED] SKETCH OF SOMETHING [/INSERTED] 6. TAP OUT ANCHOR MEMBER HOUSING FROM CASING 7. LIFT OF [SIC] FRONT BEVE [SIC] WHEEL AND SPHERICAL RING
[page break]
CRANK SHAFT
TO REMOVE MANETON WEB EXPAND TO .015”
“ REPLACE “ “ “ TO .040
PERMISSABLE STRETCH OF MANETON BOLT .009 TO .010
“ END FLOAT OF MASTER ROD ASSEM .008 - .012
FIT A BOLT MARKED E TO THE MANETON
BIG END BUSH IS A FULLY FLOATING STEEL SHELL LINED WITH CADMIUM NICHEL [SIC] ALLOY
REMOVAL AND FITTING OF BUSHES
DRILL AND PRESS OUT BRASS DOWEL PEGS
PRESS OUT BUSHES USING SPECIAL TOOL AND WORLSHOP PRESS
FITTING NEW BUSHES ARTICULATED RODS
IMMERSE EYE OF ROD IN CASTOR OIL AT A TEMPERATURE OF 200°C FOR 30 MINS REDUCE TEMPERATURE OF BUSH TO -60°C AND PRESS IN BUSH USING SPECIAL TOOL AND WORLSHOP PRESS. WHEN FITTING NEW BUSH TO MASTER ROD THE TEMPERATURE OF THE OIL MUST NOT BE ABOVE 150°C
REMOVE [INSERTED] F. [/INSERTED] KEYS BY 2BA BOLT. 1 KEY IN FRONT 2 IN REAR. EXPANDER JACK FOR OPENING THE MANETON WEB TAKE OUT JACK AS SOON AS MANETON WEB IS REMOVED. REAR OIL RETAINER MADE OF ALLY-BRONZE WRIST PIN NO 1, 4 HAVE
[page break]
STEEL PLUNGERS SPRING LOADED BLANKING PLUG HAS SPRING AND STEEL WASHED AND FELT RING WASHER TO MAKE OIL TIGHT JOINT BETWEEN SPLINES OF TAIL SHAFT
OIL FEED TO BIG END [DELETED] FACE [/DELETED] ALWAYS ON LEEDING [SIC] FACE
MANITON POS GAUGE FOR SUBASSEMBLY
16-12-41
CYLS AND BARRELS
1. EXAMINE FIRST FOR MAJOR FAULTS WHICH Any [one word?] the rejection of the Cyls shucl [sic] as a. louse [sic] head head joints (showe [sic] by sin [sic] of burnt or discoloured oil between the head and the barrel b. heavy bluing of the barrel c. distorted [deleted] scirt [/deleted] skirt d. cracks in cyl head e. distortion or slakness [sic] of valve seats (shown by signs of gas blowing past f. badly worn and stripped threads in [one word?] and gas starter non [one word?] valve adaptors
2. Decarbonise combustion Chamber taking care not to damage head and seals with scraper. 3 view bore of cyl barrel and work to fits and clearances and marginal notes AP 1451A Vol 2 4. Check ovality and dia with a cyl gauge fitted with (DTI) (MERCER) OR use inside mic take at least three readings in length of barrel 5. Reduction of fin cooling area of cyl head and removal of cracks from cooling fins AP 1451. G Vol 2 PART 3
NEOPRENE VIRBRATION [SIC] DAMVERS [SIC]
VALVE SEATS ALLY BRONZE LATER TYPE NGM AND NCM WITH EXHAUST STELITED SEATING SCREWED SHRUNK AND PEENED IN POSITION
SPARKING PLUG ADAPTERS EARLY TYPE ALLY/BRONZE S – S PIN IN POSITION LATTER TYPE STEEL S.S.P. HEAD HEATED IN CASTOR OIL TO 200°C ½ HRS VALVE GUIDS FITTED COLD
Removing and fitting Sparking Plug Adapter
1. Centre pop silver steel dowels
2. [word?] drilling [word missing] and drill out dowels
3. Heat head in oil at 200°C for ½ hr
4. Remove adapter with lock extractor
[page break]
5. machine a face with a face cutter
6. Test with spring loaded depth gauge
7. Machine B face with B face cutter
8. Make final check with spring loading gauge
9. Tap out (G.S .037) .009 oversize
10. It’s no3
11. Fit O>S adapter with [word?] inserting tool
12. Fit drilling jig and drill at 90° to
13. reamer holes and fit dowels
14. clean thread with 18MM tap
15. reprove inserting grove with spring loading facing cutter.
VALVE KE965 C-
STEMS NITRIDED NECK AND HEAD BRIGHT RAY TREATED ANGLE 451/2° EXHAUST SODAM [SIC] MELTING POINT 97°C BOILING POINT 883° 080MA .50 MIN FACE STELLITED INLET 45° ANGLE EXAMINE WARPT HEADS STRETCH
IF VALVE STEM FROM CYL TO WASHER AT TOP OF VALVE IS TO [SIC] LONG FIT WASHERS .050 OR .100 DISTANCE SHOULD BE 1.870 SPRING TESTING OUTSIDE 42 INT 35 INER 20LBS ALL TO PASS A GAUGE OF 1.344
TYPE OF METAL USED BY COLOUR IDENTIFICATION
[page break]
SHELTER NO 62
MECURY VIII VIII IX REAR COVER
[SKETCH OF MERCURY REAR COVER GEAR BOX]
A.P. 1491B
CROSS DRIVE SHAFT [TWO LETTERS?] OIL PUMP ON PORT SIDE ON STARBOARD TACHOMETER DRIVE THEN BTH A/COMP OR VAC PUMP THEN DUPLEX FUEL PUMP. TWO MAGS G.GEAR AUX CASING 3 AUX MARK II VAC PUMP R.A.[INSERTED] AIR [/INSERTED] COMP OR 3 STAGE H.P. OIL PUMP GENERATOR [DELETED] OIL PUMP [/DELETED] [INSERTED] CROSS DRIVE SHAFT [/INSERTED] BEARING MAGNESIUM ON OIL PUMP SIDE OTHER SIDE DEEP GROVE [SIC] BALL BEARING TAIL SHAFT BUSH BEARING PHOSPER [SIC] BRONZE W.M LINED SPRING DRIVE MAGNESIUM BUSH IN BEVEL AND ON STUB REVE MAG BEVEL DRIVE MAGNESIUM REAR BEARING PHOSPER BRONZE FRONT BEARING OF AUX MAGNESIUM REAR BEARING BALL AND BALL
HIGH INITIAL OIL PRESSURE
ON ENGINES AFTER SERIES VIII PROVISION IS MADE FOR SAFE GARDING [SIC] THE ENGINE AGAINST STARVATION DURING THE FIRST FEW MINUTES OF RUN [INSERTED] N [/INSERTED] ING. THIS CONCISTS OF A HIGH INITIAL OIL PRESSURE DEVICE INCORPORATED IN THE OIL PUMP. THE DEVICE AD TO INCREASE THE PRESSURE TO THE BEARINGS AND AT THE SAME SUPLYS OIL TO AN AUX JET MOUNTED IN THE TOP OF THE C/C AND SO POSITIONED THAT A SUPLY IS DIRECTED ON THE BIG END AND CON RODS AND PISTONS AND CYL WALLS AS TEMP RISES THE H.I.P. FALLS UNTIL THE NORMAL WORKING TEMP IS OBTAINED WHEN THE DEVICE GOES OUT OF ACTION.
VOLUTE COVER VOLUTE CASING BLOWER CASING CHECK [WORD?] CASING AND VOLUTE BY FEELERS AND BEAM GAUGES
FUEL PUMP
WITH THE GAG [INSERTED] GED [/INSERTED] DOWN AND THE PUMP RUNNING 2400 RPM CHECK RATE OF DELIEVERY [SIC] OVER A PERIOD OF 15 MIN A DEL OF FROM 200 TO 250 GALS PER HOUR UNDE SUCTION LIFT OF
[page break]
6 FEET AND A DELIVERY HEAD OF 12 FT SHOULD BE MAINTAINED. UNDER THESE CONDITIONS THE OUTLET PRESSURE SHOULD BE 6LBS/SQ” VARING [SIC] BY NOT MORE THAN A 1/4SQ” IN EITHER HALF OF THE UNIT. AFTER THE ABOVE TEST HAS BEEN MADE CHECK THE RATE OF DELIEVERY [SIC] IN EACH HALF OF THE UNIT. WITH THE PUMP RUNNING UNDER THESE CONDITIONS THE RATE OF DE NOT LESS THAN 144 [INSERTED] GALS [/INSERTED] PER HOUR SHOULD BE MAINTAINED AT EITHER SIDE OF THE UNIT. IT WILL BE [INSERTED] NECESSARY [/INSERTED] EACH HALF OF THE PUMP OF THE PUMP TO REMOVE THE DRIVEN GEAR FROM THE SPINDLE FROM THE THA HALF OF THE PUMP NOT UNDER TEST
EXTERNAL BRIGHT PARTS YELLOW GREASE AND PAPER CAMSHAFT ASSEMBLY BEFORE PACKING CLEANED AND COVERED WITH LANOLISED OIL CAM COVER BOLTED DOWN SO AS TO LEAVE [WORD?] AIR SPACE
1. ENGINES EXPECTED TO BE OUT OF USE 1 MONTH OR MORE
i. ENGINES WHICH CAN BE RUN A DRAIN THE ENGINE SUMP AND THE FUEL AND OIL TANKS FILL WITH CLEAN OIL AND D.T.D 224 B. RUN THE ENGINE AT 1,000REVS FOR 1/2HOUR C. DRAIN OIL SYSTEM AND THE SUPPLAS [SIC] FROM THE OIL SCAVENGE FROM RADIAL D. REMOVE ALL OIL AND CONDENSATION WITH SRINGE [SIC] PISTON TDC E. SPRAY EACH CYL INTERNALLY WITH ANTY [SIC] [WORD?] INHIBITER 33C/563 PISTON AT BDC ON POWER STROKE NO MORE THAN 20CC FOR EACH CYL
AS 12 TO 14 CC PER CYL
BRISTOL 16 TO 20 “
DH 6 TO 8 “
NAPIER 5 TO 6 “
ROLLS KESTREL 8 TO 10 “
ROLLS MERLIN 12 TO 16 “
PRATT AN WITNEY 12 TO 14 “
WRIGHT 16 TO 20 “
FIT DUMMY PLUGS AND BLANKING PLATES REPEAT EVERY SIX MONTHS
ii. ENGINES WHICH CAN NOT BE RUN BUT CAN BE TURNED, TURN THE ENGINE 6 TIMES BY HAND OR TEN MINS BY MECHANICAL RIG
iii. ENGINES THAT CANNOT BE TURNED PROCEED AS PAR D, E, F AND G SUCH ENGINES TO BE MADE SERVICABLE AS POS
2. ENGINES NOT OUT OF USE MORE THAN 1 WEEK ENGINES WHICH CAN BE RUN AP 1464 VOL II LEAFLET C 32
[page break]
OIL AND PETROL SYSTEM OF NAPIER DAGGER III
[SKETCH OF OIL AND FUEL SYSTEM OF NAPIER DAGGER III]
[TABLE GIVING SPECIFICATION OF AVIATION FUELS]
DISPOSAL OF FUEL AND OIL
1. PETROL SALVAGED FROM A CRASH USE IN MT
2. “ “ FROM MAC OTHER THAN A CRASH MAY BE USED FOR FLYING PURPOSE AT THE DISC OF C.O
3. “ “ SALVAGED FROM A crash at sea will be filtered and know as MT fuel grades 3 Oil taken from aircraft is sent to be cleaned or refined and is used for MT.
[page break]
RUNNING FAULTS
ENGINE FAILS TO START
IF HT SPARK CAN BE HAD IN MAIN MAG distributor IGN defective hand starter switch or circuit defective HT lead HS mag faulty contact at end of lead dirty slip ring faulty carbon brushes HS mag C/B points dirty or out of adjustment sticking rocker arm faulty or broken CB spring internal fault in mag. If no fuel can be pumped from the connection nearest the engine ineffective primer pump primer pipes broke or blocked primer jets blocked. If both sparks and priming are correct engine over or under primed
Engine starts but fails to pick up when main switch is put on defective switch or switch circuit
Fuel incorrect poss of throtal [sic] incorrect poss of fuel distribution cocks air lock in fuel supply pipe slow running jets blocked water or jet wells
Engine cut out when run on one mag defective switch defective CB faulty mag
Excessive drop in RPM when switching of one mag defective SPs defective HT leads on connection dirty worn or incorrect [word?] at CB points
Engine Vibrates Misfiring on one or more cyls from any cause due to ignition indicated by excessive drop in RPM airlock in induction system or otherwise incorrect incorrect mixture
Mechanical tappets out of adjustment uneven compressions worn reduction gear
Air screw loose on air screw shaft out of track out of balance
General Loose bearer bolts loose engine mounting loose bracing on engine bay unsteady engine R.P.M. faulty rev drive due to faulty installation sharp ends frayed drive shaft insufficient lubrication faulty RPM indicator misfiring from any cause incorrect boost reading loose breyal on gauce incorrect adjusted gate or control faulty boost control leaks in pipeline engine to control from from control to to gauge dirty filter in gauge faulty gauge
[page break]
Excessive temp incorrect poss of rad or rad shutters incorrect filling of coolant system causing air lock obstruction in pipe lines damaged water pump faulty gauge
Incorrect Oil Temp high insufficient oil in tank cooler blocked bypassed or dirty engine over heating. Incorrect oil pressure High very low temp faulty gauge Low oil press air leak on suction side of pump restriction on pipelines suction side of pump dirty oil filter pressure side of pump insufficient oil in tank oil cock incorrect relieve stuck open leck on press side faulty gauge
[sketch and calculations]
[page break]
[back cover feint drawings and 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
Ernie Twells' notebook
Description
An account of the resource
Ernie Twells' engineering notebook covering metallurgy, carburettors, air screws and aircraft engines..
Creator
An entity primarily responsible for making the resource
Ernie Twells
Format
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One notebook of 62 handwritten pages.
Language
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eng
Type
The nature or genre of the resource
Text. Training material
Text
Identifier
An unambiguous reference to the resource within a given context
MTwellsE171780-151026-07
Coverage
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Royal Air Force
Contributor
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Janice Waller
Trevor Hardcastle
David Bloomfield
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.
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/416/7657/MTwellsE171780-151026-08.1.pdf
01af8896cc04ef1d960605bfe72e7566
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
Twells, Ernest
Ernie Twells
E Twells
Description
An account of the resource
19 items. The collection concerns Flying Officer Ernie Twells DFC (1909 - 1979, 6042416, 805035 Royal Air Force) and contains his log books training notebooks, his medals and lucky mascot. It also includes a scrap book of photographs.
Ernie Twells served as an engine fitter before remustering as a flight engineer. He completed 65 operations with 619 and 617 Squadrons including sinking the Tirpitz.
The collection has been loaned to the IBCC Digital Archive for digitisation by Ernest Twells and catalogued by Barry Hunter.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-10-26
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
Twells, E
Access Rights
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Permission granted for commercial projects
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
Form 714.
ROYAL AIR FORCE.
Rough Notebook for use in Laboratories and Workshops.
[page break]
[inside front cover]
[2 deleted words] — C [one indecipherable word] — 2 ME 110 X — BEAUFIGHTER ✓ — FORTRESS ✓ — STIRLING ✓ — DO 217 ✓ — MARTLET ✓ — TYRHOON [sic] ✓ — ME 109 ✓ — MUSTANG ✓ — DO 117 X — BEAUFIGHTER X — KITTYHAWK X — DO 117 X — TYPHOON ✓ — MUSTANG ✓ — JU 88 X — HALIFAX ✓ — TYPHOON ✓ — [underlined] ME 110 ✓ [/underlined]
[page break]
[underlined] Single Engine Fighters [/underlined]
1/ Spitfire — 2 Huricane [sic] — 3 ME 109 30 FT — 4 [one deleted word] Typhoon — 5 Mustang — 6 FW 190 30 FT — 7 Martlet — 8 Hen 126 50 FT — 9 JU 87D 50 FT
Four Engine Aircraft Single Fin and Rudder
1 Stirling — 2 Fortress — FW 200 K 110 FT
Four Engine Twin [inserted] FIN [/inserted] and Rudder
HALLIFAX [sic]
2 Engine A/C TWIN FIN AND TAIL
1 ME 110. 50 FT — DOR 217 60 FT — 3 L Lighting
[page break]
Twin Engine Single Fin an [sic] Rudder
1/ Beaufighter — 2/ JU 88 A6 70 FT — 3 Heinkel 111 70 FT — 4 Heinkel 177 100 FT — 5 Boston — 6 Mosquito — 7 FW 187 50 FT — 8 Henchel 129 50 FT — 9 ME 210 50 FT
1/ STIRLING ✓ — 2/ ME 110 ✓ — 3/ HALIFAX ✓ — 4 ⎯⎯⎯⎯⎯⎯ X — 5/ MARTLET X — 6 ME 109E ✓ — 7 FW 190 ✓ — 8 TYPHOON ✓ — 9 KITTYHA [sic] ✓ — 10 JU 88 X
1 BEAUFITER [sic] ✓ — 2/ JU 88 ✓ — 3/ MOSQUITO ✓ — 4 JU 88 ✓ — 5/ FORTRESS ✓ — 6 MUSTANG ✓ — 7 TYPHOON ✓ — 8 DO 217 ✓ — 9 MARTLET ✓ — 11 ME 109E ✓ — 12 ME 110 ✓ — 13 MARTLET ✓ — 14 HURICANE [sic] ✓ — 15 STIRLING ✓ — 16 FW 190 ✓ — 17 MUST ✓ — 18 MARTLET ✓ — 19 KITTYHARY [sic] ✓ — 20 DO 217 ✓
[page break]
1 ME 110 ✓ 40 — 2 HALIFAX X ✓ — 3 TYPHOON ✓ — 4 ME 210 ✓ — 5 JU 88 ✓ — 6 KITTYH [sic] ✓ — 7 ME 117 * — 8 ME 109 ✓ — 9 MOSQUITO ✓ — 10 ⎯⎯⎯⎯⎯⎯ X — 11 KITTY ✓ — 12 ME 110 ✓ [deleted] 200 [/deleted] — 13 FS FW 187 [deleted] 250 [/deleted] — 14 TYPHOON ✓ — 15 DO 217 ✓ 550 — 16 FORTRESS — 17 FORTRESS ✓ 400 — 18 HURICANE [sic] ✓ 350 — 19 MOSQUITO ✓ 400 — 20 ME 210 ✓ 800 — 1/ JU 88 ✓ — 2 HE 111 ✓ — 3 HE 177 X — 4 STIRLING X — 5 MARTLET ✓ — 6 DO 217 ✓ — 7 MOSQUITO ✓ — 8 [one indecipherable word] ✓ — 9 HE 177 ✓ — 10 ME 110 ✓ — 11 MOSQUIT0 ✓ — 12 TYPHOON X — 13 FW 190 ✓ — 14 ME 110 X — 15 [deleted] ME 210 [/deleted] BENU ✓ — 16 BOSTON ✓ — 17 FW 200 ✓ — 18 HURICANE [sic] ✓
ME 210* — MOSQUITO ✓
1 FORTRESS ✓ — 2 HURICANE [sic] ✓ — 3 LOCKHEED LIGHTING ✓ — 4 HE 111 ✓ — 5 [one indecipherable word] ✓ — 6 ⎯⎯⎯⎯⎯⎯⎯ * — 7 111 HE ✓ — 8 ME 110 ✓ — 9 SPIT ✓ — 10 HE 111 ✓ — 11 MUSTANG ✓ — 12 ⎯⎯⎯⎯⎯⎯⎯⎯ * — 13 ME 109 X — 14 MOSQUITO * — 15 JU 88 ✓ — 16 FU [sic] 190 ✓ — 17 ME 177 * — 18 KITTYII [sic] ✓ — 19 JU 88 ✓ — 20 HE 177 — 1 BOSTON ✓ — 2 STIRLING X — 3 JU 88 ✓ — 4 FW 187 ✓ — 5 [one deleted word] FORTRESS ✓ — 6 HURICANE [sic] ✓ — 7 HURICANE [sic] X — 8 ME 110 ✓ — 9 KITTY ✓ — 10 MARTLET ✓ — 11 HE 177 10 * — 12 BOSTON ✓ 13 MUSTANG ✓ — 14 BEAUFIGHTER ✓ — 15 BOSTON ✓ — 16 BEAU ✓ — 17 DO 217 X — 18 HALIFAX ✓ — 19 ⎯⎯⎯⎯⎯⎯⎯⎯⎯ — 20 109
page break]
ME 109 ✓ 30 — 2 ME X — 3 BEA X — 4 MARTLET ✓ — 5 BEAU ✓ — 6 HE 111 70 ✓ — 7 JU — 8 ⎯⎯⎯⎯⎯⎯⎯⎯⎯ — 9 ⎯⎯⎯⎯⎯⎯⎯⎯ 111 70 — 10 FW 200 ✓ 110 — 11 FW 190 30 — 12 TYPHOON ✓ — 13 ⎯⎯⎯⎯⎯⎯⎯⎯ — 14 H — 15 TYPHOON ✓ — 16 ME 110 70 — 17 ⎯⎯⎯⎯⎯⎯⎯⎯⎯ — 18 109 ME — 19 TYPHOON ✓ — 1 [deleted] HE 111 70 [/deleted] — 2 BEAUF — 3 FORTRESS ✓ — 4 BOSTON ✓ — 5 HURY ✓ — 6 FW 187 X 50 — 7 HE 177 ✓ 100 — 8 SPIT ✓ — 9 BOSTON ✓ — 10 FORTRESS ✓ — 11 JU 88 ✓ 70 — 12 MARTLET ✓ — 13 [deleted] HE 111 70 [/deleted] — 14 TYPHOON ✓ — 15 HE 111 ✓ 70 — 16 FW 190 ✓ 30 — 17 ME 210 X — 18 KITTY ✓ — HE 111 ✓
1 HURY ✓ — 2 DO 217 60 ✓ — 3 KITTY X — 4 H 177 ✓ 100 — 5 STIRLING ✓ — 6 HURRY ✓ — 7 HS 126 50 ✓ — 8 ME 109 ✓ 30 — 9 BOSTON ✓ — 10 FW 200 ✓ 100 — 11 FW 190 ✓ 30 — 12 FORT X — 13 FORT ✓ — 14 L LIGHTING ✓ — 15 HE 111 ✓ 70 — 16 JU 870 ✓ 50 — 17 MARTLET ✓ — 18 [deleted] ME 210 [/deleted] 1111 ✓ [deleted] X [/deleted] — 19 FW 187 [deleted] X [/deleted] — 20 DO 217 60 — 1 HALIFAX ✓ — 2 BEAU ✓ — 3 JU 88 ✓ 70 — 4 FW 200 X — 5 DO 2 [deleted] 17 X [/deleted] — 6 ME 110 ✓ 50 — 7 BEAU ✓ — 8 TYPHOON ✓ — 9 MUST ✓ — 10 MUS ✓ — 11 BOSTON ✓ — 12 HALY ✓ — 13 ME 110 X — 14 STIRLING ✓ — 15 FW 200 ✓ 110 — 16 STIRLING X — 17 HURY ✓ — 18 SPIT ✓ — 19 STIRLING ✓ — 20 HS 126 ✓ 50
[page break]
FW 190 150 YDS ✓ — FW 190 150 YDS ✓ — FW 190 300 YDS ✓ — HE 177 500 YDS ✓ — H 111 700 YDS ✓ — ME [one indecipherable word] 600 YDS ✓
1 HENCHEL [sic] 129 ✓ 50 — 2 TYPHOON ✓ — 3 HE 217 * 70 — 4 DO 217 * 90 — 5 HALIFAX ✓ — 6 FW 190 ✓ 30 — 7 JU 88 ✓ 40 — 8 DOR 214 ✓ — 9 ME 210 ✓ 56 — 10 MUSTANG ✓ — 11 FORTRESS ✓ — 12 HE 111 ✓ — 13 BOSTON ✓ — 14 [one indecipherable word] ✓ — 15 MUSTANG ✓ — 16 MOSQUITO ✓ — 17 — 18 HE 177 * — 19 ME 110 ✓ — 20 FORTRESS ✓ — HE 177 ✓ — SPIT ✓
FW 300 YDS ✓ — JU 88 600 YDS — HE 111 600 X — FW 187 350 ✓ — FW 190 150 ✓ — ME 210 300 X — FW 190 200 ✓ — FW 190 250 ✓ — FW 200 1000 YDS ✓ — FW 190 150 ✓
1 BEAU ✓ — 2 HE 111 ✓ — 3 MARTLET ✓ — 4 MOSQUITO ✓ BEAU X — 5 MUSTANG TYPHOON X— 6 FORT X — 8 JU 87 ✓ — 9 SPIT X — 10 FW 187 ✓ — 11 DO 217 X — 12 ⎯⎯⎯⎯⎯⎯⎯ X — 13 MUSTANG ✓ — 14 BOSTON ✓ — 15 — 16 F 190 ✓ — 17 HALIFAX ✓ — 18 MARTLET ✓ — 19 BOSTON ✓ — 20 DO 217 ✓
[page break]
[blank page]
[page break]
[underlined] Browning Gun [/underlined]
1 Make sure gun is unloaded
2 Remove flash elinmator [sic]
3 Remove Back leg
4 Remove [one indecipherable word] spring
5/ Remove locking stud
6 Breach Block
7/ Rear fear Release Unit
8/ Lock Frame
9/ Barrel and Barrel extension
[underlined] D T Reflector light [/underlined] (3 A X)
1/ Check Bulb for serviceability and alingment [sic]
2 Check mounting for security, leads Fuse (allso [sic] spare)
3 Check cleanlyness [sic] and dryness of glass surface
Check sun screen for operation
4 Bulbs must be changed every 30 flying hours or upon signs of blacking are seen
5/ Three spare bulbs are carried in the turret. Advantages of Reflector light on to target. Both eyes can be kept open when using sight alows [sic] for head movement and [one indecipherable word] is focust [sic] on
[page break]
[underlined] Safty devices on Browning Gun [/underlined]
1/ Locking of breach block. Ensures that the breach block is locked to the barrel extension for 5/6” movement before the round is fired preventing blow back.
2/ [underlined] Unlocking of the Breach block [/underlined]
Ensures that the bullet and excessive gases have left the barrel before the breach block is unlocked
3/ The fire and safe mech
Ensures that the recoiling portions are fully forward before the gun can be fired.
4 The cocking lever during the forward of the breach block the nose of the cocking lever is not clear of firing pin untill [sic] the breach block is fully forward. In case of broken bents on firing pin or a broken point on the rear causing [one deleted word] the firing pin to go prematurly [sic] the cocking lever takes the main force of the spring rendering the blow on cartridge [two indecipherable words] to fire it.
5/ The near rear prevent a round being cooked by the heat of the barrel.
[page break]
[underlined] No 1 Stopages [sic] [/underlined]
[numbers 1 - 7 deleted at side of page]
Locking stud fully forward imedate [sic] action is to cock the gun and fire watching the feed if gun fires. Stopage [sic] is due to Dud ammo. Feed takes place but gun does not fire stopage [sic] due to broken firing pin or faulty Fire and safe mech. Feed does not take place stopage [sic] due to either defective retaing [sic] paul [sic] or spring. Feed paul [sic] and/or spring broken claw on transporter or misalindge [sic] belt.
[underlined] No 2 Stopages [sic] [/underlined]
Cocking stud [inserted] between [/inserted] fully forward and half way back imediate [sic] action cock and fire. Gun does not fire stopage [sic] due to broken [deleted] sp [/deleted] transporter spring or weak loose link jambed [sic] in feedway cross feed due to misalingded [sic] belt or separated case due to undo breaching.
No 3 Stopagse [sic]
Cocking stud half way to fully back. Imediate [sic] action Cock and fire if gun fires stopage [sic] due to insufine [sic] recoil due to dud cartriage [sic]
[page break]
Gun does not fire stopage [sic] due to weak or broken ejector broken or damaged cartridge rim guides Note friction.
Note weak barrel return spring broken transporter guide spring will give stopages [sic] in any position.
[page break]
[underlined] Fraser Nash Layout
Working Pressure 300 lbs sq” [/underlined]
[2 diagrams of hydraulic systems]
[underlined] Engine Driven Pump [/underlined]
Drives oil round circuit. Output 7/9 Galls per min. One pump per circuit.
Volkes Filter Fitted on exhaust pipe line and filters 99% of dirt.
Recuperator Fitted on exhaust pipe line
[underlined] Functions [/underlined]
1/ Means of filling system
2 Means of bleeding system
3 Prevent EWP starvation
4 Conpersats [sic] for temp change
5/ Conpersats [sic] for leakages
[page break]
[underlined] Rotating servis [sic] Joint [/underlined]
This brings the oil from the fixed part of the AC to the moving part.
[underlined] Valve Box [/underlined]
This consists of 4 valves
1/ Master valve 2/ Elevation and depression Rotation and Poppet valve. Poppet valve to prevent gun sinkage
[underlined] Hydraulic Jack [/underlined]
This elevates and depresses the guns
[underlined] Vane Oil Motors [/underlined]
This rotates the turret
Palmer Firing Gear
An hydraulic means of firing the guns
Accumalator [sic] this is a means of firing the gun should a pressure pipe line get broken Fire gun about 7 8 times
Release valve Safty [sic] device if pressure is above 300 lbs sq”
External Rotation valve
When valve is opperated [sic] turret can be rotated from out side [sic]
[page break]
[diagram of the layout of components in turret]
1/ Reflector light — 2/ Rotating servis [sic] Joint — 3/ Palmer firing gear — 4/ Valve Box — 5/ Vane Oil motor — 6 Manual Rotation Handle — 7 Intercom — 8 Other Mean of [symbol] — 9/ 3 Spare Bulbs — 10 3 Fuses Cockpit 5 light fuse 5 Camera 10 — 11 Seat — 12 Safty [sic] Belt — 13/ Safety Device — 14 Oxygen — 15 Handles for moving seat — 17 Tool Bags 1/ Toggle 2/ Aiming wire 3/ Cleaning Tool 4 Combination Tool 5/ Drifts — 18 Ammunition Boxes — 19 Guns — 20 Cockpit Lamp — 21 Jettonson handles — 22 Camera Switch
Oil used in Fraser Nash system
Summer time NO % antifreeze 30 eng oil
Winter time 100 % antifreeze
[page break]
[underlined] Means of entry to Fraser Nash Turret [/underlined]
1/ Make sure recuperator spindle is up 5 ins — 2/ Open turret doors — 3/ Climb in feet first — 4/ Plug in I/C — 5/ Close Doors — 6/ Fix safty [sic] Belt — 7/ Check Tools Spare Bulbs — 8/ Check ammo — 9 Check Fuse — 10/ Switch on light — 11/ Load Guns — 12/ Make sure Manual rotation handle is free — 13 Unlock turret and opperate [sic] [deleted] and [/deleted] for elevation and rotation — 14 Inform pilot turret O.K
[underlined] Means of Exit [/underlined]
1/ Lock and centrise turret — 2/ Unload Guns — 3/ Switch off [deleted] shight [sic] [/deleted] sight — 4/ Undo Safty [sic] belt — 5/ Unlock doors — 6/ Take out I/C — 7/ Slide out of turret head first — 8/ Close doors
[page break]
[underlined] Boulton and Paul Turret
Electric Hydraulic Layout 1200lbs sq” [/underlined]
[diagram of electric hydraulic system]
[underlined] Engine Driven Electrical Generator [/underlined]
This generates and supplys [sic] the electricity to the turret
[underlined] Electrical Distributor [/underlined]
This brings electricity from the fixed part to the moving part of A/C
[underlined] Electric Motor [/underlined]
This drives the hydraulic [deleted] motor [/deleted] [inserted] generator [/inserted]
Hydraulic Generator
A means of filling the system and allso [sic] supplys [sic] the oil to hydraulic jack and hyd motor
[page break]
[underlined] Hydraulic jack [/underlined]
This elevates and depresses the guns and is a ballance [sic] type
[underlined] Hydraulic motor [/underlined]
This rotates the turret
[underlined] Pressure regulator box [/underlined]
To prevent gun sinking
[underlined] Gun Fire interuptor [sic] [/underlined]
Prevents us shooting our own tail
[underlined] Inter lock mech [/underlined]
This prevents is from fouling our own Fuselarge [sic]
[underlined] Fairing Switch [/underlined]
This prevents us from fouling [word missing] fairing
[underlined] High speed button [/underlined]
This should never be used for more than a few seconds
Normal speed 3,000 R.P.M high speed 3,400 RPM.
[underlined] 9 Fuses [/underlined]
4 Gun fuses (10 AMPS) 2 Cockpit Fuses (5 AMPS) 1 light fuse (5 AMP) 1 Solinoid [sic] fuse [inserted] 5 AMPS [/inserted] 1 motor fuse ([corrected] 10 [/corrected] AMP)
[underlined] Oil used [/underlined] 80% antifreeze 20% engine oil
[page break]
[paper with list laid over the next page which would be diagram of turret layout]
[list of aircraft with ticks and crosses by them. Many are undecipherable or deleted]
[page break]
[underlined] Hydraulic jack [/underlined]
This elevates and depresses the guns and is a ballance [sic] type
[underlined] Hydraulic motor [/underlined]
This rotates the turret
[underlined] Pressure regulator box [/underlined]
To prevent gun sinking
[underlined] Gun Fire interuptor [sic] [/underlined]
Prevents us shooting our own tail
[underlined] Inter lock mech [/underlined]
This prevents is from fouling our own Fuselarge [sic]
[underlined] Fairing Switch [/underlined]
This prevents us from fouling [word missing] fairing
[underlined] High speed button [/underlined]
This should never be used for more than a few seconds
Normal speed 3,000 R.P.M high speed 3,400 RPM.
[underlined] 9 Fuses [/underlined]
4 Gun fuses (10 AMPS) 2 Cockpit Fuses (5 AMPS) 1 light fuse (5 AMP) 1 Solinoid [sic] fuse [inserted] 5 AMPS [/inserted] 1 motor fuse ([corrected] 10 [/corrected] AMP)
[underlined] Oil used [/underlined] 80% antifreeze 20% engine oil
[page break]
[lists of aircraft types]
[page break]
[lists of aircraft types]
[page break]
[list of aircraft types]
[indeterminate drawing]
[page break]
[Diagram of Cockpit Controls]
1 SIGHT
[underlined] 2 [/underlined] [ditto symbol] SWITCH
[underlined] 3 [/underlined] COCKPIT SWITCH
4 POG [ditto symbol]
5 MOTOR [ditto symbol]
6 FAIRING [ditto symbol]
7 OXYGEN
8 OXYGEN REGULATOR
9 COCKPIT LAMP
10 40 AMP MOTOR FUES [sic]
11 MANUAL ROTATION HANDLE
12 FREE ANGAGED [sic] LEVER
13 HIGH SPEED BUTTON
[underlined] 14 [/underlined] CONTROL COLOUM [sic]
15 FIRING BUTTON
16 INTER.COM
17 ELECTRIC MOTOR
18 HYDRAULIC GENERATOR
19 MANUAL ROTATION
20 BIMMER [sic] SWITCH
21 COCKPIT LAMP
22 OXYGEN PLUG IN
23 FUESE [sic] GGGG 10AM
24 CCSC 5 AMP
25 SPARE BULBS
26 TOOL BAG
27 PARACHUTE PACK
[page break]
[underlined] Entry to Boulton and Paul turret [/underlined]
[underlined] 1 [/underlined] Open Doors
2 Put in parachute
3 Climb in feet first
4 Plug in I/C
5 Close doors
6 Fix safty [sic] belt
7 Check bulbs
8 Check fuses
[underlined] 9 [/underlined] Check ammo
[underlined] 10 [/underlined] Check tools. locking toggle) Drifts Combinations [inserted] Cleaning tool [/inserted]
11 Load Guns.
12 Switch on light
12 [Turn on light
13 Use Cockpit lamp if necessary
14 Push fairing switch up
15 Switch on Motors
16 Put POG to gunner
17 Free and engage lever to engage
18 Operate controls for elevation and depression
19 Inform Pilot turret OK.
[underlined] Exit from B.P [/underlined]
[underlined] 1 [/underlined] Turn guns to beam
[underlined] 2 [/underlined] [deleted] Unlock [/deleted] Unload guns
3 Switch off reflector sight
4 [ditto symbol] [ditto symbol] master [ditto symbol] switch
5 [ditto symbol] [ditto symbol]cockpit switch
6 [ditto symbol] [ditto symbol] Motor
7 Pull down fairing lever
[page break]
8. P O G to off
9 Free and engage lever to free
[underlined] 10 [/underlined] Unlock doors
[underlined] 11 [/underlined] Undo safty [sic] belt
[underlined] 12 [/underlined] Take out intercom
13 Climb out head first
14 Take out parachute
15 Close doors
[page break]
[underlined] LOADING FRASER NASH WITH AMMO [/underlined]
[diagram]
[underlined] BOULTON AND PAUL [/underlined]
[diagram]
[page break]
[underlined] R/T PROCEDURE [/underlined]
Tail gunner to Pilot – Over
Say again & say again
[diagram and explanatory notes]
[page break]
R Rythm [sic]
S Speed
V Voice
P Pitch
[underlined] Not [/underlined]
There is not repeat not
A Gerry in sight
[page break]
[blank page]
[page break]
[unreadable]
[page break]
[underlined] tracer bullets [/underlined]
[partially obscured explanatory notes]
[page break]
[miscellaneous list]
[page break]
[blank page]
[page break]
Using a 849 does away with using capsules it has a selling [sic] indicator as also 28B
[page break]
[underlined] SIGHTING [/underlined]
[underlined] Rules of aiming [/underlined] for curve of pursuit
[underlined] 1 [/underlined] Bead aircraft
2 Estimate range
3 Make [indecipherable word] zone allowance towards aim [indecipherable word]
4 At 600 yds fire a burst and note the end of the tracers
5 Keep firing with target at end of trace
6 At 400 yds bring tagget [sic] ½ way along trace
7 Keep firing till 150 yds then fire point blank till breakaway
8 on break away deflection one rad in direction of breakaway and fire continusly [sic]
Rules for aiming target holding off [underlined] 1 [/underlined] to [underlined] 4 [/underlined] the same. After that corrections can be made with trace
[page break]
[underlined] Smoke Float [/underlined] MK II
Fitted with type No23 Tail pistol before launching remove safty [sic] pin an spring [indecipherable word] clip flying above 200ft launch tail first.
[underlined] Aluminium MK V [/underlined]
Used to mark position of subs lifeboats ect [sic] and air to sea gunnery exercise
[underlined] Fuses [/underlined]
Type [underlined] No 42 Static operated [/underlined] 2 safty [sic] devices [underlined] 1 [/underlined] safty [sic] pin 2 spring [deleted] sutter [/deleted] shutter Used for all types recco [sic] flares [underlined] Type 848 Air operated [/underlined] Has three safty [sic] devices [underlined] 1 [/underlined] and 2 same as fuse 42. [underlined] 3 [/underlined] Vane cover Used for all types recco [sic] flares and photo flash
[underlined] Capsules MK 2 [/underlined]
No stamped on each side reversible 3.4.6.8.10.12.14.16.18.20
[underlined] Rules for fusing [/underlined]
When using Mk 1 and 4 flares and flying at even no of feet use same no capsule when flying
[page break]
od [sic] number of ft use capsule 1 below
[table of capsules]
When using Mk V flares – at even [indecipherable word] of feet use capsule 2 below when flying odd number of feet use capsule 3 below
[table of capsules]
[underlined] Recco Flares [/underlined]
MK I to IV Contains parachute and candle ¾ [indecipherable word] CP. ejection and ignition take place together
No V MK 2 Sinalar [sic] to MK I to IV but 2 minute delay on candle ejection takes place first followed 2 mins later by ignition
PHOTO FLASH
Fuse 848. 849. 28.B 2000 4000FT CAPSULE No 4 2000 [indecipherable notations]
[page break]
[underlined] SAA [/underlined]
[drawings and notations of various ammunition types]
[page break]
1 ½ “ [underlined] SIGNAL CARTRIDGES [/underlined]
[drawings and notations of various signal cartridges]
[underlined] SIGNAL ROCKET [/underlined]
[drawings and notations of signal rocket]
[page break]
[underlined] Curve of Pursuit [/underlined]
[drawings, notations & tables for deflection, aiming & distance when firing tracer]
[page break]
Positioning for curve of pursuit allow 600 to 400 yds end of trace 400 to 150 ½ way on trace 150 Point Blank
[underlined] Breakaways [/underlined] Downwards rear gunners one rad ahead fire continusly [sic] Mid upper the same. Front gunner 2 rads ahead (usely [sic] over outside shoulder of pilots) Breakaways upwards rear gunner one rad ahead fire cont [sic] mid uppers and front gunners point blank.
[underlined] Head on attacks [/underlined] If any attacks head on open fire 1200 yds point balnk and if he breaks away upwards increase deflection as much as possible fire contin [sic] [indecipherable word] action if he break away downwards If enemy attack shallow dives ahead aim one rad above un till break away in shallow climb one rad below break away up full deflection break away down no action Point Blank shot at [indecipherable word] the two banks at begining [sic] of curve of pursuit [underlined] ground [/underlined] straffing [sic] Front gunner two rads short and increas [sic] rear gunners 3 rads over and decrease
[page break]
[drawings & notations for bullet patterns, gravity drop & bullet trails]
[page break]
[table of speed and distance]
More guns towards our aircraft.
[underlined] Gun deflection [/underlined]
Allow 1 rad for ever [sic] 50 miles faster or slower. I e alway [sic] in the front of the [indecipherable word] the aircraft appears to move. Correct with tracers Traveling [sic] same speed [indecipherable word] band allowance only (FROM TABLE) Traveling [sic] slower aim point blank correct with tracers
[underlined] Typical types of attack on Bombers Converging course [/underlined]
[diagram]
[underlined] Astern Attack [/underlined]
Usely [sic] from 10˚ to 45˚ attack from above or below mostly from above to gain speed
[page break]
[blank page]
[page break]
[underlined] Sighting [/underlined]
KEY Ranges
600yds Limiting Range Small Expenditur [sic] Am [sic] 400 [ditto symbol] Effective [ditto symbol] Larg [sic] amount Ammo 150 [ditto symbol] Point Blank Range Fire point blank continuisly [sic]
[underlined] Rang [sic] Estermation [sic] [/underlined]
[diagram, table & notes]
[page break]
[blank page]
Dublin Core
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Title
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Ernie Twells' notebook
Description
An account of the resource
Ernie Twell's engineering notebook covering aircraft type, machine gun and gun turret operation.
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Ernie Twells
Format
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One notebook of 48 handwritten pages
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eng
Type
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Text. Training material
Text
Identifier
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MTwellsE171780-151026-08
Coverage
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Royal Air Force
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Alan Pinchbeck
Steve Christian
David Bloomfield
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IBCC Digital Archive
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/810/22715/MEdwardsF1805103-180314-100001.1.jpg
bc9dd27fe80c786697f419a31a0481c3
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/810/22715/MEdwardsF1805103-180314-100002.1.jpg
b6b8d750e5b3bcbef3f49fb752c55182
Dublin Core
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Title
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Edwards, Frederick
F Edwards
Description
An account of the resource
26 items. The collection concerns Frederick Edwards (b. 1923) and contains his log book, maps, navigation charts, service documents, and photographs. He flew operations as a navigator with 101 Squadron. There is also an oral history interview with his son, Martin Edwards.
The collection has been loaned to the IBCC Digital Archive for digitisation by Martin Edwards and catalogued by Barry Hunter.
Publisher
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IBCC Digital Archive
Date
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2018-03-14
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
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Edwards, F
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
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Navigational Log
Description
An account of the resource
A navigational log produced by Fred Edwards. The flight's orders were to locate a convoy off the Dutch coast and report its position. On the reverse are his navigational observations.
Creator
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Fred Edwards
Date
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1943-09-10
Format
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One double sided printed sheet with handwritten annotations
Language
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eng
Type
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Text
Text. Training material
Identifier
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MEdwardsF1805103-180314-100001,
MEdwardsF1805103-180314-100002
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.
Temporal Coverage
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1943-09-10
Spatial Coverage
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Atlantic Ocean--North Sea
aircrew
navigator
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/810/22717/MEdwardsF1805103-180314-120001.2.jpg
9f141c6cfbb0ba67e56dbd530dfd8457
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/810/22717/MEdwardsF1805103-180314-120002.2.jpg
170ebf9ceebad5e2e1ad01097e562f92
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
Edwards, Frederick
F Edwards
Description
An account of the resource
26 items. The collection concerns Frederick Edwards (b. 1923) and contains his log book, maps, navigation charts, service documents, and photographs. He flew operations as a navigator with 101 Squadron. There is also an oral history interview with his son, Martin Edwards.
The collection has been loaned to the IBCC Digital Archive for digitisation by Martin Edwards and catalogued by Barry Hunter.
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
2018-03-14
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
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Edwards, F
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
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Navigational Log
Description
An account of the resource
A navigational log produced by Fred Edwards. His orders were to navigate by multi-course winds.
Creator
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Fred Edwards
Date
A point or period of time associated with an event in the lifecycle of the resource
1943-12-08
Format
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One double sided printed sheet with hand written annotations
Language
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eng
Type
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Text
Text. Training material
Identifier
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MEdwardsF1805103-180314-120001,
MEdwardsF1805103-180314-120002
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.
Temporal Coverage
Temporal characteristics of the resource.
1943-12-08
aircrew
navigator
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/810/22718/MEdwardsF1805103-180314-130001.1.jpg
b59c7d62182108de3689f904f3d6e9fd
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/810/22718/MEdwardsF1805103-180314-130002.1.jpg
d64104c4f494922c8308a4006375746d
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
Edwards, Frederick
F Edwards
Description
An account of the resource
26 items. The collection concerns Frederick Edwards (b. 1923) and contains his log book, maps, navigation charts, service documents, and photographs. He flew operations as a navigator with 101 Squadron. There is also an oral history interview with his son, Martin Edwards.
The collection has been loaned to the IBCC Digital Archive for digitisation by Martin Edwards and catalogued by Barry Hunter.
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
2018-03-14
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
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Edwards, F
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
Navigational Log
Description
An account of the resource
A navigational log produced by Fred Edwards. His orders were to pinpoint his position, sextant shots and 'MTBS'.
Creator
An entity primarily responsible for making the resource
Fred Edwards
Date
A point or period of time associated with an event in the lifecycle of the resource
1943-12-18
Format
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One double sided printed sheet with handwritten annotations
Language
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eng
Type
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Text
Text. Training material
Identifier
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MEdwardsF1805103-180314-130001,
MEdwardsF1805103-180314-130002
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
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Temporal Coverage
Temporal characteristics of the resource.
1943-12-18
aircrew
navigator
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/110/1077/MBubbGJ1477939-160322-01.1.pdf
74bc95ec7572d80b6af1bef26370eed5
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
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Bubb, George
G J Bubb
Description
An account of the resource
13 items. Collection covers the wartime service of Leading Aircraftsman George Joseph Bubb (b. 1911, 1477909 Royal Air Force), an instrument fitter on 44 Squadron. the collection contains notebooks from training courses, a service bible and 1946 diary as well as the contents of a scrapbook which include personal documents and photographs of people and bombing operations.
The collection has been loaned to the IBCC Digital Archive for digitisation by Dave Pilsworth 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
2016-03-22
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. Some items have not been published in order to protect the privacy of third parties, to comply with intellectual property regulations, or have been assessed as medium or low priority according to the IBCC Digital Archive collection policy and will therefore be published at a later stage. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal, https://ibccdigitalarchive.lincoln.ac.uk/omeka/collection-policy.
Identifier
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Bubb, GJ
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
[underlined] TABULATION OF INSTRUMENT REPAIRER COURSE [/underlined]
Form
18Y5 Volume 1 General Information of Aircaraft Insurments i.e. Installation etc.
18Y5 Volume 2 Modifications i.e. additions to Instruments or equipment etc.
Y00 Inspection Form (To be signed after each inspection)
[page break]
[underlined] AIRCRAFT MAINTENANCE [/underlined]
All RAF aircraft are inpeced periodically in accordance with specially drawn up schedules. These inspections are under three headings. 1) Daily Inspection
Carried out every day and the aircraft is serviceable for 24 hrs from time of the inspection.
2) Minor Inspection.
Carried out in accordance with U.M.O’s usually after every 300845 hrs.
3) Major inspection
Complete overhaul Is carried out at the end of a flying cycle usually 240 to 320 flying hours. The major cycle is divided into 6 or 8 minor periods, a minor inspection being carried out at the end of each. Thus a 240 major inspection sub-divided into 6 minor periods, would have one major and 5 minor inspections to the cycle. Some items do not require checking every minor inspection and where an item
requires checking every other minor a star is put against the assembly group number in the 17.1.R form. two stars would indicate every third minor and three stars every fourth. Major items are indicated by black capital letters as small letters underlined.
[underlined] FORM Y00 [/underlined]
This has two main sections.
1) Daily Inspection Sheet is used to record signature of airmen carrying out the (D. In) and aircraft cannot fly until the D.1 certificate has been completed
2) Change of Serviceability and Repair is used to record any change of state of an aircraft. When an aircraft is U/S for any reason that reason is stated in this log. Any members of ground or aircrew can put an aircraft U/S but [deleted] permen [/deleted] competent N.C.O or Officer can make it serviceable. All entries must be made in ink or copying ink pencil.
[page break]
[underlined] MAINTENANCE INSPECTION RECORD FORM [/underlined]
Is used to record all work done on minor and major inspections. All items are listed separately, and [deleted] to [/deleted] as each one has been inspected and found satisfactory, the airmen records his initials in column “A”. Should a defect be discovered it is indicated by a cross in column “A” and when rectified is signed for in column “B”, by group 1 tradesman. If an airman is taken off an inspection before completion, he draws a double line below the last item inspected by him, in the appropriate column and signs on it. The airman continuing the inspection initials each following item if satisfactory.
[underlined] A.P. 12Y5 VOLUME 1 – 2 [/underlined]
Is the instrument manual of the Raf Details of all instruments are given with instructions on installation maintenance and calibration. Volume 2 is made up of amendment leaflets to Volume 1.
[underlined] DIRECT TYPE PRESSURE GAUGES [/underlined]
[drawing with annotation]
[underlined] BOURDON TUBE [/underlined]
Iis [sic] a ‘C’ shaped tube, with an elliptical cross-section. One end is fixed and left open, the other end is closed and free to move. Any pressure applied within the tube, will try to make the cross section circular, which will result in the tube straightening out and thus causing a movement of the free end
[underlined] BOURDON TUBE MECHANISM [/underlined]
Connected to the free end is a link, which in turn is connected to the tail of the
[page break]
quadrant gear. In mesh with the quadrant is a pinion to which is attached a pointer. A hair-spring is fitted on the pointer spindle to take up slackness
[underlined] DIRECT TYPE PRESSURE GAUGES
FUEL, OIL AND AIR [/underlined]
Air, oil and fuel is fed direct to the Bourdon tube causing movement. Gauges differ only in range, colour of bezel and strength of Bourdon Tube
[underlined] Fuel [/underlined] – Range 0-5 or 0-10 lbs per sq. inch
Colour of bezel – [underlined] Red [/underlined]
[underlined] Oil [/underlined] – Range 0-200lbs per sq. inch
Colour of bezel – [underlined] Yellow [/underlined]
[underlined] Air [/underlined] – Range 0-250 lbs per sq inch
Colour of bezel [underlined] Black [/underlined]
[drawing of spigot union]
[drawing of hydraulic choke]
[drawing of Nipple adaptor union]
[drawing of layout or brake pressure gauge]
[drawing of spherical union]
[drawing of transmitting gauge (suction)]
[page break]
[underlined] BRAKE PRESSURE GAUGE [/underlined] (Sec. 11 Chap 15)
Range of Instrument 0 – 300 lbs [square] “ Colour of Bezel – Black, three nipple adaptor unions at rear (See standard notes)
[underlined] SUCTION GAUGE [/underlined]
Has an edge-ways scale capsule type mechanism. Range 0 – 10” HG. Colour of Bezel. Black (see standard notes) Spherical type union
[underlined] HYDRAULIC PRESSURE GAUGE [/underlined] (SEC II CHAP 10)
(See standard notes)
Range 0 – 200 lbs [square] “. Colour of Bezel Black nipple adapter union
[underlined] HYDRAULIC CHOKE [/underlined]
Is fitted in the pipe connecting the gauge to the system in order to protect the gauge from damage sue to rapid action of pressure Instal [sic] with arrow in direction of flow when installing the pipe should be primed and the choke connected in
the correct manner The connections should be left slack and the two halves of the choke unscrewed half a turn. This allows the fluid to by-pass the restriction for the purpose of priming. With the gauge slackened fluid should now be forced through the system, until it is seen to be leaking at the gauge connection hand tighten the gauge connection followed by the choke and the lack with lacking-wire. The pipe line is now primed. The filter on the inlet side may be cleaned with clean petrol if the two parts of the choke are unscrewed. The choke sealing must not be adjusted. hipple [sic] adapter unions are used and the filter is cleaned on a minor
[underlined] INSTALATION DIRECT TYPE PRESSURE GAUGES [/underlined]
With the exception of the suction gauge, the above instruments are secured to the panel by means of 2 – 2 SA nuts and bolts
[page break]
and possibly distance pieces. The suction gauge is fitted from the [underlined] front [/underlined] of the panel and is secured by 2 HBA nuts and bolts and a clamping plate. When installing ensure the pipe-line does not exert a strain on the instrument.
[underlined] TRANSMITTING TYPE PRESSURE GAUGE [/underlined]
(See Standard notes) [underlined] FUEL ‘ OIL [/underlined] (SEC II CHPTS 2’8
The two instruments differ only in range and colour of bezel.
[underlined] Fuel [/underlined] Range 0 – 10 lbs [square]”. colour of bezel – Red
[underlined] Oil [/underlined] “ 0 – 300 lbs [square] “ “ “ Yellow
[underlined] Installation [/underlined]
Ensure that the instrument has the correct length of capillary by checking ref. no and test the instrument on the portable Pressure Gauge Callibrater [sic]
[underlined] Maintenance [/underlined]
Daily Inspection – inspect for visible defects and security – clean glass (VD-S,C.G)
Every Minor Inspection – Callibrate [sic] with
pressure gauge calibrator
Every second Minor Inspection – Examine capillaries for kinks, dents and damage
[annotated drawing]
[underlined] TRANSMITTING THE PRESSURE GAUGE
PRESSURE GAUGE CALLIBRATOR
(DEAD WEIGHT TESTER) [/underlined]
Is used to test accuracy of pressure gauge up to 200 lbs per [square]. The pressure of oil is used to support a weight and at the same time to give a reading on the gauge under test. To avoid weight and bulk, each weight is a fraction of its indicated value. The plunger disc
[page break]
weighs 2ozs and its surface area resting on the oil 1/8” sq.in, therefore, if 1/8”sq.in is taken as a basic, the plunger weighs in effect 1lb and this 8:1 ratio as maintained. Various weights are available to represent certain pressures. Direct type gauges are connected straight up, transmitting gauge by means of a hollow bolt adapter Use anti-freezing oil.
[underlined] FUEL PRESSURE WARNING LIGHTS [/underlined] MK 1A 0-10lbs MK 1C 10-20lbs
Is fitted to give the pilot warning by the illumination of a red lamp, when the pressure falls below a safe volume. Consists of a pressure unit, resistance unit, warning lamp, electric leads, fuse, and switch. The supply can be either 12 or 24 volt and is cut down by the resistance to the required 6volts for the lamp
[underlined] Installation. [/underlined] The lamp fits into a housing which is mounted on the
[annotated circuit diagram]
[underlined] CIRCUIT FOR FUEL PRESSURE WARNIGN LIGHT [/underlined]
[annotated drawing of a pressure unit]
[underlined] PRESSURE UNIT [/underlined]
[page break]
instrument panel. The pressure unit must be adjusted to the correct volume for the particular type of engine.
[underlined] Adjusting proceedure [sic] [/underlined] [circled number] 1 [/circled number] ascertain from filter in change of aircraft [circled number] 2 [/circled number] Fit pressure unit onto calibrator [circled number] 3 [/circled number] Put required weights on and adjust until they are raised. [circled number] 4 [/circled number] Adjust pressure unit until the light just flickers on [circled number] 5 [/circled number] how if the pressure is increased the light should go out [circled number] 6 [/circled umber] If the pressure is decreased the light should come on [circled number] 7 [/circled number] Lock grub screw with lock nut or seal with shellac
[underlined] Maintenance [underlined]
Daily Inspection. Switch on the lamp should light that is with engines nit running See that the system is secure and connections are correct
Minor Inspection. Check wiring for security and fray
[annotated drawing]
[underlined] RADIATOR TEMPPERATURE THERMOMETER
PRINCIPAL [/underlined] VAPOUR PRESSURE [underlined] RANGE 40”C – 140”C OR 50”C – 150”C
[annotated drawing]
[underlined] OIL ‘ AIR TEMPERATURE THERMOMETER
NOTE [/underlined] Bulb of Air Thermometer is 18ins long and is coppered
[page break]
[underlined] RADATOR TEMPERATURE THERMOMETER [/underlined] (SEC III CHPT 1)
(See Standard Notes)
Colour of bezel – Blue. Range 50 – 100oC or 40 – 140oC. Copper Capillary 1mm bore.
[underlined] Installation ]/underlined] As for other Capillary Instruments The instrument is secured to the panel by 2.2BA nuts and bolts and possibly distant pieces. Avoid passing the capillary over heated parts of engine or aircraft. Ensure the loop adjoining the bulb is held by the special clip and that the copper washer is in position when the bulb is fitted. Lock nuts with locking wire.
[underlined] Maintenance [/underlined]
Daily Inspection underlined VD.S.C.G
Minor Inspection Test function on ground test
Second Minor Inspection Check capillary for kinks, dents and security
[underlined] OIL AND AIR (MK II) TEMPERATURE THERMOMETERS [/underlined]
(see Standard Notes)
Range – [underlined] Oil [/underlined] 0 – 100oC [underlined] Air [/underlined] – 35o – 0o – 55oC
Bore of Capillary is 006’
[height and air speed chart]
[underlined] COMPRESSIBILITY CORRECTOR CARD [/underlined]
[annotated drawing]
[underlined] MARK III AIR TEMP THERMOMETER [/underlined]
(Cont) [underlined] OIL AND AIR MK II TEMPERATURE THERMOMETERS
INSTALLATION [/underlined] Similar to other capillary instruments and ensure that the
capillary(steel) does not pass nearer
[page break]
than Y” to the compass
[underlined] Maintenance. [/underlined] Daily Inspection – VD.3.C.G should be temperature of the
day
[underlined] Minor Inspection [/underlined] – Check oil temperature for function on ground test
Second Minor Inspection – Check capillary for kinks, dents and security
[underlined] COMPRESSIBILITY CORRECTOR CARD.
For air temperature Mk II[/underlined]
Compression of air around the bulb in the sun shield causes an increased temperature. A card showing the required correction to be applied to the reading is mounted in the panel close to the instruments.
[underlined] AIR TEMPERATURE THEMOMETER [/underlined] MK III
Similar to MK II air temp but the bulb assembly is different Consisting of a 12” bulb made of copper plated steel, sweated through out it’s length to a base of Monel Metal. A then cover also of Monell Metal is fitted
closely over the bulb to increase the rate of transference of heat between base plate and bulb.
[underlined] Installation [/underlined] – Similar to MK II, except that the bulb assembly is flush mounted and recessed into the plane about 3/4”. It’s secured by 10 – 4BA fixing screws and insulated washers which hold the unit in position as well as insulating it from the A/C.
[underlined] Maintenance. [/underlined] As for MK II Air Temp
[underlined] ho [sic] [/underlined] correction card.
[underlined] MASTER THERMOMETER
Range [/underlined] 0o – 220oC – [underlined] Scale [/underlined] – sub divided into 5oC [underlined] Late [/underlined] Ensure that the N.P.L. certificate accompanies the Thermometer
[underlined] Important [/underlined] – when not on use keep in still housing.
[page break]
[annotated drawing]
[underlined] THERMOMETER CALIBRATOR [/underlined]
[annotated drawing]
[underlined] MK I AIR TEMP THERMOMETER [/underlined]
[underlined] DIRECT READING AIR TEMP THERM MK I [/underlined]
Is of the liquid in glass type (Benzene) and is superceding [sic] other types on multi-engine aircraft. The glass bulb is best [sic] at right angles, so as to project through the side of the aircraft. The bulb is protected by a sun shield and the vertical part (cradle) fitted on the Observen’s [sic] panel is fitted with a scale – YO to 40oC
[underlined] Installation [/underlined] The backing plate rubber washer (for insulation purposes) and the sun shield should be attached to the aircraft skin and the thermometer placed so that the bulb projects aprox [sic] 1” through the skin The cradle is fastened to the cabin wall by bolts provided and distant pieces. The glass is marked with a datum line at 0oC The scale should be periodically checked against this point
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[annotated drawing]
[underlined] MECHANICAL ENGINE SPEED INDICTOR [/underlined]
[underlined] MECHANICAL ENGINE SPEED INDICTOR [/underlined]
(See Standard Notes) (Sec 1 Chpt 1)
[underlined] Installation [/underlined] – The instrument is secured to the panel by 3.2BA nuts and bolts and distant pieces. The drive should be placed along the shortest possible route, sharp bends less than 9” rad being avoided. Ensure that the oil escape hole is at the engine end. No part must pass within 11” of the compass. Support along the whole length at intervals and lock union nuts with lockingwire.
[underlined] Maintenance [/underlined] The flex drive should be periodical examined for wear and tear, and greased with heavy grease. The shaft may be withdrawn from the casing, after carefully removing one of the slip washers. No strand should be badly worn or broken, and the end connections should be secure. Gear boxes should be periodically examined for wear and greased with anti-freezing grease. The drive must have a 1/4” end play.
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[underlined] Daily Inspection [/underlined] V.D.S.C.G.
[underlined] Minor Inspection [/underlined] Check, functioning on ground test
[underlined] Record Minor Inspection [/underlined] Examine flex drive
[underlined] AIRCRAFT CLOCKS
MK II [/underlined] luminous 8 – day movement. To wind rotate bezel. Centre second hand and dummy hand and minute hand are for time of trip (hour hand set by winding bezel clockwise, minute hand by rotating knob. Lever at top right corner [undecipherable word] up and bezel is rotated to set hands.
[underlined] MK IIC [/underlined] 8 – day movement has no second or dummy hand. Set hands by pulling out knob.
[underlined] MK IID [/underlined] 8 – day movement has centre second and dummy hour and minute hand operated by two smaller knobs in centre of glass. Push winding knob in to set hands.
[underlined] MK IIIA [/underlined] 8 day movement has time of trip dial and second hand Has coloured “tell tale” (red for recording, white for waiting) For recording time of trip, operate by knob at 4 o’clock, successive pressings of knob at 4 o’clock will [inserted] start [/inserted] stop and return to zero the time of trip hand and centre second hand. The knob at 8 o’clock is rotated for winding and by pulling out for setting.
[underlined] PSYCHROMETER. [/underlined]
This instrument is to enable to find the relative humidity of the air at various altitudes for the purpose of compiling weather reports. The pychrometer [sic] consists of the liquid and glass thermometers. The bulb of the air is kept dry whilst the other is left wet by a wick
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dipping into a tank of distilled water therefore under certain conditions the wet bulb (Thermometer) will give lower readings compared with the dry bulb due to the evaporation of the water on a dry day. This instrument is fitted on the strut of the starboard side with the dry bulb [underlined] forward [/underlined]
[underlined] COMPASSES
“P” TYPE [/underlined] :- consists of 1) Rotatable Grid Ring. 2) Fixed Rubber lie in fore & aft line of A/C. 3) Freely pivoted magnet system 4) Bowl completely filled with liquid and de-aerated 5) Aft marking and scale on securing – lug in 0o
[underlined] “O” TYPE [/underlined] :- consists of 1) Rotatable [underlined] Azermuth [sic] Circle [/underlined] 2) Fixed Rubber Line in Fore and Aft of A/C 3) Truly pivoted magnet system (Compass Card) 4) Bowl completely filled with liquid 5) Clamping device for securing in mounting (O5 – 0.5A STANDARDS)
[chart showing types, uses and A/C]
[page break]
[underlined] Reasons for using Alcohol – Distilled water [/underlined]
1) Low freezing point
2) Low viscosity
3) Helps to take weight off the pivots
4) Damps down movement of magnetic system
[underlined] Requirements of an A/C Compass [/underlined]
1) Must be apperiodic [sic] (dead beat)
2) Must have a large magnetic moment & a small moment of inertia
3) No liquid swirl
4) C.G. below pivoting point (1/20”)
5) Liquid to withstand the temperature change of -50oC & 50oC
6) Device for allowing 12% volume change
7) Must have anti vibrational device
[underlined] “P” TYPE COMPASS [/underlined]
[annotated drawing]
[page break]
[underlined] COMPASSES, CORRECTOR BOXES & COEFFICIENTS “A” “B” & “C”
Coefficient “A” [/underlined] – any error that is the same on all headings – corrected by rotation of compass
[underlined] Coefficient “B” [/underlined] is any deviation or variation from E – W – corrected by Connector Box
[underlined] Coefficient “C” [/underlined] is any deviation or variation from N – S – corrected by Connector Box. Any deviations or variation left over are noted on Corrector Card
[underlined] Installation [/underlined] [circled number] 1 [/circled number] Use only [underlined] Brass [/underlined] screws nuts & washers. [circled number] 2 [/circled number] All magnetic materials must be kept well away from compass [underlined] at least 18” away [/underlined]. [circled number] 3 [/circled number Ensure that it is in the Fore and Aft line of A/C
[underlined] Daily Inspection [/underlined] – Clean glass, Check for visual defects – check freedom locking of lined [sic] Ring & Azemuth [sic] Circle (Clean apties [sic]) – Check Corrector Box for security
[underlined] 40 hr [/underlined] – As D.I. & examine for [circled number] 1 [/circled number] [underlined] Discolouration [/underlined] [circled number] 2 [/circled number] [underlined] Functioning of A.V.M. [/underlined]
[underlined] 40 * hr [/underlined] As 40 hr & [circled number] [underlined] Pivot Fraction Test [/underlined] [circled number] 2 [/circled number] Damping Test
Corrector Box is fitted under mounting of “P” Type compasses and in 0.5 standard “O” Type.
[underlined] Pivot Fraction Test [/underlined] [circled number] 1 [/circled number] Bet N to N [circled number] 2 [/circled number] Deflect 10” and hold for 30 sec. [circled number] 3 [/circled number] Allow pointer to return [underlined] NOTE READING [/underlined] [circled number] 4 [/circled number] Deflect to 10” in oposite [sic] direction hold 3 sec [circled number] 5 [/circled number] Allow pointer to return [underlined] NOTE READING [/underlined] – Add the two readings together and [underlined] total should not exceed 2o [/underlined]
[underlined] Damping Test [/underlined] [circled number] 1 [/circled number] Bet N to N [circled number] 2 [/circled number] Deflect 90o and hold 30 seconds [circled number] 3 [/circled number] Allow to return – should take about 5 – 14 secs. [circled number] 4 [/circled number] Deflect 90o opposite direction [circled number] 5 [/circled number] Hold 30 secs and allow to return – time should be as before
[boxed list and times]
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[underlined] BOMB SIGHT MK IXC [/underlined]
[underlined] 1 [/underlined] Set Wind Speed – Zero } To pack into Case
[underlined] 4 [/underlined] “ Air Speed – Max } To pack into Case
[underlined] 5 [/underlined] “ Terminal Velocity [infinity symbol] } To pack into Case
[underlined] 6 [/underlined] “ Height 3500ft } To pack into Case
[underlined] 3 [/underlined] “ Direction 90o } To pack into Case
[underlined] 2 [/underlined] “ Enemy Speed Zero } To pack into Case
[underlined] 7 [/underlined] Fold height bar } To pack into Case
To remove from case :- If equipped with crass levelling bracket, remove this first To remove B/S Pull back small catch at rear front of B/S.
[underlined] Crass levelling Bracket [/underlined] – provides a mean of A.V.M. for the B/S.
[underlined] Azemuth Bracket [/underlined] – as crass levelling bracket but also incorporates a means of giving an indication to pilot as to how many 0o the aircraft has to be turned to bring target in the drift-wires & A/C Fore and Aft line.
[underlined] DRIFT RECORDER [/underlined]
[underlined] Purpose [/underlined] To indicate the drift of the A/C over the ground
[underlined] Construction [/underlined] Consists of a periscope type optical system – also movable chart an graticular [sic] on lens, fixed scale – with centre zero Max 30o – flag operates by movement of penal holder – Computer on top of folding cover
[underlined] Installation [/underlined] Drop plump line from nose and tail and connect with a long piece of string extending 30ft in front of A/C. make several marks on the ground in the sight of recorder choosing a mark which you require. Make mark opposite and describe two arcs and with another centre scribe two more arcs and were arcs intersect draw a line which will be at right-angles to the fore and aft line, line up intersecs [sic] to a parallel and set scale at zero by loosening the two side screws.
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[underlined] BOMB SIGHT MK IXC [/underlined]
[underlined] BACKLASH TEST [/underlined]
Air Speed 107 MPH or 120 MPH
Wind Speed 38.5 MPH or 60 MPH
Ground Speed 100.0 MPH or MAX
[underlined] DRIFT [/underlined] should read 21 & - 15’ or 30 & - 15’
[underlined] DISTANT READING COMPASS MK.1 [/underlined]
This compass introduced to do away with the errors of the ordinary magnetic compass. These errors are overcome by the pivotting [sic] of the magnet. It is regially [sic] pivotted [sic] in jewel bearings top and bottom and is a solid bar
The compass is also gyroscopically stable. This gyroscope is of unusual feature it is of the three phase squirrel cage induction motor. It is driven at 12 – 13,000 [inserted] per min [/inserted] revs. The A.C. current is derivided [sic] from a rotary converter and taken to the gyroscope As any toques to the gyro will cause precession to the outer ring which in turn will cause the inner frame to rotate due to the action of the frame motor. The system used in this compass is one of remote control, the master unit being in the tail of A/C and instruments in
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the case of A/C, this is bought about by means of repeater contacts and repeater motors. When the inner frame rotates, rotating with it is a large gear wheel is enmeshed with repeater contacts. Impulses are sent to the V.S.C from there they are distrubuted [sic] to the repeater motor by means of the two separate sets of 60 1 ratio gear
[underlined] Consists [/underlined] of Master Unit, VSC, Repeater, Suppressor Distributor Boxes
[underlined] PROCEEDURE FOR STARTING D.R.C. [/underlined]
1) Set the “on – off” switch to on and the normal setting switch to setting
2) Allow about 5 mins to elapse until M.th oscillates about the constant heading
3) Set the normal setting switch to normal and the system should be ready for use
[underlined] Procedure for before Flight [/underlined]
1) As for starting above
2) Set V.S.C to zero
3) Check that all repeaters are synchronised correctly, that is, they should read the M.ll reading & and A error
4) Check the “hunt” on the scale of the M ll, should be between 1/8 and 3/4 of a degree
5) With the “normal setting switch” to setting till the M ll in an easterly direction, note that the readings – increase on easterly and decrease on westerly
6) Set local variations on V.S.C. if required by local orders
[underlined] Switch “on off switch” to on and normal setting switch to setting for D.I and above [/underlined]
[underlined] Functioning Test [/underlined]
1) As for Starting proceedure [sic].
2) Check the normal hunting 1/8 – 3/4 decree [sic]
3) Turn normal setting switch to setting and note that M ll reading is between 3 and 8 degree.
4) Set normal setting switch to normal
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and note M ll reading tilt M ll in an easterly direction and when the scale reading has changed by 5o return to the vertical and after 2 minutes note reading, repeat by tilting to the west. The two final readings should not differ by more than 2o. (The movement in this test is due to the Angle of Dip) – ([underlined ] PIVOT FRICTION [/underlined])
5) Switch the normal setting switch to setting and tilt the M ll to the east holding it to it’s limit of travel until the reading changes by 40o, switch back to normal and return M ll to the vertical allow to swing to and fro.
Time the M ll by its travels over the first 20o back to its original heading and note that at all times the M ll and repeaters are within 1o degree of each other.
6) Repeat the above in a westerly direction
7) The time intervals [inserted] of recordings [/inserted] by operations for 5 and 6 should not differ by more
than 3 minutes and neither should take more than 7mins to return ( - DAMPING TEST)
8) Set the V.S.C to zero and note repeater readings, Set V.S.C to 10o East and note the repeaters have changed by 9 – 11o, repeat the setting to 10o West and note the change of readings again
9) Repeat the above by holding knob of pilot’s repeater – there should be no change – [underlined] SWITCH OFF [/underlined]
[underlined] Synchronising Repeaters [/underlined]
1) Start D.R.C as before
2) Set V.S.C to zero
3) Set all repeaters as near as possible to M ll Reading (thought they can only move in 3o movements) plus the “A” error
4) Adjust V.S.C to final readings of repeaters, correct if neccessary [sic]
5) Loosen the two screws holding the scale and set lubber line to zero tighten screws. – [underlined] Switch off [/underlined]
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[underlined] ENGINE SPEED INDICATOR MK 1
GENERATOR SHUNT RESISTANCE [/underlined]
[2 annotated drawings]
[underlined] 1. INDICATOR [/underlined] [underlined] 2. INDICATORS [/underlined]
This is an electrical means of measuring the crank shaft speed of engine, when engine is situated some distance from the panel and a mechanic type would be impracticable
[underlined] Installation [/underlined] bolt securely to panel and fix into anti-vibration mounting. Care should be taken to ensure that cables are connected correctly, if instrument read backwards it is not necessary to unsolder the lead, but just to reverse the interior of the plug, this is done by unscrewing screw.
[underlined] Maintenance. [/underlined] grease the flex drive on all minor inspections. The brushes and commutators of generators are cleaned on minor inspections also. When indicators are suspected of under reading, check with voltmeter or
strobescope. Check calibrate as A.P. 1275 section I chapter II
[underlined] ENGINE CYLINDER THERMOMETER. [/underlined]
[annotated diagram]
[underlined] USED ONLY IN AIR COOLED ENGINE [/underlined]
[underlined] COMPENSATING LEADS MUST NOT BE CUT [/underlined]
[underlined] Installation – Instruments [/underlined]
Usually mounted in A.V.M. mounting held in by two screws only. The position of the thermo – couple is dependant [sic] upon the manufacturers of the engine. Remove the wire shorting the terminals at the back of the instrument, connect the compensating leads red to red blue to blue Allow to stand on open circuit with Master Thermometer by its side for 1/2 hr, then set the temperature of the day on the
[page break]
instrument by means of screw.
[underlined] Maintenance D.I. [/underlined] Ensure that the leads are secure and the instrument is reading the temperature of the day [underlined] Minor Inspections [/underlined] check functioning on ground run.
[underlined] ELECTRICAL FUEL CONTENTS GAUGE. [/underlined]
[circuit diagram]
[underlined] SIMPLIFIED CIRCUIT [/underlined]
[circuit diagram]
[underlined] CIRCUIT FOR 5 TANK SYSTEM [/underlined]
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[underlined] Installation [/underlined] Unslacken screw on arclip [sic] remove arclip [sic] and instal [sic] instrument from front of panel, place arclip [sic] back over instrument, clamp arclip [sic] to instrument and the you tighten screws, which forces arclip [sic] on instrument. See that rubber ring is between instrument and panel. Work on 12 volt system only.
[underlined] PRESSURE HEAD [/underlined]
[diagram]
[underlined] LAYOUT OF PRESSURE HEAD [/underlined]
[underlined] Inspection [/underlined] switch on pressure head circuit for [underlined] not more than [/underlined] 5 mins, test head by feeling for warmth which will ensure that element is working correctly. Mouth of tube and static slots should be kept clean and free from dirt on 40hr. Inspection also check for security.
[underlined] For Insulation Test see Bridge Megger [/underlined]
[underlined] REFLECTOR GUNSIGHT [/underlined] MK. IIIA
[3 drawings]
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[underlined] GUNSIGHT [/underlined] (CONT) This is a typical example of reflector gunsights, which are clamped with special fittings to various guns, to be found mounted in A/C and consists of the following parts 1) Case to which is attached the optical unit, dimmer switch and lamp 2) The optical unit comprising of a translucent ring, and bead graticule [sic] and lens system 3) The reflector and hood complete with dimmer screen 4) The dimmer switch and lamp
[underlined] Maintenance [/underlined] Check electrical circuit for continuity and also check the insulation resistance to earth. When a new lamp is fitted, care must be taken to ensure that the lamp is positioned correctly, a line, a white mark on the lamp, with a corresponding mark on the holder. Care must be taken not to disturb the harmonization of the sight
[underlined] Before Flight Inspection [/underlined]
1.) Ensure sight is secure in it’s mounting
2.) Ensure that the clamping nuts are secure and tight
3) Ensure that the lens and reflector and dimming screen are clean. [underlined] Use Selvit on all lens [/underlined]
4) Ensure that the electrical system is functioning
5) Ensure that there are spare bulbs in the rack and all are serviceable
[underlined] ELECTRICAL TESTING APPARATUS [/underlined]
[underlined] Continuity Tester [/underlined] Consists of case, switch or push-button, battery and bulb. Used for testing low resistant circuits
[drawing]
[underlined] BRIDGE MEGGER [/underlined] Correct to .01 ohms Range to 100MO – accurately
[underlined] WEE MEGGER [/underlined] Correct to 10,000 ohms Range to 20MO – roughly
[underlined] WEE MEGGER [/underlined]
[page break]
[underlined] Wee Megger [/underlined] Used for high resistant circuits
1) Continuity of circuit test – reading should be zero – [underlined] For Resistances of over 10,000 ohms. [/underlined]
2) Earthing test – reading should be infinity
3) Insulation test reading should be infinity
Used for insulating and earth testing
A) Reading Infinity equals perfect insulation
B) Reading Zero shorting or bad insulation or good continuity
C) Reading M.O. equals value of insulation
[underlined] Insulation Test [/underlined] – connect line and earth to cable cord – reading should be infinity or a minium [sic] of 3 m.o. If climate is damp 1/2 m.o
[underlined] Earthing Test[/underlined] = connect line to cable cord and earth to airframe or casing of instrument on test
[underlined] Bridge Megger [/underlined] – can be used as the Wee megger but is designed primarily for
measuring unknown resistances accurately from 1/10 ohms to 100 m.o. Also for Darley [sic] Testing (not used in R.A.F.)
[underlined] Insulation Test on Pressure Head [/underlined] (40hr & 40*) Try must head hot reading should be 1/2 mo and cold 3 m.o.
[underlined] SIMMONDS FUEL CONTENTS GAUGE MK IIIA. [/underlined]
[annotated drawing]
(SIMMONDS) [underlined] Free Float Fuel Contents Gauge MKIIIA [/underlined]
Consists of three main parts 1.) [underlined] Tank unit [/underlined] This consists of a long resistance wire
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against which a light, hollow nickel silver ball is kept lightly pressed by means of a spring loaded plate. At the top of the tank unit is a small solenoid which operates the spring loaded damping plate. On depressing the push switch the circuit to the solenoid is made. The clamping plate is attracted by the solenoid releasing the hollow ball which will float or drop to the surface of the fuel
2) [underlined ] Indicator [/underlined] is a moving coil ohmmeter connected electrically to the tank unit. The current flowing in the circuit depends on the position of the ball on the resistance. This is regulated by the amount of fuel
3) [underlined] Push Switch [/underlined] – a wo position three contact switch controlling the clamping plate and indicators. In the half depressed position contacts 1 and 2 are made. In the fully depressed
position contacts 2 and 3 are made. Contacts 1 and 2 release ball to level of fuel, contacts 2 and 3 camp ball and complete indicator circuit
[underlined] Mk IIIB Simmonds Fuel Contents Gauge [/underlined]
Differs from Mk IIIA in that [circled number] 1 [/circled number] Hinged in opposite direction so that ball is normally free
[circled number] 2 [/circled number] Two position switch “in and out” When connecting switch use two terminals on opposite side. As soon as switch is depressed both circuits are completed (Solenoid and Indicator) The solenoid attracts the hinged bar which clamp the ball and gives a reading.
[underlined] Maintenance – Daily Inspection [/underlined] W.D & S. check reading and functioning. [underlined] 30HR , 30*HR [/underlined] – Examine all leads and connections. Check cork sealing washer on tank unit for serviceability
[page break]
[underlined] THE DESSYN SYSTEM [/underlined] – MK IV [underlined] FUEL CONTENTS GAUGE [/underlined]
[annotated drawing]
[underlined] Fuel Contents Gauge Mk IV [/underlined] (Dessyn)
Its an electrical means of measuring fuel contents and consisting of – [circled number] 1 [/circled number] Tank unit [circled number] 2 [/circled number] Electrical leads [circled number] 3 [/circled number] Indicators
[underlined] 1. Tank Unit [/underlined] is similar in construction to the Mk II except that a completely circular resistance is employed and five terminals are used.
[underlined] 2. Electrical Leads [/underlined] – from transmitter to indicator five core cable is used, from A/C supply to indicator two core cable is used
[underlined] 3 Indicator [/underlined] is similar in design to an electric motor, the armature being a permanent magnetic to which the pointer is attracted. The instrument is so designed that the armature of the indicator (and so the pointer too) will alway [sic] follow the same
position as the brush on the transmitter. The dial has a scale of nearly 300o giving clear reading with accuracy. There are seven connections to the indicator 1, 2 & 3 are the phase connections, 4 & 5 are the supply from the accumulator 6 & 7 are the limiting resistance terminals. The tank unit is identical except that terminals 4 & 5 are missing 6 & 7 being supply. The limiting resistances reduce the working current to avoid danger of short circuit to the tank. The leads and terminals are numbered to reduce the possibility of wrongly connected circuits. When switched off the indicator pointer will always assume a vertical position [underlined] and not zero [/underlined]
[underlined] Maintenance [/underlined] – Daily Inspection W D & B test for correct functioning when switching on
[underlined] 30HR [/underlined] [circled number] 1 [/circled number] Check all electrical connections for tightness. [circled number] 2 [/circled number] Ensure that the cork sealing washer fitted under the tank unit is petrol tight. Presence of petrol leak will show a light grey deposit around the poterntioometer [sic], If a leak is found remove the tank unit and replace cork washer, sealing with HERMITE.
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[underlined] TELEGONS [/underlined]
[annotated drawing]
TRANSMITTER INDICATOR
[underlined] TELEGON TESTING LAYOUT [/underlined]
[annotated drawing]
[underlined] TELEGONS [/underlined]
The telegon system is American, and is used to transmit a mechanical movement electrically, the electrical construction of transmitted and indicator are identical.
The transmitter is magnetically coupled to an instrument mechanism, which will vary with the nature of the instrument. Engine instrument transmitters are situated in an anti-vibrational breeze box in the engine nacelle. Connections to the indicator are made by five core cable in the breeze wiring system.
The telegon system operates on 2HV [sic] aircraft accumulator supply through a dynamotor. This supply is 110V single phase A C at 400 cycles. This system may be applied to almost any type of instrument the mast usual being [circled number] 1 [/circled number] Oil is Fuel Pressure. [circled number] 2 [/circled number] Oil & Caburetter [sic] intake temperature [circled number] 3 [/circled number] Fuel & Oil contents [circled number] 4 [/circled number] Flap and under-carriage positions [circled number] 5 [/circled number] Manifold (Boast
[page break]
[underlined] Telegon Four Dial Indicators [/circled number] – the most usual type being [circled number] 1 [/circled number] Engine Indicators [circled letter] A [/circled letter] Oil pressure [circled letter] B [/circled letter] Fuel pressure [circled letter] C [/circled letter] Oil temperature [circled letter] D [/circled letter] Caburretter [sic] air temperature [circled number] 2 [/circled number] Position indicator [circled letter] A [/circled letter] Flaps [circled letter] B [/circled letter] Port wheel [circled letter] C [/circled letter] base wheel [circled letter] D [/circled letter] Starboard wheel
[underlined] Telegon Testing [/circled number] – for single dial indicators and transmitters.
[circled number] 1 [/circled number] Set up avometer [sic] for testing resistance values up to 10,000 ohms.
[circled number] 2 [/circled number] Check avometer [sic] zero.
[circled number] 3 [/circled number] Connect single leads on telegon – tester to avometer [sic] terminals
[circled number] 4 [/circled number] Connect socket no.1 to indicator and tester
[circled number] 5 [/circled number] Connect plug no.1 to breeze socket and test transmitter through its wiring
[circled number] 6 [/circled number] Set following number and letters on tester
[box chart showing switch numbers and resistance]
[underlined] Testing [/circled number] – for four dial indicators
[circled number] 1 [/circled number] Set up avometer [sic] for testing resistance values 10,000 ohms.
[circled number] 2 [/circled number] Check avometer [sic] zero.
[circled number] 3 [/circled number] Connect single leads on telegon – tester to avometer [sic] terminals
[circled number] 4 [/circled number] Connect socket no.1 on tester to plug No.1 on indicator
[circled number] 5 [/circled number] connect socket No.2 on tester to plug No.2 on indicator
[circled number] 6 [/circled number] Set following number and letters on Tester
[underlined] Maintenance [/underlined] – same as for ordinary English instruments but with additional testing resistance of coils – continuity and insulation tests
[table]
[underlined] Daily Inspection [/underlined] – switch on main supply and all that dynamotor operates. Check readings of all dials, S, D & B and switch off. [underlined] Rate [/underlined] above readings on DI applicable only when engines have not been run. On engine run-up pointers
[page break]
Should travel smoothly over dials.
[table of transmitter readings]
[underlined] BREEZE BOX [/underlined] (Transmitting Box)
[drawing of breeze box]
The Breeze Box provides an anti-vibrational mounting for the Telegon engine transmitter. It is mounted in the rear of the engine nacelles
[page break]
[underlined] BREEZE WIRING [/underlined]
Consists of the following [circled 1] Flexible consolidated conduit system assembled in sections. [circled 2] Mautiple [sic] plugs sockets and junction boxes. Circuits are identified by code lettering detailed in the reference hand book. Leads and mouldings are numbered or lettered for assembly purposes. Sections or single leads are replaceable. Spray-proof screened conduits are used and the system is waterproof.
[underlined] Maintenance [/underlined] [circled 1] Examine all conduits for damage and junction box for security [circled 2] Blacken coupling nuts before fixing or removing any sockets using a strap wrench [circled 3] Grease threads with D.T.D. 143 (an animal grease) or lanoline [circled 4] Fault finding carried out with a Wee Megger and Continuity Tester
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[underlined] TESTMETER TYPE “D” OR AVOMETER [/underlined]
[diagram of testmeter] [underlined] ANTI-PARALLAX MIRROR [underlined]
Z. VOLTE AND AMPS ZERO ADJUSTMENT
Q. DUMMY KNOB
R. OHMS ZERO ADJUSTMENT FOR 1000 [symbol] RANGE
P. OHMS ZERO ADJUSTMENT FOR 1000 [symbol] RANGE
[underlined] D.C. SWITCH [/underlined] [amp & volt tables]
The type “D” Tester provides a mean of measuring a wide range of A6 & D6 volts & current as well as resistance values in one instrument.
[underlined] Explanation of Control [circled 1] A6 & D6 switches
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Are used for setting of various voltage, current and resistance values (for range of scales and controls see below
[circled 2] K1 & K2 multiplies switch.
[circled 3] P. adjustment for zero on Ohm’s scale 10,000 [symbol] range.
[circled 4] R. as above at 1,000 [symbol] range
[circled 5] Z. for zero adjustment of volts and amps scale
[underlined] Operation [/underlined] Instrument should always be laid on flat surface.
[circled 1] To measure volts and amps & set pointer to zero by Z. If measuring D6, turn A6 switch to D6 all adjustments are to be made with D.6. switch, if measuring A.6. turn D6 switch to A.6. all adjustments made with A6 switch. If voltage and amperage values are not known set range switches to highest value, use K.2. Readings on switch may then be decreased as necessary, until correct range is obtained. Multipliers switch (K1 & K2)
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will give multiplication in every case except A. 6. 300 volts where the readings will be doubled and quadrupled ie K.1 will give twice full scale deflection on 300 volts K. 2 will give four-times full scale deflection on 600 volts.
[circled 2] To measure resistance values – connect ends of leads together with A. 6 switch to D.6, set D.6 switch to 10,000 [symbol] multipliers to K. 2 adjust knob “P” until pointer reads zero D 6 switch to 1000 [symbol] adjust on knob “R” until zero is obtained, repeat this until pointer is balanced at zero on both 1000 [symbol] and 10000 [symbol] ranges. If balance cannot be obtained replace internal Avometer cell.
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[underlined] AUTO-SYN [/underlined]
[diagram of transmitter]
Provides for a means of electrical transmission for the following instrument mechanisms
[circled 1] Tachometer (E.B.I.) [circled 2] Oil Pressure Gauge [circled 3] Fuel Pressure Gauge [circled 4] Oil Thermometer [circled 5] Manifold Pressure (Boost Gauge) [circled 6] Fuel Contents Gauge [circled 7] Fuel Flow Indicator [circled 8] Wheels. Flaps etc indicators. The Auto-syn system consists of [circled 1] [underlined] Transmitter [/underlined] – is mounted on an anti-vibrational panel, similar to the Breeze Box, as near as possible to the attachment position. The Transmitter consists of a gauge
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mechanism, having a quadrant in mesh with the motor spindle of the Auto-syn motors
[circled 2] [underlined] Indicators [/underlined] (single) – has a mechanism similar to the transmitter, except that instead of a pinion a pointer is attached to the shaft which operates over a suitable dial
[circled 3] [underlined] Indicators [/underlined] (dual) – consists of two Auto-syn motors mounted in line. The shaft of the foremast being hollow. The spindle from the rear motor passing through it. The pointers are marked 1 & 2 and 3 & 4. The Auto-syn system operates on 24 volts. A/c accumulator supply through a dynomotor, this supplies A. 6 at 26 volts – 400 cycles at 52 volts – 800 cycles as required.
[underlined] Transmitter Mechanisms [/underlined] – fitted with quadrant coupling [circled 1] Oil Pressure simple Bourdon tube [circled 2] Fuel Pressure – diaphragm type [circled 3] Manifold Pressure – diaphragm type in a pressure tight housing with linkage [circled 4] Tachometer centrefugal mechanism driven by a short flexible drive [circled 5] Oil Temperature – simple
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Bourdon tube having a bulb and short capillary working on the vapour pressure principle – no bends in the capillary are to be less than 4” rad [underlined] [indecipherable word] [/underlined]. Fuel, Oil and Manifold pressure gauges have direct type connections. All the above mechanisms are fitted on the anti-vibration mounting on the engine.
[underlined] Transmitting Mechanisms [/underlined] – operating through a magnetic coupling. [circled 1] Fuel contents fitted on fuel tank. It has a flack operated gear system. The Auto-syn motor is completely separate from the gear mechanism. This ensures fuel does not enter the Auto-syn motor. [circled 2] Fuel Flow has a vane mechanism operated by fuel flow
[underlined] Transmitter Mechanism [/underlined operated by special linkage. Position a gear and sector mechanism operated by Flaps, wheels, and Bomb doors etc.
[underlined] Transmitter Wiring Chart [/underlined]
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[Terminal connection Table]
[underlined] DUAL INDICATOR WIRING CHART [/underlined]
[ Rear and front Motor Table of wiring]
nos 1 & 2 are the motor leads, nos 3, 4 & 5 are status leads
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[underlined] Recognition [/underlined] [circled 1] Type of instrument shown on small plate attached to transmitter unit.
[circled 2] By colour coding
[circled 3] By code numbering indicator and transmitter
[circled 4] Type of connection to transmitter
[underlined] Maintenance [/underlined] As for Telegons
[underlined] MK IV ENGINE SPEED INDICATOR AND GENERATOR [/underlined]
This instrument operates on 3 phase. A. 6, in contrast to the MK II & III Engine Speed Indicator which are D. 6 operated. There are two main parts [circled 1] Generator [circled 2] Indicator
[underlined] Generator [/underlined] – is drawn from the engine by a flex-drive and is mounted on the engine bolt-head. A gear Box to step up the revs of the flex-drive is built in the generator casing. Connection to the Indicator is made by three core cable from terminals 1-2-3 on the generator.
[underlined] Indicator [/underlined] – is a synchronous motor designed
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[diagram]
To run at the same speed as the generator. The motor drives a magnet attracting a copper drum to which the pointers indicating hundreds and thousands of R.P.M are geared. The indicator is connected to the supply from the generator by three terminals 1, 2 & 3 on the rear of the case.
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For clock-wise rotation of the generator, connect red to T1, blue to T2, and green to T3. For anti-clockwise rotation of generator connect red to T1, green to T2, blue to T3.
[underlined] Maintenance Dial [underlined] S. D & B If pointers are not on zero and engines [underlined] not [/underlined] running, slight tapping of the glass should return the pointers.
[underlined] 30HR [/underlined] , [underlined] 30HR [/underlined] [symbol] – [circled 1] Examine flex-drive for signs of excessive wear. [circled 2] Remove inner cable and lubricate with anti-freezing grease (stores ref. 34A/49). [circled 3] Replace, ensuring that locking nuts are secure and locked with locking wire. [circled 4] Examine gear-box on generator for wear, then lubricate with grease high-smelting point (stores ref 3HA/84 & 89) [circled 5] Examine all electrical connections for security
[underlined] Calibration [/underlined] – carried out against a Stroboscope.
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[underlined] OXYGEN [/underlined]
MK VIIA [symbol] OXYGEN VALVE
[diagram of valve]
[underlined] OXYGEN EQUIPMENT [/underlined]
Oxygen equipment is installed in all A/C through out the R.A.F. with increase of altitude the air density decreases with a resultant decrease of O2 available for the aircrew. Exhaustion and fatigue would soon follow if an additional supply was not available. The apparatus allows adjustment for the varied heights.
Each A/C will need the following
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equipment [circled 1] Banks of cylinders for storage of oxygen. [circled 2] 1 or more regulators [circled 3] High pressure and low pressure pipe lines with various connecting pieces and fittings [circled 4] Bayonet plugs and sockets. [circled 5] Oxygen masks with flexible tubing
In addition an a/c may have flow readers, line valves, and portable sets. Recent changes in installation for the larger type of a/c are the modific to facilitate the changing of O2 bubbles in the aircraft. This is known as insitu installation
[underlined] Cylinders [/underlined] Mk V & Vc – both filled to a pressure 1800 lbs [symbol] Made of seamless steel capacity 750 litres. A brass collar around the neck is marked with the date of last test for pressure, if more than 2 years of age return to stores. Mk Vc bottle differs from the Mk V in that it is bound with wire to prevent fragmentation of bottle when struck by canon shell etc.
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[diagram of layout if MK VIIIB pilots and crew]
[underlined] LAYOUT OF MK VIIIB PILOTS & CREW [/underlined]
Each bottle is fitted with Mk VIIA [symbol] valve or a Mk V three-way connecting piece.
[underlined] Mk [/underlined] VA or VB [underlined] Cylinder [/underlined] these are portable cylinders. Capacity 75 litres – pressure 1800 lbs [symbol] These are used on portable sets Mk I or IA and are fitted with a Mk IX A [symbol] regulator. [underlined] Mk [/underlined] VII & VII A [underlined] Transport Cylinders [/underlined] – these are used for transit of O2 from the manufact to the unit. It is fitted with a standard valve for which a key is used, when
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changing open very slowly – capacity 1600 litres at 3600 lbs [symbol] weight 240-290 lbs.
[underlined] Cylinder Valve Mk [/underlined] VII A [symbol] – fitted to cylinder in normal systems where these are taken out for charging. When using always open fully to prevent leaking over gland. Oil as grease must not be used as a lubricant if too stiff strip and lubricate with special fluid graphite.
[underlined] Line Valve Mk [/underlined] VIII – this valve is used as a means of cutting off the whole supply when not required. It is especially useful in the insitu installations also when cylinder valves are not easily accessible, similar internally to Mk VII but has an inlet and outlet union for fitting in pipe lines also a base plate for installation.
When installing ensure that the lower inlet union is onto the cylinder as the other connection allows oxygen to leak over the glands. The
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valve is also used on the charging line. Again the lower connection is towards the bank of cylinders.
[underlined] High Pressure Tubing [/underlined] – used between cylinders and regulators 1/4 or 3/16 O.D. copper tubing. With soft soldered spherical nipple. Unions are made with two, three or four-way connection pieces Mk III III A or IV.
[underlined] Mk [/underlined] III [underlined] Connecting Pieces [/underlined] – 2, 3 or 4-way – Plain connection pieces for junctions in H.P pipe line – Core 3/32” approx.
[underlined] Mk [/underlined] IV [underlined] Connecting Pieces [/underlined] 2, 3 or 4-way. Used for junctions in H.P pipe-lines where a non-return is needed in one or more of the junctions. It is similar to the Mk III but the bore is screwed to take a captive ball type N.R.V in one or more of the ways.
[underlined] Mk [/underlined] III A [underlined] Connecting Pieces [/underlined] 23, 3 or 4-way, similar in design and supercedes Mk III and IV connecting pieces. The bore is 1/4 seam approx.
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so that a filter unit or a Mk I N.R.V. can be fitted. Can be fitted into any way required. The filter unit is normally fitted in a two-way piece between the line-valve and the regulator and before changing line-valve (insitu) Always indicate where N.R.V or filters are fitted by attaching labels to pipe-line.
[drawings of MK III, IV and V connecting pipes]
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[underlined] Mk [/underlined] V [underlined] Three-way Connecting Piece [/underlined]
This replaces the Mk VII A valve in the cylinders in insitu installations. One way contains a Mk I ball type NRV. held in by the nipple of the pipe connection of the charging pipe line. The other end is open to the supply pipe line an arrow indicates direction of flow.
[underlined] Mk [/underlined] VIII A [underlined] Regulator [/underlined] – Contains all the necessary controls and indicating apparatus. The oxygen enters the high-pressure inlet passing through a filter Here a pipe is T’d off to the supply indicator (line carries choke) which is a Bourdon tube type pressure gauge calibrated in a full bottle in 1/8th diversion. The oxygen then passes through to the reducing chamber where the high [inserted] pressure [/inserted] is reduced to 35 lbs [symbol] In case the pressure builds up there is a safety valve fitted blowing off at 80-100 lbs [symbol] The rate of flow. from the chamber is controlled by the regulator valve. When this valve is closed it has
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a slight leak which will give a reading of 5,000 ft. After leaving the regulator valve the oxygen passes through to the delivery indicator which has a moving vane type of mechanism. Dials calibrated in multiples of 5,000 ft from 0-40,000 ft when the control valve is adjusted and the pointer reads say 15,000 ft, the resultant flow will be equivalent to the requirement of 15,000 ft.
The flow leaves the regulator through a filter and then by the low pressure pipe line to the bayonet unit
[underlined] Mk VIIIA [/underlined] [symbol] For Pilot (No Economises)
[underlined] Mk VIII A [/underlined] For Crew (“ “)
[underlined] Mk VIII [/underlined] For Pilot (with Economises)
[underlined] Mk VIII [/underlined] For Crew (“ “)
[underlined] Low Pressure Safety Valve Mk I [/underlined]
Fitted so that when the arrangement is such that the pressure may build up in L.P pipe-line it would “blow-off” at about 35 lbs [symbol] chief use, when used in two
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[diagrams of Mk II Economiser]
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positions with economisers and 1 regulator MK VIIID
[underlined] Bayonet Sockets [/underlined]
These provide a quick means of attachment and release for the bayonet union plug attached to the flexible tubing the mask
[underlined] Mk [/underlined] III A plain bayonet socket without valve used when regulator controls supply to one socket only
[underlined] Mk [/underlined] III B. Bayonet socket with a valve (N.R.V.) Oxygen will only flow when the plug is attached. It is used when two sockets are available from one regulator. Oxygen will not leak when the other is in use. A slight leak is incorporated to prevent a pressure build-up in L.P. tubing when neither socket is in use
[underlined] Mk [/underlined] III c – similar to Mk III B but without calibrated leak. On the Mk X system use Mk III A on pilot’s position so that the pressure will not build up in
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L.P. system Use a Mk III B or III a sockets in all Mk X systems, other than the pilot’s.
[underlined] Mk [/underlined] IV – used on the end of the flexible tubing from Economisers and is fixed on the tubing by a [indecipherable word]. Will only fit the Mk IV plug as on the end of type E, E[symbol] & G
[underlined] Mask Type “D” [/underlined] – arranged for use with flying helmet and microphone it has rubber tubing connection from Mk III B [symbol] plug.
[underlined] Mask Type ‘E’ & ‘E [symbol]’[/underlined] – is similar to type D but it is used with Economiser. It has an inspiratory and exspiratory [sic] valve to enable it to be used with Economisers. It has Mk IV bayonet plug to fit into Mk IV socket on the Economiser flexible tubing. Type ‘E’ has a single need valve for inspiration and expiration. Type ‘E [symbol]’ has a separate inspiratory valve embodied. Must be airtight and fit closely to face
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[underlined] Mask Type ‘[indecipherable letter]’ [/underlined] similar to type E [symbol] but has a disc type respiratory valve
[underlined] Cut-off Valve Mk I [/underlined] – fitted in LP pipe line between regulator and economiser. It prevents damage to economiser and subsequent waste of oxygen by cutting of the flow when the Mk IV bayonet socket is pushed inti the clip. It is spring loaded, the spring being covered to prevent inginees of [indecipherable word]. Seals are affected by means of rubber washers on the plunger in both on and off positions
[table]
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[diagram of oxygen layout Mk X A]
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Mark X Regulator [/underlined] – this is the latest type used in aircraft oxygen installations where only one regulator is required this is controlled by the pilot:
This regulator controls the flow for the entire crew. It is similar in principal to the Mk VIII series but has a modified reduction chamber and is fitted with filters and drain plugs.
The oxygen supply is carried to the “On Off” valve which is rendered leak proof by means of bellows that are fitted round the operating spindle. It is fitted with a drain plug.
When the valve is open, the supply flow to the reduction chamber via a filter and also to supply indicator. The spring control of the reduction chamber is adjustable by means of the Flow as Regulator knob. The high pressure is reduced to medium pressure the valve of which is dependant upon the spring
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tension. Both high pressure and low pressure are fitted with drain plugs. The reduced pressure leaves the reduction chamber by a filter and lubricating box. This box is fitted with a safety valve operating pressure 80-100 lbs [symbol] and three outlet leads. One goes to the delivery indicator which is a Bourdon Tube pressure gauge and has a small scale similar to the Mk VIII. The other two feed the manifolds with 1/4” copper or light alloy medium pressure tubing. The system can [indecipherable word] 8 men without Economisers or 20 men with Economisers. The Mk X A is calibrated for use with economisers.
[underlined] Medium Pressure Tubing [/underlined]
Use from [indecipherable word] box to manifolds. Copper or light alloy 1/4" tubing (O.D) If pipe connections are necessary use a Mk VI three-way connecting piece.
[underlined] Manifolds [/underlined]
Each manifold has a filtered
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inlet and four outlets, one to each member of the crew (blank-off those not required) In each of the outlets is a metered jet. When the flow control knob on the regulator is set to give a pressure in the reducing chamber equivalent to a given altitude, the jet will pass sufficient oxygen for each man at that altitude.
Mk I manifolds used where no economisers are installed. Mk I A used where economisers are installed, the difference is in the size if the jets. The Mk I being the larger. In an installation using economisers the turret position may have a bayonet socket and no economisers. In this case a Mk I is fitted to the manifold outlet, feeding the turret and the Mk clearly indicated at the connection.
[underlined] Low Pressure Tubing [/underlined]
This is used from manifolds to bayonet sockets, and economisers and
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from Mk VIII regulators and economisers 5/16” O.D. aluminium tubing, connections being made with L.P. Unions. Sealing is made by the compression of the rubber washer against the tubing and union body by means of the union nut. To seal tighten union finger-tight and then 1/2 a turn with the spanner.
[underlined] Economisers [/underlined] – This has been slowed to reduce consumption and improve conditions at high altitude as when working high. It will be fitted in due course to all installations and will save approx. 50% oxygen.
Inlet connection is from Mk I cut-off valve by means of low pressure tubing and is adjustable. Outlet is adjustable in flow positions and has a length of flex-tubing (fixed by Aerobix clips) to a Mk IV Bayonet socket. The oxygen flows from the low pressure pipe line into a rubberised canvas bag, which is
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spring loaded. From here it passes through a filter through a mica disc valve to the Mk types E E [symbol] or G mask when the wearer of the mask inhales the valve opens and she will fill up his lungs with air. As he breathes out the pressure closes the two valves and opens a respiratory valve through which the used air passes to atmosphere. During this breathing out period the bag is filling up from the R.P. pipe line.
[underlined] To Check [/underlined] [circled 1] Remove encom. [sic] from a/c and set up flat on bench [circled 2] Connect L.P of spare regulator to the inlet.
[circled 3] Turn on oxygen supply & set flow meter to 5 litres per min [underlined] MK VIIIA [symbol] or VIIIB [/underlined] 22-25,000 ft [underlined] MK VIII C or D [/underlined] or [underlined] MK VIIIA [symbol] or VIIIB (with calibrated mask [indecipherable word]). 30,000ft. [underlined] MKX [/underlined] with 1A manifold 40,000ft [underlined] MK XA with manifold [inserted] Emergency [/inserted] 40
[underlined] MK T [/underlined] A [underlined] Flow Meter [/underlined]
Is used where two bayonet sockets are needed for on Mk VIII regulator and one is a good distance away from the regulator – the flow meter is fitted in the pipe-line prior to the bayonet sockets so that the one can know the
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amount of flow at the farthest point.
[underlined] Flow Inidicator Mk II and III [/underlined]
Used in the Mk X system for each point so that each member of crew can see if he is getting oxygen supply. Similar toi Mk I A [symbol] meter but it is not calibrated.
Mk II infos crew fuselage fitting, Mk III for pilot – panel fitting.
[underlined] Portable Sets [/underlined] Mk I, IA : I B
For use by a member of the crew who cannot remain at one supply point. Consists of a 75 litre cylinder Mk V or VB with a Mk IXA [symbol] regulator fitting; this regulator has the following [circled 1] Charging connection [circled 2]”On Off” valve [circled 3] A pressure gauge calibrated and marked in terms of minutes 0-10 [circled 4] A reducing valve which reduces high pressure to approx 50 lbs [symbol] [circled 5] A bayonet socket is for a Mk 3B [symbol] or Mk I or Mk IA as the Mk IV socket and flex tube on Mk Io. The delivery will be
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controlled by a jet and vary with the altitude.
[diagram]
[underlined] Portable Set Changing Procedure [/underlined]
[circled 1] Turn on off valve off
[circled 2] Remove blanking nut and connect charging connector to charging regulator with Mk II H.P. flexible hose
[circled 3] Ensure all joints are leak-proof
[circled 4] Turn on charging regulator valve and
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then the portable set valve.
[circled 5] Allow to charge until indicator reachs [sic] or passes the 10 min mark (1950 lbs [symbol] on charging gauge
[circled 6] Turn off portable set valve and then the charging regulator valve.
[circled 7] Disconnect from charging set first replacing blanking nut
[underlined] Rack Charging Procedure for A/c Cylinders [/underlined]
Before charging a blast of hip Oxygen should be allowed through the rack to clear piping of moisture etc, also open cylinder valves and check for same defects. Inspect cylinder for state of last list and test contents for [indecipherable word] and serviceability of valve.
[circled 1] Connect up transpoint cylinder and open its valve with a key until regulator pressure gauge reads 3,600 lbs [symbol] [circled 3] Open valve 1/4 – 1/2 a turn watching to
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see that low pressure is correct
[circled 4] Shut valve when pressure reaches a steady 1800 lbs [symbol] this should take approx. 20 mins.
[circled 5] Allow to cool for 20 mins when pressure will have fallen. Open valve again and top up to 1,800 lbs [symbol]
[circled 6] Close cylinder valves and disconnect.
[underlined] In Situ Charging [/underlined]
The charging regulator is mounted on a truck and connected to a charging point in the a/c with high pressure hose, before connecting up send blast through pipe-line to remove foreign matter. Charge up to 1900 lbs [symbol] to allow for lose in cooling. Close line valve before closing charging regulator valve. Disconnect and [indecipherable word] for leaks at charging point (glass tube.)
[underlined] Installation [/underlined]
[circled 1] Keep system free from oil and grease
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[circled 2] Test for leaks with soap solution [indecipherable word] off after testing.
[circled 3] H.P/ tubing where connected to cylinders should have a loop of at least 4” Diam to prevent hardening and cracking with constant disconnecting and connecting of unions low pressure unions should be tight and leak-proof. Examine rubber washers.
[circled 4] New tubing should be washed through with Trichoethylene and dried with blast of hot air.
[underlined] Boldering nipples [/underlined]
[circled 1] Clean off and square end of tubing
[circled 2] Use soft solder and killed spirits (soldering solution)
[circled 3] Tin end of copper tubing and use blow lamp and see that solder runs well down inside of nipple
[circled 4] See that end of nipple is clear of solder
[circled 5] Wash out with 1% hydrochloric Acid solution (to get rid of the flux) and
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then wash out in boiling water
[circled 6] Test new pipe line. Cover ends with linen if not to be used immediately
[underlined] Regulator Tests [/underlined]
[circled 1] Connect one full cylinder to each regulator and ensure all H.P and L.P unions are tight
[circled 2] See that pointers are at zero
[circled 3] Turn on cylinder valve and adjust delivery to 5,000 ft. Supply indicators should not read less than 7/8 Test H.P Unions for leaks
[circled 4] Adjust delivery to 35,000 ft. Test L P connections including bezel of Delivery Indicators and gland of Control Valve.
[circled 5] Turn off cylinder valve and note that delivery does not drop below 25,000 ft until Supply is below 1/16th
[circled 6] Read Supply accurately and allow regulator to stand for one hour with cylinder valve open and control valve closed. Fall in reading should be about 1/8th
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[underlined] Daily Inspection [/underlined]
[circled 1] Check contents of cylinder. Change if less than 7/8th: In case of replacement test the following
a) Cylinder valve gland nut
b) Cylinder valve spindle outlet
c) Recess in top of valve handle
d) Joint between cylinder valve and hip tubing
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[underlined] THE ATMOSPHERE. [/underlined]
The earth is surrounded by a belt of air about 200 miles deep and consists of a mixture of gases which have a definite weight. 1 su. ft at sea level weighs approx .08 lbs. Air therefore exerts a pressure on everything it surrounds which is about 14.71 lbs per square inch at sea level and it is obvious that this pressure will decrease with an increase of height. The pressure about 3 1/2 miles up is almost half owing to the fact that air is compressible. Atmosphere pressure varies from day to day at any given point due to temperature and humidity. The unit of absolute pressure is the ‘Bar’ which is equal to 1 megadyne per sq. cm. The practical unit is the millibar which is 1/1000th part of the bar. From this name is derived ‘Barometer’ which is the name given to the standard instrument for measuring atmosphere pressure
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[underlined] Portable Barometer Mk I [/underlined] is an instrument that makes use of the fact that atmospheric pressure will support a column of H G and has a scale of contracted inches which require no setting when taking a reading. It is designed to read inches of pressure and is also used in conjunction with Altimeter calibration. For a given pressure changes of temperature and the force of gravity (change in latitude), varing [sic] headings will be given and thus definite conditions must be laid down for these two factors. Kew Type Barometer
[temperature table]
[page break]
[diagram]
[underlined] The Fortin Barometer [/underlined] differs slightly in construction in the fact that it measures to three decimal places, using a special Dennier scale which is in true inches. Before reading, the adjustable reservoir must be adjusted to bring mercury to its Feducial Point.
[underlined] The Newman Barometer [\underlined] again is of different construction and has a true inch scale which must be adjusted before taking a reading.
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[underlined] ALTIMETER [/underlined]
Are designed to register changes in atmosphere of an evacuated capsule whose position is controlled by a flat leaf spring. Any changes in atmosphere pressure on the capsule means that the spring has a movement which is transmitted by means of a suitable system of links and levers to a pointer which rotates over a scale marked in terms of height i.e. thousands of feet, Arrangement is usually made up for setting pointer to a zero position
[diagram of altimeter]
[underlined] SIMPLE ALTIMETER [/underlined]
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[underlined] Calibration Lanes. [/underlined] Altimeters may be calibrated under two lanes
[underlined] 1 Isothermal lane [/underlined] – assumes that the pressure is 1013.2 mbs and that the temperature at all places and heights is 10%. This lane requires large correction at high altitudes
[underlined 2 I.C.A.K Lane [/underlined] – assumes the pressure on the ground to be 1013.2 mbs and the temperature falls at a rate of 1.98o C for every 1000 feet from 15o on ground to -56.5o C at 36,000 ft after which it remains constant [underlined] Mk [/underlined] XIII [underlined] Altimeter [/underlined] – Range from 0.20, 0.30 0-40,000 ft. Has a simple altimeter mechanism enclosed in a moulded airtight case, there is a nipple at the rear of case for connection to a static line. Has an adjusting knob which usually rotates the main scale, and there is a small hole in the dial with lines engraved on each side, when these lines are coincident with a line seen below the hole and
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brought about by rotating the knob the altimeter should read zero, providing the pressure of the day is 1013.2 mbs. Is calibrated to the isothermal low
[underlined] Mk [/underlined] XIV [underlined] Altimeter [/underlined] – working range 0-40,000 ft Works on same principal as Mk XIII but mechanism is on a very different kind of construction. Has a moulded airtight case and nippled at the rear. Three pointers geared and indicates 100, 1000 & 10,000 ft. An adjustable barometric scale is also provided. This instrument is calibrated to the I.C.A.K Lane. The pointer and subsidary [sic] scale are so related that if zero height is indicated, the subsidary [sic] scale should indicate barometric pressure of the day at that particular time and place. A permissable [sic] error is allowed of plus or minus 50 ft. If the knob is rotated both pointers and subsidary [sic] scale move but during normal use as an altimeter only pointer move, the above relationship
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means 1). If height scale is at zero, subsidary [sic] scale will read pressure of the day at that particular time 2) If pointers are set to the height of the aerdrome [sic] above sea level, subsidary [sic] should read barometric pressure at sea level at that time. 3) If a pilot is landing at another aerdrome [sic] he can find by wireless barometric pressure at that aerdrome [sic] and set this on subsidary [sic] scale, and upon landing, his pointer should read zero.
[underlined] Altimeter Leak Tests [/underlined]
[underlined] Mk [/underlined] XIII – Apply a suction [underlined] carefully [/underlined] till pointer indicates 4,000 ft. Trap suction, pointer should not drop to below the 1000 ft mark in less than one minute (3,000 ft in one min)
[underlined] Mk [/underlined] XIV – Apply suction carefully till pointers indicate 1,000 ft, trap suction, pointers should not drop below the 950 ft mark in less than one minute (50 ft in one min.)
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[underlined] BOOST GAUGES [/underlined]
[diagram of boost gauges]
To indicate pressure of the fuel mixture in the induction system of a super-charged engine relative ti normal atmospheric pressure. The mechanism is similar in principle to a simple altimeter and is contained in an airtight case, [inserted] (MK III TYPE ONLY) [/inserted] at the back of which is a threaded nipple to connect a copper pipe, between the instrument and the induction system is a fuel trap situated usually at the lowest point of the pipe line. The instrument nipple contains a removable filter and it is so constructed that
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between the instrument and filter there is a choke to prevent damage which would be caused by an engine backfire. The pointer indicates at the positive and negative boost lbs per [symbol] relative to normal atmospheric pressure and is therefore only at zero when pressure in induction system is 14.71 lbs per [symbol] or 1013.2 mbs. When engine is stopped, pointer will read slightly above zero if barometric pressure is above normal and slightly below zero is barometric pressure is below normal.
[underlined] Types of Boost Gauges Used [/underlined] – are as follows.
Mk III c - -4- + 8 lbs, Mk III G – 4 + 16 lbs, Mk III e [symbol] -4- + 8 lbs. Mk III c [symbol] -4- + 16 lbs
[underlined] Mk [/underlined] III [symbol] type differ slightly in construction, which allows a none airtight case, but principle remains the same, (no filter).
[underlined] To Check Zero Reading [/underlined]
Method [circled 1] Draw a graph from figures given in a 1875 Sect II Chapter [underlined] 6 [/underlined] Table 1
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[diagram]
MK III [symbol] TYPE
Obtain barometric pressure of day in mbs, correct reading can be fixed by checking on graph.
Method [circled 2] a). 1 lb pressure is equal to a difference of level of 2.04 inches of h.g.
b) With a pressure of 29.44 inches h.g gauge should read zero
c) Therefore if amount of days pressure above or below 20.99 is divided by 2.04 (for practical purposes can be 1/2 ) the result will be correct boost gauge reading
[underlined] Leak Test [/underlined]
Carried out, [circled 1] Before a new gauge is installed.
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[circled 2] When a reserve aircraft is being fitted for flight
[circled 3] Before gauge is calibrated at a major inspection
[circled 4] When accuracy of gauge is suspected
[underlined] Test as follows [/underlined]
[circled 1] Remove wire locking bezel, slacken lubber mark locking screw [inserted] and tighten bezel hand tight. [/inserted]
[circled 2] Connect boost gauge to calibrating apparatus apply pressure to give reading of + 7 lbs per [symbol]
[circled 3] The time taken for pointer to fall 1/2 lb should not be less than one minute
[circled 4] If leak is outside this limit a new sealing washer must be fitted and the instruments re-tested
[underlined] AIR SPEED INDICATORS [/underlined]
This instrument indicates the speed of the aircraft relative to the air, but [underlined] not [/underlined] relative to the ground. It is a differential pressure gauge, whose pointer moves a certain distance which depends
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on the difference in pressure between still and moving air at any height. The dial is calibrated in M.P.H in and planes and knots in seaplanes and flying boats There are two L.P supplies at the back of a moulded airtight case which are mark Static (S) and Pressure (P), which are connected by 5/16 aluminium tubing and L.P unions to their respective connections ion the Pressure-head – Air Speed Indicators are filled in the Pilots, Navigators and Bomb-airmens instrument panels.
[underlined] Leak Test [/underlined] (Instrument only)
Apply suction carefully to static connection till pointer indicates 150 M.P.H and trap suction pointer should not drop more than [inserted] (13 KNOTS) [/inserted] 15 M.P.H in less than 10 secs
[underlined] Pressure Head [/underlined]
Consists of a pressure tube with an open end facing direction of travel and a static tube closed at the end, but with holes or slats cut in at right
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angles to the airflow of aircraft. In the Mk VII these tubes are set parallel with the static above the pressure. There is a special trapsion thin tube (pressure) to prevent dent entering and ice forming. In the Mk VIII the pressure tube is fitted inside the static – tube and the pressure-head is electrically heated.
[underlined] RATE OF CLIMB INDICATORS [/underlined]
[diagram]
RATE OF CLIMB INDICATOR
[underlined] Mk [/underlined] IB – range +- 4000 ft per min – this indicator is a type of differential pressure head, it’s pointer indicating the difference of pressure
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between the inside of a capsule and the outer case in one type, and between a small chamber with a diaphram [sic] and the instrument case in the other type. A nipple at the back of the moulded airtight case, leads atmospheric at any height into the interior and the two parts of the instrument are divided by chokes. which allow pressure to leak between one part and the other at a definite rate. Thus if the chokes are suitably designed the pointer will indicate the rate of change of altitude and so the scale or dial can be marked off in 1000 ft per min. climbs or dives. There is usually incorporated a zero adjusting screw, situated at the bottom right-hand corner of the case.
[underlined] Leak Test [/underlined]
[circled 1] Connect instrument to a U. tube of water and a ‘T’ piece.
[circled 2] Apply a pressure [underlined] carefully [/underlined] to give a difference in level of water of 11.4 inches
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[circled 3] Trap pressure and water should not fall faster than 1” in 10 secs
[diagram of Leak Test Layout for Rate of Climb]
[underlined] BLIND FLYING PANEL [/underlined]
[diagram]
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[underlined] TURN AND BANK INDICATOR [/underlined]
[underlined] Turn Indicator [/underlined] – Object to aid the pilot to maintain straight and laterally level flights. Instrument has two pointers. The top one operated by a pendulum weight and indicates side clip. The lower pointer indicates rate of turn, and is operated by an air-driven gyroscope. A union att he rear of the air-tight case is connected to a vacuum supply, which causes the outside air to pass through a filter and jet, impinges on the rotor. The angle of tilt of the inner ring is controlled by a spring which is attached to it. The instrument should be mounted with the top points at zero when aircraft is laterally level.
[underlined] BLIND FLYING PANEL [/underlined]
Has been adopted to standardise the grouping and types of instruments used. Holds six instruments [circled 1] A.S.I top left.
[circled 2] Mk XIV Alt bottom left.) [circled 3] Art, Horizon top centre [circled 4] Direct. Ind. Bottom centre [circled 5] T & S Ind. bottom right. These instruments
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have been chosen so that if one becomes u/s there always remains an alternative by which blind flying can be completed. The B.F.P is supported in three places by anti-vibrational mountings which use both rubber buffer and metal spring to prevent excessive vibration from effecting [sic] the instruments.
[underlined] PIPE LINE SYSTEM [/underlined]
[underlined] Installation [/underlined]
The following precautions should be taken when fitting low-pressure tubing in the system. [circled 1] The pressure head must always be facing head forward and horizontal with a/c in flying position.
[circled 2] The static holes should always be kept clean and free from burns.
[circled 3] When fitting L.P unions, the aluminium tubing should be filed off square, and pushed intio union as far as it will go.
[circled 4] A new rubber ring should be
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fitted every time union is broken.
[circled 5] When fitting unions nuts should be done up finger tight, then a extra half turn with a spanner.
[circled 6] There should be no sharp bends but elbow unions should be used.
[circled 7] Drain traps for both static and pressure lines should be fitted at lowest point of installation.
[circled 8] System should be tested for leaks at frequent intervals.
[underlined] Installation Leak Test [/underlined]
a) [underlined] Pressure line. [/underlined] Disconnect from first L.P joint behind pressure head and attach rubber tubing and apply a pressure till A.S.I reads 150 miles per hr and trap pressure pointer should not drop below the 135 mark in less time than is given by following formula. 5/8 [indecipherable word] Y = length of pipe-line.
b) [underlined] Static Line [/underlined] Disconnect from first L.P joint behind pressure head, attach tubing and apply suction till A.S.I reads 150 MPH
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trap suction, pointer should not drop to 135 mark in less time than as given by the following formula 1/2 x 1/16 (N + 1/16) secs L = length of pipe N = no of instruments
[diagram]
[underlined] PESCO SUCTION PUMP [/underlined]
[underlined] Venture Head [/underlined] – Depends for it’s action on the increase of velocity of moving air due to the conical shape of the head. This increase of velocity causes a partial vacuum in an annular groove over which the air passes, so causing the
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air to be drawn out of the pipe-line
[underlined] Maintenance [/underlined] Ensure that groove is clean and the head secure and properly aligned.
[underlined] Pesco Vacuum Pipe [/underlined] Consists of a rotor out of centre with the case, with 30 blades passing through it at right-angles to each other. Air is drawn out of the pipe-lines and discharged, thus creating a partial vacuum in the pipe-line and instrument connected to it. The pump is engine driven and is supplied with oil under pressure for a) Lubrication b) Cooling c) Sealing. The pump can be driven in either direction
[diagram of relief valve]
[underlined] A.M RELIEF VALVE [/underlined] (VENTURE HEAD)
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[diagram]
[underlined] PESCO RELIEF VALVE [/underlined]
[diagram]
[underlined] CHANGE OVER COCK [/underlined]
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[underlined] Change Over Cock [/underlined] – To enable the pilot to use either the Pesco Pump or the Venture when fitted as to change over from one pump to another on other than single-engine a/c. Consists of a metal body containing four ports over which can be rotated an inner drum covering air opening the necessary ports. The cock incorporates two filters (see diagram)
[diagram]
[underlined] LAYOUT SHOWING USE FOR CHANGE OVER COCK
[underlined] Aircraft Inspections [/underlined]. All aircraft inspections are laid down in the appropriate maintenance schedule, this is the only official guide for any particular a/c and should always be consulted. The first item on daily inspection of any instrument or piece of apparatus is check for D.D./a. This will of course be interperated [sic] differently for different instruments. When any particular inspection is carried out all groups of previous inspections must also be done.
[Table showing instrument inspections]
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[Continuation of table showing instrument inspections]
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[Continuation of table showing instrument inspections]
[underlined] SPERRY GYRO PILOT [underlined]
[underlined] Sperrys rule of Preccession [sic] [/underlined]
This is used to determine the direction in which a gyroscope will process if a torque is applied to it as follows :- Transfer the torque from the ring to the rim of the rotor then carry it around 90o in the direction of the spin. A push at that point will indicate the direction of the preccess [sic]. Two things govern the rate of the preccession [sic]. [cirlcled 1] The strength of the torque which if increased will increase the rate of preccessions [sic] [circled 2] The rotor speed which if decreased will result in an increase rate
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[Diagram of SPERRY GYRO PILOT OIL LAYOUT]
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[Diagram of DIRECTIONAL INDICATOR]
of preccession [sic]
[underlined] Space Gyro [/underlined]
Maintains its axis of spin relative to space always pointing towards the same fixed star.
[underlined] Earth Gyro [/underlined] This gyroscope preccesses [sic] at the same rate as the earth’s rotation and
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therefore maintains its axis of spin relative to earth.
[underlined] Directional Gyro [/underlined]
[underlined] Purpose :- [/underlined] To indicate to the pilot the course of a/c in[one decipherable word]. It is independent of acceleration error and northly [sic] turning error, to which the magnetic compass is subjected.
[underlined] Description :- [/underlined] Consists essentially of a control free gyro, having its axis of spin horizontal. The outer ring is pivotted [sic] about a vertical axis, and is used to carry a compass card, marked off in degrees and read in relation to the lubber line on the front of the case. A union at the rear of the case is connected to the suction system 31/2” H G. giving a rotor speed of 10,000 R.P.M.) Air passes into the case through a filter at the bottom and thence through the outer ring to two parallel jets impinging on the rotor. A caging knot on the front of the case is used [circled 1] To work
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the gyro for take off and landing [circled 2] To set the compass card coincident with magnetic compass [circled 3] To work the gyro when manoeuvres outside the 60o limit of climbs, dives, and rolls are executed.
[underlined] Installation [/underlined] Mounted on the B.F.P it has four alternative unions for connection to the suction system. These connections are made by means of an olive and nut, and special pieces of tubing to a distributor on the panel. For lengths up to twelve feet 3/8’ O.D. tubing is used, lengths 12’-25’ 7/16” O.D. tubing is required. A test flight is necessary after installation.
[underlined] Maintenance [/underlined] - [underlined] D.J. [/underlined] [indecipherable letters] check caging device and leave caged.
[underlined] 30 & 30* Inspection [/underlined] Clean filter by removing gauge discs. Clean discs in petrol and renew tissue part.
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[underlined] ARTIFICIAL HORIZON [/underlined]
[underlined] Purpose [/underlined] - to indicate to the pilot the altitude of the A/c in pitch and roll in relation to the horizon, also when night flying or conditions in which the true horizon is not visible.
[underlined] Description [/underlined] consists of a gravity controlled earth gyro having its axis of spin vertical and enclosed in a case pivotted [sic] [one unknown word], and which form the inner most ring. The horizon bar is pivotted [sic] at the rear of the outer [inserted] ring [/inserted] and engages with a pin on the inner ring, moving in a curved slot in the outer ring. This bar indicates the pitch altitude of the a/c in relation to a model a/c attached to the case. A curved dome is secured to the outer ring, a small extension of it in the form of a pointer registering against a scale of 90o - 0o – 90o on the case, thus indicating the Bank angle of the a/c. In a bank or roll the gyro and horizon bar maintain their position,
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while the case and model a/c move with the a/c. The rotor is spun by similar means to the D.G. air entering through a filter at the rear of the case. The preccession [sic] housing forms an erecting device to maintain the axis of spin vertical and thus ensure that the inner ring conforms to the curvature of the earth.
[underlined] Installation [/underlined] Exactly the same as for the D.G. After installation, the locking screw must be removed, and the blanking screw and washer put in its place. It is found in a canvas bag on the instrument. The locking screw must be re-inserted in the instrument on packing the instrument for transit.
[underlined] Maintenance. D.I.[/underlined] [set of initials]
[underlined] 1st 2nd Minor [/underlined – D, I and clean filter as for D.G.
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[Diagram of Artificial Horizon]
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[Diagram of SPERRY G.P. AIR LAYOUT]
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[underlined] SPERRY GYRO PILOT [underlined]
[underlined] Purpose [/underlined] To maintain a/c on true course, level fore and aft and laterally.
To increase the accuracy of bombing and aerial photography, and to increase the safety factor when flying in poor conditions.
To relieve pilot of strain and stress on long flights.
The Sperry Gyro Pilot employs a modified version of the sperry D.G. and Artificial Horizon as the control units Both units are housed in a mounting unit fitted in front of the Pilot where the B.F.P. is usually placed. The D.G. unit controls ‘course’ and rudders, while the Bank and Climb unit controls ‘pitch’ and elevators and ‘roll’ actions.
[underlined[ Method of Establishing Control [underlined]
Attached to the respective rings of the gyro are ‘D’ shaped knife edges. Placed adjacent to the knife edges and attached to the units are the pick off tubes, so arranged that the slots in the pick offs
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are half covered by the knife edged discs. The two components detect movement of the a/c relative to the gyro. The pick offs are connected to each side of an air relay on the mounting unit, and flow of air passes through the air relay unit into the units via the pick offs. The diaphram [sic] of the air relay is connected by a spindle to the piston of the B.O.V. toward air relay transmits control. The B.O.V. transmits oil pressure down to the servo motors which are the means of operating the a/c control.
[underlined] Action [/underlined] When the a/c is disturbed the gyro and knife edge discs maintain their position but the pick offs moving with the a/c pass over the knife edge discs. This unbalances the pressure in the air relay, therefore the diaphragm will move, this in turn will move the piston of the B.O.V. Thus oil is allowed to flow down to one side of the servo motor and the building
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up of pressure causes the piston of the servo motor to move, control is then applied to check the disturbance. In order to limit the control to an amount proportional to the disturbance the pick offs are geared and connected by a follow up cable to the servo-motor which centralise the pick offs to the knife edge discs.
[underlined] Bank and Climb Unit [/underlined]
Consists of a gravity controlled earth gyroscope having its axis of spin vertical. The inner ring is pivotted [sic][one indecipherable word] and controls the elevator. A vertical bale ring is also pivotted [sic] [one indecipherable word] in the case and moves identically with the inner ring. It serves to detect movement of the aircraft in pitch and has mounted at the right hand [one indecipherable word] pivot a baffle plate and knife edge disc, while the elevator pick off is attached to the unit. Also attached to the bale ring is the
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model aircraft, which in relation to the longer bar indicates the pitch altitude of the aircraft. The outer ring is pivotted [sic] fore and aft and controls the a/c totally [one indecipherable word in brackets]. The baffle plate and knife edge discs are attached to the rear pivot of the outer ring, with the pick off at the rear of the case. Rolling is indicated on the dial by movement of the model a/c in relation to the longer bar on the outer ring. Follow up is arranged by gearing the pick offs to the p/up pulley on the mounting unit, which is connected to the servo motors by cable. The follow up [one decipherable word] indicate the relative position of pick offs and knife edged plate. A [one decipherable word] gauge is fitted on the front of the unit (range 0.8 HG) also fitted are elevator and [one indecipherable word] control knobs. Level flight control knob and caging knob. At the rear of the unit are Grommet connections to the air – relays, main suction and electrical circuit
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A large filter at the base allows air into the unit there are also two spring loaded follow up clutches which contact the follow up pulleys in the mounting unit.
[underlined] Pesso Suction Relief Valve [/underlined]
[underlined] Purpose [/underlined] Is the means to adjusting the suction in the system.
1. Prevents excessive operation of the Sperry Relief Valve.
2. To protect the air system pipe lines and fittings against excessive suction . It is always fitted close to the Pesco Pump, where the suction is a maximum, approx 7”H.G. It should be used for course adjustment, which is effected by releasing the lock nut and turning the adjusting screw anti-clockwise to increase. The filter cap should be removed to enable the filter to be cleaned with petrol (filter cleaned on the 1st & 2nd minor inspection)
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[underlined] Directional Gyro Unit. [/underlined]
This unit embodies a free gyro having its axis of spin horizontal. The outer ring is pivotted [sic] vertically and controls the rudder. The knife edge plate is attached to the top pivot of the outer ring while the pick off is on the top of the unit. The directional compass card is also attached to the outer ring being used in relation to a lubber line on the case. The follow up index card is attached to the pick offs and is placed above the compass card, and indicates to the pilot the relative position of pick offs and knife edge plates. [one indecipherable word] wander is not compensated for and gyro is reset every 15 mins. A deliberate course change knob and crass level indicator are fitted in the front of the case, the latter consisting of a curved glass tube, alcohol filled and containing a steel ball. At the back of the unit are to be found the spring – loaded F/U discs electrical,
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connect, grommet connections to the air relay and main suction. The unit is secured to the mounting unit by two bolts.
[underlined] Sperry Suction Relief Valve [/underlined]
To enable a fine asyustment [sic] to be made for the suction in the system and allows for difference of suction between the two extreme ends of the suction pipe line. It is bolted to either end of the mounting unit in one of six alternative positions. The four unions are marked P for pressure, H for Bank & Climb Unit. G for directional gyro and T for Turn and Bank Indio [sic] when fitted. To adjust the suction remove the cap and turn adjusting screw clockwise to increase suction and tighten up the locking nut.
[underlined] Check Valve [/underlined]
This is fitted in the suction pipe line to protect the gyro unit against back pressure of air in the system should the Pesco Pump reverse its direction of rotation
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[Diagram of Balanced Oil Valve]
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[underlined] Air Relay Valve [/underlined]
[underlined] Purpose [/underlined] To transmit the control from the gyro to the B.O.V.
[underlined] Description [/underlined] Consists of two alloys castings bolted together and having a rendered skin diaphragm between them. The diaphragm by two metal discs and has a spindle attached to the centre which connects with the B.O.V. System. Air is drawn in through a filter at each side and then passes to the pick off in the unit. Normally the slots are half covered and the pressures in the air relay are equal. If the aircraft is disturbed then the movement of the pick offs over the knife edged plate causes the pressures to be unbalanced in the air relay. The diaphragm is deflected and causes a movement of the B.O.V. piston which allows oil to flow to one side of the servo motor. To test the A.R.V. hold it horizontal with the spindle upper most then with the [one indecipherable word]
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lightly push the spindle up release and it should fall back to its original position.
[underlined] The Oil System [/underlined]
[underlined] The Sump [/underlined]
To supply the system with oil and to collect drainage oil from the system.
Is simply a narrow container having a number of unions, filter plug, drain plug and an inspection window. Normally in most a/c a sump will be fitted which supplies oil for the operation of the hydraulic system and in this case the Sperry system may be connected to the same sump. Where such a system does not exist, the Sperry sump must be fitted below the level of the mounting unit in order to provide gravity drainage into the sump. It should be maintained 3/4 full in the daily inspection.
[underlined] The Pump [/underlined]
To provide a note of flow of oil
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throughout the system.
[underlined] Description [/underlined] Consists of an alloy casing having a phaspho [sic] bronze lining in which are two gears meshing with each other. One gear is an idler gear the other is connected to the engine crank shaft. The inlet union is the side of the pump, where the gears move away from each other. The oil is drawn in at this point and carried round by the gears and forced out at the outlet union, 180o opposite. The unions are not inter-changeable to do so would affect the lubrication system of the pump. Care must be taken therefore to ensure that the rotation of the pump coincides with the direction of the engine, to the effect there is an arrow on the back of the casing. A drain plug at the rear allows drainage of engine oil which has leaked along the driving shaft.
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[underlined] Oil Pressure Regulator [/underlined]
[underlined] Purpose [/underlined] To regulate the pressure in the system to within + or – 10lbs □” of the working pressure.
[underlined] Description [/underlined] Consists of an alloy casting having three unions leading to the pump gyro pilot and sump. Down the centre of the regulator is a hollow spring loaded plunger which covers the outlet to the pump. As the outlet to the gyro pilot is smaller than the inlet union pressure is built up when at a predetermined figure, lifts the plunger off its sitting and allows excess oil back to the pump. A channel is cut from behind the plunger to a by pass connection in the casting, whose entrance is covered by a spring loaded ball valve. This channel allows oil which has leaked passed the plunger to return into the sump outlet and thus prevents build up of pressure inside the plunger. To prevent leakage of oil passed the adjusting screw a gland consisting of
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two dural [sic]washers and asbestos yarn soaked in tallow and graphite is placed around the spindle and kept in place by a gland nut. To increase the pressure the adjusting screw should be turned clockwise.
[underlined] Oil Filter [/underlined]
[underlined] Purpose [/underlined] To ensure that the oil is clean before passing to the B.O.V.
[underlined] Description [/underlined] Consists of an alloy casting having a filter element (old type maltese [sic]cross new type wire mesh) mounted on a spindle each staggered 1/8th of a turn, this forms a number of spaces thro’ which the oil can pass. The collar securing the filter has eight bolts through which the oil passes through before going out the outlet union. The casting should be mounted with the unions at the top so that dirt which has collected in the chamber comes out when the filter is removed for cleaning on a 1st & 2nd minor inspection.
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[underlined] Two Way Back [/underlined] This is fitted between the oil filter and the mounting unit and provides a means of by-passing the oil back to the sump when carrying out any repairs or inspections in the mounting unit side of the circuit where air might enter the system. Also to enable the pilot either direct or by remote control to by pass oil back to the sump, in case of leaked of oil during flight.
[underlined] Mounting Unit [/underlined] Consists of a frame supported on the four ‘load’ type. A V.M in the cockpit in place of the B.T.P. The two units slide into this cradle and are secured by two bolts. Attached to the unit are three air relays, 3 B.O.V’s electrical connections, main suction connection drain and pressure manifolds. At one end is placed the Sperry Relief Valve and all pipe lines leading from the B.O.V.’s and mounting unit must be flexible hose.
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[underlined] Balanced Oil Valve [/underlined]
[underlined] Purpose [/underlined] To transmit oil pressure to the servo motors in order to apply control.
[underlined] Description [/underlined] The valve is operated by the air relay to which the piston is attached. The valve consists of a six load piston moving inside a valve casing on the mounting unit, and has an inlet union connected to the servo motors. In addition an exhaust union leads away the exhaust oil from the side of the servo motor opposite the side under pressure, to the sump via the speed control valve and a drain union leads away oil which has leaked over the lands of the piston back to the sump on the drain manifold. The piston is spring loaded in order to assist centralisation of the air relay and to avoid all end play on the B.O.V. piston.
[underlined] Assembly of Piston [/underlined] On to the piston fit,
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a collar, spring and second collar, ensuring that the collar of the washer engages the spring. Then fit on the small bush and the sleeve and onto the end screw the clamp. Adjust by the clamp unfit the assembly is held securely without any tension on the spring, then lock the clamp from the opposite end of the piston, fit on the large bush, screwing it on to the small bush until the two collars and spring are held between the two bushes without tension of the spring, then tighten lock nut on the small bush. There must be no compression of the spring and no end play in the assembly otherwise lagging and restricted movement of the control surfaces or oscillation of the control surfaces will occur.
[underlined] Centralisation of Piston [/underlined] Screw the piston assembly right into the casting and after starting the engines put engaging lever on and the servo motor will move over its
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full travel. Unscrew the piston assembly until servo-motor just starts to move mark datiums [sic] on casting and screws. Screw piston assembly in again until servomotor just starts to move in opposite direction. Mark a second datium [sic] on the casting coincident with datium [sic] already on screw. Mark central position between the two datiums [sic] and unscrew piston assembly until datiums [sic] on screw and casting are coincident. The lock nut should then be tightened up with a ‘C’ spanner.
[underlined] Servo Motor [/underlined]
[underlined] Purpose [/underlined] To operate the control surfaces and follow up system.
[underlined] Description [/underlined] The three servo-motors are set in one block but each is a self-contained unit. They consists of a cylinder in which the pistons are a loose fit, compression being obtained by an assembly consisting of two cup shaped washers
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(leather), supported by the metal washers and held in position on the central sleeve by two nuts which should be drilled through and secured by two tapered pins. To make the cylinders oil tight, a gland is provided at each end consisting of dural [sic] and metal washers, held in place by a spring in the gland nut. So that manual control is possible, a by pass channel has been cut between the two ends of the servo cylinders and in the centre of this a simple on and off switch, connected to the engaging lever in the cockpit. With the lever on the sides of the servo motor are isolated from each other and movement of the B.O.V causes servo-action. With the lever off any movement of the manual controls causes the oil to flow around the by-pass. Incorporated in each is a relief or override valve which enables the pilot to regain manual control in an emergency
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without using the engaging lever to disengage the auto control. These valves are spring controlled to lift at 25lbs □ “ above the normal working pressure of 150lbs □ “. For installations with pressure above 150lbs □ “ the valve is screwed in fully until the spring is fully compressed.
[underlined] Testing Override Valves [/underlined]
1. Connect two direct-type pressure gauges to the manifold block or servo motor union.
2. Start up a/c engine and put engaging lever on.
3 .Apply manuel [sic] control until gauge reads 25lbs □ “ above working pressure, when the valve concerned should blow off.
4. Repeat by testing in the opposite direction adjusting by the grub screws if neccessary [sic].
[underlined] Manifold Block [/underlined] This is fitted close to the mounting unit and has two purposes.
1. It forms a junction between the flexible
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base from the B.O.V. and the ridged metal pipes from the servo motors.
2. By tapping in the two pressure gauges at the side unions access is obtained to each servo motor pipe line for testing the override valve. This gauge indicates to the pilot the working pressure of the system. It is of the direct Bourdon Tube type and is connected into the main supply line at the pressure manifold, bung inserted on a small panel on the mounting unit.
[underlined] Drain Trap [/underlined]
[underlined] Purpose [/underlined] to provide gravity drainage from the drain manifold when the mounting unit is below the level of the sump and to prevent air being drawn into the system.
[underlined] Description [/underlined] It consists of a copper float carrying a needle valve which is normally kept closed by a spring bearing down on the top of the flow. Two ounces of oil always remain in the trap, [one indecipherable word]
[page break]
when this quantity has increased by the flow of oil by the drip tray and manifold the float is raised and the valve opened. This allows oil to flow back to the sump, the float falling and the valve closing as the oil drains off. As the valve closes before all the oil is drawn off, air cannot be drawn into the system. The drain trap should always be fitted below the level of the drain manifold but not more than 5ft below the level of the pump. The outlet union at the base is connected to the sump pipe-line.
[underlined] Non Return Valve [/underlined]
This is fitted in the return pipe line from the drain trap to the pump. It’s purpose is to prevent any Blow back of oil into the drain trap should the pump reverse due to engine back fire. This will only happen if there is sufficient oil in the trap to lift the float at the time of the blow back.
[page break]
[Diagram of Servo Motor]
[underlined] Speed Control Valve [underlined]
[underlined] Purpose [/underlined] To provide the pilot with a variable rate of control depending upon varying weather conditions and different types of a/c. The same rate of control is obtained irrespective of the working pressure.
[underlined] Description [/underlined] Consist of an alloy casting having three inlet unions connected to the exhausts of the B.O.V.’s and one outlet union connected to the sump. The valve screws into the casting and terminates into a slotted shank which regulates the flow
[page break]
of oil to the sump. Behind the shank is a spring loaded plunger the land of which covers and uncovers the inlet from the B.O.Vs and thus allows oil to pass through the valve. Should the pressure build up in the system, the plunger is forced back and the land blanks off the inlet union, thus stopping the flow of oil except for a small quantity allowed to flow over the two dampers on the land. Thus prevents stoppage of the control. The dual setting 0-6, indicates the amount by which the valve is open. The return channels permit drainage oil to return into the sump outlet and a gland of leather and dural washers prevents leakage of oil passed the adjusting spindle. On a D.I. the valves should be set to the figure laid down of if unknown to 3 & 4. They are fitted below the mounting unit.
[page break]
[underlined] Daily Inspection [/underlined]
1. Check oil level in sump – 3 /4 full.
2. Check for air in servo motors as follows :- set a/c controls central and put engaging lever [underlined] on [/underlined]. Apply light pressure to controls each way and they should act as though locked. If there is any servo action it will be accompanied with movement of F/U indices and there is air in the servo motors which [underlined] must [/underlined] be removed during the engine run up.
But the engaging lever “off” and start up engine. Move each control to the extremity of its travel, holding it for 30 secs at each end to allow oil to wash the air along the pipelines to the sump. Repeat the operation with control in the opposite direction. In the initial check do not confuse springiness of the control with the resilient action of air in the servo.
3. Check the vacuum it should 3 HG
[page break]
at 1000 REM and 5” HG at maximum ground [one indecipherable word].
4. Check oil pressure, it should be ± 10lbs per □” of working pressure.
5. Uncage Bank and Climb Unit – if a/c not level the gyro should slowly move towards an indication of the a/c’s altitude.
6. Set and uncage Directional Gyro to coincide with the compass card.
7. Open Speed Control Valve to the figure laid down.
8. Using the control knobs set the F/U indices to match the gyro indications.
9. Set level Flight Control knob to “Off”.
10. Engage gyro pilot “O”. Test operation by moving Control knobs and noting that controls move in the correct direction at approx equal speed way and do not oscillate or hunt, but come to rest immediately. It is possible the elevators will move faster down then up owing
[page break]
to the state of balance.
11. Disengage Gyro Pilot.
[underlined] 1st Minor Inspection [/underlined]
1. Inspect all piping and fittings including flexible. Tighten and replace all pipe and oil fittings where necessary to stop leaks. Replace any flexible hose showing signs of seepage at joints or connections or pimples on the surface. Tighten the servo motor packing glands if leakage is observed.
2. Inspect all cables all connections and pulleys should be free and no sign of fraying should be visible.
3. Check follow up pulleys on mounting unit with both units removed. If necessary add a few drops of anti freezing oil to the F/U springs.
[underlined] 2nd Minor Inspection [/underlined]
1. Clean or change all filters.
2. Drain, rinse out and refill sump.
3. Inspect all the AVMs on the mounting
[page break]
unit for deterioration of rubber – replace if necessary.
4. Check override valves for blow-off pressure.
[underlined] Filters [/underlined]
[Description of Air and Oil Filters]
Oil Sump
[underlined] Follow Up [/underlined]
[underlined] Purpose [/underlined] To limit the amount of control so that it is proportional to the amount as the aircraft assumes its original position.
[underlined] Description [/underlined]
When the aircraft a disturbance the action between the pick-offs and
[page break]
cut off discs causes servo action in which the piston would move through its full range and apply full control irrespective of the amount of the disturbance. In order to limit the servo motor action it is necessary to return pick off central with the cut off disc. This is done by mounting the pick off on a quadrant which is geared through a differential and clutch drive to a F/U pulley on the mounting unit which is connected by cable to one end of the servo-motor piston. Hence when the servo-motor moves the quadrant causes the pick-off to centralise over the cut-off thus limiting the flow of oil to the servo-action and the amount of control applied.
[underlined] Installation of Follow-Up Cable [/underlined]
Fit the follow-up pulley on to the axle of the serrated disc taking care that the clutch pin engages and that
[page break]
change by 9-11o – repeat to [underlined] West [/underlined] and note change of readings.
9. Repeat above holding knob on pilot’s repeates [sic] – there should be no change in readings.
10. [underlined] Switch-off [/underlined[]
[underlined] SYNCHRONISING REPEATERS [/underlined]
1. As for starting.
2. Set V.S.C. to zero.
3. Set repeaters as near as possible to M.U. readings plus “A” error (note repeaters can only move in 3o movements.
4. Adjust V.S.C. to final readings of repeaters.
5. Loosen the two screws holding scale and set rubber line to zero – tighten screws and [underlined] switch-off [/underlined].
7. [underlined] Switch-off [/underlined].
[underlined] FUNCTIONING TEST [/underlined]
1 .As for starting.
2. [Indecipherable sentence.]
[page break]
[Blank page]
[page break]
[underlined] DIRECT READING COMPASS [/underlined]
[underlined] Starting [/underlined] “On and off” switch to [underlined] “On” [/underlined]
Normal Setting Switch to [underlined] Setting [/underlined]
[underlined] Allow to run for 5 mins [/underlined] (until M.U. has a comparative steady reading)
Normal setting switch to [underlined] Normal [/underlined]
System should be then ready for use.
[underlined] DAILY INSPECTION [/underlined]
1 .As for starting
2. Set V.S.C to Zero
3. Check repeaters – should be synchronised with M.U. – i.e. should be M.U. reading plus “A” error
4. Check the “hunt” on M.U. scale - i.e. should be between 1/8 and 3/4 of a degree.
5. Switch to [underlined] “setting” [/underlined] – tilt M.U. to [underlined] East [/underlined] – readings should increase – repeat to the West – readings should decrease.
6. Set for local variations on V.S.C. if required.
7. [underlined] Switch-off [/underlined]
[underlined] FUNCTIONING TEST [ /underlined]
1. As for starting.
2. [Indecipherable sentence]
[page break]
3. Switch to [underlined] “setting” [/underlined] – M.U. should then “hunt” between 3-8 degrees.
4. Switch to [underlined] “normal” [/underlined] - note M.U. reading – tilt M.U. to [underlined] East [/underlined] until scale has changed by 5o – return to vertical – after 2 minutes rate reading – repeat to [underlined] west [/underlined] – difference between final readings should not differ by more than 2o (Angle of Dep.)
5. Switch to [underlined] “setting” [/underlined] – tilt M.U. to East to limit of its travel until reading changes by 40o – switch to [underlined] “normal” [/underlined] and allow M.U. to return to vertical swinging to and fro time M.U. over the first 20o back to original heading – note M.U. reading and repeater readings should not differ by more than 1o.
6. Repeat to the [underlined] West [/underlined].
7. Time intervals of 5-6 should not differ by more than 3 mins and neither should take more than 7 min to return.
8. Set V.S.C to zero – note repeater reading, set V.S.C. 10o East – repeaters should
[page break]
[underlined] Inspections [/underlined]
[underlined] Between Flights [/underlined]
1. Set Clutch Lever “IN”. Ensure correct engagement by full movement of control column.
2. Set Main Control back to “OUT” position.
3. Set steering Lever central.
4. Set Altitude Control to zero.
5. See Test Lock is locked at “Flying” position. [circled number 6] Check oil level in Resevoir [sic].
[underlined] Daily Inspection [/underlined]
[underlined] R.E Plate [/underlined]
Remove cover. De-centralise and test motor for freedom. Inner ring must not have excessive end play. Play of .005” is permissible on outer ring. Oil all moving parts with one drop of anti-freezing oil. Check cork washer for deterioration. Examine all Bawden Cables – ensuring that they do not foul when the plate is rotated. Remove any surplus oil from the cover and replace. When re-centralising, there should not be any [one indecipherable word] in gimbal system.
[page break]
[underlined] Aitenon Plate [/underlined]
Remove cover and centralise cap. Fit centralise clip and decentralise. Test motor for freedom. Both rings should be free and without play. All weights must be secure. Apply one drop of anti-freezing oil to each moving part. Remove centraliser clip ensuring that the centralises lock the system. Remove surplus oil from cover and replace.
[underlined] Compressor [/underlined]
Examine for leaks and security of pipes. Ensure unions are locked.
[underlined] Oil Cooler [/underlined] [underlined] Automatic Valve [/underlined]
Test for security Examine for security.
[underlined] Oil Reservoir [/underlined]
Check level of oil top up if necessary. Check security of all unions! If Mk V lock tops on gauge.
[underlined] Chemical Air Drier [/underlined]
Change as necessary, but just before a flight.
[page break]
[underlined] Main Control Lock [/underlined]
Test for freedom of movement and leave in OUT position.
[underlined] Automatic Test Lock [/underlined]
Leave Mk IV locked in FLYING position. MkIV ensure that BakeliteBlanking cap is fitted Test for security and visable [sic] defects.
[underlined] Air Intake Throttle [/underlined]
Examine for security and visible defects.
[underlined] Steering Lever & Steering Control [/underlined]
Test for freedom and leave in central position.
[underlined] Pitch Altitude Control [/underlined]
Test for functioning and leave in zero position.
[underlined] Pressure Gauge [/underlined]
V.D. & B.
[underlined] Turn Regulator [/underlined]
Remove cover, test [one indecipherable word] for freedom and [two inserted words] on valve [/inserted] with one drop if necessary. Make the contact switch and decentralise the gimbal system. Ensure correct operation
[page break]
[underlined] Servo Motors [/underlined]
Test for freedom of movement by movement of control column. Check for security and visible defects.
[underlined] Clutches [/underlined]
Set to IN, ensuring that they are correctly engaged, set to Out and make sure of clearance (on clutch tongues) at 40/1000. Leave at IN.
[underlined] [one indecipherable word] Inspection [/underlined]
[circled 1] Clean all main filters with petrol and watchmakers brush.
[circled 2] Apply one drop of oil to pitch altitude control.
[circled 3] Test clearance on clutch tongues should be 50/1000.
[circled 4] Flush out automatic valve, oil cooler and oil pipe lines.
[circled 5] Flush all main valves with 40% anti-freezing oil and 60% petrol. Connect rubber tubing to inlet and with valve central force solution through also with controls at other two extremes
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
Instrument course notebook
Description
An account of the resource
166 pages of instrument course including notes with details and hand-drawn colour diagrams of aircraft instruments and gauges including pressure gauges, warning systems, clocks, compasses, bomb and gun sights, flight instruments and telecoms equipment.
Creator
An entity primarily responsible for making the resource
George Bubb
Format
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Cover and 83 double pages
Language
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eng
Type
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Text
Text. Training material
Identifier
An unambiguous reference to the resource within a given context
MBubbGJ1477939-160322-01
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.
Spatial Coverage
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Great Britain
Contributor
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Anita Raine
Tricia Marshall
Gemma Clapton
David Bloomfield
ground crew
ground personnel
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/110/1078/MBubbGJ1477939-160322-02.1.pdf
8c66263bade7e2b33a613146df0da748
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
Bubb, George
G J Bubb
Description
An account of the resource
13 items. Collection covers the wartime service of Leading Aircraftsman George Joseph Bubb (b. 1911, 1477909 Royal Air Force), an instrument fitter on 44 Squadron. the collection contains notebooks from training courses, a service bible and 1946 diary as well as the contents of a scrapbook which include personal documents and photographs of people and bombing operations.
The collection has been loaned to the IBCC Digital Archive for digitisation by Dave Pilsworth 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
2016-03-22
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. Some items have not been published in order to protect the privacy of third parties, to comply with intellectual property regulations, or have been assessed as medium or low priority according to the IBCC Digital Archive collection policy and will therefore be published at a later stage. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal, https://ibccdigitalarchive.lincoln.ac.uk/omeka/collection-policy.
Identifier
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Bubb, GJ
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
[underlined] BUBB. G.J. [/underlined]
1477939-020001
[page break]
BUBB. G.J. 1477939
ENTRY 35.
BERRYFIELDS, MELKSHAM. SEPT 2.21 1943.
[underlined] CAMERA COURSE [/underlined]
[page break]
Formula for batteries
BATTERIES
Formula [underlined] LEAD. ACID CELL [/underlined]
Formula [underlined] CHARGED [/underlined]
Formula for [underlined] DISCHARGED [/underlined]
Formula for [underlined] ALKALINE CELL [underlined]
[page break]
[underlined] Batteries [/underlined] or [underlined] Accumulators [/underlined] are used for storing electrical energy in the form known as. D.C. the capacity of the battery is the quantity of energy it can store and is expressed as ampere hours. There are two common types of storage batteries – [underlined] lead acid [/underlined] having lead plates with diluted sulphuric acid as electrolite [sic] . – the [underlined] Alkaline [/underlined] type having nickel and cadmium or nickel and iron plates with caustic potash as electrolite [sic] ([underlined] caustic potash [/underlined] is supplied as a granulated powder or solid and is a caustic.)
[underlined] Lead Acid [/underlined] . The battery consists of several cells, each cell having a number of plates spaced alternatively positive and negative with their pieces of insulating material between them, each positive plate in a cell is connected to one
[page break]
terminal and each negative is connected to the other terminal. The cells in the battery are connected by metal strips [underlined] in series [/underlined] (positive to negative) when charged positive plates are charged chemically into [underlined] lead peroxide [/underlined] and in colour a deep reddish brown. The negative plates become [underlined] salt lead caused [/underlined] spongy lead [/underlined] coloured silvery grey. The electrolite [sic] should have a specific gravity between 1.27O – 1.285 according to type, when discharged all the plates are changed to [underlined] lead sulphate [/underlined], a dirty grey in colour, the specific gravity of the electrolite [sic] has now fallen to 1.150, the voltage of a single cell on open circuit will vary between 2.3 volts charged and 1.8 volts when discharged, so that a 12 volt battery when fully
[page break]
charged, will read on open circuit 13.8 volts and when discharged 10.8 volts. Cells must never be discharged below 1.8 volts.
[underlined] Charging [/underlined]
The capacity of a lead acid battery is usually given at a 10 hr rate for a continuous discharge so that a 12 volt 4O A.H. battery should give for 10 hrs 4 amps of current and the battery should not be charged at a higher rate than 4 amps, unless there are special instructions. Capacity depends upon surface area of positive plates and is roughly .04 amps per square inch. Positive plate always has negative each side. Voltage to allow for the charging is 2.5 volts per cell. Temperature during charging should not exceed 100 ̊ F, if it does it reduces the current The battery
[page break]
is fully charged when each cell in it has maintained for about 1 hr the correct S.G. and P.D of 2.7 volts obtained whilst the cell is charging. Batteries must only be charged in series. Before charging check level of electrolyte in each cell, this should be at least 3/16” above the plates, top up with pure distilled water only. Keep vents clear. The advantages of a lead –acid battery are. Low internal resistance giving high P.D.
Big capacity relative to weight and size
[underlined] Do not [/underlined] short circuit, heavily discharge for long periods, discharge below 1.8 volts or S.G. 1.150, charge too fast, treat rough or leave in a discharged condition for any length of time.
[page break]
[underline] Alkaline Cells [/underlined] . positive plates – nickel oxide and negative cadmium and or iron. Containers are welded steel with terminals fitted in insulated collars, to prevent short circuiting. The electrolyte is a solution of caustic potash and pure distilled water to a S.G of 1.190 when fresh. S.G. does not change with charge and discharge so it is no indication of the batteries condition. After about 18 months the S.G. will have fallen to 1.160 it is then poured away the cells rinsed out with pure water and refilled with fresh solution. The voltage of a single alkaline cell on open circuit will vary between 1.4 volts charged and 1.1 volts discharged.
[underlined] Charging [/underlined] is done similarly as the lead acid cell, but is accomplished at higher amperage.
[page break]
Normal charging amperage is stated on makers label and varies with design. A safe rate is 1 ½ times the capacity divided by eight. The battery is fully charged when each cell has maintained for an hour a P.D. of 1. 7 volts. Top up with distilled water, keep vents clear, allow 1.5 volts to charge it.
Advantages, high rates of charge and discharge possible without harm, no deterioration if left discharged for some time, strong construction giving longer life
[page break]
[underlined] MOTORS. [/underlined]
Simple electric motor consists of a curved permenant [sic] magnet, known as the [underlined] field magnet. [/underlined] Between the poles is a shaft free to notate on bearings, on the shaft is a [underlined] ‘former’ [/underlined] upon which wire is wound, this is the [underlined] armature [/underlined] the ends of the armature windings are attached to brass segments, forming a collar around the shaft these are the commutators, each segment is electrically insulated from the others and current is fed to the segments and so through the armature by brushes of coppered carbon or other suitable substance. When current is switched on the combined magnetic fields cause rotation of the shaft, its speed depending on the voltage supply and load reversing the supply polarity will reverse the motor. Because the field of strength in the permenant [sic] magnets cannot
[page break]
be made very large and decreases with time a strong magnetic field is produced by coils of wire, wound round an iron core. In a series wound motor the field coil and the armature windings are in series. The characteristics in a series motor are, big starting torque, speed variable with load or voltage variation, but is good for a steady load. In a shunt wound motor the field coil and armature windings are connected in parallel to each other, this gives a different characteristic to the series motor as follows, small starting torque, steady speed, irrespective of slight current variation or of load. From then it will be seen that a series motor is very suitable for photography where immediate high operating speed is necessary and the load on the motor is steady. The series motor
[page break]
used in the F.24 and G.45 cameras have a speed of 6,000 revs per minute and, 5,700 revs per minute respectively The shunt motor is used in the Torpedo Training Camera F.46 at 6,500 R.P.M. and the T.35 Electrically controlled at 3,500 – 4000 RPM.
[underlined] Care and maintenance [/underlined] of electric motors consists of bearing lubrication cleaning the commutators and renewing or adjusting the brushes combined with general cleanliness. In camera the lubrication should be as little as possible, surplus oil always being wiped off, the commutator can be cleaned with a soft cloth and motor spirit or meths, aviation spirit is not to be used, brushes require little attention, but when renewed make sure that good contact is made. G 45 camera motor has a type of centrifugal governor, which operates a switch
[page break]
cutting in a resistance and limiting the motor speed. There are two adjustments one coarse and one fine, the coarse adjustment should not need tension after leaving the depot or works, it is regulated by altering the tension of a spring controlling the C.F. weight. Increased compression of the spring requires more R.PM to throw out the weight and produce the movement which separates the spring contacts.
[underlined] Fine Adjustment [/underlined] – is by grub screw to set the position of the fixed contacts, this needs only about a ¼ of a turn.
[underlined] F 24 Motor Maintenance [/underlined] – bearings examined and oiled every six months every 12 months partly dismantle clean casing, examine brushes, renew if down to 3/8 nh or less, the friction clutch of F.24 motor adjust by the spring compression between two drums
[page break]
when motor shaft is held, the extension shaft can, by an effort, be turned by hand
[underlined] F46 Motor Maintenance. [/underlined] one drop of oil in top bearing weekly, monthly if camera not in use, examine brushes
[page break]
[underlined] AIR – CAMERA. F. 24 [/underlined]
This camera may be used as “hand held” or fixed camera having various mountings as follows,
[underlined] Type 16 [/underlined] for flying boats, hand or electrical operation, stows on the bracket and can be hand held or mounted on a bracket outside the hole in use camera secured in mounting by two spindle ended screws, has adjustable handgrips and trigger release, tubular sights.
[underlined] Type 21 [/underlined]
has two adjustable handgrips and trigger release, tubular or frame sights for 8” cone interchangeable stows in frame.
[underlined] Type 25 [/underlined] . for mounting on camera rails in aircraft, camera secures y screws. camera will tilt and lock in a gimble system – fitted with levels and fore and aft scales.
[page break]
has big shock absorbers, quick release fitting and drift scale
[underlined] Type 24 [/underlined] – similar, smaller, going out of date.
[underlined] Type 26 [/underlined] – similar to 25, but has extension arms giving clearance for oblique photography and long cones
[underlined] F24 [/underlined] is used for either vertical or oblique photography and with an electrical timing control for making ‘mosaics’, the camera is made on the unit system for interchangeability of parts – these parts are, the [underlined] body magazine, shutter, gear-box [/underlined] and [underlined] lens cone [/underlined]
[underlined] Camera body. [/underlined] – houses the shutter frame and provides a mounting for the magazine, lens cone, and gear-box and includes the register glass
[underlined] Magazine [/underlined] – houses the spools of exposed and un-exposed films it has
[page break]
two parts, the spool carrier and the magazine couple, the mechanism for releasing film during winding for measuring and operating an exposure counter and film wind indicator are part of the spool carrier the cover makes the assembly light-proof, except for the aperture left for making the exposure, which is covered on the inside by the pressure [inserted] pad [/inserted] exposures are 5” square with a 3/16” margin for clearance 125 exposures are made on 56 feet of film, loaded in a dark room. The pressure pad is supported by a bar secured to it by a hinge, the bar is hinged at one end and has a projecting piece at the other end, this piece goes through a slot in the magazine and rests on the meshing lever. Light proofing of the slot is obtained by two large steel washers having between them a felt pad and
[page break]
a spring. Pressure is adjusted by moving an end of the spring along the toothed rack below the pressure bar. Feed spool roller has an adjustable friction loader, the receive spool roller is geared to the film measuring roller and has a friction drive.
[underlined] Magazine Friction Test [/underlined] – have magazine level and spare spool in receive side, put tester between feed spool holders with its weight at feed and arm at right . angles and away from feed adjust tension so that arm will just fall from horizontal with light tapping. Testing receive spool holder, the weight is put to “receive” and arm at right angles over the bridge, spare spool in feed side, adjust friction drive so that when turned by measuring roller gear, the weight arm just
[page break]
lifts and falls again
[underlined] Universal Shutter Mk I [/underlined]
Is a fixed slit variable speed focal plane self capping type. Two interchangeable blinds are supplied and are easily changed by sliding the brass rod at each end through the slot in the correct roller and then making adjustments The blinds are, [underlined] Type B. [/underlined] 3/8” slit, exposure speed 1/150 – 1/300 of a sec. [underlined] Type C [/underlined] 3/16” slit, exposure 1/350th – 1/500th of a sec. Adjustments on main blind, when replacing worn blind or changing blind. A) Initial tension 15 turns counter clock. B) With trailing edge of blind 90 ̊ over pinion roller when in set position, the toe of the brake lever should be in the root of the cam, allow to run back and toe should be on the highest part of the cam. C) Anti-acceleration spring tension – disengage
[page break]
A.A. gear wheel from pinion and release tension, re tension gear – wheel anti-clockwise a ¼ turn for B, 1 ¼ turns for C – re-engage gear and pinion. Pinion fractions should not slip when drawing blinds, but can be by hand if roll is held.
[underlined Capping Blind [/underlined] . Tension with 6 turns of roller spindle anti-clockwise. Blinds should be renewed when cracks or wear on material begins to show light.
[underlined] Gear-Box [/underlined] . has the following component. worm wheel with spring clutch gap wheel with cam and contact plate, driving pinion, handle with snail clutch, locking lever, locating lever, meshing lever, release block and post main blind pinion locking post. A worm gear driven by flexible drive operates the gear box when power is used. Adjustments :- by eccentric bear of meshing lever, if
[page break]
all other points easy running, 2.) of locating pin by eccentric bearing
[underlined] Lens Cable [/underlined] – mounts the lens the correct distance from focal plane and has mechanism for adjusting the diaphragm opening sizes 3 ¼” & 5” wide angle, 8” 10” 12” & 14” and tele-photo 20”, 30”, 36” & 40”. Capital F usual indicates focal length and indicates the cone’s size, F/2.9 = stop number = [underlined] FOCAL LENGTH APERTURE [/underlined]
[underlined] Testing [/underlined] (1). Load camera with complete length of waste film, having 100 exposures on receive spool operate 6 exposures. (3.) Remove magazine and pencil line across aperture H. (4) Fit magazine and operate once, pencil again as in (3) and so on to end of film (5) Unload and measure overlap of marked spaces, this must not exceed a ¼” if variable or camera fails to wind over last few feet that remain tension is incorrect. Ref.. 1355 Vol 1 Part 2 Chapter 1. Para 76-93 for [underlined] Maintenance [/underlined]
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[underlined] Push switch control [/underlined] is used for remote operation of the camera from the cock-pit or observers position. This has a feeder type counter and a green lamp to show camera re-wind.
[underlined] RUNNING FAULTS [/underlined]
(1.).[underlined] NO EXPOSURE MADE AND FILM NOT WOUND [/underlined]
Indicated by failure of green lamp in electrical control to light. or, when hand or semi. automatic operation, by film wind indicator failing to rotate.
1.). Magazine fouling meshing lever.
2.). Faulty or broken spring tooth.
3.). Broken meshing lever spring.
4.). Broken release post spring.
5.). Faulty timing or push button switch in electrical control.
II.). [underlined] EXPOSURE MADE BUT FILM WOUND [/underlined]
1.) Broken spring in main or capping blinds.
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Graph of [underlined] F.24 TYPE E. GEAR-BOX. DUAL VOLTAGE [/underlined]
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2.). Main blind pinion slipping.
3.). Failure of spring post of locking lever to hold the shutter in the wound position when hand operated.
3.). [underlined] CAMERA. “RUNAWAY” [/underlined]
Indicated by continuous rotation of film wind indicator or continuous burning of green lamp.
1.). Broken spring on locking lever
2) Failure of time switch in control box.
3.) Push button or switch jammed
4.) [underlined] MOTOR FAILING TO OPERATE CAMERA [/underlined]
Indicated by failure of film wind indicator to rotate on power, but can be operated by hand.
1.). Broken or faulty clutch spring on worm wheel.
2). Faulty motor or clutch in motor
3). Broken pin on worm in camera or motor driving shaft.
5.) [underlined] INCORRECT SPACING OF NEGATIVES [/underlined]
1.). Incorrect tension on feed or receive spool pinions.
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2). Damaged film spool
3.) Failure of locating lever spring.
[underlined] T.35. ELECTRICAL CONTROL OF. F 24 [/underlined]
This is to enable photographs to be taken at pre-determined intervals of time, range of time interval is from 2 secs to 50 secs being controlled by [underlined] interval setting [/underlined] knob which moves over a scale. The control is mounted on a cast base and is made up of units designed for easy dismantling necessary wiring from the plugs is in the base, circuit being made to the components by spring contacts. Units are :- (1) [underlined] The movement [/underlined] consisting of a DC shunt motor coupled through a friction drive to an escapement which is geared to the timing wheels. A push [underlined] exposing button [/underlined], a [underlined] counter [/underlined]and [underlined] warning light contacts [/underlined] are on the same framework. (2) [underlined] The Base [/underlined]
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with plug connections, warning lights, pilot’s indicator lamp plug, and the wiring. (3) [underlined] The Main Switch [/underlined] with delayed action control and a safety switch. (4) [underlined] The Camera Contacts [/underlined] for operating camera release solenoid, there is a front cover and back with wedge fittings. (5) [underlined] The Timing Gear [/underlined] in the movement consists of an escapement, vibrating about 240 times per minute, (that is 120 oscillations) a brass outer case driven by a crown wheel from the motor and two timing wheels geared to a driving pinion on the escape wheel shaft, the front timing wheel turns anti-clockwise and the rear clockwise Between the timing wheels is the radius arm turning on the same bearings but free from the wheels, a triangular steel plate against each wheel acts as a friction loading between wheels
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and radius arm to take up play. The base of the radius arm is fitted with a metal shoe which works the delayed action on the main switch The top as a projecting steel pin at right angles through it (the wiping pin) Pivotted [sic] to the top of the radius arm are two catch claws at an angle of about 160 ̊ from each other so that when one claw engages with the teeth of the front timing wheel, the other is just clear of the rear wheel. Engagement of the claws is controlled by what is known as the heart shaped cam and trip plate, contacts in the form of spring buffers projecting up from the base of the radius arm close the red warning light circuit for about 4 secs. The heart shaped cam is operated by the trip plate which is spring loaded to each side of the
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radius arm, the plate is free to move up and down in the slot in the radius arm and also has side play so that it can rack the claw as it moves over the cam. With front catch claw engaged the radius arm will turn anti-clockwise till the trip plate comes up against a fixed stop which in some models is made capable of adjustment, the radius arm continuing it’s rotation a little, causes the trip plate to move over the cam on the claw shaft, which then pivots and disengages the front claw but engages the rear claw in the clockwise timing wheel. Radius arm moves clockwise until reaching the variable stop positioned by the interval setting knob, the time taken by the radius arm to travel from rest to the variable stop may be any interval between about 1 sec and 25 secs
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thus giving 2-50 secs complete cycle. The exposure contacts are closed by the wiping pin about 2 ½ secs after the warning light contacts are closed and remain closed for slightly over ½ sec. this action takes place [inserted] generally [/inserted] just after the radius arm has reached the fixed stop and begun to travel clockwise
graph for [underlined] TYPE 35 ELECTRICAL CONTROL OF F.24 CAMERA [/underlined]
[underlined] REAR VIEW [/underlined]
[underlined] The Main Switch [/underlined] has delayed action so that the machines arm will always stop in the same position, although the main switch was turned off some seconds before. In [one indecipherable word] model this ensures that as soon as the main switch is turned on an exposure will be made for the switch is spring loaded and has on the under side[sic] of the knob two dowel[?] holes which fit a peg on the body of the unit to turn on the switch, draw knob out and twist quickly 180º, allow to re-engage to prevent it returning by accident. If safety switch has been included in the circuit between exposure contacts and operating solenoids to counteract the closing[?] of the camera contacts if bumps[?] cause main switch to close or camera contacts to close, this does not affect the operation of the push switch. The push exposure switch is operated
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by pushing the white centre of the interval setting knob, this completes a circuit to the operating solenoid in the F.24 [one indecipherable word]box and makes one exposure re-winding camera ready for an other[sic].
[Diagram of camera mechanism?]
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[underlined] The Counter [/underlined] – is a large disc numbered around its edge from 0-125 by fives with a knob for resetting. The disc is mounted by a spring friction plate upon a free running gear wheel with 130 teeth. A lightly sprung [one indecipherable word] prevents the wheel turning backwards. In operation the wheel is turned one tooth at a time by a spring tension lever operated by the counter solenoid, the solenoid draws the lever back and the spring returns it and moves round the gear[?] wheel. The movement of the counter lever can be limited by loosening three screws and adjusting the [one indecipherable word] and eccentric stop respectively.
[underlined] Exposure Contact Unit [/underlined] - consists of one or two phosphor bronze strips bent over at the ends. The strips are fixed to metal blocks which are separately pivotted[sic] and tensioned by long springs mounted on the unit
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body. The block holding the shortest[?] strip pivots about the centre of its length while the other pivots about a 1/3rd from the top, this causes friction between the contacts which are situated at the back of the metal blocks being insulated from them with leads taken to an attached terminal block contacting steel spring strips at the base.
[underlined] Action [/underlined]
The [one indecipherable word] pin comes down on the bent part of the strip, bends them forward and slips through the “gate” cut in them . Wiping[?] pin now changes its direction and returns to press up on the bent over strip making the camera release contacts.
[underlined] Maintenance [/underlined] – contacts are all self-cleaned. Test for [one indecipherable word] and insulation – keep screws tight, lubricate very sparingly with anti-
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freeze[?] oil, keep a log book with running times, intervals, height and faults if any. Every three months or when required dismantle, clean and examine.
[underlined] N.B. [/underlined] Take care to adjust escapement if hair-spring has been loosed from balance staff or its end[?] unpinned. Impulse [inserted] pin [/inserted]dead between balance staff and pallet staff when spring normal.
[diagram]
[underlined] ESCAPEMENT MOVEMENT {/underlined]
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[vertically printed] [underlined] TYPE 35 No. 19 [/underlined]
[underlined] ELECTRICAL CONTROL OF F24 [/underlined]
[underlined] REAR VIEW [/underlined] [/vertically printed]
[diagram]
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[underlined] Y[?] 35: [/underlined] 15 & 6 two sec minium [sic] intervals for several cameras with distribution for P.R.U’s only. 11 & 12, 1y:18 now modified to 19 & 20.
[underlined] [one indecipherable word] 19 & 20 [/underlined] Are for use with night camera. Y.504 for altitudes between 2,000 ft & 22,000 ft. This control operates the electro. Magnetic release of the flare [one indecipherable word] so launching the flash at the instant the bomb release is operated and control started. A photograph of the area beneath (about 6,300 ft square from 10,000 ft height) is obtained about 6 secs before bomb impact, which is accurate enough for plotting the a/c position relative to the target, To prevent film “fogging” two frames are wound over about 8 secs before flash explosion and two frames, including exposure about 4 or 5 secs after flash explosion, failure of control or camera means that the aircrew
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will lack positive evidence of their success of attack. The differences are the camera contact phosphor bronze strip is re-shaped to contact on both transits of wiping pin and give time for two frames to be wound over by high speed gear-box. Push switch in knob for dial lumination. Single exposure main switch and solenoid operation. A plug and socket each for bomb release and flash release circuits. Fixed stop gives 12 sec interval between main contacts making on left hand transits. Red[?] warning flashes to show that flash is released. Green shows time for level altitude and connects to pilot’s indicator.
[underlined] Action [/underlined] Bombs and flash are released together and controls start clockwise notation to meet variable stop and returns after pre-set
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Interval, wiping pin closes camera contacts for about 2 ½ secs and camera winds over two[?] frames. Green light and pilot’s warning light glow. Trip plate reaches fixed[?] stop flash explodes about now and arm returns and after about 4 ½ secs makes camera contacts and operates camera winding over two frames, control switches off.
[underlined] Night Photography Mk[?] III – Simplified [/underlined]
The layout consists of – lens core with 8” focal length lens stopped to f2.9, aperture is always at that setting. A light [two indecipherable words] type is fitted to the base of the cone to prevent light from the exploding flash being directly thrown onto the film and ‘fogging’ it. Except for the shutter other parts are standard F.24 equipment. Control T35 19 & 20 is used and
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pilots indicator may have the word “level” shown in read.
[underlined] Procedure for Use [/underlined]
Test bench[?] to be level and camera mounting installed with camera levelled off or set to operational tilt, the angle being taken from table supplied, depending on height and speed. Give[?] several testing cycles in workshop and after installation [inserted] in A/c [/inserted] test again, first making certain that bombs are safe and/or bomb doors closed. That photo flash is not in shute and magazine if fitted, is not loaded – remove if loaded. Turn Y35 knob to start control, run a complete cycle and after fitting magazine wind over one frame by pressing release [one indecipherable word] (The photographer will have written start and a/c details on this exposure), before fitting magazine to a/c. A rubber draught excluder and heater[?] muff are fitted to camera, the
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muff is switched on when a/c is airborne. When bomb aimer intends to take the photograph he must put his No 3 shute flare selector switch to CAMERA” before pressing bomb release
[underlined] NOTE [/underlined] Variations in the use of the Universal shutter and type N [one indecipherable word] may be found in different Bomber Groups, but principle is similar
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[underlined] TORPEDO TRAINING CAMERA TYPE F.46 [/underlined]
Replaces P.39 for torpedo attack training and conformation of the results of the attack. The second special camera is mounted in the cock-pit to record photographically the instrument dials at the moment of release. This is the airspeed recording camera. The F.46 may be mounted in the wing on type 2Y mounting or may be under the fuselage or wing where special mounting type 30 is required Type 30 is a steel cradle to which type 2Y is bolted either above or below. If under-slung in the lower position the usual plain top plate of the camera is replaced for one with the dove tail fitting so that the camera is held by a stop grip. Type 30 mounting secures beneath the wing or fuselage to the lugs provided for the light series
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bomb racks which it replaces when the aircraft is on torpedo practice or attack. The F.46 is made up of interchangeable units, principal items being the body, lens heaters and optical flats magazine and mechanism panel which carries the motor and gearing, switches, wiring and shutter with its operating gear.
[underlined] The body [/underlined] is a strong casting having a lens mount in front, slides for the mechanism panel while the rear is cut away to make the aperture or focal plane. The surface of the aperture is burnished to provide a smooth face for the film to slide over. In the body are three spring contacts for the heater curcuit [sic] and watch lamp circuit. The watch holder fits in a slide beneath the body and is spring locked to it. On the side are the shutter manual control lever, the magazine catch and
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the safety catch for booth[sic]
[underlined] The lens [/underlined] is a [indecipherable symbol] 5’ wide angle with Extra Maginal [sic] Illumination (E.M.I.). This unit and heater assemblies are held in a tube which secures to the body by a flange, neither lens or mounting should be moved or disturbed from its position on the body. The [one indecipherable word] diaphragmets[?] adjust the aperture is between the lenses and the setting ring is bracketted [sic] to the outer setting ring which has a spring locating pin pressing into notches to hold the ring at the required aperture setting. Spring loaded plugs make the contacts for both heaters. The front heater is of cross-wires bedded on a ring of insulation, the rear heater has the element wound around slots in the periphery of the insulation ring, vents are cut in the ring to allow free
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circulation of the warm air. A thin piece of insulation is stuck round the ring to prevent electrical contact with the lens holder tube.
[underlined] The Front Heater [/underlined] consists of a clamp ring, shim ring, broad sealing washer of rubber or linotex, the filter flat, enamelled sealing washer and possibly packing ring or rings. If the clamp ring does not compress the sealing washer add packing rings. In the rear assembly are the retaining ring, clear optical flat, seating[?] ring and heater.
[underlined[ The magazine [/underlined] consists of the cover and bottom panel which supports all mechanism, is day light loaded, usually 4 exposes. The bridge piece on the panel mounts the pressure pad and spool holders. Three one-to-one gears form the drive from re-wind dogs[?] to receive spool, which has a spring loaded [one indecipherable word], coloured
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datum marks on the dog plates of both drives must be aligned with the datum on each unit before fitting magazine to body. The pressure plate should depress with the weight of over 1 ½ lbs but under 2. Flat[?] friction spring bearings and each spool should be adjusted to give even feeding from the feed spool without slack and reasonably tight winding on the receive spool.
[underlined] The mechanism panel [/underlined] forms the left hand side of the body and part of the base where the gear frame to the film re-wind dogs is positioned. On the side is the Y pin plug. The front of the [inserted] panel [/inserted] supports the [inserted]motor [/inserted] [one indecipherable word] type shutter and mechanism. The side of panel holds the release solenoid and bracket for part of the gearing, whilst the remainder of the gearing is on the bottom
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panel, with the change-over switch and three knife contacts for the heaters and watch lamp circuits. The connections engage when panel is pushed in and screwed up. The shunt motor (6,500 RPM) mounts vertically and drives a twelve toothed pinion, through a loose self-aligning coupling. Motor can be withdrawn without touching the gearing, brushes and [one indecipherable word] are visible for inspection and a shield is fitted around to prevent sparks fogging the film. Epicyclic [?] gearing gives reduction of 1400-1. Re-wind dog-wheel 4 revs in about 51 secs loaded.
[underlined] The shutter [/underlined] is a louvre type operated by a solenoid, the blades are grooved on one edge with a strand of wool stuck in for light proofing. A spring loaded rack turns the blades 90° to spin the shutter, the rack being depressed by a spring
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panel[?] on the solenoid carriage. As the blades reach the open position the panel[?] is tripped by an adjustable trip rod, so allowing the shutter to close. Exposure time is about 1/100th of a sec. and cannot be adjusted to much less without great loss of light and intensity. When the armature reaches its’ full travel, it closes a pair of contacts known as the release switch the exact instant of closure can be adjusted by means of a screw bearing on the lower contact so as to vary the distance between them these operate the release solenoid. The change-over switch before and during operation keep the motor contacts open and the shutter lamp circuit closed. When the release solenoid operates it allows a cam to turn under the spring pressure of the set-off lever
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this forces the switch lever out of the cam depression and operates the change-over switch to break the shutter contacts and make the motor contacts, motor starts and re-wind continues for one revolution of the cam. When the switch lever again drops into the cam depression motor circuit breaks, shutter and lamp circuit makes at change-over switch, release solenoid armature has locked the cam and camera is ready for further exposure.
The above sequence of operations is begun by pressing the torpedo release switch so energising the solenoid and watch lamp circuits, at the same time a second parallel circuit exposes the [underlined] air-speed recording camera [/underlined] in the cock-pit, this photographs the A.S.I and other instrument so recording their readings at instant of release. This small camera takes
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a picture 1½” x 1” on standard 35mm 8 exposure film. F 4.5 for mk I and 5.6 mk II they will focus to a minimum distance of 4 feet for nearer objects put scale to 4 feet, remove set screw from lens mount and turn lens mount anti-clockwise the distance stated in the table in A.P.1355 vol II B.34. A special holder for this camera has solenoid release arm. Re-wind of camera 1½ complete turns of winding handle. [underlined] The test adaptor [/underlined] is a skeleton magazine cover so that film wind can be watched. Film should wind over evenly and should not rock the pressure pad, if it does gently adjust the spring tension pressing the film on the spools. A sighting unit is for harmonizing the camera with the torpedo aiming sights. It is in two parts, framed ground glass screen and a plain mirror set at
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45° in a mounting which slides into the frame. A vertical hair line is ground on the glass for centering [sic] [underlined] Installation and Maintenance [/underlined] 1355 vol I Part II [one indecipherable word] Y 83.85 para. And 91.96
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[underlined] CINÉ CAMERA GUN G 45 [/underlined]
[detailed diagram]
[page break]
This can be used with suitable mountings in place of any existing British aircraft Machine Gun for training as for recording actual combat.
[circled] 1 [/circled] With type 2Y wing mounting and 32 adaptor plate in place of a fixed gun [circled] 2 [/circled] With type 29 mounting and 32 adaptor plate in place of Dickens[?] gas-operated m. gun
[circled]3 [/circled] With type 31 adaptor plate and modified gun-handle and switch mounts on the V.G.O. [one indecipherable word] in place of the magazine. [circled] 4 [/circled] With 33, 34 & 35 adaptors it replaces usually the upper right hand Browning in [two indecipherable words] type 4, Boulton-Paul and F.h type 16 Turrets respectively
Extensions lenses are always used in turrets with F.2”. Cameras in 12 & 24 volts – 18 having red label.
G.45 builds up in 10 units some [one indecipherable word] inter-changeable with similar units
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of same voltage. The body with gears lens unit and claw unit are not inter-changeable.
[underlined] The [circled]1 [/circled] body and [circled] 2 [/circled] lens units are optically matched to each other and must not be otherwise fitted to different ones. Lenses are of 2”, 2.2” or 2.4”. indicated by coloured bands on mounting yellow for 2” green 2.2” red for 2.4” all have f 3.5 and an infinity of over 30 ft. G.45B has optional stop f.6.3all lenses are fitted with heaters.
[circled] 3 [/circled] [underlined]Magazine container [/underlined] is hinged at top of body and can be loaded from top or through a door inside of body. When using side door take care not to foul the claw.
[circled] 4 [/circled] [underlined]Magazine [/underlined] is just a spool carried with 4 toothed sprocket to work footage indicator and a grooved pressure pad behind the gate. Feed spool is lightly friction loaded and
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in G.45B the receive spool holder has spring device to check reversal.
[circled] 5 [/circled] [underlined] Motor [/underlined] passes 16 frames per sec. at about 5.YOO R.P.M. G.45B is adjusted to 20 frames per sec. [one indecipherable word/symbol] repairs to be made.
[circled] 6 [/circled] [underlined] Claw Unit [/underlined] for drawing film over the exposure aperture and is driven by the large intermediate gear through a small pinion carrying on it’s shaft a cam and an eccentric pin. The pin works in a slot in the lever on which is mounted a spring loaded claw, as this claw moves down it draws the film with it and on it’s return upwards is forced by it’s shape, out of the perforation of the film which is kept still during the operation by the register pin held in engagement with the next hole but one by the action of the cam
[circled] 7 [/circled] [underlined] The shutter unit [/underlined] is a sector shutter
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driven by a pinion and helical gears from the intermediate gears. Has a normal open sector of 45° for “cloudy” and a reduced aperture of 13½° for “sunny” . Sector is reduced by a solenoid which causes magnetic & frictional drag to be exerted on the auxillary [sic] shutter blade against the pull of a coiled spring so that the auxillary [sic] shutter is [one indecipherable word] until the pin on it reachs [sic] the end of a slot in the main shutter and both turn [one indecipherable word]
[circled] 8 [/circled] [underlined Electrical wiring [/underlined] can be removed as a unit, all connections to other parts being made by plugs or contacts. This unit carries the thermostat control which operates at 65°F + 5°. Adjusts by small grub screw in front of body after removal of the lens unit.
[circled] 9 [/circled] [underlined] The intermediate gears [/underlined] are:- large motor gear, driven by armature pinion of the motor and having frictionally
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Connected to it is a small pinion. A large rewind gear with friction driven core[?] to magazine. A small intermediate pinion and a large intermediate gear driving the claw & shutter.
[circled] 10 [/circled] [underlined] Motor Speed Test [/underlined]. Load with waste film mark film with pencil at top edge of magazine aperture – run for 10 secs mark again, repeat several times. Amount of film passed in 10 secs to give 16 frames per sec is 4 ft + 3”. G45B will be 5ft + 6”. Depress plunger of release solenoid when not in use – this released spring tension.
[underlined] Maintenance – Sect II – 1Y49 Chap. 10 Para 103-114
[underlined] Footage Indicator [/underlined] includes the –“sunny-cloudy” switch. Footage is operated by a solenoid which draws down one
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end of a spring-loaded pivotted[sic] lever the rising end of the lever lifts a lightly sprung pawl resting on a toothed wheel. When the circuit is broken the pawl returns and moves the wheel round one tooth. Another pawl prevents the toothed wheel from returning backwards. Friction loaded pointer for zero setting. Adjustment for one tooth movement by screwed stop and/or solenoid position.
[underlined] Titling [?]Unit [/underlined] is operated by clock-work and is fully wound by six turns of the handle. When releases this exposes about 9” of film which photographs the title and details of the pictures previously written in black pencil on the ground side of a cellon tablet, this is placed in the slot on the front of the lens a second slot can be used to insert a clean cellon tablet for
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varying the lighting intensity for varying the exposure. Speed control is by a pre-set mechanical governor. Camera arrangements similar to G.45. Maintenance similar to camera. Repairs on squadrons only very minor. Replacements nil
[underlined] [one indecipherable word] Unit or Harmonyed [?] must be treated with care and will then need little attention. Do not breathe upon or finger the stainless steel mirror [one indecipherable word] clothe[sic] or camel hair brush only to be used for cleaning. Do not carry the unit loose in the pocket or leave lying about – use the box
[underlined] Type 29 Mounting. [/underlined] This is used with type 32 adaptor plate and provides a free gun mounting in the shape of a dummy gun and is designed from the Vickers “K” Gun. It incorporates all the external wiring circuits including footage indicator Type 44. Dummy barrels carry ordinary bead[?]
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and ring sights which are adjustable for harmonization and a socket is provided for a reflector gun-sight. Camera secures by type 32 adaptor. Footage indicator works similarly to type 45, plugs into mounting and is a replaceable unit. Electrical circuits are the same as for a fixed camera gun, except that push-button firing switch is replaced by two micro-switches in series with each other and operated by the cocking handle and trigger.
[underlined] Action. [/underlined] On drawing back cocking handle a spring loaded sear secures it and a friction loaded sleeve presses back the locking spring. When cocking handle released [inserted] new[?] [/inserted] spring of front switch contact breaks. When pressing back sleeve [one indecipherable word] releases button and makes contact in rear[?] switch. When trigger is pressed sear is rocked
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cocking handle returns forward under tension of long return spring running round a pulley [?], sleeve does not move from it’s position because the locking spring is held by a locking plate on the heel of the sear lever, when cocking handle reaches the end of its travel it depresses leaf spring of front micro-switch and makes contact, both switches are now made and camera runs so long as trigger is depressed. A rubber pad and a steel collar makes a shock absorber for cocking handle return. When trigger is released sear is rocked in opposite direction under its spring tension so that the locking plate on the heel releases the locking spring, which pushes the sleeve forward so pressing up the stud so breaking the circuit, camera stops. In this movement the locking spring [one indecipherable word] over the top of
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the locking plate and prevents the trigger being pressed again until the cocking handle is re-set
[underlined] Maintenance ]/underlined] Sect 3. Chap 2 Para 49-51
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[blank page
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[Coloured drawing of an animal holding a stick with caption “The Camera Gremlin” and a signature]
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
Camera course notebook
Description
An account of the resource
64 pages of course notes. Inside front page ' Bubb G J 1477939, Entry 35, Berryfields, Melksham, Sept 2-21 1943' Contains information of batteries and motors in general then specific notes on F24 camera and controls, night photography MkIII, torpedo training camera type F46, cine camera gun G45. Last page has hand-drawn colour cartoon figure of camera gremlin.
Creator
An entity primarily responsible for making the resource
George Bubb
Format
The file format, physical medium, or dimensions of the resource
Cover and 32 double page notebook
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Training material
Identifier
An unambiguous reference to the resource within a given context
MBubbGJ1477939-160322-02
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Melksham
England--Wiltshire
Temporal Coverage
Temporal characteristics of the resource.
1943-09
Publisher
An entity responsible for making the resource available
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
Sue Smith
Karl Williams
David Bloomfield
Trevor Hardcastle
Tricia Marshall
gremlin
ground crew
ground personnel
superstition
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/110/1079/MBubbGJ1477939-160322-03.2.pdf
3af8e2d4f48d11c69a7fec7722b429f8
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
Bubb, George
G J Bubb
Description
An account of the resource
13 items. Collection covers the wartime service of Leading Aircraftsman George Joseph Bubb (b. 1911, 1477909 Royal Air Force), an instrument fitter on 44 Squadron. the collection contains notebooks from training courses, a service bible and 1946 diary as well as the contents of a scrapbook which include personal documents and photographs of people and bombing operations.
The collection has been loaned to the IBCC Digital Archive for digitisation by Dave Pilsworth and catalogued by Nigel Huckins.
Publisher
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IBCC Digital Archive
Date
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2016-03-22
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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. Some items have not been published in order to protect the privacy of third parties, to comply with intellectual property regulations, or have been assessed as medium or low priority according to the IBCC Digital Archive collection policy and will therefore be published at a later stage. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal, https://ibccdigitalarchive.lincoln.ac.uk/omeka/collection-policy.
Identifier
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Bubb, GJ
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
[Front cover]
1477939 LAC. BUBB
GROUP A
Form 714.
ROYAL AIR FORCE.
Rough Notebook for use in Laboratories and Workshops.
[page break]
[blank page, inside of front cover]
[page break]
[diagram of Fahrenheit and centigrade scales]
[underlined] MERCURY IN STEEL THERMOMETER [/underlined]
[hand drawn diagram of a thermometer]
[underlined] BOURDEN TUBE [/underlined]
[hand drawn diagram of a Bourden tube]
[hand drawn diagram of a bi-metal strip]
[underlined] RADIATOR THERMOMETER [/underlined]
[hand drawn diagram of a thermometer]
[underlined] Vapour Pressure Thermometer
Water B P. [/underlined]
Boiling Point at 10,000 ft is 92o C
Boiling Point at 20,000 ft is 86o C.
[page break]
[underlined] ENGINE CYLINDER THERMOMETER [/underlined]
THERMO COUPLE
[two hand drawn diagrams of thermo-coupling]
[underlined] MAGNETISM [/underlined]
[eight hand drawn diagrams of magnetic fields]
[page break]
[underlined] ELECTRICITY [/underlined]
Matter is made up of one or more of the 92 elements on this earth. The smallest particle of any element is an ATOM. Every atom consists of nucleus around which revolves small units of negative electricity called ELECTRONS
[two diagrams of helium and hydrogen atoms]
A [underlined] Conducter [sic] [/underlined] is a [underlined] substance [/underlined] in which there are a number of free electrons. A [underlined] Current [/underlined] of electricity is said to flow when these free electrons are made to move along the conductor by the application of a force called an ELECTROMOTIVE FORCE (E.M.F.)
E.M.F. is measured in VOLTS
An insulator contains very few free electrons and so a flow cannot be so easily set up.
Conditions for a electric current to flow are a complete circuit of conducters [sic]and E.M.F.
An E.M.F. causes a fall of pressure as potential along a conducter [sic] and between any two points in the circuit, there will be a [one indecipherable word] [underlined] potential difference [/underlined] (P.D.) which is also measured in [underlined] VOLTS. [/underlined]
page break]
[underlined] Resistance [/underlined] is the opposition to a conducter [sic] to the flow the electrons.
Resistance is measured in OHMS.
Thin wire has a greater resistance than thick wire.
Resistance of a wire is based upon material and increases with length and temperature.
The electrical energy carried by a current in a circuit is converted into [underlined] Heat [/underlined]
[underlined] Energy, Magnetic Energy [/underlined] and may be converted into [underlined] Chemical Energy. [/underlined] eg. breaking up water into hydrogen and oxygen.
The quantity of electricity is measured in [underlined] Conlombs [sic] [/underlined]
Current strength or quantity per sec is measured in [underlined] amperes [/underlined]
1 AMPERE = 1 CONLOMB [sic] per sec.
i.e. 6.23 x 1018 electrons per sec.
Work = Distance (ft) x Force (lbs)
= Volume or Quantity x Pressure
Power = Work per sec.
(1 HP = 550ft per sec)
Electrical Power = Elect [symbol] work per sec.
Electrical Power = Elect [symbol] quantity x Elect pressure per sec.
Watts = Amps x Volts.
1 KILOWATT = 1000 AMPS (1 HP = 746 watts)
1 BOARD OF TRADE UNIT = 1 KILOWATT for 1 HOUR
100 WATTS for 10 HOURS
[page break]
[underlined] Resistances [/underlined]
[six hand drawn electrical diagrams]
The ammeter has a very low resistance and is connected in series with the circuit.
The voltmeter has a very large resistance and is connected in parallel with the conducter. [sic]
[page break]
[underlined] OHM’S LAW [/underlined]
This states that for a given conducter [sic] the current flowing is proportional to P.D applied.
[table showing Volts, Current and V/I]
Thus we show V/I is constant. If the above figures are for copper then for a similar gauge iron wire V/I = 14 . Thus V/I for Iron is 7 times as great as for copper. These ratios express the resistance of the conducter [sic] in ohms.
Therefore ohm’s law can be written
V/I = R. I = V/R V = I x R
WATTS = I x V
[page break]
[underlined] Costings of Work Done by Electricity [/underlined]
The rate at which work is done by electricity is measured in [underlined] Watts [/underlined] the cost is measured in kilowatt hrs = 1000 watts for 1 hr = A Board of Trade Unit = 1 B.O.T.O [sic] = [underlined] 1 UNIT [/underlined]
Find the cost of supply a 500 watt fire. 100 watt lamp. 100w Radio for 5 hrs a day - 7 day week @ 1D per unit 2/-1/2
How many 60w on 5 amp @ 240 volts.
60 = 5 x 240
60 = 1200
20
[page break]
[underlined] MAGNETIC OF CURRENT [/underlined]
[a page of hand drawn magnetic diagrams]
[page break]
Current in the coil makes on face N the other south. Coil moves to bring it’s north opposite south of permenant [sic] magnet and south opposite north. It turns against the hairsprings so that the pointer measures strength of current
[hand drawn diagram of an electric motor]
[underlined] ELECTRO MAGNETIC INDUCTION [/underlined]
[hand drawn diagram of an electro magnet]
When a magnet is plunged into a coil current flows in one direction. When magnet is removed current is reversed. There is only an induced current when lines of force are being cut. The size of the [inserted] induced [/inserted] E.M.F is proportional to the rate at which lines of force are cut.
[underlined] Lenz’s Law. [/underlined] The direction of an induced
[page break]
E.M.F. is such as to oppose the motion producing it.
[underlined] The Simple Dynamo [/underlined]
[hand drawn diagram of a simple dynamo]
Rotating coil in a magnetic field is the easiest way of continuously cutting lines of force and hence of producing a continuous induced E.M.F.
The size of the E.M.F. depends upon 1.) Speed of rotation 2.) Strength of the magnetic field 3.) The number of turns on the coil.
[underlined] D. C. Dynamo [/underlined]
[hand drawn diagram of a brush and commutator]
A commutator is joined to each end of the coil - note that the gap between the two halves is opposite the brushes when the coils vertical. As the induced E.M.F changes its direction the brushes make contact with the reverse ends of the coil. The current therefore always flows out at one brush and always flows in at the other, although it continues to alternate in the coil itself.
[underlined] Modifications to the Simple Dynamo [/underlined]
1) A soft iron armature is used to increase the effect of the magnetic field the iron is laminated in order to reduce eddy.
[page break]
[underlined] PRIMARY CELLS [/underlined]
1.) [underlined] SIMPLE CELL [/underlined]
[hand drawn diagram of a simple cell]
Bubbles will eventually form (HYDROGEN) on Copper plate and so stop current.
2.) [underlined] LACLANCHÉ [sic] CELL [/underlined]
[hand drawn diagram of a Leclanché cell]
3.) [underlined] DRY CELL [/underlined]
[hand drawn diagram of a dry cell]
[underlined] SECONDARY CELL [/underlined]
[hand drawn diagram of a secondary cell]
[underlined] On Charging [/underlined] - By passing an electric current through + plate it becomes lead peroxide, - plate is reduced to spongy lead.
[underlined] On Discharge [/underlined] - Both plates tend to become lead sulphate (white.)
[page break]
[five hand drawn diagrams of electrical circuits]
6 Compare Current passed by
a) Two 3 [ohm symbol] in series
b) Two 3 [ohm symbol] in parallel
at a pressure of 24V.
[hand drawn diagram of an electrical circuit]
[page break]
currents
2). Many turns of wire on H shaped armature
3). Turns are distributed round the core
[hand drawn graph showing electrical output of coils]
The curve is made smoother by circular pole pieces.
The curve is made smoother by diagonal slotting.
Electric magnets used instead of permanant [sic] magnetics.
More than one pair of poles.
[underlined] 2. Phase A.C. [/underlined]
[hand drawn diagrams of electric generation]
[page break]
Suppose two separate but similar A.C. supplies to be plotted on the same graph. It is unlikely to have the maximal of the would occur at the same time. The result shown in the graph could be obtained by having two coils mounted on the same axis at right angles to one another and rotating in the same field. The ends of the coils would be lead to separate slip rings. The result would be two phase A.C. Alternatively the coils could be stationary and the field magnets made to rotate (The Rotor). Advantage equals small currents for field excitation can be fed through brushes and slit [sic] rings while large currents and voltages from the armature are led away through stationary leads.
[underlined] 3. Phase A.C. [/underlined]
See next page.
[page break]
[underlined] Mark IV ENGINE SPEED INDICATOR [/underlined]
Consists of 1 3 phase A. C. Generator 2 Indicator (A.C. Induction Motor Type)
[underlined] 3. Phase A. C.Generator [/underlined]
Consists of 4 pole permenant [sic] magnet which rotates between 3 Stator Coils. 3 seperate [sic] A. Cs will be produced within the coils differing in phase by a 120o hence 3 phase A. C.
It can be seen by fig 2. that the total algebraic sum of the 3. E.M.Fs is zero.
Also it is seen that since the 3 coils of the indicator have equal resistances (i.e. it is a balanced lode) then no wires are necessary to take current back to generator.
[hand drawn diagram of a 3 phase generator]
[hand drawn graph showing 3 phase output, fig 2 mentioned above]
[page break]
[underlined] INDICATOR [/underlined]
A.C. INDUCTION MOTOR
[hand draw diagram of an A.C. induction motor]
4 Pole permenant [sic] magnet surrounded by copper sleeve rotates against tension of hairspring carrying the R.P.M pointer.
[page break]
[underlined] The Atmosphere
Composition [/underlined] An ocean of air round the earth. Air is a mixture of 79% Nitrogen 20% Oxygen 04% Carbon di-oxide water vapour and dust.
[underlined] Air Pressure [/underlined] At S.L. 1 cu. ft of air weighs .08lb. Air pressure is the [underlined] total [/underlined] weight of a column of air to the top of the atmosphere. It can be measured by the mercury Barometer ([one indecipherable word] type very accurate) aneroid Barometer (without liquid therefore portable).
[underlined] The Altimeter [/underlined] the Altimeter is fitted in all aircraft and it measures the height of the aircraft above sea level. [underlined] It is an aneroid Barometer [/underlined] with the scale calibrated in feet. This is possible because air pressure [underlined] falls with height [/underlined] 1 in of mercury per 1000 ft or 1 [indecipherable character] millibar 30 ft. The air tight case is connected with the static tube. [deleted] Atmen [/deleted] At mean S.L. air pressure is 14 lbs per [square symbol] “ or 30” of mercury or 1013.2 millibars.
[underlined] Calibration [/underlined] since the pressure at a height is affected by the temperature of the an altimeter has to be calibrated by assuming certain atmospheric temperatures etc.
A formula connecting height with
[page break]
pressure can be worked out knowing 1 M.S.L. pressure 2 M.S.L. temperature. 3 Temperature at a given height.
[hand drawn table of temperature and pressure]
[page break]
[underlined] Conversion HG - MB [/underlined]
[hand drawn graph of Inches of Mercury and Millibars]
[page break]
[underlined] BOOST GAUGE [/underlined]
1/2 LB [square symbol] “ = 1” H.G. (APPROX)
HENCE 1” HG ABOVE 30” DEDUCT 1/2 LB [square symbol] “
1” HG BELOW 30” ADD 1/2 LB [square symbol] “
[page break]
[underlined] The Gyroscope [/underlined]
[two hand drawn diagrams of a gyroscope]
[underlined] Properties of Gyroscope [/underlined]
1 The rotor tends to maintain its plane of spin in space.
2 A force tending to twist the outer ring (torque) causes precession of the inner ring. Torque on inner presses outer ring.
[underlined] Sperry’s rule of precession [/underlined]
Replace the torque by push on rim of the rotor. A point 90o in direct of spin will by [sic] in direction of precession.
[underlined] Earth Gyro.[/underlined]
If the inner ring is purposely unbalanced by a weight it can be made to precess the outer ring round in step with earths rotation.
[underlined] Connection between Size of Torque & Speed of Precession [/underlined]
The size of torque required :- Increases with 1 rate of precession
[page break]
2 Speed of Rotor 3 Weight of Rotor, 4 Diameter of Rotor.
Simple fractions - Cent - Fahren - inches to miles - Ohm’s law - amps, watts, volts.
Electricity - accumulator - dynamos. Electric Motors. AC - DC. Generators. - Atmosphere. [two indecipherable words]
[page break]
[underlined] Installation of Follow Up Cable [/underlined] (Cont)
the loop in the end of the spring slips over the pin projecting from the mounting unit.
The servo-motor piston must be placed in an extreme position so that the cable may be attached to the short end. Attach the cable to the piston by a shackle, the pin of which must locate in the slot of a Clevis plate underneath the servo-motors. Pass the cable around free pulleys where necessary and lead it to the rear of the mounting unit. Before attaching cable to the pulley rotate it round until it is fully wound and release 1/4 of a turn. Pass the cable once round the pulley and through the hole provided and mark where it passes through the hole. (Disconnect the pulley and cable and then solder the nipple on the end of the cable). Apply opposite extreme [one indecipherable word] holding tension on pulley, now pull slack cable through the pulley and tie knot where marked. Tin the cable before
[page break]
cutting off the waste correct installation may be checked by the direction of movement of the follow up pulleys or the follow up indices.
1 Elevator [underlined] down. [/underlined] [symbol] index moves up: [symbol] pulley moves anti - clockwise
2 Right aileron [underlined] up. [/underlined] - [symbol] index moves right. [symbol] pulley moves anti - clockwise.
3 Right rudder. [symbol] index moves left. [symbol] pulley moves anti - clockwise. The servo - motor piston must be central before this check is carried out.
[page break]
[hand drawn diagram of a automatic control pipe lay-out]
[page break]
[underlined] Mk IV Auto Pilot - George
Compressor [/underlined] This is the eccentric type of rotary compressor, having the two compression chambers set at 180o apart. Each chamber contains a light alloy rotor with 10 steel blades. Free to slide in slots. The blades are thrown out by centrifugal force into contact with the linings of the compressor. This is drawn in as the space between the rotor and the casing increases and when the space is decreasing, is compressed and forced out at high pressure. Oil is admitted to the chamber through two jets size 42 thousandth front and 63,000th rear and is required to seal the compartment for air tightness and to lubricate. There are three unions, air inlet, oil inlet, and delivery from which air at 60lbs per [square symbol] “ is emitted. Filters are fitted in the inlet union oil and air. Before fitting new compressor check the following. 1 Correct type 2 Removal of inhibitor [deleted] gun [/deleted] [inserted] oil [/inserted] by washing out with anti - freezing oil 3 Check gland asbestos yarn gasket etc 4 Check copper washers for correct size and
[page break]
anneal.
[two hand drawn diagrams one of an Oil Reservoir and Separator and one of an Automatic valve]
[underlined] Oil Reservoir & Seperator [sic] [/underlined]
The lower part of this is for the oil, the upper part being the seperator, [sic] air & oil from the compressor impinge on the wall of the reservoir the oil falling to the bottom to be re-used, and the air going up through the union to the next
[page break]
component, the chemical Air Dryer. From the lower part, oil is fed through a filter to the oil cooler which has a finned radiator. The oil then passes to the Automatic Valve which can be situated between the reservoir and the cooler or between the cooler and compressor. If the reservoir is fitted lower than the compressor the valve ensures an oil supply to the compressor on starting. If the compressor is lower than the reservoir the valve prevents the former from being flooded with oil when it is not in use. It is fitted in the lowest part of the oil system. Oil changed on each minor. Automatic Valve and Oil Cooler flushed with 50 - 50 anti - freeze and petrol and system re - pressured [inserted] [underlined] NB [/inserted] [/underlined] There are fibre washers on Oil Reservoir. Oil level [inserted] to be [/inserted] maintained. Arrow of Auto - valve points in direction of Compressor.
[page break]
[five hand drawn diagrams showing Chemical air Dryer, Automatic Test Cock and Main Control Cock]
[page break]
[underlined] Chemical Air Dryer [/underlined] (To prevent freezing up)
The Chemical Air Dryer consists of an inner and outer container, the former being filled as follows, 1 gauze disc, 2 silica Gel, (To within approx 1/2” from the top) 3 gauze filter, 4 Half inch cotton wool and then the perforated lid. Recharging must be done immediately prior to flight. 1 Wash container with hot water and allow to dry before using. 2 Silica Gel must be returned to stores in tins provided when u/s. Silica gel is u/s when colour changes from white to brown.
[underlined] Test Cock. [underlined]
This is a three - way cock having two positions. In the test position air is supplied to the units from an outside source. In the flying position, air from the a/c compressor passes straight through the cock to the main control cock. 1 On a Mk IV ensure that cock is lock [sic] in flying position on D. I and between flight inspections. 2 Mk IV A Check that locking tab is in position on
[page break]
D. I and between flight Inspection. If it is necessary to strip the cock ensure when replacing together that plunger is put in the correct way - blanked - off end to the top of Test Cock.
[underlined] Main Control Cock [/underlined]
This has three positions, 1 [underlined] Out [/underlined] :- the jets and centraliser are connected to atmosphere by annular groove air passes back to regenerated system through a choke which is fitted to maintain a pressure so that; a There is always an adequate supply of oil to the compressor b So that [one indecipherable word] seperation [sic] is ensured.
2 [underlined] Spin [/underlined] :- air is fed to the jets, relay valve, torque valve and steering control. The centraliser pipe-line is still exhausted to atmosphere.
3 [underlined] In [/underlined] :- air is fed to the above components and the centralisers, to de-centralise the gymbal system and feed the main valve
1 With datums coincident on the
[page break]
inner and outer barrels M.C.C is then in the out position.
2 The handle can be fitted in any six positions
3 Name plate fitted with the “Out” in line with the handle when datums are coincident.
4 Ensure distance pieces fitted between name plate and outer casing
[hand drawn diagram of an Air Intake Throttle]
[page break]
[underlined] Air Intake Throttle
Purpose [/underlined] To maintain and regulate a pressure not exceeding 60lbs [square symbol] “ in the system, and to act as a non-return valve to prevent air from Compressor (Oil Reservoir & C.A.D) carrying oil along regenerative pipe lines.
[underlined] Description [/underlined]
Has three connections, to Compressor, Regen & Supply systems. Consists of a sylphon bellow the outside of which is sealed off. Inside is a powerful spring which normally holds them open, a piston runs down the centre and when engine is not running, a small return spring pressing against a collar on the piston holds the piston on the seating and gives a non - return action. When engine is started the piston is drawn of its seating as the Compressor commences to draw air in.
The lower connection (supply) feeds the air round the bellows. As pressure increases in the system this pressure will increase and the bellows
[page break]
will be contracted against tension of spring the piston will then be forced up off its seating and air supply to Compressor will be cut off.
An inlet or breather at top of A.I.T. allows an additional supply of air to be sucked in when starting - up it also acts as a compensator for slight leaks. An arrow indicates direction of flow to Compressor.
Is situated on teed piece between A I Cock and Main Control Cock.
[underlined] Steering Control [/underlined]
Is used by Bomb aimer or Pilot can do a course change. Filter in inlet (centre connection) gauze and cotton, through which air passes into the two compartments beneath the knife edge valves which are held in position by a spring. Air leaves the compartment by the two outside unions at base and on to course change valve via turn regulator.
When steering control is operated, the pulley rotates the rotor arm which forces
[page break]
[underlined] STEERING CONTROL [/underlined]
[hand drawn diagram of steering control system]
[page break]
one of the leak valves resting on the springs in the compartment. This valve depresses the knife edge valve and so prevents air from entering. At the same time air escapes through the leak valve and so pressure in compartment will fall. This will effect the the [sic] pressure on that side of the course change valve, and as the pressure on oposite [sic] still remains at 60lbs [square symbol] “ the valve will move and through links and levers will apply torque to the inner ring of gyro which will precess outer ring. As rudder control valve is connected to outer ring there will be a movement of the rudder via the servo.
The filter is cleaned on every Major inspection.
[underlined] Steering lever [/underlined] To enable pilot to change course of a/c - is connected to steering control by a bowden cable.
[underlined] Steering Control [/underlined] - Test before installation by applying pressure of 60 lbs and attaching U tube of wow water to outlet - allowance of 1/2” on each side
[page break]
[underlined] AILERON CENTRALISER [/underlined]
[hand drawn diagram of an Aileron Centraliser]
[page break]
[underlined] Servo Motors
Follow Up [one indecipherable word] Guide [/underlined]
[hand drawn diagram of a disc with numbers on and a corresponding chart of numbers and letters]
[underlined] Clutches
D I [/underlined] 1 Take clutch lever out and test a/c controls by moving pulley in all all [sic] directions (reason to prove a/c controls are OK.) Put clutch lever in move each a/c at control singly should hear clutch slip in. Test a/c controls with clutch in. [underlined] Leave clutch in [/underlined]
There is an overide [sic] on the servo. Movement of a/c controls with clutches in is not so great as when clutches are out.
[underlined] Stripping of Servo Motor Clutches [/underlined]
1 Remove 2 BA nuts and locking tap from top of operating spindle
[page break]
2 Remove split pins and take out clutch locking assembly pins, remove clutch claw arm.
3 Remove spring tension assembly with box spanner.
4 Remove clutch plate from splined shaft with special tool (Extractor)
5 Remove follow - up pulley and dowel plate by means of two 4 BA screws taking care not to damage flange underneath.
6 Remove stop plate assembly.
[hand draw diagram of a R. E. Centraliser assembly]
[underlined] R. E. CENTRALISER [/underlined]
[page break]
[two hand drawn diagrams of Clutch Cable Layouts]
[underlined] CLUTCH CABLE LAYOUT [/underlined]
[page break]
[hand drawn diagram of a Rudder and Elevator Unit]
[underlined] RUDDER AND ELEVATOR UNIT [/underlined]
[page break]
[underlined] RUDDER & ELEVATOR UNIT [/underlined]
[hand drawn diagram]
[underlined] The Gyroscope [/underlined] is pivotted [sic] 15o off the vertical and also off centre. [underlined] The Azimuth Balance [inserted] Adjustment weight [/inserted] [/underlined] is attached to the inner ring and controls the amount of precession on the outer ring. [underlined] The Out of Balance weight [/underlined] precesses the inner ring to [inserted] conform to [/inserted] the earth’s curvature. [underlined] The Azimuth Balance [/underlined] helps to precess outer ring to the earths rotation. [underlined] Watts weight [/underlined] 1. Counteract the effect of centrifugal force on out of balance mass when [inserted] flying straight [/inserted] 3 To give extra stabilisation.
[underlined] Cross Balance Weight [/underlined] is to steadily
[page break]
balance outer ring. [underlined] Top and Bottom balance weight [/underlined] is to steadily balance inner ring
[hand drawn diagram of component layout]
[underlined] PRECESSION OF OUTER RING CAUSED BY AIRCRAFT TURNING AND FOLLOW UP [/underlined]
[page break]
[underlined] PRECESSING VALVE AND TORQUE MOTOR [/underlined]
[hand drawn diagram of a Precessing Valve and Torque Motor]
[page break]
[hand drawn diagram of a Relay Valve]
[underlined] RELAY VALVE [/underlined]
[page break]
[hand drawn diagram of Elevator Movement Mechanism]
[underlined] ELEVATOR MOVEMENT
Aileron Plate [/underlined]
Force of Gravity Control Weight counteracts the forces in either direction of fore and aft of the a/c.
[page break]
[underlined FILTERS
Rudder and Elevator Plate. Subsidiary Main [/underlined]
Rudder Main Valve. 3
Elevator and Elevator Valve 3
Relay Valve 1
Course Change Gear 2
Spinning Jet 1
Centraliser 2
Servo motor pipes 2
[underlined] Components [/underlined]
Anti Intake Throttle 1
Compressor (Air & Oil inlets.) 2
Oil Reservoir Outlet 1
Chemical Air Dryer 1
Steering Control 1
[page break]
[underlined] CABLE LAYOUT MK IV [/underlined]
[hand drawn diagram of a cable layout]
[page break]
6. Look for cable fraying or cracking and test spring tension of Spring Tensioner.
[page break]
[underlined] BREEZE WIRING CONDUIT [/underlined]
[hand drawn diagram of components]
[page break]
[underlined] Fault Finding [/underlined]
FAULT
1 Indic reads above zero when empty.
2 Pointer does not move off vertical when switched on or tank being filled.
3 Pointer comes 180o in advance when switched on and rotates correctly.
4 Pointer gives a fixed reading when tanks are known to be empty.
CAUSE
Bent plunger.
Broken supply lead.
Brush not contacting resistance.
Bad contact at indicator.
Crossed supply leads.
Locating [inserted] pin [/inserted] dislodged from brush.
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
Instrument course notebook
Description
An account of the resource
56 pages of course notes. Contains basic theory of thermometers, electricity, magnets, dynamos and batteries. Has more detailed notes on the atmosphere and gyroscopes followed by detailed description of Mk IV autopilot and all its component systems including flight controls. Includes hand-drawn colour diagrams.
Creator
An entity primarily responsible for making the resource
George Bubb
Format
The file format, physical medium, or dimensions of the resource
Cover and 32 double page notebook
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Training material
Identifier
An unambiguous reference to the resource within a given context
MBubbGJ1477939-160322-03
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Publisher
An entity responsible for making the resource available
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.
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
Contributor
An entity responsible for making contributions to the resource
Alan Pinchbeck
David Bloomfield
ground crew
ground personnel
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1554/27651/SMcDermottC1119618v20001.1.pdf
ff40e6b637b721624664af4170314d04
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
McDermott, Colin
C McDermott
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
2016-11-03
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
McDermott, C
Description
An account of the resource
87 items. The collection concerns Flight Lieutenant Colin McDermott (1119618 Royal Air Force). He served as an air gunnery instructor and flew operations as an air gunner with 98 Squadron. Contains his log book, papers and photographs and includes issues of 'Evidence in Camera'. <br /><br />The collection also contains albums of photographs from his training at <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/show/1696">Evanton</a> in 1943, taken during his service in <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/show/1699">Denmark </a>and some <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/show/1698">duplicate </a>photographs.<br /><br />The collection has been donated to the IBCC Digital Archive by Barbara Bury and catalogued by Barry Hunter.
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
Free Gun Air Firing
Description
An account of the resource
A text book for instructors on air gunnery.
Format
The file format, physical medium, or dimensions of the resource
One 50 page book
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Training material
Identifier
An unambiguous reference to the resource within a given context
SMcDermottC1119618v20001
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
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Creator
An entity primarily responsible for making the resource
Great Britain. Air Ministry
air gunner
aircrew
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1953/36866/MHitchcockJS740899-170926-290001.1.jpg
71fa976175d1e54861cd7de5d008181b
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1953/36866/MHitchcockJS740899-170926-290002.1.jpg
65360ffa6bf48776faa69e0efcf4cc19
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
Hitchcock, John Samuel
J S Hitchcock
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2017-09-26
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
Hitchcock, JS
Description
An account of the resource
87 items. The collection concerns Flight Lieutenant John Samuel Hitchcock (740899, 106813 Royal Air Force) and contains his decorations, log books, uniform jacket, sunglasses, parachute logbook, documents and photographs. He flew operations as a pilot with 37, 57 and 78 Squadrons. <br /><br />The collection also contains <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/show/2142">an album</a><span> from his training in North Africa.<br /></span><br />The collection has been donated to the IBCC Digital Archive by P J Hitchcock and catalogued by Barry Hunter.
Dublin Core
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Title
A name given to the resource
Manual of Air Navigation Vol 1
Description
An account of the resource
This item is available only at the International Bomber Command Centre / University of Lincoln.
Date
A point or period of time associated with an event in the lifecycle of the resource
1938
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Language
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
One booklet
Identifier
An unambiguous reference to the resource within a given context
MHitchcockJS740899-170926-290001, MHitchcockJS740899-170926-290002
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Creator
An entity primarily responsible for making the resource
Great Britain. Air Ministry
aircrew
navigator
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1953/36867/MHitchcockJS740899-170926-300001.2.jpg
3a9d7ec6863741fa12e13f0b16b18630
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1953/36867/MHitchcockJS740899-170926-300002.2.jpg
4c0b944a2049b7a82e611bb85c7451d9
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
Hitchcock, John Samuel
J S Hitchcock
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2017-09-26
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
Hitchcock, JS
Description
An account of the resource
87 items. The collection concerns Flight Lieutenant John Samuel Hitchcock (740899, 106813 Royal Air Force) and contains his decorations, log books, uniform jacket, sunglasses, parachute logbook, documents and photographs. He flew operations as a pilot with 37, 57 and 78 Squadrons. <br /><br />The collection also contains <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/show/2142">an album</a><span> from his training in North Africa.<br /></span><br />The collection has been donated to the IBCC Digital Archive by P J Hitchcock and catalogued by Barry Hunter.
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
RAF Reserve Standard Notes
Description
An account of the resource
A booklet with information and guidance.
This item is available only at the International Bomber Command Centre / University of Lincoln.
Date
A point or period of time associated with an event in the lifecycle of the resource
1938-01
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Language
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
One booklet
Identifier
An unambiguous reference to the resource within a given context
MHitchcockJS740899-170926-300001, MHitchcockJS740899-170926-300002
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Creator
An entity primarily responsible for making the resource
Great Britain. Air Ministry
aircrew
ground crew
ground personnel
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/636/40402/MRoyallGL1801494-220420-110001.1.jpg
dccb5da8f6b557209669d4c050163d44
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/636/40402/MRoyallGL1801494-220420-110002.1.jpg
dfd40333531b33f9fe2ac1396d616306
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/636/40402/MRoyallGL1801494-220420-110011.1.jpg
4feecad4ecbe17fd37cddcfa35389186
Dublin Core
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Title
A name given to the resource
Royall, George
G Royall
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Identifier
An unambiguous reference to the resource within a given context
Royall, G
Description
An account of the resource
46 items. An oral history interview with Warrant Officer George Royall (1801494 Royal Air Force) his flying log book, photographs, correspondence, course notes, examinations, newspapers and parts of magazines. He served as a bomb aimer on 166 Squadron.
The collection has been donated to the IBCC Digital Archive by George Royall and catalogued by Nigel Huckins.
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-07-20
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
Bombing Sense
A.M. Pamphlet 139
Description
An account of the resource
Training pamphlet on bombing. Covers and table of contents only.
1st image: Front cover, having a bomb aimer brevet, title and a bombing photograph.
2nd image: Table of contents
3rd image: Rear cover, blank apart from the printer's reference.
This item is available at the International Bomber Command Centre/University of Lincoln.
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Language
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
Printed pamphlet
Identifier
An unambiguous reference to the resource within a given context
MRoyallGL1801494-220420-11
Creator
An entity primarily responsible for making the resource
Great Britain. Air Ministry
Directorate of Operational Training
Fosh & Cross, Ltd
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
1942-09
aircrew
bomb aimer
bombing
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/636/40403/MRoyallGL1801494-220420-12.2.pdf
9cd07a3a8a4e45f688186b57a16cb174
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
Royall, George
G Royall
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Identifier
An unambiguous reference to the resource within a given context
Royall, G
Description
An account of the resource
46 items. An oral history interview with Warrant Officer George Royall (1801494 Royal Air Force) his flying log book, photographs, correspondence, course notes, examinations, newspapers and parts of magazines. He served as a bomb aimer on 166 Squadron.
The collection has been donated to the IBCC Digital Archive by George Royall and catalogued by Nigel Huckins.
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-07-20
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
Meteorology. Notes for students
Description
An account of the resource
First part of a training booklet. The following chapters are included:
I. Introduction: Meteorology and Air crews
II. Atmosphere, pressure and temperature
III. Wind
IV. Cloud and fog
V. Weather
VI. Clouds
VII. Visibility
VIII. Wind
IX. Pressure, temperature and humidity
X. Altimeters
XI. Introduction to the weather map
Creator
An entity primarily responsible for making the resource
Great Britain. Air Ministry
Directorate of Flying Training
Date
A point or period of time associated with an event in the lifecycle of the resource
1942
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Language
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
Printed book
Identifier
An unambiguous reference to the resource within a given context
MRoyallGL1801494-220420-12
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
aircrew
ground personnel
meteorological officer
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/636/40404/MRoyallGL1801494-220420-13.1.pdf
0c886818d17c22af6d5efdb88783e4c5
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
Royall, George
G Royall
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Identifier
An unambiguous reference to the resource within a given context
Royall, G
Description
An account of the resource
46 items. An oral history interview with Warrant Officer George Royall (1801494 Royal Air Force) his flying log book, photographs, correspondence, course notes, examinations, newspapers and parts of magazines. He served as a bomb aimer on 166 Squadron.
The collection has been donated to the IBCC Digital Archive by George Royall and catalogued by Nigel Huckins.
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-07-20
Dublin Core
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Title
A name given to the resource
Meteorology. Notes for students
Description
An account of the resource
Second part of a training booklet containing notes for students. The following chapters are included:
XII. RAF Meteorological Service
XIII. Flight weather reports and forecasts
XIV. Routine forecasts and warnings
XV. The basis of forecasting
XVI. Meteorological codes
XVII. Air masses, depressions and fronts
XVIII. Other fronts
XIX. Other types of pressure distribution
XX. Clouds and precipitation
XXI. Visibility
XXII. Ice formation
XXIII.Thunderstorms
XXIV. Flying in clouds
XXV. Wind. Gusts and bumps
XXVI. Meteorology and operational flying
Creator
An entity primarily responsible for making the resource
Great Britain. Air Ministry
Meteorological Office
Directorate of Training
Date
A point or period of time associated with an event in the lifecycle of the resource
1942-08
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Civilian
Royal Air Force
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
Printed book
Identifier
An unambiguous reference to the resource within a given context
MRoyallGL1801494-220420-13
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
aircrew
ground personnel
meteorological officer
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/380/7018/MHattersleyCR40699-160506-060001.2.jpg
95bc946ab9fd63a9b868961cded6c5e9
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/380/7018/MHattersleyCR40699-160506-060002.2.jpg
17c7d6a51bf0ee9a55b903f3a420fde4
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
Hattersley, Peter
Peter Hattersley
C R Hattersley
Charles Raymond Hattersley
Description
An account of the resource
77 items. The collection concerns Wing Commander Charles Raymond Hattersley DFC (1914-1948, 800429, 40699 Royal Air Force). Peter Hattersley served in the Royal Engineers between 1930 and 1935 but enlisted in the RAF in 1936. He trained as a pilot and flew with 106, 44 and 199 Squadrons. He completed 32 operations with 44 Squadron but had to force land his Wellington in France on his first operation with 199 Squadron in December 1942. He became a prisoner of war. He married Miss Kathleen Hattersley nee Croft after the war. The collection contains his logbook, notebooks, service material, his decorations and items of memorabilia in a tin box and 39 photographs.
The collection has been loaned to the IBCC Digital Archive for digitisation by Charles William Hattersley and catalogued by Barry Hunter.
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. Some items have not been published in order to protect the privacy of third parties, to comply with intellectual property regulations, or have been assessed as medium or low priority according to the IBCC Digital Archive collection policy and will therefore be published at a later stage. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal, https://ibccdigitalarchive.lincoln.ac.uk/omeka/collection-policy.
Date
A point or period of time associated with an event in the lifecycle of the resource
2016-05-06
Identifier
An unambiguous reference to the resource within a given context
Hattersley, CR
Access Rights
Information about who can access the resource or an indication of its security status. Access Rights may include information regarding access or restrictions based on privacy, security, or other policies.
Permission granted for commercial projects
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
CENTRAL EXAMINATIION BOARD, ROYAL AIR FORCE.
INTERMEDIATE EXAMINATION. 12th August, 1938.
Nos. 2, 6 & 11 Flying Training Schools.
ALSO RE-EXAMINATIONS.
[underlined] AIRMANSHIP [/underlined]
[italics] (i) Write your allotted Index Number ONLY (NOT your name), also subject, school and date at the top of each answer book handed in.
(ii) EIGHT questions ONLY to be answered. Questions Nos. 1 to 4 carry 30 marks each. 5 to 10, 20 marks each.
(iii) Put the number of the question in Arabic numerals in the margin at the beginning of your answer.
(iv) MAXIMUM MARKS – 200. (v) TIME ALLOWED – 2 hours.
(vi) READ the Questions CAREFULLY and give concise answers, tabulated where possible. [/italics]
[dashed line across page]
1. (i) You are Duty Pilot at South Cerney. A pupil, A.P.O SMITH, takes off from the aerodrome in Hart (T) K 1234 at 1000 hrs. on a cross country flight to Peterborough. He expects to take 55 minutes to complete the flight. Make out a departure signal on the form provided.
(ii) A.P.O. SMITH has not arrived at Peterborough at 1200 hrs. What action should be taken by the Duty Pilot at Peterborough?
[italics] (30 Marks) [/italics].
2. You are Duty Pilot at your station. A.P.O. JONES rings up and informs you that he has forced [sic] landed and damaged his aircraft. Tabulate the information you require from him.
[italics] (30 Marks) [/italics].
3. Before taking an aircraft into the air, what precautions do you take to ensure that everything is in order for the flight?
[italics] (30 Marks) [/italics].
4. Give a brief description of the “lay-out” of the Aeroplane Maintenance Form (Form 700).
[italics] (30 Marks) [/italics].
5. When flying at night, you observe the following lights if an aircraft flying at approximately the same altitude as your own:-
(i) A RED light 45o to starboard;
(ii) A WHITE light 5o to starboard;
(iii) A GREEN light 45o to starboard;
(iv) A GREEN and RED light ahead.
State what action you would take and give full reasons in each case.
[italics] (20 Marks) [/italics].
6. (i) What inspections should be given to every initial equipment aircraft?
(ii) For what inspections is an aeroplane NOT placed unserviceable?
[italics] (20 Marks) [/italics].
[inserted] reamer A.M.O [/inserted] 7. (i) Sketch the “lay-out” of a flare path and give dimensions.
(ii) What factors determine the positioning of the boundary lights?
[italics] (20 Marks) [/italics].
8. Name FIVE advantages derived from the use of oxygen when flying at high altitudes.
[italics] (20 Marks) [/italics].
[inserted] Julia Rokeby 556313
294 Torquay Rd
Preston Paignton TQ3 2ER [/inserted]
P.T.O.
[page break]
- 2 -
9. What are the regulations regarding:-
(i) Diving practices over an aerodrome being carried out below an altitude of 2,000 feet;
(ii) Aeroplanes approaching balloons;
(iii) Flying over towns;
(iv) The carrying of ballast in aeroplanes?
[italics] 20 Marks) [/italics].
10. Give the FIVE main points to which you should pay particular attention when you are carrying out the daily inspection of your parachute.
[italics] 20 Marks) [/italics].
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
Airmanship Intermediate Examination
Description
An account of the resource
An exam paper for Intermediate Airmanship. There are ten questions, candidates were to answer only eight.
Creator
An entity primarily responsible for making the resource
Great Britain. Royal Air Force
Date
A point or period of time associated with an event in the lifecycle of the resource
1938-08-12
Format
The file format, physical medium, or dimensions of the resource
Two typewritten sheets
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Service material
Text. Training material
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.
Identifier
An unambiguous reference to the resource within a given context
MHattersleyCR40699-160506-060001, MHattersleyCR40699-160506-060002
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
Temporal Coverage
Temporal characteristics of the resource.
1938-08-12
Contributor
An entity responsible for making contributions to the resource
Tricia Marshall
David Bloomfield
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/380/7020/MHattersleyCR40699-160506-08.1.pdf
20e153f164a203635a7e757519721117
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
Hattersley, Peter
Peter Hattersley
C R Hattersley
Charles Raymond Hattersley
Description
An account of the resource
77 items. The collection concerns Wing Commander Charles Raymond Hattersley DFC (1914-1948, 800429, 40699 Royal Air Force). Peter Hattersley served in the Royal Engineers between 1930 and 1935 but enlisted in the RAF in 1936. He trained as a pilot and flew with 106, 44 and 199 Squadrons. He completed 32 operations with 44 Squadron but had to force land his Wellington in France on his first operation with 199 Squadron in December 1942. He became a prisoner of war. He married Miss Kathleen Hattersley nee Croft after the war. The collection contains his logbook, notebooks, service material, his decorations and items of memorabilia in a tin box and 39 photographs.
The collection has been loaned to the IBCC Digital Archive for digitisation by Charles William Hattersley and catalogued by Barry Hunter.
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. Some items have not been published in order to protect the privacy of third parties, to comply with intellectual property regulations, or have been assessed as medium or low priority according to the IBCC Digital Archive collection policy and will therefore be published at a later stage. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal, https://ibccdigitalarchive.lincoln.ac.uk/omeka/collection-policy.
Date
A point or period of time associated with an event in the lifecycle of the resource
2016-05-06
Identifier
An unambiguous reference to the resource within a given context
Hattersley, CR
Access Rights
Information about who can access the resource or an indication of its security status. Access Rights may include information regarding access or restrictions based on privacy, security, or other policies.
Permission granted for commercial projects
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
[underlined] NAVIGATION POLICY IN THE ROYAL AIR FORCE [/underlined]
[underlined] Definition [/underlined]
1. Navigation is the science of getting to the right place along the right route at the right time.
2. Science or art? Both require special study even if subsidiary to sciences of physics and astronomy. Therefore a science. Also needs application by aircrew in aircraft. The Science of navigation; the art of the navigator.
[underlined] Scope of Navigation [/underlined]
3. All phases implied in definition. Dispersal to dispersal. Immaterial whether information provided by instruments in the air or on the ground. Ground controller is practising navigation.
[underlined] Navigation as a factor in Air Warfare. [/underlined]
4. Among the principles of war are:-
(a) [underlined] Concentration [/underlined]. Importance of accurate timing.
(b) [underlined] Economy of Force [/underlined]. Implies highest efficiency of force and lowest loss-rate.
(c) [underlined] Mobility [/underlined]. Full use of strategic and tactical mobility implies efficient navigation.
(d) Surprise and Security [/underlined]. Accurate route keeping. Main and decoy raids.
5. Accurate navigation essential to these principles. Without it aircraft cannot be used to fullest advantage. Study of operations by Bomber, Coastal, Transport and Fighter Commands in recent war amply supports this view.
[underlined] Navigation as a factor in Air Safety [/underlined]
6. Importance obvious, examples are:-
(a) Avoidance of collision with high ground.
(b) Avoidance of collision with other aircraft.
(c) Knowledge of position of forced landing.
(d) Accurate navigation essential for effective search.
[underlined] Organisation of Navigation Branch [/underlined]
7. [underlined] Air Ministry [/underlined].
(a) Directorate of Navigation. Responsible for Air Staff policy
/on
[page break]
- 2 -
on navigation, briefing air traffic control and rescue. Liaison with Meteorological office.
(b) Navigation representation in Directorate of Operational Requirements (D.D.O.R.3.). Responsible for implementing Air Staff navigation policy in respect of airborne equipments [sic] through medium of Ministry of Supply.
(c) Sub-branch of Directorate of Signals (D.D. of S. (N)). Responsible for implementing Air Staff navigation policy in respect of ground signals installations and signals equipment generally.
(d) Navigation representation in Directorate of Flying Training (D.D.T.Nav.). Responsible for implementing Air Staff navigation policy in respect of navigation training.
8. [underlined] Ministry of Supply [/underlined]
(a) Navigation representation on staff of D.R.D. (R.D.Inst.Nav.). Concerned with Ministry of Supply action on navigation instruments other than radio aids and instruments.
(b) No special navigation representation for Radio aids and instruments but close liaison maintained with appropriate Air Staff departments.
9. [underlined] Commands [/underlined]. Navigation branch responsible to S.A.S.O. Intention that this branch responsible for Air Traffic Control and rescue as well as navigation and briefing. Link between operations staff and meteorological offices.
10. [underlined] Groups [/underlined]. One navigation officer. Intention that this officer responsible for air traffic control and rescue as well as navigation and briefing
11. [underlined] Stations [/underlined]. Intention that all flying stations should have Flight Lieutant [sic] Station Navigation Officer. Duties not finally defined but probable that this officer will be responsible for Navigation, briefing, rescue and, possibly, air traffic control.
11. [underlined] Squadrons [/underlined]. Intention that each squadron should have navigation leader who will be borne on aircrew establishment.
[underlined] Basic and Operational Training [/underlined]
12. [underlined] Navigators [/underlined]. Intention 18 months at Air Navigation School
/of
[page break]
- 3 -
of which 20 weeks initial training, 24 weeks basic training, 24 weeks applied training. No I.T.W. stage. After A.N.S., C.T.U. for operational training. A.N.S. training higher standard than in the past and will include training on radar equipments [sic] likely to be in general use.
13. [underlined] Pilots [/underlined]. Pilots to be given navigational training at all stages. Standard to be higher than during the war and designed to make pilot competent navigator.
[underlined] Post Graduate Training [/underlined]
14. All to be done at Empire Navigation School. Following courses already started:-
(a) Advanced navigation course (8 weeks navigator, 12 weeks pilot), designed to fit graduates for junior instructional and navigation leader posts.
(b) Specialist navigation course (six months), designed to fit graduates for all staff and instructional posts.
(c) Advanced specialist navigation course (six months, and to be taken immediately after conclusion of specialist N. course), designed to fit graduates for staff and instructional posts in which higher technical qualifications are required.
(d) Refresher course (4 weeks), designed to bring previously qualified specialists up to date and to familiarise non-specialists with latest advances in navigation.
[underlined] Navigation Technique – Policy [/underlined]
15. Not possible to lay down detailed techniques now. Intention to make calculation fully automatic and thus –
(a) allow navigator more time to make and interprete [sic] observations;
(b) reduce number of navigators in crew.
[underlined] Equipment – Policy [/underlined]
16. Provisional 5 year policy issued October 1946. Final policy expected shortly
17. [underlined] Landing aids [/underlined]
(a) Immediate action:-
(i) BABS Mark II for Rebecca fitted aircraft;
/(ii)
[page break]
- 4 -
(ii) existing S.R.A. to be retained Flying Training Command;
(iii) existing G.C.A. units to provide common user service.
(b) Subsequent action:-
(i) S.C.S.51 to be considered as replacement for BABS Mark II when British equipment available.
(ii) G.C.A. as primary aid for single seater fighter aircraft and as standby aid for other aircraft fitted with R/T.
(iii) Research into and development of automatic landing.
18. [underlined] Short Range Aids [/underlined]
(a) Immediate action:-
(i) existing GEE installations to be retained;
(ii) Eureka beacons to be adopted for homing;
(iii) V.H.F. D/F to be adopted for homing and air traffic control
(b) Subsequent action:-
(i) GEE facilities provided by Civil Aviation to be utilised;
(ii) Development of GEE to continue;
(iii) Eureka beacons associated with orbit meter to be generally adopted.
(iv) Development of cathode ray V.H.F. D/F;
(v) Development of Spider’s Web;
(vi) V.H.F. rotating voice beacons for use by high-speed aircraft;
(vii) Decca to be investigated.
19. [underlined] Long Range Aids [/underlined]
(a) Immediate action
(i) Civil Consol installations as interim aid;
(ii) Astro.
(b) Subsequent action:-
(i) Use of Loran if Civil Aviation adopt it;
(ii) Development if P.O.PI.;
(iii) High power M/F beacons outside Loran consol cover;
(iv) Development of radio compass;
(v) Development of Astro. Automatic sight taking and reduction.
20. [underlined] Bombing and Search Aids [/underlined]
(a) Immediate action:-
/(i)
[page break]
- 5 -
(i) Oboe, care and maintenance;
(ii) G.H. to be retained;
(iii) H2S to be retained;
(iv) A.S.V. to be retained.
(b) Subsequent action:-
(i) Development of H2S and A.S.V.
(ii) Possible development of centimetre beacons.
21. [underlined] Other Aids [/underlined]
(a) Immediate action
(i) Retention of present automatic dead reckoning instruments;
(ii) Retention of existing visual aids.
(b) Subsequent action
(i) Development of distant reading compass (G.III, G.IVB, G.IVF)
(ii) Development of automatic dead reckoning instruments;
(iii) Development of navigation bombing computor [sic];
(iv) Development of new drift sight;
(v) Investigation of pressure pattern flying;
(vi) Development of terrain clearance and cloud warning device.
22. [underlined] Rescue [/underlined]
(a) L/R C/R D/F fixer network U.K., Azores, Iceland operated by M.C.A.
(b) H/F D/F home and overseas operated by R.A.F.
(c) M/F D/F in U.K. eventually to be operated by Post Office.
(d) V.H.F. D/F home and overseas.
23. [underlined] Long term policy [/underlined]. Not yet in final form; will probably be directed primarily towards:-
(a) Development of means rapid landing of fighter aircraft in poor visibility.
(b) Development of military long range (50 – 2,000 miles) aid suitable for all types of aircraft, possibly non-radio.
(c) Development of rapid and accurate means of effecting fighter interception.
(d) Improvement of target location aids.
(e) Improvement and development of short range aids (0 – 150 miles) with special reference to requirements of Air Traffic Control.
/[underlined] Conclusion [/underlined]
[page break]
- 6 -
[underlined] Conclusion [/underlined]
24. Accurate navigation essential to success of air operations. Advent of atomic weapons increases rather than decreases need for accuracy. Must be prepared at [underlined] beginning [/underlined] of any future war. Present methods need improvement. Importance of development work and keeping science of navigation “live.”
[underlined] 8th January, 1947 [/underlined]
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Navigation policy of the Royal Air Force
Description
An account of the resource
The document is broken down into Definitions, scope, air warfare, air safety, organisation, Ministry of Supply, Commands, Groups, Stations, Squadrons, Basic and operational training, Post Graduate training, Navigation technique -Policy, Equipment - Policy, Landing aids, short and long range aids, Bombing and search aids, other aids, rescue, long term policy and a Conclusion.
Date
A point or period of time associated with an event in the lifecycle of the resource
1947-01-08
Format
The file format, physical medium, or dimensions of the resource
Six typewritten sheets
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Training material
Identifier
An unambiguous reference to the resource within a given context
MHattersleyCR40699-160506-08
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
Royal Air Force. Training 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.
Temporal Coverage
Temporal characteristics of the resource.
1947-01-08
Contributor
An entity responsible for making contributions to the resource
Tricia Marshall
David Bloomfield
Margaret Carr
Creator
An entity primarily responsible for making the resource
Great Britain. Royal Air Force
aircrew
Gee
H2S
navigator
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/380/7035/MHattersleyCR40699-160506-19.1.jpg
1bb562897e66d39dbd5a35604db914b8
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
Hattersley, Peter
Peter Hattersley
C R Hattersley
Charles Raymond Hattersley
Description
An account of the resource
77 items. The collection concerns Wing Commander Charles Raymond Hattersley DFC (1914-1948, 800429, 40699 Royal Air Force). Peter Hattersley served in the Royal Engineers between 1930 and 1935 but enlisted in the RAF in 1936. He trained as a pilot and flew with 106, 44 and 199 Squadrons. He completed 32 operations with 44 Squadron but had to force land his Wellington in France on his first operation with 199 Squadron in December 1942. He became a prisoner of war. He married Miss Kathleen Hattersley nee Croft after the war. The collection contains his logbook, notebooks, service material, his decorations and items of memorabilia in a tin box and 39 photographs.
The collection has been loaned to the IBCC Digital Archive for digitisation by Charles William Hattersley and catalogued by Barry Hunter.
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. Some items have not been published in order to protect the privacy of third parties, to comply with intellectual property regulations, or have been assessed as medium or low priority according to the IBCC Digital Archive collection policy and will therefore be published at a later stage. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal, https://ibccdigitalarchive.lincoln.ac.uk/omeka/collection-policy.
Date
A point or period of time associated with an event in the lifecycle of the resource
2016-05-06
Identifier
An unambiguous reference to the resource within a given context
Hattersley, CR
Access Rights
Information about who can access the resource or an indication of its security status. Access Rights may include information regarding access or restrictions based on privacy, security, or other policies.
Permission granted for commercial projects
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
[underlined]FLYING WING, ROYAL AIR FORCE, OAKINGTON
WING INSTRUCTION NO.7.
PILOT’S FLYING LOG BOOKS – METHOD OF RECORDING FLYING TIMES.[/underlined]
The following instructions are to be complied with when recording flying time :-
(a) Qualified first pilots while flying as Captain or aircraft or designated First Pilot – Log Book Columns 6. or. 9.
(b) Qualified First Pilot while flying as Second Pilot – Log Book Columns 7. or 10.
(c) Second Pilots and other pilots not qualified as First Pilot – Log Book Column 7.or 10.
(d) Instructors giving dual instruction [Log Book Columns] 6. or. 9
(e) Pilots receiving dual instruction [Log Book Columns] 5. or 8.
2. Pilots taking passage in aircraft of which they are not designated in the authorisation book as “First Pilot”, “Second Pilot” nor as “Pilot under instruction” are to record the time as [underlined]“passenger”[/underlined].
3. Acceptance Checks and Categorisation Tests are to be recoded as “First Pilot” time by the testing pilot, who will be designated “Captain” of the aircraft, and as First Pilot the the [SIC] pilot being checked or tested.
4. “Route Checks” are designated to assess the general behaviour and ability of crews while operating on the routes. Under these circumstances the Captain of the crew being checked will normally record the time as “First Pilot” time, unless the checking officer actually takes over the controls and the Captain being checked acts as “Second Pilot”.
5. The following amendments are to be made to the Pilot Flying Log Book:-
(a) Column 12 – Delete the heading [undecipherable] and insert “Simulated”
(b) Column 13 – Delete the heading “Pilot” and insert “Actual”.
6. “Actual Instrument Flying” will be that flying time, day or night, when the aircraft cannot be controlled by reference to extend visual aids and all manoeuvres are carried out solely by reference to instruments. Time above the overcast is not to be counted. The practice of allowing a certain of percentage of night flying to be counted as instrument flying is to be dis-continued.
7. “Simulated Night Flying” will be that instrument flying time when conditions such as demand that all manoeuvres be carried out solely by reference to instrument are created artificially.
8. Air Ministry Orders A.884/1945 and A. 878/1946 refer.
A. Foord-Kelcey
Wing Commander,
Commanding Flying
R.A.F. OAKINGTON.
DISTRIBUTION
Station Commander
S.L Training (2)
O.C. No.27 Squadron (2)
O.C. No. 30 Squadron (2)
O.C. No. 46 Squadron (2)
O.C. No 238 Squadron (2)
O.C. “D” Squadron 2)
Wing Control Room
File 1)
Spare 3)
OAK/FW/109C/TRG
4th February, 1948.
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
Method of recording flying times
Description
An account of the resource
Instructions on filling in a Log Book
Date
A point or period of time associated with an event in the lifecycle of the resource
1948-02-04
Format
The file format, physical medium, or dimensions of the resource
One typewritten sheet
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Training material
Identifier
An unambiguous reference to the resource within a given context
MHattersleyCR40699-160506-19
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Cambridgeshire
Temporal Coverage
Temporal characteristics of the resource.
1948-02-04
Contributor
An entity responsible for making contributions to the resource
Claire Monk
Creator
An entity primarily responsible for making the resource
Great Britain. Royal Air Force
RAF Oakington
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/416/7813/MTwellsE171780-151026-15.1.pdf
13b32fde5c2d1c749f32cf19c1d2e0dc
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
Twells, Ernest
Ernie Twells
E Twells
Description
An account of the resource
19 items. The collection concerns Flying Officer Ernie Twells DFC (1909 - 1979, 6042416, 805035 Royal Air Force) and contains his log books training notebooks, his medals and lucky mascot. It also includes a scrap book of photographs.
Ernie Twells served as an engine fitter before remustering as a flight engineer. He completed 65 operations with 619 and 617 Squadrons including sinking the Tirpitz.
The collection has been loaned to the IBCC Digital Archive for digitisation by Ernest Twells and catalogued by Barry Hunter.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-10-26
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
Twells, E
Access Rights
Information about who can access the resource or an indication of its security status. Access Rights may include information regarding access or restrictions based on privacy, security, or other policies.
Permission granted for commercial projects
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
Form 2007
[Underlined] ROYAL AIR FORCE [/underlined]
F/O TWELLS
ENG QUESTIONS
F/O TWELLS
[Underlined] NO. 23 COURSE FIRST THREE WEEKS ENGINEERING EXAMINATION. [/underlined]
[Underlined] ENGINE [/underlined]
(a) What symptoms would lead you to expect that an engine was detonating during flight.
(b) How would you verify this?
(c) What subsequent action would you take?
[Underlined] CARBURETTOR [/underlined]
(a) Why are you instructed, when handling the Claudel Hobson carburettor, never to use a throttle lever position midway between E.C.B. and R.B. (Exception – Halifax 3).
(b) If the power valve on a Claudel Hobson carburettor had jammed open, what probable effect would result when cruising at a very low attitude (throttle engine).
[Underlined] PROPELLOR [/underlined]
A fixed pitch propeller, when fitted to a normally aspirated engine, operates with reasonable efficiency.
In view of this fact, why is flying in fixed pitch with the electrical propeller not advocated when fitted to a [underlined] supercharged [/underlined] engine.
[Underlined] LUBRICATION [/underlined]
What symptoms experienced during flight, would lead you to diagnose a choked scavenge filter in the engine. What action would you take?
[Underlined] HANDLING [/underlined]
How would the following influence your choice of height and/or airspeed giving reasons for your decision.
(a) Airframe icing
(b) High temp. and unstable air
(c) Weight reduction due to parachute load.
[Page Break]
F/O TWELLS
[Underlined] NO. 36 Course [/underlined]
[Underlined] Pilots Intermediate Exam [/underlined]
[Underlined] “Y” Squad [/underlined]
[Underlined] Engineering [/underlined]
[Underlined] SPERRY [/underlined]
1. (a) What are the follow [sic] upcables and why are they fitted? [diagrams inserted]
(b) Tabulate procedure for engaging Sperry in Flight
Marks 20
[Underlined] SERVICING [/underlined]
2. (a) Where would you find information that would tell you when the next Minor inspection is due for your aircraft?
(b) Wh at [sic] advantages [sic] has progressive servicing over the old method of servicing?
Marks 20
[Underlined] ELECTRICS [/underlined]
3. (a) If two accs. Are connected in parallel each of 12v 88 AMP/HR what would be the capacity?
(b) Show how these acc. are connected in parallel?
[Underlined] RANGE FLYING [/underlined]
4. (a) What is the specific fuel consumption?
(b) What are the rules for keeping the SFC to a minimum?
(c) If an engine is developing 800 BHP and is doing so using 50 GPH what is the S.F.C. ?
5. If the weight of an A/C is decreased, what happens to?
(i) Induced drag
(ii) Parasite drag
(iii) Totaldrag [sic]
(vi) Recommended speed
Marks 40
[Page break]
F/O TWELLS
[Underlined] School of Flight Efficiency. [/underlined]
[Underlined] Final Paper, Part II [/underlined]
[Underlined] Question 1 [/underlined] (30 Marks)
Show how specific air range varies with an increase of parasite drag, assuming constant S.F.C. and propeller efficiency.
[Underlined] Question 2 [/underlined] (40 Marks)
Why is performance at full throttle best:-
(a) for range.
(b) for speed?
[Underlined] Question 3 [/underlined] (30 Marks)
Why is performance at sea level best for endurance?
Under what circumstances would a height above 1,000 feet be used?
[Underlined] Question 4 [/underlined] (30 Marks)
Write brief notes on:-
(a) Vertical Climb
(b) Range Descent.
(c) Delayed Climb.
Answer Question 2 and two others. Wherever possible illustrate your answer with a diagram or graph which should be large and clear.
[Page break]
[Calculations]
[Page break]
F/O TWELLS
[Underlined] School of Flight Efficiency [/underlined]
[Underlined] Final Paper, Part I [/underlined]
[Underlined] Question 1 [/underlined] (70 Marks)
Two aircraft of the same type and weight are flying at the same T.A.S. (repeat T.A.S.) which in each case gives an I.A.S. above that for minimum drag. Propeller efficiency and S.F.C. are the same in each case, but one is at sea level and the other at 5,000 ft. Which will have the greater:-
(a) I.A.S.
(b) Angle of Attack.
(c) Total Drag. [inserted] LES [/inserted]
(d) Induced Drag. [inserted] MORE [/inserted]
(e) Parasite drag. [inserted] LESs [/inserted]
(f) Power Required.
(g) Rate of Fuel Consumption.
(h) Specific Air Range.
[Underlined] Explain each answer briefly. [/underlined]
[Underlined] Question 2 [/underlined] (15 Marks)
An aircraft operates at constant R.P.M. i.e. decreasing S.F.C. with increased power. Explain why the best speed for range is above the speed for minimum drag.
[Underlined] Question 3 [/underlined] (15 Marks)
Explain how the best speed for range varies with an increase in weight, assuming constant S.F.C. and propeller efficiency.
[Page break]
F/O TWELLS
No. 1 FLIGHT EFFICIENCY COURSE, AERODYNAMIC EXAMINATION.
Ques. (1) Forty Marks.
(a) Why is the ICAN Standard Atmosphere necessary for aviation?
(b) An aircraft is flying at 1200ft. [inserted] 12,000 [/inserted] in standard atmospheric conditions. What is the pressure in MBs? What is the % density? What is the temperature in [deleted] o [/deleted] [inserted] ° [/inserted] C and “ [deleted] o [/deleted] [inserted] ° [/inserted] “ Absolute? For the same altimeter reading and temperatures [deleted] _ [/undeleted] [inserted] – [/inserted] 15 degs.what is the pressure in MBs? What is the percentage density?
Ques.2. 30 marks.
An aircraft weighing 22000lbs is flying at 6000ft., where the altitude factor is 1.4 at 180 knots I.A.S. with 1560 B.H.P. The propeller efficiency is 75% and the drag 2000lbs. Is the aircraft flying level, climbing, or descending and if so at what rate?
Ques. 3. 30 Marks
An aircraft with a constant speed propeller is flying at a given R.P.M. and Boost. If (a) boost is increased at constant R.P.M, (b) R.PM. [sic] is increased at constant boost, what happens to the pitch of the propeller and why? Explain briefly possible inefficiency at high boost and low R.P,M. at low speed.
[Page break]
No 1 FLIGHT EFFICIENCY COURSE. ENGINE EXAMINATION. F/O TWELLS
Ques. 1.With the aid of graphs explain,
(a) Why the Brake Thermal Efficiency is increased with increasing boost at constant R.PM. [sic]
(b) Why the B.TH.E. is decreased with increasing R.P.M. at constant boost? (c) What happens to S.F.C. in each case?
Ques. 2. If at 7000ft. atmospheric temperature were -10degs. C would the mixture strength be [inserted]/[/inserted] richer, weaker or unchanged compared to that for which the Carb. was designed, in the case of.,
(1) Pegasus(Claudel Hobson), (2) Twin Wasp, (Stromberg) (3) Rolls Merlin, (S.U.)
Give brief reasons for your answers.
Ques.3. At 7000ft, the engine settings required for 140 Knts [sic]. Are 2000 R.P.M. , zero boost,. What are the settings required for 2000ft?
(b) At 15000ft. settings required are2250 [sic] R.P.M.-3 lbs boost, what are the settings at sea level?
Ques. 4. What is S.F.C?
At Sea level an engine developes [sic] 1350 B.H.P. and consumes 78 G.P.H. At 3000ft. with same R.P.M. and boost develops 1400B.H.P. and consumes 81 G.P.H. What is the S.F.C. in Pints/B.H.P.hr. in each case? Account briefly for any difference. (Constant air/fuel ratio).
Ques. 5. Draw the Power / Altitude curve for a N.A. eng. At full throttle, and for same engine fitted with a [inserted] n [/inserted] E.D. Super-charger, with zero boost, max. permiss., and also for the same enginefitted [sic] with a Turbo-supercharger, zero boost, max. permiss.
(a) Enumerate and explain the advantage of a Turbo-superchager [sic]
[Page break]
184727 F/o Humphries
R.A.F.Dunkeswell
Nr Honiton
Devon
I
[Page break]
[Underlined] EFFECT OF RANGE WITH HEAD WIND [/underlined]
[Calculations]
[Page break]
[Underlined]ANTI-ICER [sic] SYSTEM. [/UNDERLINED]
[Underlined] PROPS [/underlined] Alcohol. glycerin is used.
4 U.S galls in tank at the bulkhead behind. the [sic] pilots seat 12V electric motor unit gear [indecipherable word] pump controled [sic] by switch on elec panel above pilots windshield.
Amount used controlled [sic] by rheostat on bulkhead at back of pilots seat
Windshield. fluid used Alcohol. contained in a 5 GALLS tank in right baggage compartment
hand pump rear co-pilots seat
Deicing Equipment deicing shoes on leading edge of wings tail and vertical stabilizers
Inflated by exhaust from: vac pump one on each engine
air lines go to a distributor
The cycle is as follows
Centre cells on left [inserted] out board [/inserted] and right main plane
[Page break]
Upper and lower cells on right and left outboard outer wing shoes
Center cells on right and left inboard wing
Upper and lower cells on right and left inboard
Each cycle takes aprox [sic] 8 secs
Tail shoes.
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Title
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Engineering exam questions
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A folder containing a paper entitled 'No.23 Course First Three Weeks Engineering Examination', a second paper entitled 'No. 36 Course Pilots Intermediate Exam "Y" Squad" Engineering', a third paper 'School of Flight Efficiency Final Paper, Part II', handwritten notes, a fourth paper 'School of Flight Efficiency Final Paper, Part I', a fifth paper 'No 1 Flight Efficiency Course, Aerodynamic Examination', a sixth 'No 1 Flight Efficiency Course, Engine Examination', a handwritten note of F/O Humphries address, Effect of Range with Head Wind and Anti-icer System.
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eng
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MTwellsE171780-151026-15
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Royal Air Force
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Anne-Marie Watson
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
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Great Britain. Royal Air Force
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A notebook with six typewritten and six handwritten sheets
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1008/10924/MHudsonJD173116-151001-020002.1.jpg
4189aab30d6277ab377d366e383223bf
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Title
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Hudson, Douglas. Navigation school examinations
Description
An account of the resource
Contains six examinations on different subjects at air observers school
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IBCC Digital Archive
Date
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2015-06-16
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Hudson, JD
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[underlined] No.1 AIR OBSERVER NAVIGATION SCHOOL.
Course A.2. Mid-Term Examination.
Time: 3 hours – Thursday, a.m.
Keep your answers to each section separate.
Each question carries 20 marks. [/underlined]
1. [symbol] Draw a Time scale for ground speeds of from 100 m.p.h. to 150 m.p.h. for Times up to 1/2 hour showing speeds for 10 mins., and 1 min. for use with a map whose R.F. = 1/500,000. Make the scale ‘open divided’.
2. [symbol] Name the different methods of showing relief on maps and charts. Give a short description of [underlined] one [/underlined] method and differentiate between the numbers printed in red and black against high land on the 1/500,000 map.
3. [symbol] Name the ten main cloud types. Give the average heights at which they are found.
4. [symbol] (a). What are the favourable meteorological conditions for radiation fog?
(b). During which seasons of the year are (i) radiation fogs, (ii) sea fogs, most prevalent in the British Isles?
5. [symbol] The following observations were taken when swinging an Anson aircraft
[underlined] Mag. Heading. Comp. reading. [/underlined]
[list of mag headings] [list of comp readings]
(a). Calculate co-efficients A, B, C.
(b). State how you would correct B & C by micro adjuster, giving all essential details.
(c). Give the final readings of the compass on N, E, S, W, after correcting the co-efficients B & C.
6. [symbol] Define: Isogonal line; soft iron; magnetic equator; hard iron.
7. [symbol] Name the three parts on a C.S.B.S. which represent the six factors of a Triangle of Velocities. Also state what settings must be made prior to observing drift.
8. [symbol] How are messages communicated to the Pilot during flight? In sending a position signal, what information is to be given and in what order? Give an example and state at what interval these signals are sent out.
9. [symbol] With the aid of sketches, explain in detail the directional properties of a simple loop aerial. Explain why the position of minimum signal strength is used in preference to maximum.
10. [symbol] Explain clearly, using sketches where applicable, what is meant by:
(i). Quadrantal Error,
(ii). Night Error.
What methods, if any, are adopted to overcome these errors?
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No 1 air observers navigation school mid term examination
Description
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Course A2, time allowed 3 hours. Contains 10 questions on general flying subjects, maps, weather and navigation
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One page printed document
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eng
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MHudsonJD173116-151001-020002
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Royal Air Force
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IBCC Digital Archive
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
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Great Britain. Royal Air Force
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Roger Dunsford
Air Observers School
aircrew
navigator
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1008/10925/MHudsonJD173116-151001-020003.2.jpg
39be6af3ea730cfce20604a0b5f71c72
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Title
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Hudson, Douglas. Navigation school examinations
Description
An account of the resource
Contains six examinations on different subjects at air observers school
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IBCC Digital Archive
Date
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2015-06-16
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Hudson, JD
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[underlined] No. 1 A.O.N.S. COURSE A. 2.
THREE WEEKS’ EXAMINATION – 2.12.39.
Time – 3 hours. [/underlined] Each question carries 10 marks.
Keep your answers to each [underlined] Section [/underlined] on a separate sheet of paper.
1. One pump fills a tank in 3 hours. A second pump fills it in 8 hours and a third pump empties it in 4 hours. How long will it take to fill the tank if all three pumps are working together? [inserted] 4hrs. 48 [/inserted]
2. Find the values for x and y which will satisfy the following equations:-
[equation] [inserted] x=9 y=2 [/inserted]
[equation]
3. Define:- COURSE (a) True
(b) Magnetic
(c) Compass
Draw one diagram illustrating your answers (a), (b), (c), for the following values ….
True Course - 246˚
Magnetic Course - 260˚
Compass Course - 255˚
4. Sketch the conventional signs for the following on maps:-
(a) Danger Area; (b) Air Corridor; (c) Airship Hangar; (d) Airway Obstruction over 200 feet; (e) Prohibited Area.
5. Define:- Nautical Mile; Knot; Statute Mile; Vertical Interval; Horizontal equivalent.
6. S/C at 0800 from Prestwick to a position “B” which is 090˚ [inserted] 0830 [/inserted] Prestwick 40 miles, allowing for a wind 010/30 m.p.h. The A/S is 90 m.p.h. and Var. 15˚ W. What is course (M), G/S and E.T.A ?
Work this on plain paper to a scale of 1 inch to 20 miles. Draw a true meridian through Prestwick, letter your figure and state what all lines and three angles represent. Also mark lines in conventional manner.
7. Define: Inversion; Lapse Rate; Isobar; Gradient Wind.
8. You are flying at an indicated height of 8,500 feet. The average temperature between you and the ground is 20.5˚ F. What is your correct height? (Approx.) [inserted] 7,998.5 [/inserted]
9. Define: Hard Iron; Soft Iron; Isoclinal Line; Field of Force.
10. Explain [underlined] briefly [/underlined] how the values of the Earth’s Horizontal Force, and Vertical Force vary between the Equator and the Poles.
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Title
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No 1 air observers navigation school three week examination
Description
An account of the resource
Time allowed 3 hours. Ten questions on mathematics, navigation and maps.
Date
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1939-12-02
Format
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One page printed document
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eng
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MHudsonJD173116-151001-020003
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Royal Air Force
Temporal Coverage
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1939-12-02
Publisher
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IBCC Digital Archive
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Creator
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Great Britain. Royal Air Force
Contributor
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Roger Dunsford
Air Observers School
aircrew
navigator
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1008/10926/MHudsonJD173116-151001-020004.2.jpg
dfb237d903806603c2187bb10b3fd687
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Title
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Hudson, Douglas. Navigation school examinations
Description
An account of the resource
Contains six examinations on different subjects at air observers school
Publisher
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IBCC Digital Archive
Date
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2015-06-16
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Hudson, JD
Transcribed document
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[underlined] No. 1 AIR OBSERVER NAVIGATION SCHOOL. [/underlined]
[underlined] Course A.2. [/underlined] [underlined] Mid-term examination. [/underlined]
[underlined] PHOTOGRAPHY – one hour. [/underlined]
1. Make a mosaic of an area 25 miles by 9 miles at a scale of 1/15,000. Using F.24 camera with 8” lens, and a ground speed of 140 m.p.h., state:-
(a) Height to be flown.
(b) Number of Runs.
(c) Number of exposures per Run.
(d) Time interval.
(e Number of magazines required and how loaded.
(20 marks).
[Solid line of separation]
2. Give a brief explanation, and show by diagram, how you would make adjustments for light control on a photographic flight.
(a) If light increased to twice its original intensity.
(b) If lens was set at F.8. (stop valve) how would you counteract deterioration of light.
(15 marks).
[Solid line of separation]
3. Code the following observation for W/T transmission:-
(a) One goods train of eight open trucks and twelve closed trucks moving East at 269378.
Decode the following W/T message:-
B4. COL. ALA. SSE. Q6735. Q8634.
[Solid line of separation]
(b) Summarise “Visual” versus Photographic Reconnaissance.
(15 marks).
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No 1 air observer navigation school mid term examination, photography
Description
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Time allowed 1 hour. 3 questions on aerial photography
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One p[age printed document
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eng
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MHudsonJD173116-151001-020004
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Royal Air Force
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Steve Christian
David Bloomfield
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IBCC Digital Archive
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
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Great Britain. Royal Air Force
Air Observers School
aircrew
navigator
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1008/10927/MHudsonJD173116-151001-020005.1.jpg
3ddfeb0c371a3a71f9548ea9c804d589
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Title
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Hudson, Douglas. Navigation school examinations
Description
An account of the resource
Contains six examinations on different subjects at air observers school
Publisher
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IBCC Digital Archive
Date
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2015-06-16
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Hudson, JD
Transcribed document
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[underlined] No.1 AIR OBSERVER NAVIGATION SCHOOL.
Mid-Term Examination. Course A.2.
D. R. PLOTTING.
No.3 Sheet – English Channel. Time: [/underlined] 2 hours, Thursday, p.m.
DEVIATION TABLE.
[table of magnetic deviation values]
[underlined] A.S. – 120 knots throughout. [/underlined]
(a). At Weymouth you receive orders to proceed to Alderney Lt. Ho.. Before leaving you find wind by three drifts as follows:-
1st Co. (T) 2700 Drift 150 S.
2nd Co. (T) 2100 Drift 120 P.
3rd Co. (T) 1400 Drift 180 P.
You S/C at 0910 hrs. over Portland Bill Lt. Ho. allowing for wind just found. What is W/V, Co. (M), and E.T.A.? Also give distance from Portland Bill Lt. Ho. to Alderney Lt. Ho.
(b). At 0934 hrs. Alderney Lt. Ho. bore 2010 (C) and at 0940 hrs. it bore 2880 (C). What is the actual wind experienced?
(c). At 1000 hrs. while steering 2700 (C) Casquets Lt. Ho. bore 0330 (C) dist. 3 miles. You receive orders to search for an enemy submarine and at 1000 hrs. you S/C 3430 (M), at 1008 hrs. you A/C 2630 (M), at 1015 you A/C 0270 (M). What is your Lat. and Long. at 1017 1/2 hrs.?
(d). At 1020 you obtain a fix by W/T Brgs. which puts you in [Lat and Long position]. From this posn. you proceed to Start Point Lt. Ho. allowing for wind experienced on flight to Alderney. What is Co. (M) and E.T.A?
(e). You P/P Start Lt. Ho. at 1046 1/2 hrs. and receive orders to intercept enemy cruiser which was reported in [Lat and Long position]. at 1025 hrs. steering 1450 (T) at 20 knots. You S/C over Start Pt. Lt. Ho. at 1055 hrs. What is Co. (M) to steer allowing for new wind just found, G.P.I., E.T.I., and ‘speed of approach’?
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No 1 air observer school mid term examination - D.R Plotting
Description
An account of the resource
Time allowed 2 hours. Five questions concerning air plotting on a simulated route over the English Channel.
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One page printed document
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eng
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MHudsonJD173116-151001-020005
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Royal Air Force
Spatial Coverage
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Great Britain
Atlantic Ocean--English Channel
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IBCC Digital Archive
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Creator
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Great Britain. Royal Air Force
Contributor
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Roger Dunsford
Air Observers School
aircrew
navigator
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1008/10928/MHudsonJD173116-151001-020006.2.jpg
ba177e59e03de344f6600e3c181934e4
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Title
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Hudson, Douglas. Navigation school examinations
Description
An account of the resource
Contains six examinations on different subjects at air observers school
Publisher
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IBCC Digital Archive
Date
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2015-06-16
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
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Hudson, JD
Transcribed document
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[underlined] AIR OBSERVER SCHOOL. [/underlined]
[underlined] INSTRUMENTS [/underlined] - [underlined PAPER 1. [/underlined] [underlined] (Correction of altimeter.) [/underlined]
Do not mark this paper.
1. You are flying to a station 300 miles away. The altimeter reads zero at your point of departure where the barometer pressure is 984 mb, height 120 feet above M.S.L. The pressure at your destination is 1022 mb. Halfway you have to fly at 5000 ft. above M.S.L. to clear high ground. What must your altimeter read?
2. Your altimeter was set at zero at your starting point, 510 ft. above S.L. where the pressure (corrected to M.S.L.) was 962 mb. your destination is at sea level and when you land your altimeter also shows zero. What is the pressure there ?
3. You set your altimeter to zero when the S.L. pressure is 1000 mb. Later you receive a weather report which states that the M.S.L. pressure at your present position is 974 mb. Your altimeter reads 5000 ft. and the ground at that point is 3000 ft. What height are you above the ground ?
4. The height of Manchester Airport is 300 ft. and the actual pressure is 995 mb. The altimeter reads 300 ft. The M.S.L. pressure at your destination is 980 mb. and the height of your destination is 800 ft. What will the altimeter read on landing ?
5. Carlisle is 300 ft. above M.S.L. and Farnwell is 720 ft above M.S.L. You read the barometer at C. and it is 995 mb. The M.S.L. barometer reading at in the weather report at F. is 975 mb. Your altimeter reads 300 ft. at C. What will it read when you land ?
6. Plymouth airport is 420 ft. above S.L. and your destination is at sea level. The M.S.L. pressure at P. is 998 mb. and when you take off the altimeter reds zero. The M.S.L. pressure at destination is 980 mb. What will the altimeter read when you land ?
This sheet must be returned.
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Title
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Air Observer school instruments examination
Description
An account of the resource
paper 1. Six questions concerning altimeters
Format
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One page printed document
Language
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eng
Type
The nature or genre of the resource
Text
Text. Service material
Text. Training material
Identifier
An unambiguous reference to the resource within a given context
MHudsonJD173116-151001-020006
Coverage
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Royal Air Force
Contributor
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Steve Christian
David Bloomfield
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.
Creator
An entity primarily responsible for making the resource
Great Britain. Royal Air Force
Air Observers School
aircrew
navigator
training