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https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/262/28703/MGouldAG1605203-160708-02.1.pdf
9cafd23c66cf62d3fc3c699782c6a993
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Title
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Gould, Allen
Allen G Gould
Allen Gould
A G Gould
A Gould
Description
An account of the resource
Twenty-seven items. Concerns Allen Geoffrey Gould (b. 1923, 1605203 Royal Air Force). He completed a tour of operations as a flight engineer with 620 Squadron and the Special Operations Executive. Collection consists of an oral history interview, his log book, flight engineer course notebooks, pilot's and engineers handling notes, mention in London Gazette, official documents and photographs.
The collection has been donated to the IBCC Digital Archive by Allen Geoffrey Gould and catalogued by Nigel Huckins.
Publisher
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IBCC Digital Archive
Date
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2016-07-08
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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Gould, AG
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Sgt. Allen G. Gould – 1605203, was born in 1923, after leaving school in Bournemouth at 13, he worked for the Danish Bacon Company until being called up in 1943. Choosing to join the RAF, initially wanting to be a Navigator, he ended up as a Flight Engineer, flying in the Short Stirling Mk. I, II, III and IV variants. Training at RAF St. Alban, then the Heavy Conversion Unit. Allen joined No. 620 Squadron, flying from various bases, RAF Chedburgh, RAF Leicester East and then RAF Fairford. The roles for this squadron were not just bombing missions but Minelaying, Supply drops, Glider Towing and Paratrooper drops. He took part in D-Day, dropping paratroopers from the 6th Airborne Division over Caen, France on the night of 5th June 1944, returning on the 6th towing a glider of heavy equipment. He was also a part of Market Garden, towing a glider on 17th September 1944 and returning on the 19th and 21st on supply drops. There were also numerous drops on behalf of Special Operations Executive (SOE) as well as Special Air Service (SAS) dropping supplies and paratroopers.
Andrew St.Denis
Allen Gould was born on 16 June 1923 in Bournemouth. He left school at fourteen and worked for the Danish Bacon company until he was called up. His father having spent four years in the trenches, in WW1, advised him against joining the Army, so he volunteered for the Royal Air Force.
He joined the RAF on in October 1942 and following basic training he attended the first-ever direct entry, Flight Engineers’ Course at RAF St Athan.
On completion of flight engineering training, he joined up with his crew on 1657 Heavy Conversion Unit at RAF Stradishall, then moved with them onto 620 Squadron at RAF Chedburgh and later RAF Leicester East.
The squadron later relocated to RAF Fairford where they trained to tow gliders. He was billeted with 12 others in a Nissan hut, conveniently close to a trout stream. They often caught trout, away from the watchful eye of the bailiff and cooked them in a tin on the large coke stove that heated the hut. The illicit bounty was a most welcome supplement to the barely adequate daily rations they received.
Direct out of training with no aircraft experience he had to earn the trust of his crew who up until then had only come across experienced flight engineers. On only his second operational trip and flying with an inexperienced crew, they arrived late over Ludwigshafen, where they found themselves alone and under concentrated anti-aircraft fire. The aircraft was being peppered and was full of holes while the pilot was executing extreme manoeuvres trying to avoid further damage. A fuel tank was hit and Allen had to work hard to ensure the engines received sufficient fuel to keep running. At the same time he had to make sure there would be enough fuel remaining to get back to the south coast of England for an emergency landing. As the aircraft approached the runway, the airfield lights went out and the pilot announced he was going to do another circuit. Allen told him, bluntly, he couldn’t as he didn’t have enough fuel, so the pilot made a steep turn and conducted a blind landing with no fuel to spare. Allen bonded well with his crew and in their free time they would often all go out to the pub together.
Throughout his tour his squadron undertook a variety of roles, much of was it in support of the Special Operations Executive personnel, operating covertly in occupied Europe. They also trained to tow gliders and dropped parachuting troops on D Day.
Allen completed 32 operations as a flight engineer with 620 Squadron and he totalled over 460 flying hours on Stirlings. PGouldAG1610.2.jpg (1600×2310) (lincoln.ac.uk)
For his services to 620 Squadron, he was ‘Mentioned in Despatches’ for distinguished service. MGouldAG1605203-160708-13.2.pdf (lincoln.ac.uk)
Post war, he married his wife, Norma, who was training as a mechanic at St Athan when he met her. PGouldAG1601.2.jpg (1600×2412) (lincoln.ac.uk)
Allen was discharged in October 1946 having attained the rank of Warrant Officer. PGouldAG1604.1.jpg (1600×2330) (lincoln.ac.uk)
He returned to the Danish Bacon company where he worked for another 40 years.
Chriss Cann
October 1942: Volunteered for the RAF
January 1943 - July 1943: RAF St Athan, Flight Engineer Training
July 1943 - September 1943: RAF Stradishall, 1657 HCU, flying Stirling aircraft
September 1943 - December 1943: RAF Chedburgh, 620 Squadron, flying Stirling aircraft
January 1944 - March 1944: RAF Leicester East, 620 Squadron, flying Stirling aircraft
March 1944 - April 1945: RAF Fairford,620 Squadron, flying Stirling aircraft
8 October 1946: Released from service having attained the rank of Warrant Officer
Chris Cann
Transcribed document
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Transcription
Text transcribed from audio recording or document
1605203
SGT GOULD A.G.
2 WORKSHOP
CLASS 3
Form 619.
ROYAL AIR FORCE.
[Underlined] Stirling [/underlined]
[Underlined] School [/underlined]
Notebook for use in Schools.
[Page break]
[Diagrams]
[Page break]
[Underlined] Electrics [/underlined]
For a current to flow in a circuit it is necessary to have (1) An electrical pressure or E.M.F.
(2) Conductive Material.
(3) Complete circuit.
E.M.F. is measured in Volts with a Volt Meter connected in Parallel with the circuit.
Current is measured in Amps by means of an Ammeter which is connected in Series with the circuit.
Resistance is measured in Ohms and depends upon length & gauge of wire.
[Underlined] Ohms Law. [/underlined]
Volts / Current = Resistance in Ohms.
Volts x Current x Resistance.
Volts / Resistance = Current.
[Diagram]
Change resistance of lamp so that amps are 2 2/5 amps = 6 1/2 ohms
Power – measured in Watts
1 Watt = Volts x Amps
[Page break]
746 Watts = 1 Horse Power
Connection in Series.
(1.) Cells [diagram] = 6v
(2.) Resistance [diagram] = 6 Ohms
Connections in Parallel.
(1). Cells [diagram] 2v
(2) Resistance [diagram] [calculations]
Magnetic Effect of a Current
Strength of a field depends on :-
(1.) Current.
(2) No of turns.
i.e. on the number of turns.
(3) Whether coil is wound on soft iron.
[Page break]
Points to be considered in wiring an aircraft.
(1.) Voltages required to operate the various components.
(2) Size of cables – weight involved.
(3.) Size of switches – space involved.
[Diagram]
[Underlined] Accumulators. [\underlined]
Lead Accumulator
Voltage per cell 2.2
2 Plates 1 of Lead Peroxide Composition Positive
1 of Lead Negative.
Diluted Sulphuric Acid.
Fully Charged Condition
Specific Gravity 1.35
Voltage 2.2 v
Finall [sic] Charge while Gassing 2.7v
Fully Discharged Condition.
Specific Gravity 1.18
Voltage 1.8
Discharge weakens acid & fords Lead Sulphate on plates.
[Page break]
Amp hour Efficiency must be 60% to be airworthy.
[Underlined] Capacity [/underlined] Measurement is Amp hours based on the 10hr Rate.
[Underlined] Efficiency [/underlined] is the Amp hours discharge/Amp hr charge Approx 80-90%
[Underlined] Generator Cuts Out. [/underlined] 27v to Cut In
7 amps to Cut Out (reverse current)
[Diagram]
[Diagram]
[Page break]
[Underlined] Relay Switch. [/underlined] (1) Handles the heavy current
(2) Wiring run is shortened (3) Volt drop in run is lowered.(4) Heavy cabling kept from cockpit.
[Underlined] Used [\underlined]
Landing Lamps, Undercart, & Heater.
[Underlined] Voltage Regulator [\underlined]
2 Parts Voltage Reg & Current Regulator terminators are connected in Parallel.
Shunt Generator.
Speed & Magnetic Field Control the Current of the Generator Controlled by the Carbon [indecipherable word].
Magnet works motor which spins Carbon [indecipherable word] [symbol] worked by coil connected across [indecipherable word] of Generator.
[Indecipherable word] prevents the motor from [indecipherable word]
[Diagram]
2. Voltmeter in Charging Circuit but no Magneto
[Page break]
[Blank Page]
[Page break]
Theory of Flight
Air Resistance (Drag). depends on :-
(1.) Shape & attitude
(2.) Frontal Area
(3.) Air density (.077lb [symbol] ft at sea level)
(4.) (Airspeed) 2
Types of Drag.
(1.) Form Drag – due to shape, reduced by streamlining
(2.) Skin Friction – reduced by polishing skin
Fineness Ratio = Length / Max Width which should be 1/3 back.
Skin Friction – due to nature of surface & air density.
(3) Induced drag – due to production of a/c – reduced by using high aspect ratio, tapering [indecipherable word].
Total Drag.
[Diagram]
[Page break]
Aerofoils.
Bernouilli’s [sic] Theory.
Total energy of a fluid = Constant
Kinetic Energy + Pressure Energy = Constant
Thus an increase in speed will cause a decrease in pressure & vice versa (Venturi Effect)
Production of Lift.
Angle of Attack
[Table]
[Page break]
Indicated Air Speed (I.A.S.) = Speed from A.S.I.
Rectified Air Speed (R.A.S.) = IAS [symbol] Instrument Error Corrections
[Symbol] Position Error Correction.
True Air Speed = R.A.S x Altitude Correction Factor
Position Error Correction at 65,000ft Load with Pressure Head on top of Fuselage.
[Table]
[Calculations]
The total drag of an a/c is least [indecipherable words] when flying at the Optimal angle of attack and the speed at this angle of attack is [indecipherable word] as the [indecipherable words] Cruising [indecipherable word] Moderated Stalling Speed for as a/c of given weight is the same for all attitudes, but the True Stalling Speed increases as the altitude increases.
[Page break]
(S.H.F.) Steady Horizontal Flight
Relationship between Airspeed & Angle of Attack
Economical Cruising Speed.
S.H.F. is Flight at Constant Height at a Constant Speed.
For an aircraft to be in S.H.F. the two following conditions must be satisfied:-
Lift = Weight of Aircraft
Thrust = Drag.
An aircraft may be in steady H.F. at different angles of attack and different air speeds.
For a given a/c at a given Weight, for each angle of attack there is one corresponding speed of horizontal Flight & 1 only.
Assume a Stirling weighing 65,000 lbs is in S.H.F. at 6° Angle of Attack & 165 miles an hour. Thus the same aircraft could be flown at a greater speed but the angle of attack would have to be less than 6° x Similarly it could be flown at a less speed but in this case the angle of attack would have to be more than 6°.
However, out of all these possible combinations of angle of attack & airspeed, only 1 angle of attack & thus only 1 corresponding airspeed will at the same time give minimum drag & hence maximum range.
The angle of attack is the optimum angle and the corresponding airspeed is Economical Cruising Speed
[Page break]
The effect of Weight of Aircraft on Cruising Speeds.
[Underlined] Example [/underlined]
Stirling.
Outward bound (Heavy)
Recommended I.A.S. = 165 m.p.h.
Homeward bound (Light)
Recommended I.A.S. = 160 m.p.h.
The reason for the above difference is the difference in weight carried on the two trips.
No matter what the weight of the same aircraft, for maximum range it must be flown at the Optimum Angle of Attack. Thus the less the weight of the aircraft, the Less Lift required, hence the Less Speed required to give the Lift.
[Page break]
[Blank Page]
[Page break]
[Underlined] Engineering Science. [/underlined]
Graphs of Hercules Economical Cruising Boost &[indecipherable word] & Altitude Corrective Factor.
For any particular power requirement with in the economical cruising range the best conditions are obtained by reducing the R.P.M. and keeping the boost up as long as it does not exceed + 1lb [symbol] “
[Underlined] Engine Operational Conditions [/underlined] [underlined] B.P. [/underlined]
Takeoff (3 mins) RPM 28,000 + 6 3/4
Max Climb (30 mins) RPM 25,000 + 3 1/2
Max for Continuous Cruising (Rich) 25,000 + 3 1/2
Max Cruising (Work) 25,000 + 1
Max All Out Level (5 mins) 28,000 + 6 3/4
[Page break]
[Blank Page]
[Page break]
Supercharging.
Volumetric Efficiency = Weight of charge forced in per [indecipherable word] stroke / Weight of Charge to Fill [indecipherable word] Vol at N.T.P.
Normal Temp = 15° 6.
Normal Pressure = 14.7 lbs [symbol] “
High Boost, Low Revs for maximum Range
Methods of increasing power
[Calculation]
I.H.P. may be increased by
(1.) Increasing C ([indecipherable word]) Limits, [indecipherable word] weight, drag
(2) LA ([indecipherable word] x area = ) Weight Volume Limit as before
(3.) Increase N (RPM It [deleted word] Power to Drive [indecipherable words] increase. Dynamic Stress x [Indecipherable words]
(4) Increase [indecipherable word] In this case the increase in power would be got without the [indecipherable word] involved in (3), thus it is best to Increase Pressure. To do this we apply a [indecipherable word], rather than using light
[Page break]
comparison ratio.
Boost Pressure (British Engines)
Pressure above + or below - (14.7 lb [symbol] “). Note Air Ministry on Boost of RPM for specified operational condition (See Handbook)
Climb
(1.) Atmospheric Pressure Decreases, Power falls off
(2) Temp decreases, This will tend to compensate for fall off in power to (1)
Combined effect of 1 & 2 gives us a fall in Power
Power Altitude Curve N.A. Engine
[Diagram]
Effect of Maintaining constant Indicated Pressure with S/C + ABC.
[Diagram]
[Page break]
The gain to full throttle Height is the (1) [indecipherable words]
(2) Better Economy, both at altitude.
Pressure Ratio of S/G = Outlet Pressure / Inlet Pressure
Comparison of M & S Gear
[Table]
(a) High Revs – Low Boost
(b) Low Revs – High Boost
(c) Both Revs + Boost lower.
(a) Charger absorbs power without much height, Engine & [indecipherable word] losses high. (More Oil)
(b) Power taken by Charger reduced, Engine Losses reduced
[Page break]
Max Available Cruising Power
[Diagram]
to fly @ 170 IAS
The power required to fly an aircraft at any given I.A.S. Increases steadily with altitude as Seen by the graph
The increase is due to the [indecipherable word] in I.A.S. while the drag remains constant.
The Altitude where the power required crosses the power available is the ceiling of the aircraft. This ceiling is not fixed because as the speed & load vary, the power required line varies if S gear is engaged at sea level the power available drops because of the higher temp of the S gear change + the extra power to drive S gear that due to the higher gear ratio the boost pressure can be maintained to a higher altitude.
S gear always requires more fuel per H.P. than M therefore whenever possible M gear must be used. When cruising engage S gear only if the speed required cannot be obtained in M.
[Page break]
Climbing
[Diagram]
Gear change when climbing.
The gear to use in a climb is always the one which is capable of giving the higher rate of climb. That is the one which gives the greater horsepower. From sealevel up to 9,000 ft M gear gives more HP than S despite the fact that at 9,000 ft the boost in M has dropped to +3 ½. From 9,000 ft on, S gear gives more H.P. than M. Therefore when climbing change to S gear at 9,000 ft or where the boost in M has dropped to +3 1/2.
Performance.
Range Flying – Big bomb load – smallest possible fuel load.
Range Flying.
This is the condition of Flight normally met in a Stirling, where the pilot is trying to obtain maximum miles per gallon. For this the petrol used per mile
[Page break]
must be best, and since each gallon of petrol is equal to a certain number of ft lb of work, the work done per mile must be best i.e. Drag must be a minimum. Since lift is fixed equal to weight, drag will be best when the lift drag ratio is greatest i.e. when flying at the optimum angle of attack.
In flight it is impossible to measure directly the angle of attack sufficiently accurately to make sure of flying at the optimum angle. At the average outward load of 66,000 lbs the optimum angle can only be obtained by flying at 160 IAS. And on the return journey where the load is reduced to 55,000 average, the speed must be reduced to 155 IAS to maintain the optimum angle. Therefore the speed given above is the most economical and will give maximum A.M.P.G.
[Diagram]
[Page break]
[Table]
[Calculations]
[Table] [Calculations]
[Page break]
[Calculation]
Trip 1200 Fuel required 1900 Fuel Taken 1946
[Calculations]
[Page break]
With the exception given below the range obtainable in a Stirling is independent of the altitude at which the aircraft is flying. The reason is that as altitude increases the pilot must maintain the same IAS to get maximum range and is therefore encountering the same drag.
Therefore the work done per mile is the same at all altitudes, and the range obtainable does not alter.
[Underlined] Exceptions. [/underlined]
At some altitudes the engine can get work out of petrol with greater efficiency than at others not therefore at the more efficient altitudes the range obtainable will increase. Above about 16,000 ft S gear must be engaged and below about 6,000 ft the engine is partly throttled, therefore at these particular altitudes engine efficiency drops and range is reduced.
[Page break]
[Table]
Duration Cruising (Endurance)
This condition is not very [indecipherable word] a Stirling It occurs when the pilot is trying to obtain Max Time in the air. The time is the air depends on the G.P.H. & will be the greatest when the G.P.H. is least i.e. when the H.P. is best. To reduce the H.P. Pilot must operate his revs & throttle and as he cuts the H.P. the speed will drop and the angle of attack will increase.
As this happens the amount of control over the a/c becomes smaller. Minimum galls per hour are obtained
[Page break]
when the H.P has been reduced just sufficiently to allow the pilot, reasonable control.
Range flying is minimum power.
Duration flying is minimum work.
For minimum control the pilot must maintain a certain I.A.S. and the power required to do this will increase steadily as altitude increases owing to the increase in TAS. Therefore gallons per hour will be best and duration greatest when flying at the lowest possible operational altitude.
Calculation
(1.) Enter Fuel Left.
(2) Switch Tanks
(3) Subtract Fuel
[Page break]
[Table]
[Calculations]
[Page break]
[Underlined] Climbing [\underlined]
During a climb the engines are working against 2 forces – Drag & Gravity & the rate of climb will depend on the amount of H.P. which can be used against Gravity. The H.P. used against drag increases steadily as forward speed increases but the thrust H.P available from the engines in a climb also increases as forward speed increases due to a steady rise in propellor [sic] efficiency. These 2 facts are shown by the 2 graphs – HP available & H.P. required against drag.
[Diagram]
From the graph is will be seen that the biggest margin of power available for climbing [indecipherable word] at about 160 IAS therefore this speed will give the highest rate of climb. To obtain this speed the engines are opened up to Max Climbing (2400 w +6) and speed reduced to 160 by adjusting the angle of climb.
[Page break]
[Blank page]
[Page break]
[Table]
[Page break]
[Blank Page]
[Diagram]
Stirling Circuit & Bumps
[Page break]
[Table]
[Calculations]
[Page break]
[Calculations]
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Stirling school flight engineer course notes
Description
An account of the resource
Notes covering electrics, theory of flight, engineering science, supercharging, power, fuel consumption and engine use in various stages of flight.
Creator
An entity primarily responsible for making the resource
A Gould
Identifier
An unambiguous reference to the resource within a given context
MGouldAG1605203-160708-02
Coverage
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Royal Air Force
Royal Air Force. Bomber Command
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.
Language
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eng
Type
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Text
Text. Training material
Format
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Thirty two page notebook with cover
Contributor
An entity responsible for making contributions to the resource
Anne-Marie Watson
Steve Baldwin
aircrew
flight engineer
Stirling
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/416/7526/MMarshA542744-151026-01.2.pdf
cbf606a275ee1a837c42c6e492b30416
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
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IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
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
Form 619.
ROYAL AIR FORCE
Notebook for use in Schools.
[page break]
Climbing +6 Booot [sic] 2700 wpm
QFE Borometric [sic] Pressure
[page break]
Starting [underlined] 1 [/underlined] Check u/c Indicator.
[underlined] 2 [/underlined] Brake Pressure. [underlined] 3 [/underlined] Flap Gauge. [underlined 4 [/underlined] D.R. Compass [underlined] 5 [/underlined] Idle Cut off Switches. [underlined] 6 [/underlined] Check Supercharge Switches [underlined] 7 [/underlined] Exhust [sic] Muffs. [underlined] 8 [/underlined] Bomb Slips, Check leading edge hinge portions. [underlined] 9 [/underlined] Engine starting S0. S1. P0. P1. When engine kick put idle cut off to ON if engine fails t start idle off. Props to fine Rad 60 – 65o oil 20 – 25o oil pressure building up Run up engines, Test intercom, check M to S gear at 4lbs. – drop 1/2 lb. On take off if bomb load flaps at 15o if light 10o flaps. Switch on Pilot head, Do not take off with rad flaps down. Check oxygen. Check that Gauge has clutch in & pressure gauge reads 60lbs/[symbol]. When feathering press feathering button, switch off Idle cut off switch & turn off master cock
Engineers. Log
[underlined] Capt Total Fuel Bomb Load All UP Weight at Take off [/underlined]
[underlined] Airframe No Air Intake Supercharge Auto Controls [/underlined]
[underlined] Pressure Head Control Unlocked DR [/underlined]
[underlined] Target Track miles Sqdn No Date [/underlined]
[table]
[page break]
[deleted] Fuel System [/deleted] Engineers Checks
[underlined] 1 [/underlined] Petrol Head Cover.
[underlined] 2 [/underlined] Leading Edge Secure
[underlined] 3 [/underlined] Chocks in Position
[underlined] 4 [/underlined] Check Jury Strub External
[underlined] 5 [/underlined] General check on coulings.
[underlined] 6 [/underlined] Check oleo extension on unfamiliar machines
[underlined 7 [/underlined] First aid, starb hole
[underlined] 8 [/underlined] Marine distress signals. Port side
[underlined] 9 [/underlined] Fire extinguisher & portable oxygen bottles
[underlined] 10 [/underlined] Bomb slip covers & Escape hatches Fuselage
[underlined] 11 [/underlined] Check pyrotechnics
[underlined] 12 [/underlined] Main oxygen cock. Rear seat position
[underlined] 13 [/underlined] Check emergency air Bottles. [underlined] 1200 lbs [/underlined
[underlined] 14 [/underlined] Hydraulic accumulator 220lbs/[symbol]” no pressure.
[underlined] 15 [/underlined] Check oil reservoir – hydraulic system
[underlined] 16 [/underlined] Fuel balance cock.
[underlined] 17 [/underlined] Main fuse panel – [underlined] Negative earthing switch down [/underlined]
[underlined] 18 [/underlined] Ground to Flight switch.
[underlined] 19 [/underlined] Turn on master switch. [underlined] Eng [/underlined]
[underlined] 20 [/underlined] Check fuel contents, with tail down, chort [underlined] Pond [/underlined]
[underlined] 21 [/underlined] Check fuel [underlined] pumps [/underlined]
Starting XX & XXII
[underlined] 1 [/underlined] Select no 2 tank & put all fuel pumps on
[underlined] 2 [/underlined] Turn on master cocks all engine
[underlined] 3 [/underlined] Check brake pressure.
[underlined] 4 [/underlined] Check U/C lever – locked down, flaps neutral, & bomb doors closed
[page break]
[underlined] 5 [/underlined] Turn flap indicator switch on & U/C warning light
[underlined] 6 [/underlined] Hot & cold air lever to cold.
[underlined] 7 [/underlined] Airscrew to fine
[underlined] 8 [/underlined] Supercharger on M gear.
[underlined] 9 [/underlined] Boost cut out lever up
[underlined] 10 [/underlined] Ground/Flight switch off
[underlined] 11 [/underlined] Booster coil switch on.
[underlined] 12 [/underlined] Start engines & check oil pressure after starting each engine.
[underlined 13 [/underlined] After starting – Turn off booster coil.
[underlined] 14 [/underlined] Select No 1 tanks.
[underlined] 15 [/underlined] Ground/Flight switch to flight.
[underlined] 16 [/underlined] Wait for minimum temps & run up & test, checking both vacuum pumps.
Cross Checks
[underlined] 1 [/underlined] Bomb doors closed
[underlined] 2 [/underlined] H & C air to cold.
[underlined] 3 [/underlined] Nav lights off Before
[underlined] 4 [/underlined] T R 9 normal & special switch – off [underlined] Taxiing [/underlined]
[underlined] 5 [/underlined] Auto main control switch off
[underlined] 6 [/underlined] Mixer Box to isolated position I.C.
[underlined] 7 [/underlined] Auto controls, clutch IN, control out
[underlined] 8 [/underlined] D.R. compass ON & to setting
[underlined] 9 [/underlined] Set altimeter.
[underlined] 10 [/underlined] Check U/C warning lights change over switch
[underlined] 11 [/underlined] Lock magnets switches on
[underlined] 12 [/underlined] IFF switch off (Identification freind [sic] or foe).
[page break]
[underlined] 13 [/underlined] Oxygen regulator & oxygen test.
[underlined 14 [/underlined] T.R.9. Ground Test.
[underlined] 15 [/underlined] Check Jury struts removed
Taxi to take off position
[underlined] 1 [/underlined] Put correct flaps degree down 15o light 25o heavy
[underlined] 2 [/underlined] A/S fully fine friction nut tight
[underlined] 3 [/underlined] Trimmers ([underlined] centralised [/underlined])
[underlined] 4 [/underlined] Check Engineers panel. Main selector cocks to no 1 tanks & all fuel pumps on.
[underlined] 5 [/underlined] Pilot head heater on.
[underlined] 6 [/underlined] Final brake pressure check
[underlined] 7 [/underlined] Turn into wind, Directional Gyro to nought.
[underlined] 8 [/underlined] Turn all lights off
[underlined] 9 Clear engines [/underlined]
[underlined] 10 [/underlined] Check engine temperatures
[deleted] [underlined] 11 [/underlined] [/deleted]
Overide [sic] Switches:- Can only be automatic OP fully open.
Radiator flaps are to be open when the coolent temp reaches 90o or oil 80o C this should keep the oil pressure between 70 & 80 lb/[symbol]”
Following is a guide.
[bracketed] Ground running Taxiing Marshalling for TO. [/bracketed] All engine Rad flaps open
Take off & climb Inboard rad auto. Outboard open.
Cruising – all automatic normally
Only open for any particular engine if necessary
[page break]
Port Outboard, - AR operator for TR1335
& Rear Turret Pump
Port Inboard – RAE compressor
1500 watt generator – general service
Pesco vacuum pump
General service hydraulic pump
Mid under turret pump if fitted
Start Inboard – Maywood compressor – A Bank
1500 watt generator – General services
Pesco vacuum pump
Hydraulic pump general service
Front turret pump
Start Outboard – Mid upper turret pump
Lancaster III Merlin XXVIII Stromberg bomb
Starting procedure Merlin XXVIII
[underlined] 1 [/underlined] Note that pneumatic air pressure is 130 lbs/[symbol]” minimum
[underlined] 2 [/underlined] Set the throttle lever to about 1” from the slow running stop I.E. 1000 to 1200 rpm
[underlined] 3 [/underlined] Close the master fuel cocks of all stationary engines turn main selector cocks to No 2 tanks & turn on tank fuel booster pumps.
[underlined] 4 [/underlined] Put Idle cut off switches to the I.C.O. position switch on booster coil & main ignition switches
[underlined] 5 [/underlined] Turn on master fuel cock of engine to be started, prime in the normal manner, & press starter button
[page break]
[underlined] 6 [/underlined] As soon as the engine fires on the doping fuel [deleted] swit [/deleted] put the I.C.O. switch to the engine on position & the engine should then push up on the carb
[underlined] 7 [/underlined] If the engine fails to pick up immediately put the I.C.O. switch back to the I.C.O. position & carry on as in [underlined] 6 [/underlined]
[underlined] Note [/underlined]:- The fuel booster pumps must never be switched on with the fuel cock open & the engine stationary unless either the ICO switch is in the ICO position or the master fuel cocks are off, as flooding of the engine will result
Pneumatic System:- The radiator shutters are automatically operated by means of a capilliory [sic] & thermostatic switch which allows air to open or close the shutter. The shutters are opened at 115oC & closed at 109oC
If the services develope [sic] a leak the immediat [sic] action is come down to M gear altitudes watch engine temperatures & do not make any steep climbs keep boost pressure down, for I.C.O. no action in air necessary.
[page break]
[underlined] Emergency Air System [/underlined]:-
[diagram]
Controls
Rudder operated by pendulum type pedal fixed to general shafts, the port pedal is connected to upper push-pull rod which is in five lengths. the auxiliary rod connect to upper push pull rod disopears [sic] into the tail-plane & is connected to a bell crank lever on to the other end of bell crank lever is connected two rods which go out-board & are connected to two similar bell crank levers which in turn are connected to actualizing rods which are fixed to the king posts of Rudders.
[page break]
Elevators:- A arm from the control Column has a lug attached to which the middle push-pull rod is connected & this goes underneath the tail plane to a single lug attachment which controls elevators,
[diagram]
[deleted] indecipherable words [/deleted]
[underlined] Jammed Controls [/underlined] :-
Fuses:-
[underlined] 1 [/underlined] 5 amps Nav lights
[underlined] 2 [/underlined] 5 amps Wing Tip resin lamps
[underlined] 3 [/underlined] 5 amps/10 amps Up & Down Ident.
[underlined] 4 [/underlined] 10 amps D.R. Compass
([underlined] 5 [/underlined]) [underlined] 10 amps Stromberg Idle cutoff Merlin XXVIII[/underlined]
([underlined] 5 [/underlined]) 10 amps [underlined] Main feed to IFF Merlin XX
[underlined] 6 [/underlined] 5 amps 1 pilots floodlight
[underlined] 7 [/underlined] 10 amps Interior fuselage lighting, Cockpit, Cabin. Sockets etc
[underlined] 8 [/underlined] 5 amps Landing flap indicator
[underlined] 9 [/underlined] 10 amps Camera
[underlined] 10 [/underlined] 20 amps Fire Extinguishers
[underlined] 11 [/underlined] 10 amps Pressure Head
[underlined] 12 [/underlined] 5 amps Auto Controls
[underlined] 13 [/underlined] 5 amps U/c Indicator lamps.
[page break]
[underlined] 14 [/underlined] 5 amps U/C Warning Buzzer
[bracketed] [underlined] 15 [/underlined] 40 amps[underlined] 16 [/underlined] 40 amp [/bracketed] Wireless operator
[underlined] 17 [/underlined] 20 amp Bcom approch [sic] recievers [sic] (only on latest A/C)
[bracketed] [underlined] 18 [/underlined] [underlined] 19 [/underlined] [underlined] 20 [/underlined] [underlined] 21 [/underlined] [/bracketed] 20 amps Cowl gills for MKII Hercules Lancaster only
[underlined] 22 [/underlined] 20 amp – Landing lamp No 1 (Filament)
[underlined] 23 [/underlined] 20 amp “ “ No 2 (Filament)
[underlined] 24 [/underlined] Dinghy
[underlined] 25 [/underlined] Engine starting & Ignition Booster Coil
[underlined] 26 [/underlined] 10 amp Supercharge Control. (Fuse for warning lamp supercharge control is on Former F in Rose)
[underlined] 27 [/underlined] 10 amp – For Heated clothing excluding turrets.
[underlined] 28 [/underlined] 20 amp – For Automatic Bombsight.
[underlined] 29 [/underlined] 5 amp – Propellor [sic] anti icing Port
[drawings and diagrams]
30. 5 amp Propeller anti icing starboard
31. 5 amp Fuel contents meters & fuel warning lights
32. 20 amp Supply to rear turret
33. 5 amp Radiator Flap P.O.
34. 5 amp -:- P.I.
35. 5 amp -:- S.I.
36. 5 amp -:- S.O.
37. 5 amp Landing lamp motor No 1
38. 5 amp landing lamp motor No 2
39. 20 amp Supply to front turret
40. 5 amp Worth oil dilution
41. 10 amps Electric fuel pumps Stbd No 3. ( 20 amp if pulsometer type fitted)
42. 10 amps Propellor [sic] Feathering PO
43. 10 amps -:- PI
44. 10 amps -:- SI
45. 10 amps -:- SO
46. 10 amps Fuel pumps Port No3 (20 amp if pulsometer fitted)
47.
48. 5 amps Londex relay Start cut out
49. 10 amps Electric fuel pumps Pt 2 (20 amps if pulsometer fitted)
50. 10 amps -:- Pt 1 -:-
51. 10 amps -:- St 1 -:-
52. 10 amps -;- St 2 -:-
53.
54.
55.
56.
Fuse box on former 24 1. 2 amp for Beam approach [?] A/C only
2. 20 amp Supply to Mid upper.
3. 20 amp Supply to Mid under if fitted
4. 10 amp Intercom call lights
Hydraulics:-
Bleeding after emergency air operation:-
Whenever the U/C & flaps have been lowered by compressed air, the following operations must be carefully carried out to ensure that all air has been removed from the system
1. Ensure that the air control cock has been returned to the off position & that the U/C lever is locked in the down position
2. Jack up the A/C & open the bleeder plugs on the down side of the U/C jacks & on the down side of the flap jacks to release the compressed air
3. Establish the cause of the hydraulic failure & rectify it after topping up the oil in the reservoir.
4. Connect test rig to the ground test couplings & start up the rig at its slowest speed.
5. When a clear column of oil free of air issues from the bleeder plugs on the down side of U/C & flap jacks tighten and relock the plugs & build up to cut out pressure.
6. Select flaps up & U/C up. Should oil issue from vent pipe of emergency air valves give the valve concerned a sharp tap with a hide faced hammer so that the valve returns to to its normal position
7. Fully raise & lower the flaps U/C several times to ensure satisfactory operation & to remove all trapped air
[page break]
8. finally disconnect ground test rig. Remove the lifting jacks from the A/C & reinflate the air bottles to 1200 lbs/sq “. Top up reservoir.
Note :- If jacks are not available disconnect U/C rams from the knuckle joint, fit jury struts & bleed as above.
Defects & Remedies
Automatic cut out. defects in this unit which may cause trouble are as follows.
A. Automatic cut out alternating.
B. Failing to cut out at end of jack travel.
Cause of above A(1) leaking control valve
A(2) – Obstruction or local restriction in line
A(3) – Dirty non return valve in cut out
A(4) – Incorrectly adjusted cut out.
B(1) – Defective jack piston
B(2) – Lack of oil
General Hydraulic Faults and Remedies
Loss of Pressure:-
1. All services inoperative thro failure of either EDP’s or emergency hand pump, replace pump concerned.
2. Internal Leaks:- A. sluggish movement of all services due to excessive clearance in engine driven pumps which allows oil to leak from pressure to the suction side of the pump. Replace pumps concerned.
(B) Sluggish movement on a particular circuit due to oil leakage in control valve. Remove & hand test control valve.
(C) Sagging or returning of flaps, when A/C is stationary or is flying, due to oil leakage in the flap jacks or control box.
(D) If after thorough bleeding of the system the time for any circuit to operate is excessive the jack in the defective circuit should be dismantled & inspected. The trouble would probably be caused by oil leakage passed the jack piston
External leaks:- The most likely places for such leaks to occur are at the pipe connections, control valve operating shaft glands or jack piston rod glands. It is sometimes possible to cure such leaks by merely tightening the connection or gland nut concerned. If further tightening is impracticable or proves ineffective the unit or connection must be dismantled & inspected for damage
Note: tightening of the gland nut should not be resorted to unless permitted in the maintenance notes of the unit concerned
[page break]
Retraction test U/C Up 18 - 20 seconds
Down 20 - 22 seconds.
Flaps Up 8 – 10 seconds
Down 10 - 12 seconds.
Bomb doors Up & down 6 seconds.
Emergency Air U/C down 6 seconds.
[page break]
WITH HOT WATER FOR 5 MINS. PROTECTION FROM OTHER PARTS TIN’D BRASS GAUGE 80 MESH
RADITATERS [SIC]
A TYPE SOLDER 170[DEGREE] C GALLERY TYPE COPRO NICHOL [SIC]
B “ 210[DEGREE] C TUBE FLOW TEST 15 GALS PER ?
1. AFTER REPAIR USE CAUSTIC SODA 2[PERCENT]
2. 5[PERCENT] CHROMIC ACID .75[PERCENT] PHOSPORES [SIC] SYROP BT WEIGHT
3. WASH WITH WATER
PRESURE [SIC] TEST
FILL WITH WATER (COLD) AND AD [SIC] APPROPATE [SIC] PRESSURE FOR ½ HOUR HOT WATER FOR 10 MINS COLD WATER 5 MINS AFTER EACH TIME MESSURE [SIC] TO SEE IF IN ALLOWED DISTORTION. O.K.
[page break]
COOLANTS
[table of constituents of the various forms of anti freeze]
AMAL PRESURE [SIC] REGULATING VALVE
THE PURPOSE IS TO REGULATE THE FUEL SUPLY [SIC] TO THE CARB AT A PREDETERMD [SIC] FIGURE IRRESPECTIVE OF THE NDELIVERY PRESURE [SIC] OF THE FUEL TANK WHEN s/c IS EMPLOYED THE BALLANCE [SIC] CONNECTION PROVIDED ON THE DIAPHRAM COVER SHOULD BE CONNECTED TO THE AIR INTAKE SO THAT THE FUEL PRESSURE WILL BE REGULATED RELATIVE TO THE INTAKE PRESURE [SIC]
[page break]
[table showing FE log for a flight calculating fuel required]
Dublin Core
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Title
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Corporal A Marsh's engineering notes
Description
An account of the resource
Handwritten engineering notes recorded during training.
Creator
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A Marsh
Format
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21 page notebook with handwritten notes
Language
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eng
Type
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Text
Text. Training material
Identifier
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MMarshA542744-151026-01
Coverage
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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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Pending review
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Tricia Marshall
Trevor Hardcastle
David Bloomfield
Anne-Marie Watson
aircrew
flight engineer
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1970/33729/MWakefieldHE174040-171016-260001.2.jpg
b9c750915927f461dd8c94f3d469c7a0
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1970/33729/MWakefieldHE174040-171016-260002.2.jpg
73d1fc7675f5c96be998a97ac9aa62d3
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1970/33729/MWakefieldHE174040-171016-260003.2.jpg
385286c58e38f2895c212c7212f5d727
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Title
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Wakefield, Harold Ernest
H E Wakefield
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IBCC Digital Archive
Date
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2017-10-16
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Identifier
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Wakefield, HE
Description
An account of the resource
93 items. The collection concerns Harold Ernest Wakefield DFC (1923 - 1986, 1582185 Royal Air Force) and contains his log book, documents, training publications, decorations and badges, training notebooks, correspondence, newspaper cuttings, photographs and parachute D ring.
He flew operations as a flight engineer with 51 and 617 Squadrons.
The collection has been donated to the IBCC Digital Archive by Jeremy Wakefield and catalogued by Nigel Huckins.
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Title
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Lancaster - instructional course handbook
Description
An account of the resource
Lancaster Avro type '683' Mk 1 & II, instructional course handbook, inside first pages. Name of holder Sgt E A Blake, 617 Squadron.
This item is available only at the International Bomber Command Centre / University of Lincoln.
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A V Roe & Co Limited
Date
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1941-11
Temporal Coverage
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1941-11
Spatial Coverage
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Great Britain
England--Manchester
England--Lincolnshire
England--Lancashire
Coverage
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Royal Air Force
Royal Air Force. Bomber Command
Language
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eng
Type
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Text
Text. Training material
Format
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One booklet
Identifier
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MWakefieldHE174040-171016-26
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.
617 Squadron
Lancaster
Lancaster Mk 1
Lancaster Mk 2
RAF Coningsby
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/501/22441/MCurnockRM1815605-171114-104.2.jpg
44ddd51154bc26f222fce6e55837bdb7
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Title
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Curnock, Richard
Richard Murdock Curnock
R M Curnock
Publisher
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IBCC Digital Archive
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Curnock, RM
Date
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2016-04-18
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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.
Description
An account of the resource
92 items. An oral history interview with Warrant Officer Richard Curnock (1924, 1915605 Royal Air Force), his log book, letters, photographs and prisoner of war magazines. He flew operations with 425 Squadron before being shot down and becoming a prisoner of war.
The collection has been licenced to the IBCC Digital Archive by Richard Curnock 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
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Air Training Corps Certificate of Proficiency
Description
An account of the resource
A certificate awarded to Dick Curnock for passing the Aircrew syllabus.
Creator
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Air Training Corps
Date
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1942-10-17
Format
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One 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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MCurnockRM1815605-171114-104
Coverage
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Royal Air Force
Spatial Coverage
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Great Britain
England--Leicester
England--Leicestershire
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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1942-10-17
aircrew
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/84/9673/MCluettAV120946-150515-11.1.pdf
c7a30c790abf30b50584dbe93107b383
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Title
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Cluett, Albert Victor
Albert Victor Cluett
A V Cluett
Subject
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World War (1939-1945)
Great Britain. Royal Air Force. Bomber Command
Description
An account of the resource
68 items. The collection concerns Leading Aircraftman Albert Victor Cluett (1209046, Royal Air Force). After training in 1941/42 as an armourer, he was posted to 50 Squadron at RAF Swinderby and then RAF Skellingthorpe. The collections consists his official Royal Air Force documents, armourer training notebooks, photographs of colleagues, aircraft and locations as well as propaganda items, books in German and Dutch and items of memorabilia.
The collection has been loaned to the IBCC Digital Archive for digitisation by Albert Victor Cluett's daughter Pat Brown and catalogued by Nigel Huckins.
Date
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2015-05-15
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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Cluett, AV
Publisher
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IBCC Digital Archive
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Permission granted for commercial projects
Transcribed document
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Transcription
Text transcribed from audio recording or document
[Underlined] 1209046 A.G.2. CLUETT. A.V. [/underlined]
ROYAL AIR FORCE.
Rough Notebook for use in Laboratories and Workshops.
[Page break]
BOMBS + COMPONENTS.
G.P. BOMBS. G.P. Bombs are used for general purposes against personal and materials they are fuzed at the nose and tail.
10-2-41
[Underlined] Old Type of G.P. Bombs. [/underlined]
These are in 3 weights 120lb – 250lb. and 500lb. MKS. I. II. III have a central tube from nose to tail.
[Underlined] New Type G.P. Bombs [/underlined]
The new type of G.P. bombs are in 3 weights 250lb. 500lb MK IV and 1,000lb G.P. MK I, these bombs have pockets at each end instead of the central tube. The 250lb. and 500lb have clip-on tail units, the 1,000lb bomb has a tail unit which is fixed my means of 4 bolts.
[Diagram in margin]
40lb. G.P. and 20 “F” Bomb.
The 20 “F” bomb is used against personal because it has a great fragmentation effect, it is with T.N.T., and fuzed in the nose only.
The 40lb. G.P. is similar to the 20lb. “F” but is larger, and is used for general purposes, and it is filled with [underlined] Amatol. [/underlined]
[Page break]
[Diagrams of Bombs with colour schemes, descriptions of markings and filling ratios]
[Page break]
[Underlined] Parachute Bombs. [/underlined]
A number of 20lb. “F” and 40lb. G.P. bombs have a parachute fitted in they tail unit. This increases the fragmentation effect by preventing the bomb from penetrating; this one has a special pistol fitted.
[Underlined] 20lb. H.E Old Type MK.I. [/underlined]
This is a old type of bomb which has a No16 pistol fitted in the nose.
[Underlined] High Explosive. [/underlined]
10.2.41 P.M. [Underlined] An Explosive. [/underlined] is a substance which on being rendered chemically unstable by heat, light or shock rapidly evolves a large quantity of gas with or without heat. Explosives are divided into 2 groups A. HE. And B L.E. The main differince is the rate of becoming unstable.
Detonation takes place with H. Explosive. (H.E.)
Explostion takes place with Low Explosive. (L.E.)
[Underlined] Initiation. [/underlined]
Fulminate of Mercury. Lead Azide.
Lead Styphnate. A.S.A. Mixture.
[Underlined] Intermediaries [/underlined]
C.E. Pure T.N.T. Dry Gun Cotton.
Main Fillings
T.NT. BARATOL. AMATOL. SHELLITE. AMATEX.
[Table of percentages and ratios for fillings]
[Page break]
Essential Requirements of a High Explosive.
1. To have a maximum shattering effect.
2. To be insensitive to shock or friction.
3. To be obtainable at high density.
4. To have sufficient ease of detonation.
5. To be stable in storage, safe to handle and transport.
6. To be free from re-action with its container.
7. To be cheap, easy and safe to manufacture.
8. To be free from exudation.
[Page break]
[Underlined] Low Explosives. [/underlined]
11.2.41. [Underlined] Propellants. [/underlined]
.Gun Powder. .Nitro Cellulose. N.C.Z.
Cordite. 2 Types. M.D and S.C.
[Underlined] Hardening and Temporing Steel. [/underlined]
The object of temporing is to reduce Brittleness of hardened steel, in order to mak it suitable for the purpose for which it is required. Unfortunately Brittleness can only be removed from a straight Carbon Steel at the expence of hardness. Temporing is a heating of hardened Carbon steel sufficiently to remove known amount of hardness, and there-fore brittleness. The temporing range is from 200°/c to 320°/c for carbon steel.
[Underlined] The Colour Metal [/underlined]
If a piece of clean steel is slowly heated it will [deleted] by [/deleted] be seen that a series of colours will appear in the following oder
1 Very Pale Yellow. 200°/c
2 Straw Yellow 240°/c
3 Brown Yellow 260°/c
4 Light Purple 276°/c
5 Dark Purple 290°/c
6 Dark Blue 296°/c
7 Light Blue 320°/c
[Page break]
Each colour represents a definate temperature thus a dead hard job quenched, at the required colour will result in a degree of tempor definitely known.
[Underlined] Process cold Chisel [/underlined] :- heat the cutting edge about 1 1/2“ back from the point a medium red heat, dip the point quickly to about 3/4” in c.c water holding it upright and keep a straight up and down motion whilst cooling, when the point is cold with-draw and polish with an abrasive and the heat [deleted] will [/deleted] remaining in the body of the chisel will begin to heat the cold point causing tempor colours to appear, when the desired colour (in this case Brown changes to Purple) appears cool of in cold clean water to avoid further temporing.
[Underlined] Treatment to Carbon Steel to Anille or Soften [/underlined]
Heat to a medium red, allow to cool of slowly by burying it in sand or lime, to [underlined] harden [/underlined] heat to cherry red and plunge into cold water to unomalize heat to a medium allow to cool freely in the air.
[Page break]
11.2.41 P.M. [Underlined] Tools [/underlined]
[Underlined] Scribbing Block. [/underlined] conts. 3 Main parts. {Block.) Pillar. (Scriber.)
[Underlined] Combination Set 0. 180
Conts Rule. The Square The Protractor Centre Square
[Diagrams]
[Underlined] Files [/underlined] in 5 Shapes.(H.S.E.)
[Diagrams showing File Shapes, annotated]
FLAT [underlined] HAND SAFE EDGE. [/underlined]
ROUND.
3 SQUARE
SQUARE
HALF ROUND.
ROUCH. 10”
BASTARD 10”
SECOND CUT 8”
SMOOTH.
DEAD. SMOOTH.
SINGLE CUT. DOUBLE CUT.
[Underlined] HACK SAW [/underlined] 2 TYPES ADJUSTABLE & FIXED.
[Underlined] CHISELS [/underlined] FLAT. CROSS-CUT. + DIAMOND.
[Underlined] HAMMERS [/underlined] BALL-PANE. CROSS-PANE. SQUARE-PANE.
[Diagrams]
[Underlined] SOFT HAMMERS. [/underlined] WOODEN MELLET. .LEAD. .COPPER. .RUBBER.
[Underlined] GUAGES FEELERS [/underlined] 2,000 to 15,000
[Underlined] CALIPERS [/underlined] [Diagrams] INTERNAL. (EX.) DIVIDERS.
[Underlined] PUNCHES. [/underlined] CENTRE. PIN. + COPPER FACED. DRIFTS.
[Underlined] 12” RULE [/underlined] 1/64”.
[Underlined] RATCHET SCREW DRIVER. [/underlined] + SHEARS.
[Page break]
No 16 NOSE PISTOL
20lb H.E. Mk.I
[Diagrams]
[Underlined] Safety Devices [/underlined]
1 [Underlined] Vane securing Wire [/underlined]
2. [Underlined] Shearing Wire [/underlined]
3. [Underlined] Striker Pellet Wheel [/underlined].
[Page break]
[Underlined] BOMB PISTOLS [/underlined]
[Table showing Pistols, Bomb Used In and Safety Devices]
Differences in the MKs. Of 28 Pistol.
[Underlined] Pistol 28 MK. I. The coil spring and striker [underlined] cannot [/underlined] be removed. MK II This pistol has a screw on portion at the end which [underlined] can be [/underlined] removed to enable you to remove the coil-spring and striker.
MK. III This is similar to the MK. II but it has a stronger [underlined] safety Fork [/underlined] this increases the sinsitivity.
[Page break]
[Diagrams of Bombs and Bomb Sections including colours, markings, fillings, screws and caps.]
[Page break]
12.2.41 [Underlined] Stick Attachment [/underlined]
This is fitted to the No. 27 nose pistol to increase the Fragmentation effect when the G.P. bob is dropped on water.
[Diagram of No 27 Nose Pistol in margin]
[Underlined] S.A.P. Bomb. [/underlined]
250. 500. MKs. I II III or IV. these bombs are fitted with a tail Fuze. No. 30. (1/10 SEC Delay.)
[Underlined] S.A.P. [/underlined] 250. 500 MK. V is fitted with a No. 47 [deleted] delod [/deleted] delonator and a No. 28 pistol; it has a clip-on tail unit.
[Underlined] 2,000 A.P. Bomb. [/underlined] This bomb is fitted with Shellite, (Some of these bombs will be filled with Amatol.) it is fitted with a No. 37 Fuze in the tail.
[Underlined] A.S. (ANTI SUBMARINE) Bombs. [/underlined]
[Deleted] 100, [/deleted] [Symbol] 250. 500 MK. I II III These bombs are fitted with a No. 32 Fuze in the nose end. A Ballistic cap is fitted to the nose end of the bomb to produce a flat nose bomb, this prevents the bomb from deviating from its path through the water.
[Page break]
[Underlined] BOMB TOOLS. [/UNDERLINED]
[Diagrams Of bomb tools]
[Page break]
[Underlined] A.S. Bomb. [/underlined] [deleted] 100. [/deleted] [Symbol] 250. 500 MK. IV [underlined] (LATEST) [/underlined]
This bomb is fitted with a detonator and a No. 30 pistol in the tail. It has a clip-on tail unit. The nose is flat shaped. This bomb is filled with [underlined] Batatol [/underlined]
[Underlined] Scatter Piece. [underlined]
These Pieces are fitted to the 20lb, “F” and 40lb G.P. bombs between the pistol and bomb body. This is to seperate the bombs over a greater area.
3” Piece for the 20lb “F” only
4” Piece for the 20lb “F” or 40lb. G.P.
5” Piece for the 40lb G.P. only.
1 Bomb in each compartment will be fitted with a disc.
[Underlined] Collet Bar. [/underlined] This bar is used for examining bomb pockets.
[Page break]
DETONATORS. OLD TYPE.
COLOUR DELAY
WHITE INST.
YELLOW 1 SEC.
GREEN 2.5 SECS.
BLUE 11-15 SECS.
DETONATORS. OLD TYPE. ALL THESE DETONATORS USED IN THE OLD G.Ps.
[Table of Colour codes and detonator types]
[Table of Detonator Holders, Types of Bomb Used In and Schemes]
[Diagrams of Detonators, including New Type]
[Page break]
13.2.41. [Underlined] Detonators (New Type) [/underlined]
No 36 or No. 43 detonators will be fitted in the nose of the 20 “F” and 40 G.P. 250lb . 500lb G.P. MK IV and 1,000lb G.P. MK. I
No. 35. No 44. and No. 45 these detonators will be fitted in the tail of the 250lb 500lb [inserted] MK.IV [/inserted] and 1,000 MK I according to the required.
[Underlined] Exploders. [/underlined]
NOSE. No 16 EXPLODER 12.1” 250lb – 500lb. MKs I II II. SCHEMES. ‘A’. and ‘B’.
TAIL. No 19 EXPLODER 7.39” 250LB. – 500LB. MKs I II III.
[Diagrams of Exploders]
[Table of Exploders and Marks of Bomb]
No 20 and No 21 filled with T.N.T.
No 22 has a centrail tube because of the C.E. nose & tail ‘C’.
[Page break]
[Diagrams of Fuses with Detonators and Exploders]
[Underlined] FUZEING SCHEMES A.B.C. [/underlined]
[Underlined] Precautions when Fuzing the Bomb [/underlined]
1. Nose and tail adapter threads must be clean and undamaged.
2. Nose and tail Pistol must be tested before insertion into the bomb.
3. When the bomb is fuzed it should be marked so.
[Page break]
14.2.41. [Underlined] A.P. A.S. S.A.P [/underlined] 20lb ‘F’ and 40 G.P. all exploders are already built in as they leave the factory.
[Underlined] Taxying Seal [/underlined] this is fitted to the No. 32 MK III Fuze, between the flange and the body of fuze; this is to prevent any ingress of moisture, and a special safety clip is fitted to keep joints tight.
[Underlined] Fuzes [/underlined]
15.2.41 No 37 Tail Fuze almost the same as the No. 30. The difference is that the No. 30 has a longer [underlined] arming [/underlined] rod which is jointed, so that it will rotate freely.
This Fuze is used in the 2,000lb. A.P
No. 32 Fuze in the nose of the A.S bomb.
Nose Fuze for testing. Clock-wise 10 times and then back.
Tail Fuze for testing. Anti-clockwise 10 times and then back.
No 32 MK III 60-1.
No. 32 MKs. I II 30-1.
[Underlined] Site Fuzing Precautions. [/underlined]
1. 75 yds. From any A/C ect.
2. Bombs should be Fuzed over soft ground.
3. Fuze the right number of bombs, (no more, no less.)
4. Do not Fuze bombs in the slip-stream of any A/C.
5. Bombs must not be Fuzed on or near any bomb stores.
[Page break]
11 1/2 lb. FLASH BOMB. OR SMOKE BOMB.
[Diagram of Flash Bomb]
No. 28 DET. BUSTER.
[Diagrams of Bomb Markings]
TWO CHEMICALS USED IN SMOKE BOMBS
TITANIUM TETRACHLORIDE
STANNIC CHLORIDE.
FLASH AND SMOKE BOMBS HAVE ALL WHITE BODIES.
Treatment of Drums.
Stannic Chloride and Tetrachloride on receipt in Unit, the plug is to be removed and threads cleaned with Carbon Tetrachloride. The threads are to be cleaned, then coated with a mixture of graphite and M.T oil. This should be carried out as quickly as possible to prevent moist air from entering the drum. Empty Drums are not to be washed out, but the Plugs as on receipt and screwed in to exclude air.
[Page break]
11 1/2 lb Practice Bombs.
15.2.41. P.M. Smoke or Flash.
[Underlined] Smoke bomb. [/underlined] Body [underlined] White [/underlined] 2 x 2 1/2” Green Bands on tail end of body.
[Underlined] Flash bomb [/underlined] Body [underlined] White. [/underlined] 1/2” Red Nose Band. 2 x 2 1/2” Black band on tail end of body.
[Underlined] Smoke bomb. [/underlined] filled with Titanium Tetrachloride. or Stannic Chloride.
[Underlined] Flash bomb. [/underlined] filled with Gun Powder and Magnesium turnings.
[Underlined] Practice [/underlined] bombs are used in this service so that actual bombing can be carried out on our own bombing ranges. The [underlined] Smoke [/underlined] bomb is used in the day-time and the [underlined] Flash [/underlined] bomb my night-time.
[Underlined] Safety Devices. [/underlined] Safety Pin. Safety Plunger and Spring.
The Nose of the Practice is made of Cast Iron and filled with Lead [deleted] to [/deleted] according to the weight of filling in the tail. The tail is made of sheet Tin.
[Underlined] Action [/underlined] when the bomb is released the spring loaded plunger disengages, alowing striker rod to brake shearing wire and strike No 28 Detonator Buster on impact.
[Page break]
[Table of Old Types of Bombs]
[Page break]
[Underlined] NEW. DETONATORS. [/underlined]
[Table of New Detonators showing No., Delay, Colour and Where Fitted]
[Page break]
4lb. INCENDIARY BOMB.
[Diagram of Incendiary bomb showing colours and fillings]
[Page break]
17.2.41. 4lb INCENDIARY BOMB.
The bombs come to the station packed 20 in a box 4 rows of 5s. 4 of the top row of 5 are MK.IE. or MK II. The MK.IE. or MK.II has an extra bright red band on the body, also the end of the tail unit is painted br. Red. This bomb has an explosive in the nose , which goes of in the first 5 mins.
The MK. I burns for 10 to 15 mins.
The safety devices are
1. Spring loaded plunger.
2. Creep spring
3. Brass furrule.
20 in a box.
3 BOXES in a container.
4 in 20 bombs are H.E.
[Page break]
25lb INCENDIARY BOMB. MK.I/A
[Diagram of Bomb showing paint scheme and internal contents]
[Page break]
18.2.41. 25lb. INCENDIARY BOMB.
Conts. 3 main parts. Nose, Container and tail.
Nose made of steel.
Container containing 7 fire-pots.
Tail unit of Aluminium.
On release from the carrier the wind acting on the paper discs blows out the parachute. The inertia rod is pulled up and ball-bearings are allowed to move clear. The inertia rod is pulled up and ball-bearings are allowed to move clear. The inertia rod comes to rest on the striker which acts as an additional weight which enables the striker to brake the shearing-wire. On impact the shearing wire is broken and the striker goes onto the cap which ignitits the igniting composition which light the Tail Blowing off charge which blows of the tail and starts the bomb going.
There is a 3 to 4 mins. delay between each fire-part, each f-part can fly about 300 feet, also each one gets thrown in a different direction.
If this bomb has to be used on a carrier a No.6 expansion lug is fitted to the bomb.
To load these bombs they go 4 in a compartment and there are 2 compartments in a container.
[Page break]
[Underlined] FUZES. [/underlined]
[Underlined] INSTANTANEOUS AND DELAY. [/underlined]
[Underlined] Instantaneous [/underlined] fuze is coloured Orange or yellow.
[Underlined] Delay Fuze [/underlined] is coloured Black.
[Underlined] Fuze Instantaneous. [/underlined] MK.IV conts. Of 3 strands of quickmatch in a tube of waterproof tape surrounded by twisted cotton in a gutta-percha tube bound by worsted tape.
The rate of burning is 90FT per SEC.
[Underlined] Fuze Delay [/underlined] No 15A. A train of powder protected in a somewhat similar manner to the Instantaneous MK.IV.
The rate of burning is 90 SECS. Per yard.
[Underlined] Fuze. Delay [/underlined] No. 17 MK.I A train of [underlined] special [/underlined] powder similarly protected.
Rate of burning 50 to 70 SECS. per yard.
Colour. White. This fuze is used only in the No21 Detonators.
[Page break]
MICROMETER.
4 Kinds.
1 Internal [deleted] 1” 2” 3” [/deleted]
3 External 1” 2” 3”
[Diagram of Micrometer with scales]
[Underlined] VERNIER CALLIPERS. 4”. [/underlined]
[Diagram of Vernier Callipers]
For internal measuring add .25 to total measurement.
[Page break]
19.2.41. [Underlined] BOMB CARRIERS. [/UNDERLINED]
[Underlined] Universal [/underlined] No 1. For 250lb.
[Underlined] Universal [/underlined] No. 2. For 500lb. (15” longer.)
[Light Series [/underlined] EM/LS. ‘A’ Type.
[Underlined] 2,000lb [/underlined] bomb Carrier
Universal carrier No.1. is made of Duralilium. On the main channel are two plate to strengthen it where the central Release is fixed. There are nose and tail fuze boxes on the carrier which are operated from the cockpit. The fuze setting control link is held in place by ajustment, in the fuze box, when the switch is on a rod comes across the F.S.C.L. so, when bomb is released the Pressure Plate stop is drawn out; and bomb falls alive. The EM.C. Release slip is operated by another switch. No2. 15” longer for fuzing No.32 Fuze on A.S Bombs, and for taking 500lb bombs.
[Underlined] Light Series [/underlined] EM/LS. ‘A’ same metal as UN. No1. Top plate with 4 holes segrated for strength. 4 Release Slips. 8 Spring loaded crutches.
[Page break]
[Diagrams of Bomb Carriers]
NOTE. A/C SUPPLY IS FROM A 12 VOLT ACCUMULATOR.
[Page break]
21.2.41. [Underlined] E.M/L.S. STORES CARRIED. [/underlined] (L.S Light Series]
4. 20lb H.Es. R.L.
4. 20lb “F”.s.
4. 40lb G.Ps.
4. 11 1/2 lb. PRACTICE. (SMOKE OR FLASH.)
4. SMOKE FLOATS. NAVIGATION.
4. 4.5” RECONNAISSANCE FLARES.
4. ALUMINIUM SEA MARKERS. MK.III.
4. 4” TRAINING FLARES.
3. SMOKE GENERATORS. No. 11.
1. SMOKE PUFF APPARATUS.
1. PHOTO-FLASH CONTAINER.
[Underlined] No1. UNIVERSAL EM/EF. STORES CARRIED [/underlined]
1. H.E. BOMB ANY TYPE FROM 100lbs. TO 250lbs.
1. WATER BALLAST CONTAINER.
1. SMALL BOMB CONTAINER.
1. SMOKE PUFF APPARATUS.
1 11 1/2 lb. PRACTICE BOMB. (FLASH OR SMOKE)
1. SUPPLIES DROPPING APPARATUS.
1. 250lb. SMOKE CURTAIN INSTALLATION.
1. RECONNAISSANCE FLARE. (ANY SIZE.)
[Page break]
[Underlined] No2. UNIVERSAL EM/EF. [/underlined]
[Underlined] STORES CARRIED [/underlined]
1. H.E. ANY TYPE FROM 100lbS TO 550lbs.
1. 500lb SMOKE CURTAIN INSTALLATION.
1. OF ANY STORES CARRIED ON No1 UNIVERSAL EM/EF. CARRIER.
[Underlined] Differences in Type of Release Units [/underlined]
Type. ‘A’. I II III. Used for light stores. (L.S.Carrier)
Type ‘B’ [symbol]
Type ‘C’. I II III To operate single hook release clip. (Universal Carriers.)
Type ‘D’ MK IV To operate [underlined] Wellington [/underlined] release clip.
Type ‘E’ ‘A’ Type unit without front crutch. (No A.1 Attachment)
No 1 unit is the nearest unit on the right side. (Starboard.)
[Underlined] Light Series [/underlined] carries 3MKS in Types ‘A’. ‘C’. ‘E”.
[Underlined] Wiring Positive. [/underlined] Red. Circuit never broken.
Negative. Blue. Circuit is looped.
[Page break]
SINGLE HOOK [underlined] MK III. V.A.D. [/underlined] RELEASE SLIP.
[Diagram of Single Hook Release Slip with different MKs]
[Table]
[Page break]
[Underlined] Release Slips. [/underlined]
The difference between MKs. I. II and III is projecting side plate, between MK. II + III is that the Axis Pin through Bomb Hook is flush (MK.II) with the Side Plate and the MK.III Axis Pin is raised and sealed with split-pin.
No 1 Carrier Bomb Release Slip single Hook Type.
MK.I Side Plates with Projection side plates at top end.
MK. II Projection removed and covered.
MK. III Projection removed and cut short. Axis Pin is raised and locked.
[Underlined] V.A.D. [/underlined] Indicates only 2 Leap Springs. Action control by leap spring, operating lever, packing piece, (brass) bomb hook stop, (Brass.) Safety catch (Brass), Tortion spring, Roller bearing, Release arm, and bomb hook with tail piece or horn.
[Underlined] Action. [/underlined]
When the operating lever is rotated, the [underlined] bent [/underlined] is disengaged from the safety catch, the tortion spring is compressed and the spacing rivet bears upon the top of the release arm; further rotation of the operating lever raises the release arm, and compresses the leap spring and lifts the roller bearing clear of the bomb hook. The weight of the bomb moves the B. hook which comes to rest on the B. Hook Stop.
[Page break]
NEW ‘B’ TYPE CRUTCH.
[Diagrams of ‘B’ Type Clutch]
[Page break]
To Test Bomb Hook Release.
1. Ensure that when the operating lever is raised to the fullest extent, the roller bearing clears the tail of the bomb hook.
2 Ensure sufficient clearance between bomb hook and retaining lug.
3. Ensure that torsion spring keeps the bent of the operating lever engaged with the safety catch.
4 Ensure when release slip is on to the carrier frame that the bomb hook rotates freely.
[Symbol] 5 Ensure there is a clearance between tail of bomb hook and safety catch is over 15 thou. (using feelers).
[Underlined] Carriers. cont. [/underlined] UNIV. No.1 + 2.
22.2.41 Has. “B” Type strengthening crutch. ‘A’. ‘B’. ‘C’. positions, fixed only to the rear of the carrier, (‘C’ is to stow-away.)
‘A’ all bombs of 500lbs and all containers.
‘B’ all bombs below 500lbs.
‘C’ MK. I. S.B.C.
No 1. And 2 Universal Cs are fitted with 3 and 3A. adaptor for Practice bombs. Front one adjustable; rear one fixed, Suspension by Lug Chair holds the centre of bomb.
UN CARRIERS. MK 3 ALL STEEL. -250 – 500.
[Page break]
[Diagram of Universal Carrier]
[Page break]
[Underlined] L.S. TYPE ‘A’ UNIT [/underlined]
Oiled by felt washers to prevent oil dripping into unit. Type ‘A’ unit has bomb hook attached not seperate as on type ‘C’ Un.
[Table of Stores and Attachments]
[Page break]
[Diagrams of Bomb Carriers]
[Page break]
24.2.41 L.S./EM.
Fitting the LS/EM carrier to Universal attachments.
Stores required:- a L.S./EM. With auto [inserted] 2 Plug [/inserted] selector box; fitted and a L.S adaptor frame;
Procedure.
1. Remove bracing members from Carriers Eye Bolts.
2. Remove the five Pin Plug from aircraft supply.
3. and remove universal Carrier, then bolt into place L.S adaptor frame, attach bracing members form craft to eye bolts of frame then bolt into place L.S. Carrier and plug threw carrier into supply of the aircraft.
[Underlined] Type ‘A’ 3 Unit for L/S carrier [/underlined] (with auto selector) 2 Plug.
[Underlined] Action, [/underlined] when the pilot presses the firing switch the current flows to the E.M. unit and energises the magnet; the safety magnet Armature, disengaging the bent from the toe of release arm is drawn down by the release [deleted] arm [/deleted] magnet disengaging the bent from the nose of the release lever, the trigger spring rotates the trigger the nose of which being engaged with the bent of the release lever rotates the lever and breaks the [underlined] circuit [/underlined], the tail of the trigger moves away from the face of the bomb hook and the weight of the bomb rotates the hook, when the bomb is clear the hook is reposititioned by its own spring. Oder of firing auto switch 1ST. 1. 2ND. 4. 3RD 3. 4TH 2.
[Page break]
INSPECTIONS ON CARRIERS.
‘A’ (DAILY NO BOMBING) SECURITY – CORROSION – DAMAGE – FUITONING TEST EVERY 6 DAYS.
‘B’ BEFORE BOMBING, (NORMAL D1) FORM 700 SEE ELECTRICIAN HAS SIGNED – DAMAGE DISTORTION – SECURITY. [Underlined] TEST RELEASE SLIP [/underlined] FUNCTIONING TEST – LOAD BOMB – LIGHT TEST. REMOVE SAFETY DEVICES.
‘C’ (HANG UP) BOMB AIMES REPORT – ELECTRICANS – ARM – OFFICER.
‘D’ (BETWEEN FLIGHTS) C OR B INSP.
‘E’ (END OF DAYS BOMBING) (‘C’ INSP IF H.P) CLEAN OIL CARRIER – LOOK FOR DAMAGE – LEAVE UNIT UNCORKED
‘F’ MINOR INSPECTION 50 HR. TAKE RACK TO ARMOURY STRIP – CLEAN – ASSEMBLE. CARRY OUT TESTS.
‘G’ 120 HR MAJOR INSP
‘H’ CARRIER INTO STORIES LABLE ATTACHED – FUNCTION TEST EVERY 28 DAYS.
[Page break]
Small Bomb Container (S.B.C) MK.I. + IA.
25.2.41. MK. I. cannot be used on a catapulted A/C.
MK. I.A. can be used on a catapulted A/C. (much stronger than MK I).
The auto selector switch box tells the front of the carrier. Only 3 EM units on carrier, No. 1 is blank, so always set auto box at No. 2, the order of firing is No 2 Rear. No 3 Front. No 4 Centre.
[Table of Stores, Carried and Position on Rail]
P marked on EM. UNIT means all units fired at the same time.
[Page break]
4” TRAINING FLARE.
[Diagrams of 4” Training Flare Internal and External]
26.2.41. [Underlined] Pyrotechnics [/underlined]
[Underlined] Flare A/C Reconnaissance, 4” Training. [/underlined] This flare is so designed that the case remains suspended on the parachute instead of dropping to earth; and is therefor safe to release over any area.
Carrier Arrangements. L.S/E.M.
1. Engage suspension lug with release slip and ajust crutches tightly enough to steady it.
2. Remove free end of stantic cord from canvas pocket and tie to rear crutch, putting loose cord back in pocket.
Launching from Tube
1. The suspension band must be removed before stowing in A/C.
[Symbol] [Deleted] 2. Remove safety Pin. {Only when used in tube) [/deleted] [Symbol]
3. Place flare in tube upside-down. (Do not remove safety Pin)
4. Make fast loop, and free end of static cord to eye-bolt on A/C.
[Underlined] Action. [/underlined]
On release the cord is pulled out of pocket, after 5FT of fall flaps and parachute emerges, after another 20FT of fall the breaking cord snaps; parachute opens and flare falls free. Pull percussion unit operates and ignits flare. Fuzible alloy disc melts and candle burns. This flare burns for about 3 1/4 mins; also it should not be used or dropped below 2,500FT. Rate of fall 500FT PER.MIN.
[Page break]
SMOKE FLOAT A/C NAVIGATION GROUP XI
[Diagrams of Smoke Floats]
[Diagram of Aluminium Sea Markers and container]
ALUMINIUN SEA MARKERS.
[Page break]
[Underlined] Smoke Float A/C. Navigation MK. II. [/underlined]
Method of igniting is percussion. No. 23 Tail Pistol. White smoke for 6 MINS.
[Underlined] Fuzing [/underlined] remove tail plug and insert NO.23 tail Pistol. (5/16 SPANER.)
[[Underlined] Action [/underlined] on release from a/c the No £ [inserted] MK I [/inserted] attachment is pulled clear, the vanes rotate and fall of leaving the stricker pellet held by creep-spring, on impact with the water the stricker pellet over comes the spring and strikes the cartridge base (.410) this ignites a small flash charge; the flash from .410 goes down the copper tube and ignites the pellet, this ignites the quick match, unpressed and pressed priming compo. which ignites the candle; the smoke which is generated forces off the zinc disc at the top of the emission tube, and white smoke is emited for about 6 MINS.
MK II has a (delay) fuze instead of copper tube [symbol] ob.
[Underlined] No 3 MK I. (RED SMOKE 40 SECS.) IN DINGHIES – COLOUR GREEN + YELLOW. (8 SECS DELAY)
[Underlined] Aluminium Sea Markers.
MKs. [inserted] U/S [/inserted] [underlined] IV [/underlined] + V used; MKs. [deleted] II [/deleted] + III [deleted] job [/deleted] MK. I [symbol]
These markers are used on the sea; the contence floats on the water in a round patch and this is used for bombing and gunning practice. When a marker is dropped it hits the water nose first; the water pressure breaks the disc and thread, also forcing rubber bag onto cutters and through end of marker; the marker body sinks, leaving the powder on the water as target.
[Page break]
[Diagrams of Photoflash Apparatus]
[Diagrams of Smoke Puff Apparatus]
USED ON UN. CARRIERS.
WHEN ON CARRIER WIRE BOMB (SAFE)
[Diagram of Water Ballast Container]
[Page break]
28.2.41. [Underlined] Signalling Photo-flash Apparatus. [/underlined]
[Underlined] Photo-flash Apparatus [/underlined] :- for practice bombing; used on light B.C, wood base, surrounded by plate tin, 4 lamp sockets in 4 compartments bulbs used are filled with magnesium foil. White colour bulbs are used by day and red by night.
[Underlined] Smoke Puff Apparatus [/underlined] :- used for finding wind speed and direction, made up of mild steel, carried on L.S. Carrier and Universal Carriers. 4 brass cannisters for smoke compo. (4 No. 26 Electric fuzes) fitted with Stannic Chloride. [Underlined] Preparation of Apparatus [/underlined] unscrew the four cannisters and unions, remove collar, place big disc, then fill 9/10 full with Stannic Chloride, (1/10 for air and liquid expansion; ) replace small lead disc, screw on union, place in No.26 E. fuze pass leads through frame, and connect to spring terminals, screw on cannisters to beam, lock together with wire, and place lug ready for type of carrier being used.
[Page break]
[Diagram of 3” Signal Mortar MK.I]
3” SIGNAL MORTAR MK. I
1. Barrel.
2. Stand.
3. Bracket + Pully.
4 Firing Lanyard.
5 Vent bit.
6 Sponges + Rammers.
7 Wire Brush.
[Page break]
28.2.41. [Underlined] (Fired Mortar) [/underlined] [Underlined] 3” Signal Mortar [/underlined] MK.I. Barrel with Vent, stand and pulley, firing lanyard, rammers and sponges, wire brush, vent bit. The signal or projectile charge is orange or yellow to the hight of 1,000ft. when the mortar is fired at 80°/Des. the flame lights up shortly after leaving the muzzle, burns to it trajectory and part of the way down, (12 SECS in all). The charge is 1,700 grains in a muslin bag. [Underlined] Preparation [/underlined] go to stand and insert barrel securing it with pin, withdraw and refix pulley after passing lanyard through, then dry barrel with sponge, rinse out vent with vent bit; [underlined] Loading [/underlined] put Gun powder charge down barrel press carefully with rammer, lower projectile charge primed end down no forcing, insert friction tube, run-out lanyard, then attach C.hook in eye of friction tube, then ready for firing. [Underlined] Precautions [/underlined] the friction tube must not be inserted untill both charges are loaded, keep head and body well clear during loading, all personel keep well behind primer; full length of lanyard must be used; after fired used vent bit to clean vent; clean out barrel first with wet and then dry sponges holding thumb over vent hole. [Underlined] Misfire [/underlined] first time wait 1 MIN. second time 1MIN. third time 30 MINS, leaving mortar under guard. Make record of rounds fired, after 200 rounds apply for A.I.D. examination, never fire more than 250 rounds from one mortar untill A.I.Ds. consent.
[Page break]
[Diagram of Type ‘A’ Bomb Distributor]
[Underlined] AP 1095 [/underlined]
NEW DISTRIBUTOR MK IV AS ON ALL MODEAR A/C LANC. WIMP. ECT.
.5 - .04 SEC.
[Page break]
29.2.40. TWIN B. CARRIER [Underlined] Bomb Distributers [/underlined] TYPE A. MK. IV To test circuits, put tumbler switch to test, move comb arm down, lock mortar with locking nut, put release arm down, switch on each bomb in turn (8 switches)
[Underlined] 3.4.41. [/underlined] [Underlined] To release bombs singly or in Salvo. [/underlined] move comb arm down, lock mortar, put tumbler switch to release, switch on selected, bomb or bombs, release instantaneously by depressing release arm, ([underlined] Auto release [/underlined] put tumbler switch to test) X
[Underlined] Signal Cartridges [/underlined]
Types/ Single star 3. / Change star 2 / Double star 6 / Smoke Puff Illuminating. 2 /
[Underlined] Action [/underlined] when percussion cap is struck, the flash ignites powder charge, the gasses formed drives out star also igniting the quickmatch or priming compo, which in turn ingites the star. [Underlined] Single and Change stars [/underlined] are identified by colour bands, [underlined] double star [/underlined] by triangles, [underlined] smok puff [/underlined] by smoke mark, cartridge illuminating by larger size. All cartridges ignites 1 SECS. after firing, except [underlined] smoke puff [/underlined] which is 1 1/2 SECS. owing to delay fuze in [deleted] funnel [/deleted] bush. Single and Double burns for 10 SECS. Change star for 3 and 8 SECS. (11 in all)
[Underlined] Signal Rocket [/underlined] 1lb. MK. III remove wood plugs, attach stick and lock, then place in pipe or tube, light portfire and apply to end of rocket, stand clear and up-wind.
[Underlined] Action [/underlined] the flame from portfire ignites the powder in vent which ignites rocket compo, the gasses generated escapes at high velocity through vent, this action drives rocket up when compo. is burnt out the flame is carried on to the gun-powder which ignites and expells the 28 white stars (at 800 FT) burning for 5 secs. (ground to air.)
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
Albert Cluett's armourers training notes
Form 714
Description
An account of the resource
Note include diagrams on different types of bombs, explosives, fuses and pistols, detonators, tools, precautions, bomb carriage and release mechanisms and pyrotechnics.
Creator
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Albert Victor Cluett
Format
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One illustrated notebook
Language
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eng
Type
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Text
Text. Training material
Identifier
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MCluettAV120946-150515-11
Coverage
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Royal Air Force
Date
A point or period of time associated with an event in the lifecycle of the resource
1941-02
Temporal Coverage
Temporal characteristics of the resource.
1941-02
Publisher
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IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Contributor
An entity responsible for making contributions to the resource
Anne-Marie Watson
ground personnel
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/84/9676/MCluettAV120946-150515-12.1.pdf
3c759028e0b0aec2c678b831f2bb9512
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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Cluett, Albert Victor
Albert Victor Cluett
A V Cluett
Subject
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World War (1939-1945)
Great Britain. Royal Air Force. Bomber Command
Description
An account of the resource
68 items. The collection concerns Leading Aircraftman Albert Victor Cluett (1209046, Royal Air Force). After training in 1941/42 as an armourer, he was posted to 50 Squadron at RAF Swinderby and then RAF Skellingthorpe. The collections consists his official Royal Air Force documents, armourer training notebooks, photographs of colleagues, aircraft and locations as well as propaganda items, books in German and Dutch and items of memorabilia.
The collection has been loaned to the IBCC Digital Archive for digitisation by Albert Victor Cluett's daughter Pat Brown and catalogued by Nigel Huckins.
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-05-15
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. 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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Cluett, AV
Publisher
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IBCC Digital Archive
Access Rights
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Permission granted for commercial projects
Transcribed document
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Transcription
Text transcribed from audio recording or document
Start of transcription
The LAMBETH Exercise Book
DEC 3RD
Name 1209046. A.V. CLUETT.
Year [Indecipherable LY2903???] 15 [indecipherable] DEC 1943
School KIRKHAN
[Page break]
AP. 1242 SMLE No 1. MK III [symbol]
[Diagram Rifle, Bolt, Lever, Firing Pin, Extractor, Spring Remover]
1. REMOVE R.H. GUARD BEFORE PUTTING IN VICE.
A. NOSE CAP.
B. UPPER. SLING. SWIVEL.
C. OUTER
SPRINGS. WEIGHT
MAIN + EXTROR. 7-9
M COCKER 14-16
1ST TRIGGER PULL 3-4
2ND FIRING 5-6
BOLT HEAD 10-16
ERT??ING [Maybe Retaining]
BUT TRAP 2-3
WHEN UNLOCKING BOLT, GIVES 1/8” BACKWARD.
W/O P RAID 515 SQDN.
19.9.43 A/C P.
[Page break]
S.M.L.E.
STRIPPING SEQUENCE
1. SEE S.M.L.E. UNLOADED, THEN REMOVE R. HAND GUARD
[Underlined] POSITION I [/underlined] MUZZLE – RIGHT. UPSIDE-DOWN. OUTER BAND IN VICE.
1 NOSE CAP/ 2. OUTER BAND SCREW + SWIVEL./ 3 TAKE S.M.L.E. OUT VICE. REMOVE
[Underlined] OUTER BAND + FRONT H. GUARD. [/underlined]
POSTION. II MUZZLE – RIGHT. BUTT IN VICE.
1. MAG./ 2. TRIGGER + T. GUARD. / 3. UNDO INNER BAND. SCREW. LIFT OFF.
[Underlined] FORE END. (DON’T DROP F/END SPRING + SCREW.) [/underlined]
POSITION III 3 MUZZLE TO LEFT. UPSIDE DOWN. BUTT IN VICE.
1 SEAR SPRING / 2. SEAR + BOLT HEAD RETAINING SPRING. / 3 MAG. CATCH. 4 OPEN BUTT TRAP + REMOVE STOCK BOLT WAD. / 5 UNSCREW STOCK BOLT.
[Underlined] PART BARRLE FROM STOCK [/underlined]
POSITION IV MUZZLE TO LEFT. RIGHT SIDE UP.
1. LOCKING BOLT SPRING. – WASHER + LOCKING BOLT + SAFETY CATCH 2/ BOLTS.
([Underlined] ASSEMBLING. [/underlined] SCREW SAFETY CATCH BACK TO LOCKING BOLT AT 1/4 -12.
BOLT
1. EXTRACTOR SPRING. / 2 EXTRACTOR / 3 BOLT HEAD. / 4 STRIKER KEPPLER SCREW. /5 UNSCREW STRIKER. + REMOVE WITH MAIN SPRING.+ CORKING PEICE.
SPRINGS. WEIGHT. (2440FT PER SEC. M.V.)
[Page break]
[Underlined] S.M.L.E. [/underlined] MK III {symbol]
[Diagrams]
FIXED LIPS ON MAG.
[Underlined] REPAIRS + ADJUSTMENTS. [/underlined]
[Underlined] FORE SIGHT ADJUSTMENTS. [/underlined] BLADES 7 SIZES. 1.0 STANDARD.
1.03 = 03
1.015 = 015
1.0 = 1.0
.985 = -015
.970 = -03
.955 = -0.45
.940 = -0.5
ALL SIZES UP OR DOWN .15 / 2 UP 4 DOWN +SDN (7 IN ALL)
STANDARD RANGE 100YDS .15 = 2 1/2” UP OR DOWN.
100 YD RANGE MK I CRAMP WITHOUT GAUGE. 1 TURN ON SCREW GIVES 8” RIGHT OR L
100 YD RANGE MK II CRAMP WITH GAUGE. GAUGE 1” PER 25yd = 4” ON 100yds
1 MARK ON GAUGE = 1” PER 25 yds.
[Underlined] SAFTY [/underlined]
LOCKING BOLT
SAFTY CATCH
STUD ON THE BOLT.
WHEN USING CART. HEAD SPACING GUAGES [Underlined] ALWAYS TAKE OUT EXTRACTOR CLAW + SPRING [/underlined]
[Diagram of Cartridge]
WHEN FIXING NEW BOLT HEAD + TESTED FOR C. HEAD SPACE: NEXT TEST FOR STRIKER PROTUSION WITH SUPPLED GAUGE. GIVEING RADIUS AS WELL AS LENGTH.
[Diagrams]
BOLT
BODY
FORE END
NOSE CAP
BACK SIGHT
BARRLE.
[Deleted] CANNOT CHANGE [/deleted]
[Underlined] NOT INTERCHANGEABLE. [/underlined]
.002 2/1000TH RADIUS MUST BE PUT ON BOLT HEAD AFTER AJUSTING
DOWN FACE WITH OO
[Diagrams]
[Page break]
TOOLS. CLEARING PLUG
[Diagram]
[Page break]
[Underlined] (P.14) [/underlined]
[Diagrams of gun parts and firing mechanism]
LOCKING BOLT.
SAFETY CATCH.
SAFETY STUD.
[Underlined] 3 WAYS OF LOCKING [/underlined]
MILLS H.E. 36. DETS.
7 SECS. YELLOW. BY HAND.
4 SECS WHITE. RUBBER BAND FOR DARK.
FOR DISCHARGER. 80 – 200YDS.
MILLS CUP DISCHARGER
P.A.M. 2058A.
MILLS H.E.36
2 1/2 ozs H.E
ALL 1 1/4 lbs.
[Page break]
[Underlined] G.45 CINE CAMERA AP 1749. [/underlined]
[Deleted] RED [/deleted] 12 VOLTS SERIAL NoS. EVEN. 16MM. 25FT. PER SPOOL
[Deleted] GREEN [/deleted] 24 VOLTS SERIAL NoS. ODD. 40 PICTURS PER FT. 1,000 P.S
[Diagram of camera shutter]
AUXILORY SHUTTER WHEN ON CLOUDY GOES BEHIND MAIN SHUTTER.
CLOUDY 45° SHUTTER CONTROLED FROM
SUNNY 13 1/2° F.F.I. (FILM FOOTAGE INDICATOR)
CAMERA CONTROL SPEED SET @ 20 GIVES 1 PICTURE PER ROUND/
[Underlined] MOUNTINGS + ADAPTORS. [/underlined]
[Table of Mountings, Adaptor, Camera, F.F.I. and Where Used]
[Table of Turret Installations]
G.45 2 HEATERS 1 IN [underlined] LENS [/underlined]
OTHER [underlined] BODY. [/underlined] WORKING ON THERMASTATIC SWITCH GIVING HEATS @ 60 (START) -70F (STOP).
[Page break]
[Underlined] HARMONIZATION OF C. CAMERA WITH GUNS ECT. [/underlined]
[Diagram of Sighting Screen for 50 yds Method]
ST. ANDREWS CROSS (FIGHTER A/C)
ST GEORGE’S CROSS (BOBMER)
AFTER HARMONIZING CAMERA + GUNS, WHEN LOADING FILM FIRST NAME + DATE FILM IN + WITH [underlined] TITLING UNIT [/underlined].
[Underlined] TYPE OF LENS [/underlined] 3 IN ALL ([underlined] YELLOW RED GREEN [/underlined])
COLOURS DENOTE FOCAL LENGTH
[Diagram of Lens showing Plate, Focal Point, Focal Length and Light Rays]
[Page break]
[Underlined] GUNSIGHTS AP. 1730 B [/underlined]
[Diagram of Aircraft, Path of Bullets, angles and Path of Other Aircraft.]
[Underlined] RING + BEAD SIGHT [/underlined]
[Table with diagrams of sights and where used]
[Underlined] BULLET TRAIL [/underlined] ON BULLETT FIRED ONLY FROM BEAM @ 300 – 500 YDS IS ABOUT 11 FT; IF BOTH A/C ARE GOING FORWARD @ SAME SPEED, (300 M P.H).
[Diagram of Cone of Fire]
WHEN SHOOTING TO BEAM AIM 11TF IN FRONTOF SPOT WANTED. TRAIL COMES FROM AIR DRAG ON 2 SIDES OF BULLET.
[Diagram of Aircraft showing aiming point and Air Pressure on Bullet]
[Page break]
A.P. 1730. B.
[Underlined] REFLECTOR TYPE SIGHTS. [/underlined] G.J. III + (G.M. II)
G.J.III
MK IIIA 12 OR 24 CAN BE CHANGED} USED ON ALL MOVABLE GUNS. TURRETS ECT.
MK IIIA [symbol] 12 24 ON CHANGING.} ([underlined] NOT FIGHTER A/C [/underlined])
[Diagram of Reflector Sight]
(100 MPH) (FIGHTER A/C) [Underlined] G.M. II OR R. SIGHT MK. II [/underlined] (FIXED GUNS)
[Diagrams of Sights]
4 CHANGES IN G.M. II + G.M III
1 METAL BULB HOLDER
2 LEAVER TO MOVE DIMMING SCREEN
3 GRATICULE LINES
4 RANGE SETTING IN 50s (150-600)
ALL FOUND ON G.M. III.
[Page break]
[Underlined] REFLECTOR SIGHTS G.Js + GMs. + DIs. [/underlined]
[Table of Sights showing Marks, Type, Speed and Where Used]
[Underlined] D.Is R.S. [/underlined]
1 CONTINUITY OF CIRCUIT (NIGHT + DAY)
2 LENS (ECT). POLISH. SELVYT CLOTH.
3 ELECTRICAL LEADS NOT FRAYED OR U/S.
4 ATTACHED SECURELY (AFTER D.I ON PILOT’S R.SIGHT COVER UP WITH C.BAG.)
5 NEW LAMPS STOWED + O.K.
[Underlined] G.I PRISMATIC [/underlined]
[Diagrams of Lenses]
[Underlined] LEWIS ONLY [/underlined]
[Page break]
[Underlined] HARMONIZATION [/underlined] 1730(.B.) SECT 7. CH 2
[Underlined] FIGHTER A/C @ 50 YDS REDUCED DISTANCE. [/underlined]
[Diagram of Aircraft showing Master Guns]
INCLINOMETER
FIRST GET A/C 50 YDS FROM TARGET; ON TRESTLES, CLEAR OF THE DECK.
DROP 2 PLUMB LINES FROM A/C NOSE + TAIL. ALINEING WITH LINE ON WALL USE DATUM. LINES TO MAKE SURE A/C IS LEVEL, NEXT USE INCLINOMETER ON TOP PLATE OF MASTER GUN OR GUNS. {M. GUN MOST INBOARD). NEXT HARMONIZE ALL GUNS + CAMERA TO RIGHT MARKS ON WALL, USING [inserted] INSTMENT [/inserted] GUN-ALINNING UNIT. + PERICOPE GUN ALINNING.
[Page break]
[Underlined] AMMUNITION [/underlined] AP 2058(A) GROUP VI.
.303 [underlined] BALL PURPLE [/underlined] ANNULUS. MK. VII
.303 [underlined] ARMOUR PIERCING GREEN [/underlined] W.I.
.303 [underlined] TRACER RED [/underlined] G. IV G V G VI IV V GREY NOSE (NIGHT) VI GREY NOSE (DAY)
.303 [underlined] INCENDIARY BLUE [/underlined] B VII BLUE NOSE IV VI OBSOLESCENT.
Z AFTER LETTER + MK DENOTES FILLED WITH OTHER THAN CORDITE. [inserted] (NITRO CELLULOSE) [/inserted]
.303 [underlined] BLANK [/underlined] L) ON CLOUR ANNULUS. OLD CASES NOW USED. [Diagram]
.303 [underlined] BALLISTITE [/underlined] H (TOP HALF PAINTED BLACK) OLD CASES NOW USED [Diagram]
.303 [underlined] DUMMY [/underlined] D VI 3 FLUTES ON SIDE, PAINTED RED. OLD CASES NOW USED.
[Underlined] .300 [/underlined] BALL – NO TIP.
[In margin] .300 RIMLESS [/in margin]
A.P. MK I GREEN. MK II BLACK. [Underlined] STORAGE OF AMMO [/underlined]
INCENDIARY. BLUE TIP. [Underlined] ALL TYPES [/underlined] IN GROUP VI
TRACER RED TIP. INC. NO WITH PHROS. GROUP XI
[Underlined] GREEN LABLE FOR ALL SERVICES [/underlined] INC [underlined] CONTAINING [/underlined] PHROS. GROUP XII.
WHENUSED FOR SYNORONIZED GUNS [Inserted box] [Underlined] MAIN CHARGES [/underlined] CORDITE. NITRO-CELLULOUS. NEON-NITE. GUN POWDER [/inserted box]
1 MUST BE USED WITHIN 2 YEARS.
2 MUST BE USED WITHIN (DAYS) 14 OF OPENING BOX. (CAN BE 40 DAYS WITH A.O.P. SAY) AFTER THAT THE AMMO IS USED FOR GUNS OTHER THAN SY.
[Underlined] AMMO STORAGE [/underlined] INC. AMMO CAN BE STORED WITH REST IN GROUP VI BUT ONLY 20,000 ROUNDS. ([underlined] INSPECTION. [/underlined] B. ILES EVERY 14 DAYS SUMMER B. ILES EVERY 28 DAYS WINTER OVERSEAS EVERY 14 DAYS.
[Page break]
[Underlined] .5 BROWNING AMMO. [/underlined] (100 ROUNDS = 30 lbs.)
[In margin] RIMLESS [/in margin]
BALL. NO TIP
A.P. MK I BLACK MK II [[underlined] GREEN. [/underlined] MK II MORE POWER. (REINFORCED BARRLE.)
INC. BLUE TIP
TRACER. RED TIP.
[Underlined] REVOLVER ECT. AMMO [/underlined]
[Underlined] COLT. [/underlined] .455 MK I (LONGER)
[Underlined] COLT [/underlined] .45 [Underlined] AC. [/underlined]
[Underlined] THOMSON SUB G. AC. [/underlined]
.38 REVOLVER MK II (RIM)
.45 WEBLEY MK VI (RIM.)
.22 RIMFIRE
9M.M. RIMLESS
[Diagrams of 20mm Shells]
MK II A.P. SAME AS MK I ONLY [underlined] FLAT TIP [/underlined] BAKELITE NOSE CAP. FOR USE [underlined] BELT [/underlined] MECENIZEM. MK I MAGAZINE.
[Diagrams of Shells]
[Page break]
[Underlined] 20. MM SHELLS. [/underlined]
[Diagrams of Shells]
[Underlined] FUZES OF TWO TYPES [/underlined] (20MM.)
1) INCENDIARY CONTAINNIG PHOSPHORUS 252 [Underlined] INSENSITIVE. [/underlined]
2) INCENDIARY [underlined] NOT [/underlined] CONTAINNIG PHOSPHORUR 253 RED [underlined] VERY [/underlined] SENSITIVE. GREEN INSENSITIVE.
3) H.E. [Underlined] ALL FUZE BODY. BUFF [/underlined]
4) H.E + INC. CONTAINNING PHOSPHORUS [Underlined] TIPS RED OR GREEN [/underlined]
5). H.E. + INC. [underlined] NOT [/underlined] CONTAINNING PHOSPHORUS
GREEN = PHOSPHORUS.
[Page break]
[Underlined] A.P. 1242 [/underlined] VOL I CHAP 5
[Underlined] COLT AUTOMATIC PISTOL .455 [/underlined]
[Diagrams of Colt Pistol]
1 SAFTY LOCK
2 SAFTY GRIP
3 BARRLE LINK + LOCKING LANDS
4 HALF BENT
5 STRONG FIRING SPRING. SHORT PIN.
6 DISCONNECTOR. ALLOWS NOT MORE THAN 1 ROUND PER FINGER PRESURE. + PREVENTS YOU FIREING IF BREECH IS NOT LOCKED OR SLIP NOT RIGHT FORWARD.
2lbs. 7ozs (PISTOL) 8ozs FULL MAG.
[Page break]
[Underlined] MOUNTHLY [/underlined] INSPECTIONS CHECK ACTION. 1 MOUNTH IN STORE OR GOING +COMMING FROM LOAN.
[Underlined] 6 MOUNTH INSPECTION. STRIP. [/underlined] WHEN CLEANING IN A TYPE OIL ONLY DIP FOR 10 MINS.
WHEN CLEAN BARRLE USE FIRST A TYPE OIL. IF NO GOOD USE 112 STRANDS H BRASS WIRE 26 GAGE 3 INS LONG. FOR WIRE GET C/O CONSENT.
[Underlined] STRIPPING [/underlined]
REMOVE MAG SEE UNLOADED
REMOVE RECOIL SPRING + PLUG 16
BARRLE BUSHING 15
SLIDE STOP 14
SLIDE, BARRLE, RECOIL SPRING GUIDE 13
SAFTY LOCK (HAMMER COCKED) 12
HAMMER AXIS PIN (HAMMER FORWARD) 9
HAMMER + STRUT 8
MAIN SPRING HOUSING PIN 11
MAIN SPRING HOUSING 11
SAFTY CRIP 10
SEAR SPRING 6
SEAR AXIS PIN 5
SEAR + DISCONNECTOR 4
FIRING PIN STOP 3
FIRING PIN + SPRING 2
EXTRACTOR 1
(AXIS PINS IN FROM L – RIGHT.)
FIGS. THE WAY TO ASSEMBLE.
MAG. HOLDING 7/ (WILL HOLD 8)
[Diagrams of Safety Lock and Cocking Mechanism]
[Page break]
[Diagram of Cylinder]
MK I 7lbs. 14 ozs 8 1/2”
[Underlined] USING 4” CARTRIDGE. [/underlined]
MK II 9lbs. 5ozs. 10 1/2”
USING 4” + 6” CARTRIDGES.
[Diagrams of Revolving Mechanism]
1 INDEX CAM
2 INDEX PAWL
3 BOWDEN CABLE
4 PULLEY
5 INDEX PINION SHAFT
6} SAFTY DOOR + SHAFT
7}
8 HAMMER
9 HAMMER CAP-SPRING + PLUNGER
10 CAM LIFT
11 INDEX PINION
12 INDEX CROSS.
13 STOP PIN.
[Page break]
A.P. 1641 (H). VOL. I.
[Underlined] SIGNAL DISCHARGER 1 1/2” MKS I + II [/underlined]
[Underlined] STRIPPING [/underlined]
REMOVE 3 FLANG NUTS, TAKE OF MOUTING FLANGE, MUZZLE + COLLAR, NEXT BOTTON PLATE + SPACING WASHERS. REMOVE CHAMPER ASSMLY. FROM HEAD. NEXT REMOVE PULLY HEAD COVER + SPRING THEN INDEX CAM, INDEX PINION + LIFT-CAM; DUST COVER, REMOVE HAMMER CAP-PLUNGER + SPRING. HAMMER AXIS PIN THEN HAMMER IT-SELF. NEXT. SPRING + PLUNGER OF SAFTY DOOR, THEN REMOVE DOOR. (ASSEMBLING, REVERSE ACTIONS).
WHEN LOADING DISCHARGER ALWAYS KEEP DOOR OPEN; [Underlined] ORDER OF COLOURS; [/underlined] LAY OUT COLOURS IN LINE AS NEEDED [inserted] 1-6 [/inserted]. THEN LOAD IN [underlined] THIS [/underlined] ORDER 5-6-1-2-3-4 ONLY PULLING CABLE OR MOVING CHAMBES ROUND 5 TIMES. THE [UNDERLINED] 3RD [/underlined] CARTRIDGE LOADED IS THE [underlined] FIRST [/underlined] TO BE FIRED.
[Underlined] INSPECTIONS [/underlined] 4 IN ALL A.B.C.D.
A [Underlined] BEFORE FLIGHT. [/underlined] (OPEN DOOR) (LISEN FOR HAMMER. FEEL FOR PLUNGER. LOOK FOR DENTS ECT. SEE FIRM TO A/C ALWAYS DRY BARRLES.)
B [Underlined] BETWEEN FLIGHTS. [/underlined] (GIVE GOOD QUICK TEST)
C [Underlined] END OF DAYS FLIGHING [/underlined] (CLEAN BARRLE. + CHECK DISCHARGER. (50 PARFIN 50 G.S.OIL) ([Underlined] NOT A TYPE OIL[/underlined])
D [Underlined] END OF 180 FLIGHING. [/underlined] (REMOVE FROM A/C. CONTROL + DISCHARGER) STRIP + CHECK FOR BURRS, DENTS ECT. GIVE [underlined] FIRING [/underlined] TEST. PUT BACK IN A/C.)
[Page break]
[Diagram of Signal Pistol]
[Diagrams of Signal Pistol firing mechanism and parts]
WEIGHTS OF SPRINGS.
TRIGGER 14-18lbs.
MAIN SPRING} 3 1/2 – 4 1/2
LONG ARM ONLY}
(TRIGGER PRESSED, READING WHEN HAMMER IS HALF WAY BACK.)
MESURE OF MAIN SPRING IN WIDDEST PART. 1 1/8”
[Page break]
[Underlined] SIGNAL PISTOL No 4. MK I + I [symbol] AP. 1641(F) [/underlined]
[Underlined] STRIPPING [/underlined]
SEE UNLOADED.
JOINT PIN + SCREW.
EXTRACTOR.
MOUNTING CATCH + SPRING.
CARTRIDGE RETAINING SPRING.
STOCK PLATES.
STOCK CENTRE SCREWS + CENTRE.
MAINSPRING PIN.
MAINSPRING.
HAMMER.
BARRLE CATCH SPRING.
MAINSPRING LEAVER AVIS PIN.
MAINSPRING LEAVER.
TRIGGER.
[Underlined] ‘A’ INSPECTION [/underlined] BEFORE FLIGHING. CHECK PISTOL + MOUNTING + WORKING OF PISTOL.
[Underlined] ‘B’ [/underlined] BETWEEN FLIGHTS UNLOAD, CHECK + RELOAD.
[Underlined] ‘C’ [/underlined] SEE PISTOL IS UNLOAD, CLEAN WITH TYPE A OIL CHECK WORK, DRY, THEN THIN FILM OF A.F. OIL, CHECK MOUNTING; [underlined] REPLACE COVER. [/underlined]
[Underlined] ‘D’ [/underlined] END [underlined] 300 [/underlined] HRS FLYING. REMOVE PISTOL + MOUNTING FROM A/C STRIP + CLEAN BOTH. (TYPE A). CHECK SPRINGS WEAR ON PARTS ECT. REASSEMBLE; SMEAR OF OIL; PUT IN A/C FIRE.
[Underlined] REVERSE ACTION TO ASSEMBLE [/underlined]
[Page break]
[Diagram of a Pistol Revolver]
[Diagrams of Revolver firing mechanisms]
BULLET .38 – 1lb. 11 1/2ozs.
BARRLE CALIBRE .352 10 1/2” LONG OF PISTOL
RIFLING 7 GROVES RIGHT.
(1 TURN 15.) BARRLE 5” = 1/30.
1 EXTRACTION + REJECTION
2 COCKING BY HAND
3 ROTATION OF CYLINDER
4 FIRING FROM FULL COCK
5 RAPID FIRE.
6 REBOUND ACTION – FROM FACES OF HAMMER + M.S. LEAVER; M.SPRING FORCING BACK [underlined] HAMMER [/underlined] + TRIGGER, GIVING ((1/2 COCK) – STRIKER BACK FROM CART. CAP.)
No2 MK I [symbol] NO BENT OR COMB.
(ONLY No 2 MK I WITH SAFTY STOP) BENT IN NOSE OF HAMMER)
[Page break]
A.P. 1641 (P)
[Underlined] PISTOL REVOLVER .38 No 2 MK I . I [symbol] + I [symbols] [/underlined]
[Underlined] BARRLE GAUGES [/underlined] { .352 A.C.C. PASS FROM MAG. END
{ .358 REG NOT TO ENTER MAG. END.
[Underlined] CYLINDER GAUGES. [/underlined] .359 - .357 A.C.C. MUST ENTER
.364 - .392 REG NOT TO ENTER
[Underlined] CARTRIDGE. H. SPACE [/underlined] .067 REG NOT TO GO BETWEEN SHEILD + CYLINDER.
[Underlined] STRIKER PROTUSION [/underlined] .04 ROCKS. .05 PASSES OVER.
[Underlined] STRIKER RADIUS [/underlined] .038
[Underlined] HEIGHT OF CYLINDER STOP [/underlined] .05
[Underlined] CENCENTRICITY + HIGHT OF EXTRACTOR GAUGE [/underlined] (.73 MINIMUM.)
[Underlined] PULL OFF TRIGGER [/underlined] 13 – 15 lbs.
[Underlined] WEIGHT OF M. SPRING. [/underlined] 3-3 1/2 (TRIGGER PRESSED 1ST MOVEMENT OF HAMMER)
[Underlined] PULL OFF FROM FULL COCK. 5-6 [/underlined]
[Underlined] WEIGHT OF BARRLE CATCH SPRING [/underlined] (OPEN REVOLVER) 3-5
[Underlined] INSPECTION 1 MOUNTH = SAME AS COLT EXTRACTORS [/underlined]
[Underlined] 6 MOUNTHS SAME AS COLT. USE ALL GAUGES. [/underlined]
13 STRANDS 26 GAUGE M.D.W
TRIGGER. REBOUND FACES WORK (BACK) FORCING M.S. LEAVER – PAWL UP, PUSHING TRIGGER NOSE ON HAMMER CATCH
[Page break]
A.P. 1641 (P)
[Underlined] PISTOL REVOLVER .38 No 2 MK I . MK I [symbol] + I [symbols] [/underlined]
CAM LEAVER FIXING SCREW
REMOVE CHAMBERS OR CYLINDER. (6 CHAMBERS / CYLINDER RECESSES)
STOCK SIDES
BARRLE CATCH (USE CRAMP) SCREW + SPRING (+REAR SIGHT)
SCREWS FROM BODY PLATED + BODY PLATE
MAIN SPRING (LONG + SHORT ARM + CLAW)
PAWL. (NOSE + STEP.)
MAIN SPRING LEAVER + AXIS PIN (REBOUND FACE
HAMMER. (PEAK. CONE. SWIVLE. REBOUND FACE. FACE. HAMMER NOSE + W CATCH.
TRIGGER + SAFTY STOP {TRIGGER NOSE + CATCH + SPRING – GUAD LUG)
CAM LEAVER + SCREW.
JOINT PIN SCREW. + J. PIN [inserted] + LUG [/inserted] (PART PISTOL)
EXTRACTOR LEAVER (ARM – BENT. AUVLY + SPRING)
CAM.
[Underlined] STRIF CYLINDER [/underlined] REMOVE NUT + SPRING + EXTRACTOR.
[Underlined] SAFTY DEVICES [/underlined] SAFTY STOP (No 2 MK I) + LOCKING OF MECHANISM 2 ON BOTH PISTOLS.
SAFTY STOP No 2 MK I [symbol] + LOCKING OF MECHANISM 2 ON BOTH PISTOLS
SAFTY STOP No 2 MK I [symbols] LOCKING OF MECHANISM
SAFTY STOP No 2 MK I 2 STAR LOCKING OF MECHISM.
LOCKING OF MECHANISM BY HAMMER GOING FORWARD; HAMMER CATCH GOING DOWN ON TRIGGER. REBOUND FACES WORK (BACK) FORCING M.S. LEAVER - PAWL UP, PUSHING TRIGGER NOSE ON HAMMER CATCH
[Page break]
[Underlined] LEWIS GUN .303 [/underlined] A.P.1242. 1641. D.
[Underlined] MK I GROUND GUN [/underlined] RATE OF FIRE 500 R.P.M.
NO VOLUTE SPRING.
RETURN SPRING (IS MORE MK III) 11 – 14 lbs.
MK III RATE OF FIRE 700 R.P.M. [Underlined] AIR GUN [/underlined] (USED IN THE AIR.)
INCLINED PLATE IN GAS REGULATOR (REGULATOR ALWAY FULLY OPEN)
VOLUTE SPRING. RETURN SPRING 10 -12
[Underlined] RIFLING [/underlined] RIGHT HAND. 4 GROVES. BARRLE. 26 1/4”. (GUN 17 lbs.)
[Underlined] SIGHTS [/underlined] RING + BEAD OR G.J. I (PRISMATIC)
[Underlined] MAGAZINE FED [/underlined]
[Diagrams of Lewis Gun parts]
[Page break]
[Underlined] STRIPPING + ASSEMBLING [/underlined]
SEE GUN IS UNLOADED {TAKE OF MAG. TAKE ROUND FROM FEEDWAY.)
REMOVE SPADE.
TRIGGER GROUP.
PINION GROUP.
TOP PLATE.
FEED ARM.
PULL COKING TO REAR + REMOVE.
BOLT
PISTON ROD
BODY LOCKING PIN.
UNSCREW BODY FROM BARRLE.
GAS REGULATOR KEY, + REGULATOR
GAS CYLINDER SHEILD
REAR DISTANCE PEICE.
SWIVELLING BAND
GAS CYLINDER
GAS CHAMBER
MUZZLE NUT + FORE SIGHT BRACKET.
BARRLE BAND
FRONT DISTANCE PEICE
[Underlined] REASSEMBLE IN REVERSE ORDER. [/underlined]
[Underlined] SAFTY DEVICES [/underlined]
STRAIGHT PART OF CAM SLOT 1 1/8 “
CUT-AWAY PART ON BOLT FACE. F. PIN HOLE.
SAFTY SLIDE OR CATCH.
(LOCKING OF THE BOLT)
[Underlined] GAUGES. [/underlined]
.038 RADIUS [Diagram]
[Underlined] .045 - .037 STRIKER [/underlined] GAUGE.
[Underlined] 22.285 FROM STRIKER POST – PISTON HEAD. [/underlined] (MINIMUM 22.255”
[underlined] VOLUTE SPRING 1.072 IN LENGTH) OUT OF 5/16 – 7/16 END.
[Underlined] U. JOINT NOT [/underlined] EXCEED 3/8” IN PLAY [Diagram]
[Underlined] CART HEAD SPACE. [/underlined] .064 - .074 (SHOULD NOT LOCK ON .074)
[Underlined] RETURN SPRING [/underlined] 10 – 12 lbs. (SAME ON NEXT PAGE. P.T.O)
[Underlined] BODY COVER GAUGE [/underlined] SLID GAUGE UNDER TOUNGE. (REMOVE. FEED ARM + PART. GUIDE SPRING)
[Page break]
[Underlined] STOPPAGES LEWIS G.O. GUN MK III [/underlined] AP. 1242 – 1641.
1ST EMPTY MAGAZINE. – MISS.FIRE – GAS REGULATOR ([underlined] FAULTY [/underlined]) BROKEN STRIKER.
[Underlined] BROKEN FED PAWL OR SPRING. – DAMAGED MAGAZINE. [/underlined]
[In margin] 1ST [/In margin]
[Group] EMPTY MAG – CHANGE FOR FULL
MISS FIRE – RECOCK
GAS REGULATOR (DUF) – AJUST OR FIT NEW ONE.
BROKEN STRIKER – NEW PISTON
BROKEN FEED PAWL OR SPRING – REPLACE
DAMAGED MAG – REPLACE. [/group]
HARD EXTRACTION AID BY COCKING HANDLE
MIS SHAPEN ROUND. AID BY COCKING HANDLE
WEAK CHARGE, WITH 1/2 FEED. AID BY COCKING HANDLE
WEAK OR BROKEN CARTRIDGE GUIDE SPRING – RENEW.
TOO HEAVY RETURN SPRING OR GAS REG. TURNED – AJUST + REPLACE KEY.
BROKEN TIP EXTRACTOR – NEW BOLT
BROKEN EXTRACTORS 1 OR 2 – NEW BOLT
FULL DEFLECTOR BAG – EMPTY
BROKEN EJECTOR – NEW EJECTOR
BROKEN PISTON. NEW PISTON.
[Page break]
[Underlined] GAUGES LEWIS [/underlined] [Diagram]
[Underlined] STRIKER [/underlined] .043 TO .037 .043 SHOULD PASS OVER .038 RADIUS
[Underlined] PISTON [/underlined] MAX LENGTH 22.285 MIN 22.255. (FROM STRIKE POST.)
[Underlined] VOLUTE SPRING [/underlined] 1”.072 IN LENGTH. IN HOUSING 5/16 TO 7/16 OVER END.
[Underlined] UN. JOINT [/underlined] NOT TO EX 3/8” EITHER WAY.
[Underlined] CART. HEAD SPACE. [/underlined] .064 .074 BOLT SHOULD NOT LOCK ON .074.
[Underlined] RETURN SPRING [/underlined] 10-12 lbs (AIR) 11-14 (GROUND).
[Underlined] BODY COVER GAUGE [/underlined] UNDER TOUNGE. FIX GAUGE UNDER TOUNGE LINE UP HOLE.
[Underlined] INSPECTIONS LEWIS [/underlined] M.Gs.
‘A’ D.I. BEFORE DAYS FLYING + FIRING TAKES PLACE.
USE DRILL ROUNDS WORKING MECHANISM. DRY BARRLE. WIEGH MAIN SPRING. 10-12
‘B’ BETWEEN FLIGHTS (AFTER FIRING.) ASK FOR SNAGS – CHECK – REPLACE EMPTY MAG . IF TIME GIVE PULL THROUGH.
‘C’ AFTER FLYING + FIRING. TAKE OUT GUN + STRIP. ON GAS AFFTECTED PARTS USE TY. ‘A’ ASSEMBLE, LIGHT COAT OF OIL ON ALL PART.
‘D’ AFTER FLYING [underlined] BUT NO FIRING. [/underlined] CHECK.
‘E’ AFTER 120 HRS FLYING. NO FIRING. [symbol] N/A/NOW. CHECK.
[Boxed] ‘F’ [/boxed] EVERY INSPECTION ON KIT. {30X. 50X. 50XX. MAJ. ECT.) AFTER FIRING. REMOVE GUN. STRIP. [Underlined] USE GAUGES AFTER CLEANNING. [/underlined]
[Page break]
[Underlined] A.P. 1641. [/underlined] VOL. II
[Underlined] ALL TYPES CARE OF BARRLES RIFLE + M. GUN .303 [/underlined]
[Underlined] GAUGES [/underlined] .303 (acceptance) .307 (.307 MUST [underlined] NOT [/underlined] PASS RIGHT THROUGH (REJECT GAUGE)
[Underlined] .308 [/underlined] (TAKE NOTE OF MARK) [underlined] TEST [/underlined] FOR CORD WEAR; [inserted] (SHOULD NOT ENTER) [/inserted] (GAUGE IS ONLY ALLOW TO ENTER TO MARK.)
[Underlined] PLUG LEAD [/underlined] No 2. (M.G.s ONLY) MARK ON GAUGE = WEAR IN CHAMBER
[Diagram of Gauge]
WHEN BARRLE [underlined] TOUCHES MARK OR OVER [/underlined] ITS U/S FOR THAT JOB.
NO 2 PLUG LEAD WITH .310 (MUST BE BOTH) FOR [underlined] RIFLE ONLY [/underlined]
TO MAKE [underlined] RIFLE [/underlined] (ONLY) [underlined] BARRLE [/underlined] U/S GAUGE .310 + No 2 P.LEAD. MUST ENTER UNTIL [underlined] FLUSH [/underlined] OR [underlined] INSIDE [[/underlined] CHAMBER; IF ONLY 1 ENTERS + NOT THE OTHER, THE BARRLE IS O.K.
[Underlined] CLEANING RODS. [/underlined]
[Underlined] BRASS HANDLES [/underlined] PISTOL GRIP. MK IV
SPADE GRIP MK II
[Underlined] STEEL HANDLES [/underlined] LONG TYPE T HANDLE No 1.
SHORT TYPE T. HANDLE No 4.
[Underlined] NICKLE FOWLINGS. [/underlined]
20cc. DIST. WATER. 20cc AMONNA + 2 TABLES K.N.N.S. (KINGS NORTON NICKLE SOLVENT) FOR NICKLE COATED BARRLES. SOAK FOR 30 MINS. WASH OUT INTILL CLEAN. THEN TRY; CHECK WITH .037 (SEE IT CAN GO THROUGH.)
30-40 -/26 GAUGES /S.B.W.
[Grouped together] NOT
POWDER FOWLINGS
NICKLE FOWLINGS
CHEMICAL CORROSION
C. ROD. + [underlined] TYPE A. [/underlined]
20cc W. KM
20cc A 2 NS.
[Underlined] TYPE ‘A’ [/underlined]
+ GAUGE
[/Grouped together]
(MK .302) = [underlined] PLUG. [/underlined] FOR HAMMERING IN BROKEN PULL THROUGH. THEN USE BUSH + BIT.
[Page break]
[Underlined] A.P. 1641. [/underlined] (B) VOL I.
[Underlined] VICKERS GAS OPERATED M. GUN. [/underlined] .303 (CONTD)
[Underlined] 4 TYPES IN ALL. ALL MK I BUT Nos 1-4. [/underlined] ALL AIR COOLED.
No 1 MK I [Underlined] AIR [/underlined] FREE GUN.
No 2 MK I [underlined GROUND. [/underlined] (FIRED FROM HIP OR SHOULDER. (PISTOL GRIP) WOOD.
No 3 MK I USED IN [underlined] TURRETS. [/underlined]
No 4 MK I SAME TYPE AS GROUD. [Underlined] USED IN ARMOURER CARS [/underlined] (SHOULDER + PISTOL GRIPS ARE MAKE OF [underlined] RUBBER [/underlined]) (700 R.P.M.)
950 R.P.M. 2 TYPES MAGZS. 60 + 100. (5 LEFT. HAND BARRLE GROVES.
[Underlined] STRIPPING FOR CLEANNING. [/underlined]
1. SEE GUN IS UNLOADED.
2 REMOVE SIGHTS + DEFLECTOR BAG
3 BODY EXTENSION + SPADE GRIP.
4 RETURN SPRINGS + RODS.
5 BREECH BLOCK + PISTON
6 FLASH ELIMINATOR
7 BARRLE STRAP + YOKE
8 BARRLE + GAS CYLINDER – (PART FROM BODY.)
9 GAS PLUG.
[Underlined] SAFTY DEVICES [/underlined]
5/16” HORIZANTOL SURFACE.
GAS ESCAPE HOLE (WITH F. PIN HOLE)
UNLOCKING + LOCKING CAMS.
SAFTY CATCH.
[Page break]
[Underlined] V.G.O. [/underlined] (CONTD)
[Underlined] No I MK I. [/underlined]
[Diagrams of Vickers Gun identifying parts and different Marks]
[Page break]
[Underlined] GAUGES V.G.O. [/underlined] (CONTD)
.064 - .074 (REMOVE EXTRACTOR) CARTRIDGE HEAD SPACE.
IF TOO MUCH CART. HEAD SPACE CHANGE [underlined] BARRLE STRAP. [/underlined].
[Underlined] FIRING PIN PROTRUSION GAUGE [/underlined] [Diagram] FOR V.G.O.) (.038 RADIS)
TAKE OUT EXTRACTOR – REMOVE BARRLE + G. CYLINDER, PUT GAUGE IN REPLACE STRAP – DO UP LOCKING NUT – CLOSE B. BLOCK SLOWLEY. WHEN REPLACING NEW F. PIN MESURE 1ST WITH 2” MIC. TO 1.904 – 1.907.
.303 ENTERS. .307 (SHOULDN’T PASS RIGHT THROUGH) .308 (CORD WEAR)
No 2 PLUG LEAD. LINE ON GAUGE .6 – 1 1/2” – 2 1/2” – 4”.
[Underlined] MAGAZINES [/UNDERLINED] 2 TYPES.
No 1 MK I (60R) [inserted] 3 1/2 [underlined] TURNS [/underlined] [/inserted] No 2 MK I (100R)
[Diagram]
[Underlined] INSPECTIONS. [/underlined] SAME AS [underlined] LEWIS [/underlined]
‘A’ BEFORE FLYING – CLEAN OIL FROM ALL GAS AFFECTED PARTS.
‘B’ BETWEEN FLYING - ASK FOR SNAGS – REPLACE USED AMMO. CHECK GUN.
‘C’ AFTER FLYING + FIRING – STRIP GUN. CLEAN GAS A. PARTS IN TYPE A OIL. ASSEMBLE.
‘D’ AFTER FLYING NO FIRING. CHECK.
‘E’ AFTER 120 HRS FLYING. NO FIRING. CHECK.
[Boxed] ‘F’ [/boxed] EVERY INSPECTION ON KIT (30X. 50. 50X. 50XX. MAJ.) AFTER FIRING,
REMOVE GUN. – STRIP – USE. GAUGES ON BARRLE. CHECK TRIGGER MECHANISM.
[Page break]
[Underlined] STOPPAGES [/underlined] 1.2.3. [Underlined] V.G.O. [/underlined] (CONTD)
[In margin] No 1 STOPPAGE [/in margin]
MISSFIRE – RECOCK
SLUGGISH MAG. (WEAK SPRING.) – REPLACE.
EMPTY MAG. – REPLACE NEW ONE.
BROKEN FEED PEICE OR SPRING. – CHANGE BREACH BLOCK.
BROKEN FIRING PIN. – CHANGE BREACH BLOCK.
FAULTY GAS PLUG. – REPLACE FOR FRESH.
WEAK RETURN SPRING. – REPLACE FOR NEW.
[In margin] No 2 [/in margin]
SEPERATED CASE – REMOVE.
FULL DEFLECTOR BAG – EMPTY.
[In margin] No 3 [/in margin]
BROKEN EXTRACTOR OR SPRING. – REPLACE BREECH BLOCK
BROKEN EJECTOR – NEW ONE
MISS ALINED ROUND – CLEAR. TAKE OF MAG.
SEAR BUFFER SPRING SLEVE
SEAR BUFFER SPRING SLEVE PLUG
SEAR BUFFER SPRING
SEAR BUFFER PLUNGER.
SEAR AXIS IN (EARLONGATED SLOT)
SEAR (STEP + LUG.
SEAR STOP
AXIS PIN (FOR SEAR CATCH)
SEAR CATCH (FORKED)
TRIGGER AXIS PIN
TRIGGER + TRIGGER ROD.
(STRIP TRIGGER ROD)
TRIGGER ROD CAP
TRIGGER ROD SPRING.
TRIGGER ROD SPRING SLEVE
SEAR CATCH SPRING.
[Page break]
[Underlined] AP. 1641. (C) VOL 1-2. [/underlined]
[Underlined] .303 BROWNING. M.G. MK II [symbol] [/underlined]
[Underlined] GENERAL DISCRIPTION [/underlined]
RATE OF FIRE – 1150 R.P.M.
LENGTH OVERALL 3’ 7”
APPROX WEIGHT. 22 lbs.
BARRLE LENGTH 24”
GROVES 5
LEFT HAND TURN 1 IN 10”
TYPES OF MK II [symbol] WITH FLASH ELIMINATOR FOR OR AS TURRET GUNS.
WITH MUZZLE ATTACHMENTS FOR WING INSTALLATIONS
METHOD OF COOLING – BY AIR FLOW OVER BARRLE. THE GUN IS PURELY DESIGNED AS AN AIRCRAFT M/G. AND IS UNSUITABLE FOR GROUND USE.
METHODS OF FIRING, - HAND, - PNEUMATICALLY, - HYDROMATICALLY - + ELECTRICALLY.
[Underlined] AMMO [/underlined] OF ALL TYPES [underlined] .303 [/underlined] (S.A.A) CAN BE USED.
[Page break]
[Underlined] BROWNING .303 [/underlined] MK II [symbol]
THE SEAR – BENT – SEAR RETAINER – SEAR REATINER SPRING – SEAR SPRING RETAINER KEEPER + PIN.
STRIPPING.
1. FLASH ELIM.
2 BACK PLATE
3. RETURN SPRING + ROD
4. COCKING STUD.
5 BEECH BLOCK.
6 LOCK FRAME.
7 BARRLE EXT.
[Underlined] 8 BARRLE [/underlined]
[Underlined] BARRLE EXTENSION. [/underlined]
1. BARRLE LOCKING SPRING.
2. LOCKING PEICE.
B.BLOCK GUIDES.}
EXTRACTOR TOP + SIDE CLEARANCES} F.
T SHAPE PROJECTION}
[Underlined] BEECH BLOCK [/underlined]
1 TRANSPORTER.
-EJECTOR
- HORN + STEP
- CLAW
- PLUNGER + SPRING
2 SWITCH PLATE + STOP
3 COCKING LEAVER + PIN.
4 SEAR SPRING RETAINER KEEPER.
5 SEAR SPRING RETAINER
6 SEAR SPRING
7 SEAR RETAINER
8 SEAR
9. FIRING PIN.
- 2 BENTS
- STRIKER
- SLOT
- SPRING
FIXED
-CART. RIM GUIDES.
- TRANSPORTER STOP.
- BENT – (REAR SEAR)
- CAM GROVES.
- LOCKING RECESS. (LOCKING PEICE)
[Page break]
[Underlined] LOCK FRAME. BROWNING. 303. MK II [symbol] [/underlined]
1 ACCELERATOR.
2 BARRLE (RET.) SPRING + PLUNGER.
3 REAR SEAR LEAVER
4 REAR SEAR
5 BARRLE RET. SPRING SOCKET +
REAR SEAR BUFFER SPRING.
6 R.S BUFFER SP. WASHER
[Underlined] 7. R.S. CRADLE BREECHING UP [/underlined]
[Underlined] ADJUSTMENT OF CARTIDGE HEAD SPACE. [/underlined] (BREECHING UP.)
[Underlined] OVER BREECHED [/underlined] BARRLE SCREWED TOO TIGHTLY UP TO B.EXTENSION; RESULTING IN [underlined] NOT [/underlined] ENOUGH CART. H. SPACE. [Underlined] DETECTED [/underlined] BY BARRLE LOCKING NOTCHES BEING VISIBLE. [Underlined] RESULT [/underlined] GUN [underlined] WILL NOT FIRE. [/underlined]
[Underlined] UNDER BREECHER [/underlined] BARRLE [underlined] NOT SCREWED UP TIGHT ENOUGH [/underlined] TO BARRLE EXTENSION; GIVING TOO MUCH CART. H. SPACE.
[Underlined] DETECTED [/underlined] BY INDEPENDENT MOVEMENT OF BREECH BLOCK.
[Underlined] RESULT [/underlined] OF UNDER BREECHING. – SEPARATED CASE. ([underlined] STOPPAGE. [/underlined])
[Page break]
[Underlined] BROWNING. MK II [symbol] 303. [/underlined]
[Underlined] CHANGING FEED DIRECTION [/underlined]
[Underlined] BREECH BLOCK. [/underlined] CHANGE SWITCH PLATE TO L OR R
[Underlined] CHANGE EJECTOR [/underlined] LEFT OF TRANSPORTER FOR R.H. FEED
RIGHT OF TRANSPORTER FOR LEFT H FEED
[Underlined] BREECH COVER [/underlined]
CHANGE FEED LEAVER + P+S R.H. FEED BOTTOM HOLE
L.H. FEED TOP HOLE
CHANGE FEED PAWL + FEED PAWL LEG ON FEED SLIDE.
[Underlined] FEED WAY SIDE OF FEED [/underlined]
CHUTE LUGS (2)
BELT RETAINING PAWL + SPRING
[Underlined] OPPOSITE SIDE [/underlined] (FROM FEED)
CHUTE LUGS (2)
BULLET STOP.
CART. STOP.
FILLING PEICE.
[Underlined] BREECH COVER [/underlined] NAMES OF PARTS.
FEED LEAVER BUSH
FEED LEAVER S + PLUNGER
FEEDER SLIP
FEEDER PAWL + SPRING
FEEDER PAWL LEG
TRANSPORTER GUIDE SPRING
TRANSPORTER RAMP (F)
BREECH COVER CATCH + SPRING.
BARRLE CASING (F)
TRUNNION BLOCK (F)
BLAST TUBE ADAPTOR
BREECH CASING (F)
LOCKING PEICE CAM
LOCKING LEAVER BRACKET (F)
TRANSPORTER CAMS. REAR + FRONT (F)
[Page break]
[Underlined] FIRING MECHANISMS [/underlined]
[Underlined] R.S.R. [/underlined] – REAR SEAR RELEASE. 4 TYPES.
[Underlined] F + S. [/underlined] FIRE + SAFE UNIT. 2 TYPES (WORKS SEAR)
R.S.R. F+S UNIT WHERE USED. EXAMPLE.
1. MANUAL. MANUAL RANGE ONLY –
2. PNEUMATIC (120-) PNEUMATIC (80) ALL FIGHTER A/C. HURRICANE SPITFIRE.
3. HYDRAULIC (300) MANUAL ALL F/N TURRETS BOMBERS.
4 ELECTRIC MANUAL B.P. TURRETS. BOMBERS + FIGHTERS.
[Underlined] ALWAYS SET TO SAFE (LOADIING + UNLOADING.) [/underlined]
WHEN LOADING (BROWNING 303.) [Underlined] WITHOUT [/underlined] (PNEUMATIC ) OR WITH Nos 1 -3-4 OF ABOVE, FEED BELT OVER BELT RETAINING PAWL; (BREECH COVER CLOSED) COCK – FIRE – COCK – LEAVE COCKED FOR MANUAL F+S.
[Underlined] LOADING PNEUMATIC ONLY [/underlined] FEED BELT, COCK + FIRE [underlined] TWICE [/underlined] LEAVE [underlined] BREECH BLOCK FORWARD. [/underlined]
[Underlined] UNLOADING [/underlined] LIFT COVER REMOVE BELT, COCK + FIRE ONCE, [underlined] LOOK [/underlined] ON BREECH FACE FOR [underlined] LIVE ROUND. [/underlined].
[Page break]
[Underlined] MECHANISM BROWNING [/underlined] .303 MK IIx
[Underlined] BACKWARD MOVEMENT [/underlined]
1 ACTION OF RECOIL
2 ACTION OF THE GASSES IN THE MUZZLE CHOKE.
3 BACKWARD ROTATION OF THE ACCELERATOR
4 UNLOCKING OF THE BREECH BLOCK
5 BACKWARD MOVEMENT OF THE BREECH BLOCK (COMPRESSING RETURN SPRING).
(A) ACTION OF THE TRANSPORTER
(B) EXTRACTION + EJECTION
(C) THE COCKING ACTION
6 FIRST ACTION OF THE BELT FEED.
[Underlined] FORWARD MOVEMENT [/underlined]
ACTION OF THE RETURN SPRING + BARRLE RETURN SPRING.
LOCKING OF THE BREECH BLOCK
FORWARD ACTION + RAISING OF THE TRANSPORTER
RETURN OF THE COCKING LEVER.
SECOND ACTION OF THE BELT FEED
FIRING OF THE CARTRIDGE.
(ACTION OF THE REAR SEAR.)
[Page break]
[Underlined] SAFTY DEVICES BROWNING .303 [/underlined] MK II [symbol] A.P. 1641. (C)
1. LOCKING OF THE BREECH.
2 LOCKING OF BREECH 5/10” BEFORE COMPLETION OF FORWARD MOVEMENT (STRAIGHT FACE)
3 5/16 BREECH REMAINS LOCKED. ([underlined] BACKWARD MOVEMENT [/underlined].)
4 LOCKING LEVER BRACKET HOLDING COCKING LEVER FORWARD (SEAR WILL NOT WORK)
5 REAR SEAR (ALWAYS HOLDS B. BLOCK TO REAR WHEN FIRING IS FINNISHED. SAVES ([underlined] COCKED ROUND [/underlined]))
[Underlined] DUNLOP PNEUMATIC SYSTEMS [/underlined] A.P. 1641 (E)
[Underlined] HIGH PRESSURE SYSTEM [/underlined] 1800 LBS □” AIR CONTAINER - A OR B TYPE REDUCING [inserted] (1800 TO 150) [/inserted] VALVE (HUDSON A/C).
[Underlined] LOW OR 200LBS □” [/underlined] PRESSURE SYSTEM. E.D.C ON A/C ENGINE. GIVES CONTINUOUS AIR PRESSURE WHEN IN FLIGHT. NO AIR CONTAINER OR REDUCER VALVE NEEDED
[Underlined] 350lbs □” PRESSURE SYSTEM [/underlined] AS PER DIAGRAM. GENARLY USED FIGHTER A/C FOR .303 BROWNINGS. WHEN TESTING SYSTEM MORE THAN 5lbs□” DROP MEANS LEAK.
[Diagram of [underlined] 350lbs LOW PRESSURE SYSTEMS. [/underlined]]
350 TO 150 REDUCING VALVE WORKS WITH FLEXIBLE METALLIC BELLOWS.
[Page break]
[Underlined] COLT A/C M-G .5 (YANKY.) [/underlined]
[Underlined] .5 BROWNING GUN. A.P. 1641. (L) VOL I-II. [/underlined]
RATE OF FIRE – 800 R.P.M. (APPROX) ADJUSTABLE TO 400 R.P.M. THROUGH OIL BUFFERS AT REAR.
([Underlined] WEIGHT 64 lbs [/underlined])
AMMO .5 RIMLESS. MUZZLE VELOCITY 2530 F.P.S.
RIFLING R.H 8 GROVES 1-15”. No 1 FIXED No 2 FREE
[Underlined] DIFFERENCES BETWEEN .5 + .303. [/underlined]
RECOIL ACTION (NOT GAS ASSISTED) AS .303.
OIL BUFFER ASSEMBLY REPLACES REAR SEAR MECHANISAM
FIXED TRANSPORTER GUIDE DEPRESSES SPRING GRADED REAR TRANSPORTER CAM
EJECTOR IS NOT MOVED WHEN CHANGING FEED
TWO SPRINGS ON RETURN SPRING ROD.
[Underlined] BREECH BLOCK. [/underlined] FIXED TRANSPORTER GUIDE. (NOT PLUNGER + SPRING)
FIRING PIN SPRING + SEAR RETAINER
SEAR SLIDE [Diagram]
SEAR. BENT + CAM FOR SEAR SLIDE.
LUG – NOT ACCELERATOR FACE + BENT.
CUTAWAY PORTION TO BALANCE WEIGHT OF TRANSPORTER.
[Underlined] LOCK FRAME [/underlined] DETENT SPRING DEPRESSORS
LOCK FRAME RETAINING SPRING.
[Page break]
[Underlined] .5 BROWNING M.G. [/underlined] A.P. 1641(L)
[Underlined] BARRLE EXTEN. [/underlined] LOCKING PEICE HAS ON CLEARANCE FOR FIRING PIN
1 TOP + SIDE EJECTOR CLEARANCE. SHANK (NOT T SHAPE)
[Underlined] FEED WAY [/underlined] FRONT + REAR CART. STOPS. LINK RETAINER
FEED ADATOR WITH LEFT HAND FEED. ([Underlined] NOT USING R. CART. STOP)
[Underlined] TRIGGER MECHANISM .5 BROWNING M.G. [/underlined]
[Diagram]
No 1 – MK I GUNS ONLY (NO LEVERAGE)
No 2 - No 1 MK II GUNS SYNCHRONISED + WITHIN PILOTS REACH (CAM + ROLLER
No 3 ALL MK II GUNS OTHER THAN WHEN No 2 MECHANISM IS USED.
[Underlined] FEED. DOUBLE LINK IN ALWAYS. [/UNDERLINED]
[Underlined] LOCKING OF THE BREECH FIRE + SAFE UNIT. [/underlined]
[Underlined] COCKING LEVER 3/4“ BACKWARD MOVEMENT [/underlined] (DELAY FOR GASSES
[Page break]
.040 - .050 [Underlined] OIL BUFFER [/underlined] (.5 BROWNING M.G. AP
[Diagram]
[Underlined] BACKWARD MOVEMENT [/underlined] OF RECOILING PORTION
VALVE + PISTON ARE TOGETHER + OIL PASSES THROUGH PORTS ONLY
[Underlined] FORWARD MOVEMENT. [/underlined] PISTON + VALVE ARE APART + OIL PASSES THROUGH HOLES + PORTS OF PISTONS + PORTS + AXIS HOLE ON VALVE.
[Underlined] GAUGES [/underlined] [Diagram]
.498 THROUGH BARRLE. (USE GAUGE ON ROD)
CHAMBER END
.513 (CHAMBER REJECT GAUGE) IF ENTERS TO END NEAR HANDLE – BARRLE IS U/S.
.030 SHOULD NOT ENTER UNDER SWITCH PLATE.
.040 - .050 AJUST OIL BUFFER PISTON + VALVE (TO SAME)
[In Margin] ON COMBINATION TOOL [/in margin]
.074 + .082 STRIKE PROTRUSION
.090 DIAMETER OF STRIKER [Diagrams]
.868 + 7 [inserted] [Underlined] THOU [/underlined] [/inserted] FEELER = 875. (868 ENTERS ON FEEDWAY + WITH 7/1000 IS U/S)
.116 OF AN INCH} TIMIMG OF FIRE + SAFE.
.110 OF AN INCH + .080}
[Page break]
[Underlined] FIRING MECHANISMS .5 BROWNING M.G. [/underlined] A.P.1641. (L)
[Underlined] TWO TYPES G4 + G5 [/underlined] (G5 MOD TYPE WITH CLOSED TERMINALS) OTHER TYPES IN USE).
SCREW AJUSTING COLLAR [underlined] OUT [/underlined] TO INCREASE PROTRUSION OF PLUNGER
SCREW AJUSTING COLLAR [underlined] IN [/underlined] TO DECREASE PROTRUSION OF PLUNGER
[Underlined] TIMMING [/underlined] (USING .116) WITH GAUGE IN POSITION – PRESS PLUNGER GUN SHOULD NOT FIRE.
REMOVE GAUGE – PRESS PLUNGER – LET BREECH BLOCK FORWARD – GUN SHOULD FIRE.
[Underlined] TIMMING [/underlined] USING (110/.080)
WITH .110 GAUGE IN POSITION – PRESS PLUNGER – GUN SHOULD NOT FIRE.
WITH .080 GAUGE IN POSITION – PRESS PLUNGER – GUN SHOULD FIRE.
[Underlined] MK I [/underlined] M G 53.A. ON RIGHT SIDE OF PLATE. (UNDER FEEDWAY)
BREECH COVER CATCH ON TOP. BARRLE CASING CRIMPED TO RETAIN MUZZLE BEARING.
[Underlined] MK II [/underlined] MG. 53.2 OR M2 ON R.H. SIDE PLATE. TOP L H CORNER.
BREECH COVER PLATE CATCH ON SIDE. SAFTY CATCH FOR BACK PLATE CATCH.
SPECIAL TRUNNION BLOCK ADAPTOR.
[Underlined] INSPECTIONS. [/underlined] ‘A’ SAME AS .303 + 1. SEE OIL BURNERS FULL. 2. (A).
2A. TEST TIMMING OF FIRE + SAFE. 2(B) SYNCHONIZING MECHANISM TEST. (NOTE. WHEN GUNS ARE SYNED FEED ONLY 1 ROUND)
‘B’ SAME AS .303. ‘C’ SAME AS .303 CHECK OIL BUFFER FOR LEAKS
‘D’ + ‘F’ SAME AS .303.
[Page break]
MACHINE CARBINE STEN MK II + MK III [Underlined] P.A.P 35 [/underlined]
[Underlined] RANGE [/underlined] 10/100 YDS [Underlined] BARRLE [/underlined] 7.8” LONG
[Underlined] RATE OF FIRE. [/underlined] 550 R.P.M. (APROX) – SINGLE SHOTS. [Underlined] AMMO. [/underlined] 9MM. RIMLESS.
[Underlined] RIFLING. [/underlined] R.H 6 GROOVES. 1 TURN IN 260MM. [Underlined] MAGZ. [/underlined] BOX TYPE 32 ROUNDS.
[Underlined] STRIPPING SEQUENCE [/underlined] FIRST SEE GUN IS UNLOADED
1) BUTT
2) RETURN SPRING HOUSING [underlined] CAP. [/underlined] RETURN SPRING HOUSING. RETURN SPRING.
3) COCKING HANDLE.
4) BREECH BLOCK (FIRING PIN – EXTRACTOR - + SPRING – BENT – FEED RIBS – EJECTOR GROOVES – CLEARANCE
5) BARRLE GROUP (MK II.) BARRLE – BARRLE NUT – B. NUT CATCH RATCHET. – BARRLE SLEEVE.
6 TRIGGER MECHANISM COVER
7) TRIGGER SPRING.
8) TRIPPING LEVER PAWL.
9) SEAR + AXIS PIN.
10) CHANGE LEVER.
11) TRIGGER AXIS PIN
12) TRIGGER + TRIPPING LEVER.
13) MAG. HOUSING PLUNGER
14) MAG. HOUSING PLUNGER SPRING.
15) BARRLE NUT CATCH
16) MAG. CATCH RETAINER
17) MAG CATCH + SPRING.
[Underlined] REVEARSE TO REASSEMBLE. [/underlined]
MK III NO BARRLE GROUP OR STRIPPING OF MAG. HOUSING.
[Page break]
[Underlined] MACHINE CARBINE STEN [/underlined] MK II + MK III [Underlined] P.A.P 35. [/underlined]
1 TRIGGER
2 TRIPPING LEVER
3 CHANGE LEVER
4 SEAR
5 PAWL
6 TRIGGER SPRING
7 NOTCHES
[Diagram] [Underlined] STEN CARBIN TRIGGER MECHANISM. [/underlined]
[Underlined] STOPPAGES [/underlined] COCKING HANDLE [Underlined] FORWARD [/underlined] 1ST
[Underlined] IMMEDIATE ACTION [/underlined] COCK GUN
(1) MISS FIRE
(2) BROKEN OR DIRTY FIRING PIN
(3) EMPTY MAG
[Underlined] 2ND POSITION COCKING HANDLE NOT RIGHT FORWARD. [/underlined]
IMMEDIATE ACTION COCK + LEAVE COCKING HANDLE IN [underlined] SAFTY [/underlined] RESESS (EXAMINE EJECTION [underlined] OPENING. [/underlined]
(1) DAMAGED MAG OR MAG LIPS.
(2) FAULTY EXTRACTION
(3) FAULTY EJECTION
(4) SEPERATED CASE (NO TOOL MADE FOR SAME).
[Underlined] INSPECTIONS ‘A’ BEFORE FIRING
‘B’ AFTER FIRING
‘C’EVERY 6 MONTHS WHEN IN STORE
‘D’ AFTER 2,500 ROUNDS .
[Page break]
[Underlined] SHOT GUNS [/UNDERLINED]
[Underlined] VICKERS VANGUARD [/underlined] SINGLE BARRLE 12 bore – (1/12lb SHOT.)
3 PEICE TAKE DOWN – TO CLEAN BARRLE.
1) PRESS TOP LEVER TO R. + BREAK GUN TO SEE ITS UNLOADED.
2) TAKE OFF FORE END
3) PRESS TOP LEVER BRAKE GUN + REMOVE BARRLE FROM ACTION + BUTT GROUP.
[Underlined] ACTION OF TOP LEVER. [/underlined]
1) WITHDRAWS LOCKING BOLT
2) WITH LOCK BOLT WITHDRAWN, GUN CAN BE BROKEN + CART. INSERTED.
3) GUN IS AT SAFE IN HALF-COCKED POSITION.
[Underlined] SAFTY ARRANGEMENTS [/underlined]
IN THE HALF-COCK POSITION, TRIGGER BEING ENGAGED IN UNDERCUT HALF BENT OF HAMMER, CANNOT BE ROTATED.
[Diagram]
[Page break]
ACTION OF TOP LEVER [Underlined] WEBLY + SCOTT. [/underlined] DOUBLE BARRLE (12 bore) A.P. 1668 (B)
1) WITHDRAWS LOCKING BOLT.
2) WITH LOCKING LEVER WITHDRAWN GUN CAN BE BROKEN + 2 CART. CAN BE INSERTED.
3) [Underlined] GUN SET AT SAFE [/underlined] [Underlined] SAFTY ARRANGEMENT. [/underlined]
SAFTY ARM IS PUSH TO THE REAR BY THE LOCKING BOLT + STUD. SAFTY ARM IS POSITIONED OVER TRIGGER PREVENTING IT FROM ROTATING.
[Underlined] CLEANING FOR LEADENING [/underlined]
1) PHOSPHOR BROZNE BRUSH (USING YOUNGS CLEANER. (-NEAT).)
2 PLACE FLANNEL PATCH ON JAG. (USING 50% YOUNGS + 50% WATER)
3) DRY OUT WITH NEW FLANNEL.
4) POLISH WIGH LAMBS WOOL MOP.
5) IF GUN IS GOING TO BE STORED OR NOT USED FOR A TIME LEAVE THIN FILM OF YOUNGS CLEANING OIL (NEAT) ON INTERIOR OF BARRLE.
[Page break]
[Underlined] CLAY PIGEON TRAP [/underlined] AP. 1668 (B)
THROUGH A PIGEON 20/85 YDS.
[Underlined] BASE PLACE [/underlined] (BOSS) [Underlined] SWIVEL BLOCK [/underlined] (FORK + TRUNNONS + SWIVEL + FRAME)
[Underlined] ELEVATION CLAMP [/underlined] SCREW + WHEEL
[[Underlined] BODY /[underlined] COLLAR – QUADRANT.- QUADRANT STUD.- QUADRANT PAWL + SPRING. THOWER ARM + CARRIER.
RELEACE LEVER + SPRING.
[Underlined] INSIDE [/underlined] MAINSPRING – TENSIO ROD + WHEEL – FRONT + REAR BODY CAPS.
[Underlined] NOTE [/underlined] TO STRIP THE TRAP OR MAKE ANY AJUSTMENTS TO THE MAINSPRING IT IS NECESSARY TO PARTIALY COCK THE TRAP SO THAT THE REAR BODY CAP MAY BE REMOVED. RELAX THAT [inserted] SMALL [/inserted] TENSION BEFROE AJUSTING.
[Diagrams]
[Underlined] AFTER USE. [/underlined] 1) ENSURE TRAP IS UNCOCK
2) REMOVE THROWER ARM
3) WIPE TRAP WITH OILY RAG.
[Underlined] MAINTENANCE [/underlined]
[Underlined] BEFORE USING [/underlined] (1) INSPECT + TEST.
(2) REMOVE GREASE FROM HANDLES OF RELEASE ARM + THROWING ARM.
(3) OIL QUADRANT SHANK.
[Underlined] MONTHLY [/underlined]
1) INSPECT + TEST.
2) CLEAN WITH TYPE ‘A’ / RUST CAN BE REMOVED WITH SCRATCH CARD + EMMERY
3) LUBRICATE – GREESE.
4) TEST SECURITY ON FOUNDATION
[Page break]
(6 WEEK.)
[Underlined] 20 M/M HISPANO SUIZA GUN [/underlined] AP. 1641 (F).
20 M/M 0R .787” SHELL FIRING GUN (NOT A CANNON.) 650 R.P.M
WEIGHT 109lbs. – LENGTH 8”.2 1/2 – RIFLING 9 – R.H. GROOVES
M. VELOCITY. 2880 F.P.S – GAS ASSISTED WITH RECOIL.-
ONLY 2 FIXED PORTIONS FRONT MOUNTING UNIT + MAG. CARRIER
MK I GUN. WITH MK I BACK BLOCK. ROUND STUD; SQUARE GROVES [Diagram]
MK II GUN WITH RE ENFORCEMENTS, ON BODY; BACK BLOCK IS HELD ON IN AN INCLINE SLOT [Diagram] MK II BACK BLOCK HAS LONG FLAT CATCH + SLOT.
[Underlined] 20 M/M BARRLES [/underlined] 5PTS. AMMONIA .880 S.P.G (FOR REMOVING [underlined] COPPER [/underlined] FOULLINGS. 20 M/M ONLY
4 1/2 PTS DIST. WATER
MIX + ADD 1 1/4 lbs AMMONIA PURSULPHATE.
POUR INTO BARRLE FOR 3 HRS – DRY OUT – REGAUGE – REPEAT IF GAUGE WILL NOT PASS.
[Underlined] DIFFERANCE BETWEEN CANNON + MACHINE GUN. [/underlined]
M-GAS 20 M/M USES SHELLS – SHELL SMALLER THAN BORE, BEING DRIVEN BY [underlined] COPPER DRIIVING BAND. [/underlined] GIVING INGRAVING PROSESS AS .303 .300 .5
[Underlined] MACHINE [/underlined] GUN .303-.300-.5 BULLET SAME SIZE AS RIFLING; WHEN BULLET PASSES UP BARRLE INGRAVING PROSESS TAKES PLACE.
[Underlined} CANNON [/underlined] NO RIFLING, PROJECTILE ROUND + SMALLER THAN BARRLE.
[Page break]
[Underlined] HISPANO SUIZA [/underlined]
[Underlined] MAGS [/underlined] (3 TYPES) [Underlined] 20 M/M SHELL FIRING GUN. [/underlined] A.P 1641 (F).
(1) M.A.R.C.O (2) AUSTIN. (3) AUSTIN (WITH INPELLOR)
EACH MAG WILL HOLD 60 ROUNDS.
INPELLOR OR (BOOST) GIVES BOOST TO FIRST 40 ROUNDS.
TO LOAD MAG, OR TO PUT TENSION ON; WIND ANTI CLOCK WISE.
TO UNLOAD MAG, OR TO TAKE TENSION OFF; WIND CLOCK WISE.
TO [underlined] STORE [/underlined] MAGAZINES; PUT ON SIDE WITH MOUTH UP [Diagram]
[Underlined] TO STRIP [/underlined] TAKE TENSION OFF, SPRING (HOUSING) COVER [inserted] FRONT COVER [/inserted] (7 SCREWS)
REMOVE TENSIONING TUBE, CLOCK SPRING + HOUSING, GO TO THE REAR TAKE OF COLLAR HELD BY SCREW, NEXT COMES OUT FEED ARM AXIS TUBE, WITH FEED ARM, LINK + GUIDE.
[Underlined] INITIAL [/underlined} TENSION [underlined] 10-14 [underlined] lbs ON A [underlined} 12” [underlined} BAR. WITH 3/4 TURN WHEN LOADING TAKE SPRING CLIP OR PIN OUT OF INPELLOR SHAFT. THEN LOAD, WHEN FULL PUT 5-6 TURNS ON INPELLOR SPRING AND REPLACE PIN. (CLEAN MAG AFTER 6 FILLINGS (360 ROUNDS)
[Diagram] (A) [Underlined] BEFORE MAG IS LOADED [/underlined] CHECK INITIAL TENSION. CHECK MAG. 1 CHECK FOR DENTS. 2 EXAMINE TIE RODS. – ROLLERS.
‘B’ [Underlined] AFTER FIRING {/underlined] REMOVE + CHECK FOR DAMAGE REMOVE FOULING WITH TYPE ‘A’ 6TH FILLING WASH OUT 50/50 A.F. + PARPHINE ALLOW TO DRAIN.
IF STOPPAGES HAS ACORD PUT MAG ASIDE FOR INSPECTION
[Page break]
[Underlined] INSPECTIONS [/underlined] CONT.) 20 M/M [Underlined] HISPANO SUIZA SHELL FIRING M. GUN [/underlined]
‘C’ [Underlined] EACH MONTH WHEN MAG IS IN USE. [/underlined] REMOVE INITIAL TENSION, TO SRIP + CLEAN MAG (TYPE A OIL). INSPECT FOR DAMAGE. LUBRICATE MOVING PARTSWITH A.F OIL. ENSURE FEED ARM MOVES FREELY IN ITS BRACKET. EXAMINING HOLES IN SPRING FOR WEAR; + SPRING CATCH ON TUBE. PUT MAG TOGETHER + PUT ON INITIAL TENSION.
‘D’ EACH MONTH WHEN IN STORE. STRIP. CHECK FOR RUST - + REMOVE. OIL ALL MOVING PARTS WITH A.F OIL ASSEMBLE + TENSION.
INITIAL TENSION ON ALLWAYS. (IN USE + STORES)
NO [underlined] MAG [/underlined] MUST STAY LOADED FOR MORE THAN 48 HRS.
[Underlined] WORKING OF GUN [/underlined] (MECHANISM)
1. COCKING – FORWARD ACTOINS – A -D
(A) RELEASE OF THE SEAR
(B) FEEDING OF THE ROUND OR SHELL.
(C) LOCKING OF THE BREECH
(D) FIRING OF THE SHELL.
RECOIL. (A) RECOIL ASSEMBLY. –(B) FRONT MOUNTING UNIT.
BACKWARD ACTIONS A-D.
(A) UNLOCKING OF THE BREECH
(B) EXTRACTION + EJECTION
(C) RETURN + BUFFER SPRING.
(D) RE-ENGAGEMENT OF SEAR.
[Page break]
AP. 1641 (F).
[Underlined] 20 M/M HISPANO SUIZA SHELL FIRING M. GUN [/underlined]
[Underlined] MECHANISM [/underlined] (CONT) [Diagrams]
1 UNLOCKING PLATES
2 BREECH BLOCK
3 LOCKING PEICE
4 LOCKING SHOULDER
5 LOCKING RAMPS
6 STRIKER OR F PIN
1 LOCKING PEICE
2 SEAR
3 SEAR SLIDE
4 A FIBRE COUSHION
B PLATE
C STUDS
D SEAR STUD SPRING
5 SEAR SPRING + PLUNGER
6 RAMPS
7 F + SAFE PAWL
8 TRIGGER ROD + ROLLERS
9 SEAR CAM
10 BANJO CANNECTION + VALVE
[Underlined} SAFTY ARRANGEMENTS [/underlined]
1) LOCKING PEICE MUST DROP DOWN ONTO LOCKING SHOLDER . IF BREECH AS. IS NOT HOME ACTION WILL NOT HAPPEN
2) LOCKING PLATES CANNOT MOVE FORWARD ALONE [inserted] (FROM BREECH BLOCK) [/inserted] UNTILL LOCKING PEICE IS HOME ON [underlined] LOCKING SHOULDER [/underlined].
3) SURE ENGANGEMENT OF LOCK-PEICE WITH LOCK-SHOULDER IS MADE BY FLATS ON LOCKING PEICE + UN L. PLATES
4) FIRING PIN CANNOT GO FORWARD UNTILL [underlined] UNLOCK PLATES [/underlined] ARE RIGHT FORWARD.
IF GUN IS AT SAFE, IT CAN BE COCKED OWING TO THE CUT AWAY PORTION ON THE TRIGGER ROD. [Diagram]
[Page break]
[Underlined] AP. 1641. (F) [/underlined]
[Underlined] BELT FEED MECHANISM) 20 M/M HISPANO SUIZA SHELL FIRING MACHINE GUN [/underlined]
[Underlined] REQUIRED [/underlined] BEFORE BELT FEED MECHANISM CAN BE FITTED.
No 2 GAS PISTON GUIDE
MK II MOD. OR MK III MAGAZINE CARRIER
No 1 MK I MOD [underlined] RECOIL ASSEMBLIES [/underlined]
OR
No 2 MK II [underlined] RECOIL ASSEMBLIES [/underlined]
RACK OPERATING LEVER ([underlined] SHOULD BE PACKED WITH B.F.M) [inserted] FROM M/U [/inserted]
[Underlined] STRIPPING B.F.M. [/underlined]
1) ENSURE B.F.M. IS UNLOADED + NO TENSION ON SPRING.
2) REMOVE SPLIT PIN – PLUG – SPRING – PAWL
3) REMOVE RACK RETAINNING SCREW – RACK – SPRING – GUIDE.
4) REMOVE MOUTH SCREWS + TIE RODS
5) PLACE B.F.M ON REAR COVER + REMOVE FRONT COVER + MOUTH.
[Underlined]6) RELEASE 2 SPRINGS + REMOVE BODY ASSEMBLING [/underlined] (AFTER FINISHED – ALL TESTS)
1) PLACE SHAFT ON + SECURE (FEED LEVER FLATS ON CONTACT)
2) REPLACE REAR COVER. (WITH FEED LEVER ON TOP OF STOP.)
3) SET ON REAR COVER, REPLACE MOUTH, + SECURE LINK EJECTOR BRACKET ON SIDE OF MOUTH NEAREST BELT GUIDE.
4) REPLACE FRONT COVER – MOUTH SCREWS + TIERODS
5) REPLACE RACK – SPRING + GUIDE (3RD TOOTH JUST SHOWING.) [Diagram]
6) REPLACE PAWL – SPRING – PLUG + SPLIT PIN.
[Page break]
(CONT)
[Underlined] B.F.M MK I) 20 M/M HISPANO SUIZA SHELL FIRING MACHINE GUN. 1641.(F.) [/underlined]
[Underlined] MECHAICAL TEST [/underlined] B.F.M. MK I –(MK I MOD) EVERY TIME B.F.M IS USED.
1) TEST FREEDOM OF SHAFT; SHOULD HAVE FREE ROTATION IN DIRECTION OF FEED (NO COUNTER ROTATION)
2) DEPRESS RACK SEVERAL TIMES, FOR EACH DEPRESSION SPROCKETS SHOULD ROTATE ONE (1) TOOTH ONLY (NO COUNTER ROTATION)
[Underlined] FUNCTION TEST [/underlined]
MAKE UP BELT OF 16 DUMMY ROUNDS. ((USING 18; CHECK + GAUGE EACH ONE.
PICK UP BELT + SEE THAT EACH LINK + ROUND ROTATES – THEN TWIST AT 90%; TAKE 2 END ROUND, USING [underlined] CLOSED [/underlined] LINK AT END. FEED DOUBLE LINK IN, SMOOTH SIDE UP – (LINKS ON TOP))).
PUSH BELT IN B.F.M + FULLY TENSION, DRIVE OUT ROUNDS WITH WOOD, AT LEAST 10 ROUNDS SHOULD BE EJECTED BEFORE FURTHER TENSIONING
[Underlined] WEIGHTS. (B.F.M.) [/underlined]
WEIGHT OF DRIVING SPRING – NOT LESS THAN 14lbs @ 20 INCHES BAR.
SLIPPING LOAD OF SPRING BAND BRAKE - SHOULD SUPPORT 25lbs @ 20 BAR.
[Underlined] AJUST MAG. + CARRIER [/underlined] TO 10-16 THOU [inserted] .010 - .016 [/inserted] – FEELER GUAGE BETWEEN RACK OPERATING LEVER + RACK ROLLER.
[Page break]
[Underlined] 20 M/M B.F.M. [/underlined]
DIFFERENCE BETWEEN MK I + MK II MOD – MK I MOD. 4 SPROCKETS. CHROME PLATED BULLET GUIDE.
(A) [Underlined] BEFORE LOADING. [/underlined] CHECK ALL PARTS FOR SECURITY.
MOUTH SHOULD BE CLEAN + FREE FROM BURRS.
CHECK B.F.M. FOR BURRS + DENTS
CHECK LINK SHOOT – RAMP + SPRING FOR DAMAGE
MECHANICAL TEST.
(B) [Underlined] BETWEEN FLIGHTS IF FIRED [/underlined]
UNLOAD + REMOVE, EXAMINE FOR DAMAGE.
WASH OUT WITH TYPE ‘A’ OIL
(‘C’) [Underlined] DAILY IF FIRED [/underlined] SAME AS GROUP ‘B’.
(D) [Underlined] MOUNTHLY [/underlined] SAME AS ‘B’ + CHECK FOR RUST.
(‘F’) [Underlined] AFTER FIRING 500 ROUNDS. [/underlined] STRIP + CLEAN WITH TYPE ‘A’
DRY + OIL ALL PARTS (A.F. OIL) EXAMINE ALL PARTS FOR DAMAGE. ASSEMBLE + APPLY ALL TESTS. – MECHANICAL - FUNCTION – WEIGH SPRINGS – GAUGE RACK OPERATING LEVER. [Underlined] 10-16 THOU [/underlined]
[Page break]
[Underlined] 20 M/M HISPANO SUIZA S.F.M.G. [/underlined] A.P. 1641. (F)
[Underlined] FRONT MOUNTING + ASSEMBLYS. [/underlined]
[Underlined] No 1 MK I [/underlined] FRONT MOUNTING ASSEMBLY: MAG. F.G. (2 [underlined] COIL REDUCERS [/underlined])
SHORT TUBE – No 1 – SPRING – LONG SLEEVE – RECOIL REDUCER 1 NEEDED TO WORK DFM)
[Underlined] No 1 MK I MOD [/underlined] FRONT M.A. [Underlined] BELT FEED GUNS. [/underlined]
SHORT TUBE – MK I SPRING – LONG SLEEVE – MUZZLE THREED (NO R. REDUCER
[Underlined] No 2 MK I [/underlined] F.M.A. ([underlined MAG [/underlined] FEED GUN) ([underlined] BEAUFIGHTER [/underlined])
LONG TUBE – LONG [Diagram] DISTANCE COLLAR – MK II SPRING. SHORT SLEEVE + MUZZLE THEED -PRO.
[Underlined] No 2 MK II F.A. MOUNTING. BELT FEED GUN.
LONG TUBE – [Diagram] [underlined] SHORT [/underlined] DISTANCE COLLAR – MK II SPRING – SHORT SLEEVE MUZ THEED PROTECTOR.
SHORTER DISTANCE COLLAR, RELAXING TENSION ON RECOIL SPRING, ALLOWING FOR EXTRA UNIT OF RECOIL ON RACK OPERATING LEVER.
DIFFERENCE 6 3/4” – 8” IN LONG + SHORT DISTANCE COLLARS.
[Page break]
[Underlined] 20 M/M HISPANO SUIZA S.F.M. GUN [/underlined] A.P. 1641 (F)
[Underlined] FIRST SEE BARRLE IS CLEAN. MAINTENANCE [/underlined]
[Underlined] BARRLE PLUG GAUGE [/underlined] ACCEPTANCE 20.01 M/M
[Underlined] BARRLE PLUG GAUGE [/underlined] REJECT 20.12 M/M
[Underlined] FIRING PIN PROTUSION [/underlined]
(BEFORE GAUGING REMOVE EXTRACTOR)
MK I – 1.52 M/M
MK II LOW (ROCKS) – 1.712 M/M
MK I + MK II HIGH (PASSES OVER) 2.018 M/M.
[Underlined] STRIKER DIAMETER [/underlined] [Diagram] FOR DEPTH OF 4 M/M 3.355
[Underlined] STRIKER RADIUS [/underlined] FOR DEPTH OF 4 M/M 1.675
[Underlined] LENGTH OF UNLOCKING PLATE RODS [/underlined] 98.45 M/M (MINIMUM) 1 CAN BE 98.45 THE OTHER 98.50 (.005) NO MORE.
[Underlined] VARIATION OF CLEARANCE [/underlined] PERMISSABLE BETWEEN U.P.R + TAPPETS .005 THOU.
[Underlined] CLEARANCE [/underlined] BETWEEN U.P. RODS + TAPPETS .050 THOU .005 - .050 (ONLY .005 IN 2 RODS)
[Underlined] GAS PLUG SCREW, [/underlined] (2 SMALL HOLES) TEST WITH No 51 [inserted] [underlined] SHANK OF METAL DRILL [/underlined] [/inserted] DRILL SHOULD PASS. (No 50 SHOULD NOT PASS.
[Underlined] EXTRACTOR SPRING [/underlined] WEIGHT 10 – 15lbs.
[Underlined] CART HEAD SPACE [/underlined] USE CHEESE HEADED DRIFT BETWEEN BARRLE FACE + B BLOCK
PUSH BACK B. BLOCK, TAPPING ON LOCKING PEICE TO ENSURE IT IS ENGAGEDWITH LOCKING SHOULDER, TRY TO ENTER FEELLER GAUGE BETWEEN BARRLE FACE + B. BLOCK FROM UNDER SIDE. MAX. .012” THOU.
[Page break]
[Underlined] 20 M/M HISPANO SUIZA S.F.M.G. [/underlined] (A.P. 1641)
[Underlined] INSPECTIONS [/underlined] ON GUN.
[Underlined] GROUP. A [/underlined] BEFORE FIRING (ENSURE GUN IS UNLOADED.
1). COCK + DRY OUT BARRLE (6 PEICES OF 4” X 2”) OR 5-7 PEICES.)
2) CHECK SECURY OF GUN + CHECK FUNCTIONING. (BY FIRING MECHANISM.)
3) LOAD, + SET TO FIRE JUST BEFORE TAKE OFF.
(B) BETWEEN FLIGHTS.
1) ENSURE GUN IS UNLOADING.
2) OBTAIN FIRING REPORT.
3) CLEAN BARRLE + GAS AFFECTED PARTS WITH TYPE ‘A’ OIL
‘C’ END OF DAY AFTER FIRING:
SAME AS GROUP (B)
‘D’ END OF DAY GUNS NOT FIRED.
ENSURE GUN ULOADED – SET TO SAFE – COCK – CLEAN 10” -12” BY 4”
CHECK FOR RUST. – CLEAN OUT WITH TYPE ‘A’. – DRY + OIL BARRLE WITH A.F.
MOVING PARTS
‘E’ AT MAJOR INSP. GUNS NOT FIRED.
REMOVE GUNS TO ARM. STRIP. – CLEAN ALL PARTS. TYPE A -AF.
[Inserted] DRY [/inserted] [underlined] CLEAN [/underlined] MOVING – OIL WITH A.F.
[Page break]
[Underlined] INSPECTION. [/underlined] (CONT.) [Underlined] 20 M/M HISPANO SUIZA SHELL FIRING M. GUN. [/underlined] (AP. 1641.)
‘F’ [Underlined] MAJOR INSP. WHEN GUNS HAVE BEEN FIRED. [/underlined]
1) REMOVE GUNS TO ARM. – STRIP. – CLEAN ALL PARTS (TYPE A) – EXAMINE FOR BURRS ECT RUST. WEAR.
[Underlined] NOTE [/underlined] GREAT CARE TO PARTS SUBJECT TO WEAR.
USE ALL GAUGES.
[Underlined] AJUSTING RECOIL FREE RECOIL 30 M/M. [/underlined]
FREE RECOIL [underlined] NO MAG. [/underlined] (ROUND IN BREECH.) 30 M/M [underlined] FOR MAGAZINE ONLY [/underlined]
{WITH BELT FEED MECHANISM [inserted] (FULL) [/inserted] RECOIL 21 -23 M/M
{WITH BELT FEED MECHANISM WITH ONLY 2 ROUNDS IN= (NO TENSION ON SPRING) UP TO 28 M/M
[In Margin] B.F.M. [/in margin]
[Underlined] TO DECREASE RECOIL [/underlined] INCREASE TENSION OF R. SPRING BY INSERTING TYPE A WASHER(S) BETWEEN RECOIL SPRING + BARRLE SLEVE.
[Underlined] TO INCREASE RECOIL [/underlined] TAKE OF TENSION OF SPRING BY INSERTING TYPE B WASHER(S) BETWEEN TUBE + BARRLE SLEVE.
BOTH TYPES OF WASHERS ‘A’ + B ARE MADE IN 3 SIZES.
2.5M/M (THIN) 5.00M/M (MED.) 7.5 M/M (THICK.)
[Underlined] ALL RECOIL – DECREASE OR INCREASE [/underlined] IS FOR BELT FEED MECHANISM.
TO MESURE RECOIL DISTANCE PLACE ROLL OF CLAY OR PLASTESN BETWEEN GAS PISTON GUIDE + FRONT OF MAG. CARRIER - PUT OIL ON SURFACE SO IT WILL SLIDE
PUSH MAG – CARRIER THEN MESURE DISTANCE BETWEEN PLASTIRESN + MAG CARRIER FACE.
[Page break]
[Underlined] 20 M/M HISPANO SUIZA S.F.M.G. [/underlined] A.P. 1641.
[Underlined] FRONT MOUNING ASSEMBLYS. (F.M.A) [/underlined]
[Diagrams]
TO CHECK MAG. CARRIER AND GUN – (ALINE UP DATUM LINES) LOOSING MAG CARRIER STAY + F.M.A. – ALINE UP LINE + DO UP STAY + F.M.A. WATCH HARMONIZATION. OF GUN.
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
Albert Cluett's weapons notebook
Description
An account of the resource
Covers all types of fire arms and machine guns including Lee Enfield rifle, Colt automatic pistols, revolvers and flare guns, machine guns including Lewis, Vickers and Browning .303 and 0,5 inch as well as a variety of shot guns. Covers stripping and maintenance of weapons.
Creator
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Albert Victor Cluett
Date
A point or period of time associated with an event in the lifecycle of the resource
1942-12
Format
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One notebook
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
MCluettAV120946-150515-12
Coverage
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Royal Air Force
Temporal Coverage
Temporal characteristics of the resource.
1942-12
Publisher
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IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Contributor
An entity responsible for making contributions to the resource
Anne-Marie Watson
ground personnel
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/84/9872/MCluettAV1209046-150515-13.1.pdf
2180011ecf8b4daf93091a3d3e098065
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
Cluett, Albert Victor
Albert Victor Cluett
A V Cluett
Subject
The topic of the resource
World War (1939-1945)
Great Britain. Royal Air Force. Bomber Command
Description
An account of the resource
68 items. The collection concerns Leading Aircraftman Albert Victor Cluett (1209046, Royal Air Force). After training in 1941/42 as an armourer, he was posted to 50 Squadron at RAF Swinderby and then RAF Skellingthorpe. The collections consists his official Royal Air Force documents, armourer training notebooks, photographs of colleagues, aircraft and locations as well as propaganda items, books in German and Dutch and items of memorabilia.
The collection has been loaned to the IBCC Digital Archive for digitisation by Albert Victor Cluett's daughter Pat Brown and catalogued by Nigel Huckins.
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-05-15
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. 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
An unambiguous reference to the resource within a given context
Cluett, AV
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
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 619.
[Underlined] TURRETS [/underlined]
[Underlined] 1209046 [/underlined]
[Underlined] L.A.C. CLUETT. A.V [/underlined]
ROYAL AIR FORCE
Notebook for use in Schools.
[Page break]
[Underlined] THEORY OF BRISTOL TURRETS. [/underlined] A.P. 1659. (B)
[Underlined] OIL [/underlined] IS USED IN TURRETS BECAUSE IT WILL NOT [underlined] RUST – EVAPORATE, [/underlined] + HAS A [underlined] LOW FREEZING POINT; [/underlined] IT IS NON-COMPRESSIBLE; UNLIKE WATER
IF WATER WAS USED IN TURRETS, WHEN IT GOT HOT, IT WOULD GIVE OF STEAM + STEAM IS COMPRESSABLE.
[Underlined] VISCOSITY [/underlined] CLINGING ACTION OF OIL – GIVING ITS OWN RESISTANCE.
THICK OIL - GREAT VISCOSITY – THIN OIL – LITTLE VISCOSITY.
[Underlined] POWER OR PRESSURE [/underlined] IS GENERATED BY THE ENGINE DRIVEN PUMP. (E.D.P) INTO THE SYSTEM – WHEN MASTER VALVE IS OPERATED PRESURE IS BUILT UP IN SYSTEM 600lbs □”. WHICH IS ENOUGH TO OPERATE THE 3 ROTATION VALES. I/E.
(1) TURRET ROTATION –(2) ELEVATION + DEPRESSION (3) INDEPENTEND GUN ROTATION.
TEST HYDRAULIC LOCK (D.M.L) WITH 14-15 STONE WEIGHT ON SEAT.
3 WASHERS FOR JACK TUXORAM (BEHIND WILLS.)
WILL’S RING (GAS FILLED)
G.A.C.O (PISTON WASHER)
[Diagrams]
[Page break]
[BOULTON + PAUL TURRETS [/underlined] A.P. 1659 (C)
[Underlined] PRESURE REGULATOR BOX. [/underlined]
POSITIONED BETWEEN HYDO-GENERATOR + GUN RAM.
[Underlined] P.R BOX [/underlined] GIVES A HYDRAULICAL LOCK TO SYSTEM WHEN CONTROLS ARE LEFT. PREVENTING GUN CHATTER + GUNS FROM SINKING - OR ANY MOVEMENT.
MEANS OF LOCKING GUNS IN POSITION.
PERMITS FREE FLOW OF OIL FROM TOP TO BOTTON OR VICE VERA OF GUN RAM WHEN ELLIPTICAL CAM IS OPERATED.
[Diagram]
[Underlined] PRESURE REGULATOR BOX [/underlined]
[Underlined] FREE + ENGAGED LEVER [/underlined] OPERATES THE [underlined] AZIMUTH DRIVE [/underlined] – IN OR OUT WITH INTERNAL CUT WHEEL AT THE SAME TIME THE [underlined] BY-PASS VALVE [/underlined] IN THE [underlined] PRESURE REGULATOR BOX. [/underlined] AS WELL AS THE [underlined] GUN FIRING CIRCUIT BREAKING SWITCH [/underlined]
WHEN LEVER IS OPERATED TO [underlined] FREE [/underlined] YOU CAN ELEVATE + DEPRESS – ROTATE THE TURRET BY HAND.
[Page break]
[Underlined] BOULTON PAUL TURRETS [/underlined] A.P. 1659 (C)
[Underlined] FAIRINGS MECHANISM [/underlined]
[Diagram]
WHEN RAM OR RAMS ARE OPERATED – AIR IS TRAPPED OR COMPRESSED IN THE TOP OF THE RAM. 90lbs □ P.S.I” 40-90
[Underlined] FAIRING’S LEVER [/underlined] FOUND ONLY ON [underlined] ‘A’ [/underlined] TYPE TURRETS.
INTER LOCK GEAR ON TYPES A + C TURRETS.
INTER LOCK GEAR WITH [underlined] STURRIP [/underlined] ON RAM – IS ONLY FOUND ON TYPE ‘A’ TURRES. (ELEVATION 84% [Diagram]
INTER LOCK GEAR WITHOUT [underlined] STURRIP [/underlined] ON RAM BUT [underlined] CLAW [/underlined] IS ONLY FOUND ON TYPE ‘C’ TURRETS {ELEVATION + DEPRESSION} 60% 45% [Diagram]
[Underlined] INTER LOCK GEAR [/underlined] IS TO PREVENT GUNS FROM BEING OPERATED [underlined] ON TO [/underlined] THE FIXED FAIRING OR [underlined] INTO [/underlined] BY ROTATION. (FIXED FAIRING).
[Underlined] GUN FIRING CIRCUIT [/underlined] IT TAKES [underlined] 5AMP [/underlined] PER GUN FIRING SOLEOID. (20 AMP [inserted] 4 -GUNS [/inserted] A TURRET (10 AMP ‘C’ TURRET 2 GUNS) ONLY A MAXIMUMOF 3 AMPS IS ALLOWED TO GO THROUGH THE GUN FIRING BUTTON. THE REST IS BY-PASS TO THE RELAY SOLENOID.
[Diagram]
[Page break]
[Underlined] BOULTON PAUL TURRETS. A.P. 1659 (C) [/underlined]
[Underlined] GUN FIRE INTERRUPTER [/underlined] (G.F.I)
[Diagrams]
TO CHECK G.F.I LINE UP DATUM LINES TO LEFT [inserted] (PORT) [/inserted] OF TURRET (90% D.A)
GUNS MUST BE HORIZONTAL – IF + IS TO LEFT OR RIGHT OF (MOVABLE BRUSH) [underlined] MARKER [/underlined] PULL DOWN ON ADJUSTER (VERNIER) TURN 1.24 TO MARK - TAKE BACK 1.25. GIVING 1 – 24/25 .6 NEARER MARKER. [Diagram] [Underlined] TYPE – A TURRET ONLY. [/underlined]
[Underlined] TYPE ‘C’ TURRET G.F.I SETTING. [/underlined]
POSITION GUNS FORWARD WITH SIGHT LINED ON RADION MAST – (19” EITHER SIDE)
LEVEL OFF GUNS WITH INCLINOMETER SO THAT GUNS ARE SAME READING AS TURRET.
ROTATE CYLINDER OF G.F.I WHEN GEAR WHEEL CLAMP HAS BEEN SLACKNED – TIGHTEN CLAMP NUTS WHEN SET. AJUSTING SLIDING BRUSH BY NUTS AT EACH END OF BOWDEN CABLE.
[Diagram]
[Page break]
[Underlined] BOULTON PAUL TURRETS. A.P. 1659 (C) [/underlined]
[Underlined] FILLING + BLEEDING. TYPE A + C TURRETS. 6-7 [/underlined] PTS (A.F OIL)
GET 6-7 PTS [underlined} CLEAN [/underlined] A.F OIL. REMOVE FILTER CAP – CLEAN FILTER.
WITH [underlined] FREE + ENGD. [/underlined] LEVER ‘ENGD’ + [underlined] RAM [/underlined] CLOSE, FILL; OPERATE RAM TO EXTENDED POSITION BLEEDING FROM UNION NUT AT BOTTON OF RAM. (TOP UP)
LOOSEN BLEEDER VALVE – OPERATE RAM -.
([Underlined ROTATION [/underlined]) F. + ENGD LEVER TO FREE LOOSEN BLEEDER VALVE ON HYDO-ROTATION MOTOR, OPERATE FOR ROTATION [underlined] BOTH [/underlined] WAYS; TIGHTEN UP WHEN CLEAR OIL COMES THROUGH, [underlined] TOP UP [/underlined].
[Underlined] ELEVATION + DEPRESSION + ROTATION [/underlined] B.P. (A.C.E.)
[Table]
[Underlined] B.P. TYPE “F” [/underlined] (NOSE – LINCOLN)
[Underlined] 2 X .5 BROWNNINGS [/underlined]
WEIGHT TURRET ONLY 295 lbs
WEIGHT + AMMO 572 lbs
GUN SIGHT REFLECTOR MK III [symbol] A.
HYDRALIC FLUID (REF. 34A/159)
TURRET SPEEDS 37% PER SEC ROTATION
40% PER SEC ELEVATION
RELIEF VALVES - ELEV 900 lbs □”
ROT 1250 lbs □”
ELECTRO-HYDRO (24V SUPPLY)
FIRE CONTROL – ELECT. “MAGNABOX” SOLENOIDS
[Page break]
[Underlined] FRAZER NASH TURRETS [/underlined] 1659 (A) [Underlined] THEORY [/underlined]
F.N. HYDRAULIC SYSTEM.
HOLDING 5-7 GALS.
[Diagram]
[Underlined] ENGINE DRIVEN PUMP [/underlined] (E.D.P) OUT PUT 7 TO 9 GALS. PER MIN. (SINGLE OR DOUBLE E.D.P.) WORKING PRESSURE 300 lbs □.
[Underlined] RELIEF VALVES [/underlined] MEANS OF REGULATING PRESURE. – [underlined] SPRING VALVE [/underlined] WORKING 305 – 325 lbs □.
[Underlined] VOKES FILTER [/underlined] ON EXHAUST PIPE [underlined] ONLY [/underlined] CHANGE FILTER PAD EVERY 6 MONTHS.
SAFTY DEVICE – SPRING LOADED FILTER PAD. (VOKES FILTER. – [/underlined] MAIN FILTER [/underlined])
[Underlined] RECUPERATOR [/underlined] (KEEPS STATIC PRESURE ON EXHAUST LINE.) 16 – 20 lbs.
1) [Underlined] RELEASE VALVE [/underlined] 275 – 295 lb. □ (ON PRESURE) WHEN VALVE WORKS OIL PASSES FROM PRESURE INTO EXHAUST THROUGH BOTTON OF RECUPERATOR.
A) MEANS OF FILLING SYSTEM. (BLEEDING AS WELL BUT ONLY AIR FROM CHAMBER OF VARIBLE VOLUME)
B) COMPENSATES FOR EXPANSION OR CONTRACTION OF OIL DUE TO CHANGING ELEMENTS.
C) ENSURES STATIC PRESURE OF 16-20 lbs AT ALL TIME. (ON EXHAUST SIDE) FELT ALL OVER SYSTEM.
D) ALLOW FOR OIL TAKEN FOR OR BY RAMS ON UPWARD STROKE OR DISPLACEMENT OF OIL ON DOWNWARD STROKE
E) MEANS OF BLEEDING CHAMBER OF VARIBLE VOLUME + ROTATION SIDE OF TURRET.
[Underlined] NOTE [/underlined] WORKING HEIGHT OF SPINDLE SHOULD BE 4” INCHES.
[Underlined] NOTE ALL [/underlined] A.F. OIL FOR OVER 20,000FT.
[symbol] USE 70% A.F. 30% D.T.D 109 (ENGINE OIL). FOR UNDER 20,000. [symbol] U/S OR NOT USED.
[Underlined] FLUID HYDRAULIC [/underlined] A/C LOW TEMATURE. (STORES 34A/159 USE IN PLACE OF A.F. OR 70/30
WHEN CHANGING OILS OVER TO FLUID H A/C L.T. SEE SYSTEM IS WELL DRAINED.
(NEVER MIX. FLUID HDYO. A/C L.T. WITH ANY OTHER OILS)
[Page break]
[Underlined] FRAZER NASH TURRETS [/underlined] A.P. 1659 (A)
[Underlined] ROTATING SERVICE JOINT. (R.S.J) [/underlined] WILL BE FOUND AT THE TOP OR BOTTOM OF THE TURRET – DEPENDING ON INSTALLATION [underlined] NOSE [/underlined OR [underlined] TAIL [/underlined]
R.S.J – MEANS OF BRINGING IN UNINTERUPTED FLOW + SUPPLY OF [underlined] OIL + ELECTRIC + RADIO – OXY [/underlined] AND EXHAUST OIL BACK TO E.D.P.
[Underlined] VALVE BOXES. [/underlined] 2 TYPES. INLINE – TRIANGLE.
[Diagram]
[Underlined] TRIANGLE VALVE BOX FOR 2 GUN TURRETS [/underlined]
[Underlined] INLINE VALVE BOX WITHOUT [/underlined] BANJO VALVE IS FOR F.N. [underlined] 20 – R.S.J [/underlined] AT BOTTOM OF TURRET JOINING VALVE BOX
[Underlined] INLINE VALVE BOX WITH BANJO VALVE [/underlined] JOINED WITH R.S.J – FOR 20.[underlined]A 120 ECT.
ALL INLINE VALVE BOX USED WITH BOTTON ENTRIES EXCEPT F.N.50.
[Underlined] TRIANGLER [/underlined VALVE BOX USED WITH TOP ENTRIES F.N.5. BUT [underlined] F.N.50 [/underlined] AS WELL.
[Underlined] BANJO VALVE [/underlined] FITTED TO INLINE V. BOX TO STOP [underlined] GUN SINKAGE. [/underlined]
[Diagram]
[Underlined] VANE OIL MOTOR [/underlined] SINGLE OR ([underlined] DOUBLE [/underlined] FOR WIND RESISTANCE F.N.5)
CONVERTS HYDRAULIC [underlined] PRESURE [/underlined] INTO MECHANICAL FORCE
[Diagram]
COMPONENTS.
ROTOR + 6 VANES + PINS
STATOR SLEEVE SET ECCENTTRICALLY TO ROTOR. (FOR ROTATION OF TURRET.)
2 CLEANING FILTERS 1 ON EACH LINE – CLEANS ON PRESURE – SENDS DIRT BACK WHEN CHANGED TO EXHAUST. ([Underlined] CHANGE [/underlined] FILTER ONLY WHEN DAMAGED)
[Page break]
[Underlined] FRAZER NASH TURRETS [/underlined] AP 1659 (A)
[Underlined] FILLING + BLEEDING [/underlined] (CLEAN OIL – 5-6 GALSS.) [Underlined] RAMS HALFWAY. [/underlined]
(A) REMOVE FILLER CAP + TOP-UP RESERVOIR. ([underlined] WHEN [/underlined] SYSTEM IS EMPTY
->
(B) SLACKEN OFF BOTH UNIONS ON E.D.P + CARRY ON FILLING + PUMPING.
(C) WHEN CLEAN OIL APPEARS AT EXHAUST UNION – TIGHTEN UP. – CONTINUE PUMPING UNTILL CLEAN OIL COMES TO PRESURE UNION – TIGHTEN UP.
(D) FILLING + PUMPING – PUT SPINDLE UP TO 6” FOR A TIME (AIR CAN THEN GET OUT)
(E) OPERATE CONTROLS IN ALL DIRECTIONS – TO FILL COMPONENTS + PIPE LINES ([underlined] RAM + V.O.M) [/underlined]
[Underlined] BLEEDING [/underlined]
(A) SLACKEN BLEED SCREW ON RAM [underlined] BODY [/underlined] + OPERATE [inserted] CONTROLS [/inserted] FOR RAM EXTENSION
TIGHTEN UP WHEN CLEAR OIL APPEARS.
(B) SLACKEN BLEED SCREW ON RAM PISTON – OPERATE CONTROLS FOR DEPRESSION – TIGHTEN UP WHEN CLEAR OIL APPEARS. (SPINDLE WILL DROP.)
(C) CHECK RECUPERATOR – PUMP UP TO 6” IF NECESSARY.
(D) START A/C ENGINE – OPERATE CONTROLS FOR [underlined] ALL [/underlined] – WATCH SPINDLE – (RECUPERATOR SPINDLE WILL DROP AS OIL IS GOING UNDER PRESURE.) TOP UP AGAIN TO 6”
(E) STOP A/C ENGINE – [underlined] RAMS CLOSED [/underlined] – (BLEED PALMER FIRING GEAR) ->
(F) SEE GUNS ARE AT SAFE OR TAKE OF REAR SEAR BEFORE RELEASE UNITS – PRESS TRIGGERS UNTILL ACCUMULATOR IS EMPTY – BLEED FROM REAR SEAR RELEASE UNITS – BLEED DOWN TO 4” – THOUGH BLEED SCREWS OR (DRAIN TAP.)
[Underlined] REPLACE FILL CAP [/underlined]
[Underlined] BLEEDING STATIC. DI [/underlined]
SAME AS [underlined] ABOVE [/underlined] WITHOUT SYSTEM UNDER PRESURE – BLEEDING FROM ALL SCREWS.
[Underlined] WHEN BLEEDING F.N TURRETS [/underlined] + RECUPERATOR IS IN A POSISTION THAT SPINDLE CANNOT BE SEEN – TO BLEED FROM 6” – 4” DRAW OFF 1/3 PT OF OIL. (APPROX. MESURE)
[Page break]
[Underlined] FRAZER NASH TURRETS. AP 1659 (A) [/underlined]
[Underlined] REARMING 5-50 – 64 – 4 [/underlined]
[Diagrams]
[Page break]
[Underlined] SERVO FEED CONTD FRAZER NASH TURRETS [/underlined] A.P. 1659 (A)
THEN FIND THE TWO HOLES WHICH CORRESPOND; COUNT ROUND (WITH ARROW ) 3 MORE HOLES, (NOT 3 WITH THE HOLE YOU START) LINE THEM UP – REPLACE PIN. + CHECK MESUREMENT, IF IT IS NOT ENOUGH LINE UP THE NEXT HOLE. (ROUND IN WAY ARROW POINTS.) CHECK. REPLACE LOCKING PIN + NUT.
[Underlined] F.N. SERVO FEED [/underlined]
TAIL TURRETS. FN 120 – 20. WARWICK – LANCASTER – WELLINGTON – STIRLING – SUNDERLAND.
1900 ROUNDS PER TANK + 600-750 RDS PER TRACK.
SPECIAL BELT LINKS TO BE USED. MK II B. (SERVO) – 3 RAMS. (I ARMOUR PLATING)
ADJUSTMENTS
1. PLATEN RETURN SPRING – 5-8 1/2 lbs.
2. CLUTCH THROW OUT 22 – 24 MK II (19-21. MK I)
3. PLATEN TRAVEL 13/16
4. 2 FT LENGTH OF BELT SHOULD RUN DOWN DUCT.
5. NO MORE THAN 28lbs SHOULD BE NEEDED TO PULL BELT THROUGH DUCTS WHEN A/C IS IN FLYING POSITION.
[Page break]
[Underlined] FRAZER NASH TURRETS A.P 1659 (A). [/underlined]
[Underlined] F.N 50 (MID [/underlined] UPPER) [Underlined] TABOO + ROTATION RESTRICTOR VALVE MECHANISMS. [/underlined]
[Diagrams]
[Underlined] GUN TRAVEL INTERRUPTER MECHANISM. [/underlined] OR (TABOO MECHANISM.)
WHEN GUNS ARE AT BEAM(S) DEPRESSED + ARE ROTATED FORE OR AFT. TABOO ROLLER RIDES FAIRING ON FUSELAGE – WHICH OPERATES ELV. VALVE BY MEANS OF TABOO VALVES MECHANISM – WHICH LIFTS GUNS TO CLEAR FUSELAGE.
YOUR HAND CONTROL MOVEMENT IS TAKEN UP ON OR BY FUNK SPRING.
[Underlined] ROTATION RESTRICTOR VALVE. [/underlined] PREVENTS SWIFT ROTATION OF TURRET – FORE OR AFT WHEN GUNS ARE DEPRESSED AT BEAM, SO PREVENTING EXSESS STRAIN ON TABOO OIL VALVES; THIS ACTION (RESTRICTING) IS BROUGHT ABOUT BY THE OIL HAVING TO PASS THROUGH SMALL HOLES + PARTLEY CLOSED PIPE LINE TO V.O.M.
[Underlined] F.N. 50 [/underlined] M. UPPER [Underlined] LANCASTERS – STIRLINGS [/underlined] 2 V.O.M GANGED FOR WIND RESISTANCE.
ACCUMULATOR FITTED (7-8 BURSTS.) GUNS (2) FIRED BY SOLENOID. ELECTRIC FROM TRIGGERS TO G.F.I TO SOLENOID – BOWDEN CABLE FROM OTHER END OF SOLENOID TO GUN FIRING VALVE.
[Page break]
[Underlined] BOULTON PAUL TURRETS [/underlined] A.P. 1659 (C)
[Underlined] REARMING ‘A’ TYPE 4 GUNS [/underlined] EACH TANK HOLDING 600 ROUNDS (4 TANKS)
TANKS STOWED 2 ON TOP 2 UNDER-NEATH
TOP TANKS FEED LOWWER GUNS
BOTTOM TANKS FEED TOP GUNS
TO LOAD TANK – PUT ARMING STRAP IN TANK FIRST – CONNECTED TO AMMO BELT. FEED IN BELT. AWAYS PUT IN TOP TANKS FIRST.
DROP ARMING BELTS FROM GUNS CONNECT TO CORRECT BELT – PULL UP + FEED GUNS.
[Underlined] ‘C’ TYPE 2 GUNS 2 TANKS [/underlined] EACH HOLDING 1,000 ROUNDS.
TANKS AT BOTTOM OF TURRET. L + R. USE ARMING STRAPS SAME AS [underlined] ABOVE [/underlined] (‘A’ TYPE)
[Underlined] E TYPE [/underlined] 4 GUNS (TAIL) 8 TANKS – 2 PER GUN EACH HOLDING ABOUT 1250 ([underlined] 2 [/underlined] 2500)
TURRET FEED BY DUCTS FROM TANKS BY BOTTOM ENTRY
4 GUNS [underlined] 2 TOP [/underlined] R.H, SIDE L H, SIDE
RIGHT. H FEED L. H. FEED
2 BOTTOM. R.H, SIDE L.H. SIDE
L.H FEED R.H. FEED
(STRAP IN FIRST)
LOAD TANKS – FEED DOWN TO BOTTOM ENTRY – FEEDS TO FEED ASSISTER ARE SO
[Diagram]
[Page break]
[Underlined] BOULTON PAUL TURRETS 1659 (C) [/underlined]
[Diagrams]
B.P. ‘A’ TYPE. MID-UPPER
B.P. C TYPE NOSE (OR M-UPPER)
B.P. ‘E’ TYPE.
[Page break]
[Underlined] BOULTON PAUL TURRETS. 1659 c [/underlined]
[Underlined] BY-PASS VALVES. [/underlined]
[Diagram]
BY-PASS VALVES KEEP SEAT RAM + GUN RAM IN PHRASE WITH EACH OTHER
[Underlined] ELEVATION + DEPRESSION CIRCUIT TYPE ‘E’ B.P. [/underlined]
[Underlined] NO G.F.I OR HIGH SPEED BUTTON [/underlined]
[Underlined] FEED ASSISTER B.P. ‘E’ TYPE [/underlined]
F. ASSISTER DRIVEN BY CHAIN OFF [underlined] ELEC. [/underlined] MOTOR
[Diagrams]
[Page break]
[Underlined] BOULTON PAUL TURRETS. [/underlined] A.P 1659 (C)
[Underlined] FEED ASSISTER [/underlined]
WHEN STOPPAGEE OCCURS IN FEED WAY-S OR DUCKS. PRESURE IS PUT ON GEARING. BUT DIFFERENTIALS ARE FORCED TO KEEP TURNING; SPROCKETS ARE STOPPED OWING TO AMMO STOPPING, AND SO SHEAR WASHER PINS ARE BROKEN, ALLOWING SUN + PLANET PINIONS TO WALK OR GO ROUND DRIVE WHEEL + FEED SPROCKETS. THUS ALLOWING THE OTHER 3 FEEDS TO CARRY ON WORKING.
[Page break]
[Underlined] FIGHTER AIRCRAFT HURRICANE MK I – 8 BROWNINGS. [/underlined]
[Underlined] HARMONISATION AND INSTALLATION [/underlined]
[Underlined] HURRICANE MK I [/underlined] 8 BROWNINGS (4 EA WING)
[Diagram]
4 GUNS IN EACH WING – Nos FROM CENTER TO WING TIP 1-4.
[Underlined] PORT. W [/underlined]
Nos 1 + 2 GUNS R.H FEED
Nos 3 + 4 GUNS L.H FEED.
[Underlined] STARBOARD W. [/underlined]
Nos 1 + 2 GUNS L.H. FEED.
Nos 3 + 4 GUNS R.H. FEED.
[Underlined] FIRE + SAFE [/underlined] UNITS ON OUT-SIDE OR (L.H. SIDE ON P. WING. R.H. SIDE ON ST. WING)
[Underlined] GUNS [/underlined] FIRER FROM COCKPIT BY OR WITH DUNLOP PHEUMATIC FIRING SYSTEM 350lbs □”
[Underlined] REARMING [/underlined] REMOVE TANKS OR FILL TANKS IN WING – (REPLACE NEW TANKS -) FEED THROUGH AMMO TO RIGHT + EACH GUN – ENSURING F+S UNIT IS TO ‘SAFE’
COCK + FIRE (MANUAL) SEE ONE ROUND DROPS OUT - ON Nos 1.2.3. GUNS. ON No 4 GUNS COCK + FIRE TWICE – SEE 2 ROUNDS DRIP OUT – ENSURING POSITIVE LOADINGS.
D.I. ‘FIRE’ BUTTON TO ‘SAFE’ – SEE ENOUGH AIR IN SYSTEM FOR D.I 300lbs □”
REMOVE PANELS – RAISE COVER (BREECH) COCK GUNS – ENSURE ROUND DROPS OUT. No 4 GUNS COCK TWICE. RELEASE BREECH BLOCK (MANUAL) REMOVE RECOILING PORTIONS FOR D.I. CLEANING – REPLACE – COCK GUNS. ‘FIRE’ BUTTON TO [underlined] ‘FIRE’ [/underlined] SEE ALL CLEAR – PRESS BUTTON – B. BLOCKS + FIRING PINS. FORWARD. (CHECK No 4 GUNS WHEN ASSEMBLING) AS YOU CANNOT SEE F. PIN.) CHECK FIRING PINS ON OTHER GUNS – CLOSE LID – COCK – DROP 1 RD. OUT Nos 1.2.3 GUNS + 2 RDS OUT No 4 GUNS. ENSURING LOADED + LEAVING BREECH BLOCKS [underlined] FORWARD. [/underlined]
SIGN [underlined] FORM 700 FIGHTER A/C ONLY [/underlined]
[Page break]
[Underlined] HARMONISING HURRICANE MK I [/underlined] (8 BROWINGS.) + ALL F/AC.
GET A/C ON SET MARKS (PAINTED ON GROND). 50 YDS. JACK UP TAIL THEN NOSE, [Underlined] ROUGHLY [/underlined] TO LEVEL, DROP PLUMB LINES (2) N + TAIL LINE UP WITH CENTRAL LINE OF WALL PLAN, JACK UP NOSE SO WHEELS ARE JUST CLEAR OF GROUND; NEXT USE DATUN STICK + TEST WITH INCLINOMETER FROM WING TIP-TOP CROSS MOVEMENT - AJUST IF NEED BE. THEN TEST FOR NOSE OR TAIL HIGH - AJUST IF NEEDED. BEFORE GOING FURTHER CHECK OVER TESTS OR ALINEMENTS. CHECK MASTER GUN(S) (NEAREST TO WING ROT) WITH INCLINOMETER. THEN LINE UP GUNS TO RIGHT SPOTS + SIGHT (HURRICANE MK I FLIES 2% NOSE HEAVY MK IIc. 1% N HEAVY.)
SPITFIRE – TYPHOON – LEVEL.
D.I. FOR FIGHTER A/C
SEE FIRING BUTTON IS TO ‘SAFE’
INSPECT REFLECTOR SIGHT FOR SECURITY + B. + DNM SWITCH FOR CONTINUITYOF CIRCUIT
SEE SLIDING SUNSCREEN OPERATES FREELY, CATCH WORKS – CLEAN BOTH SUNSCREEN + REFLECTOR.
EXAMINE SIGNAL PISTOL + SEE RIGHT CARTRIDGES ARE IN A/C
CHECK AIR PRESURE.
IF INSTALLED, UNLOAD + CHECK SIGNAL DISCHARGER + RELOAD (5.6 1.2.3.4)
CHECK CAMERA MOUNTINGS. (G45)
UNLOAD + EXAMINE + CHECK GUN MOUNTING ONE AT A TIME
BROWNINGS .303 RELOAD TEST FOR FEED + EJECTION – LEAVE BREECH BLOCKS FORWARD, ROUND ON FACE.
20 M/M RELOAD – ENSURE RIGHT TENSION IS ON MAGZ. OR B.F.M. COCK GUNS.
REPLACE GUN PANALS ON WING – SECURELY – PLACE NOTICE ON CONTROL STICK [underlined] GUNS LOADED [/underlined]
RECHECK AIR PRESURE SIGN FORM 700.
[Page break]
[Underlined] TYPHOON MK I B [/underlined]
4 20 M/M CANNONS. 2 IN EACH WING.
AMMO TANKS (4 IN ALL) EACH HOLDING 125 ROUNDS ARE OUTBOARD OF EACH GUN
DUETS + B.F.M HOLDING 25 ROUNDS MAKES 150 ROUND IN ALL
[Underlined] PORT. [/underlined] W.2 X 20 M/M LEFT HAND FEED (A/C FLYS LEVEL)
[Underlined] ST. WING [/underlined] 2 X 20 M/M RIGHT HAND FEED (B.F.M.)
CAMERA SITUATED ON PORT WING + NEW MOD. + IS INSIDE FUSELAGE.
[Underlined] BEAUFIGHTER MK II B.F.M. [/underlined] OR MAG. FED.
4 X 20 M/M CANNON 6 BROWNINGS .303
4 CANNON IN FUSEALAGE 4 X .303 IN ST WING 2 .303 PORT WING. (6 IN ALL)
CANNON AMMO TANKS INSIDE FUSEALAGE HOLDING 300 ROUNDS EACH.
ALL 6 X .303 TANKS ARE ON LEFT OF EACH GUN. HOLDING 1,000 ROUNDS EACH.
20 M/M (2) PORT SIDE – INSIDE CANNON L. H FEED
PORT SIDE OUTSIDE CANNON R. H. FEED (B.F.M’s)
20 M/M/ (2) ST. SIDE – INSIDE CANNON R. H. FEED
20 M/M ST. SIDE OUTSIDE CANNON L. H. FEED
ALL 6 X .303 R.H FEED
CAMERA – OUTSIDE ON TOP OF COCKPIT.
[Underlined] HURRICANE MK II c [/underlined]
4 X 20 M/M CANNONS 2 IN EACH WING.
AMMO TANKS ON INSIDE OF GUNS. EACH HOLDIND – ROUNDS.
INBOARD CANNON TANKS + B.F.M 92 RDS
OUTBOARD CANON TANKS + B.F.M 87 RDS
PORT WING CANNONS R. H FEED ([underlined] B.F.M [/underlined])
ST.D. WING CANNONS L. H. FEED
A/C FLIES 1% NOSE HEAVY.
CAMERA SITUATED IN PORT WING.
[Page break]
[Underlined] P.51 OR MUSTANG. MK I [/underlined]
4 X .5 BROWNINGS 4 .300 BROWNINGS.
2 X .5 IN FUSEALAGE SYNCHRONISED. (AMMO + FEED N/A.)
2 X .5 1 IN EACH WING.
4 X .300 2 IN EACH WING
.5 AMMO TANKS 1 IN EACH WING BETWEEN 2 X .300 TANKS. .50 HOLDS 300 RDS.
.300 AMMO TANKS 2 IN EACH WING HOLDS 900 FORWARD 800 REAR TANK.
PORT WING 1 X .5 R. H. FEED
(INBOARD) 1 X .300 R. H. FEED
(OUTBOARD) 1 X .300 L. H. FEED
STD. WING. 1 X .5 L. H. FEED
(INBOARD) 1 X .300 L. H. FEED
(OUTBOARD) 1 X .300 R. H. FEED
4 X 20 M/M B.F.M (2 IN EACH WING)
TANK + B.F.M. HOLDS 125 RDS.
CAMERA IN ST.B. WING IN PLACE OF LANDING LIGHT.
[Underlined] MUSTANG MK II B. [/underlined]
4 X .5 2 IN EACH WING – CARRIES BOMBS OR L.R. FUEL TANKS.
[Underlined] SUPER MARINE SPITFIRE V. [/underlined]
2 X 20 M/M CANNON (1 IN EA. WING.) 4 X .303 BROWINGS. (2 IN EA. WING)
(1 X 20 M/M ON ITS SIDE INBOARD CENTER 1 BROWNING. OUTBOARD 1 BROWNING 1 WING)
20 M/M MAG FEED 60 RDS BROWING BELT 350 EACH TANK.
PORT WING. 20 M/M MAG. CENTER BROWING L.H. FEED. TANKS BETWEEN GUNS.
OUTSIDE BROWING R.H. FEED TANKS BETWEEN GUNS.
ST. B WING. 20 M/M MAG. CENTER BROWING R.H. FEED TANKS BETWEEN GUNS.
OUTSIDE BROWING L.H. FEED TANKS BETWEEN GUNS.
A/C FLIES LEVEL. CAMERA SITUATED IN PORT WING.
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
Albett Cluett's notes on turrets and fighter aircraft gun harmonisation
Form 619
Description
An account of the resource
Detailed descriptions of the workings of Bristol, Boulton Paul and Fraser Nash turrets. Procedures for gun harmonisation of Hurricane, Typhoon, Beaufighter, P-51 and Spitfire
Creator
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Albert Victor Cluett
Format
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Cover and 19 handwritten pages
Language
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eng
Type
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Text
Text. Training material
Identifier
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MCluettAV1209046-150515-13
Coverage
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Royal Air Force
Publisher
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IBCC Digital Archive
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Contributor
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Anne-Marie Watson
Beaufighter
Hurricane
P-51
Spitfire
training
Typhoon
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1886/36484/MStandivanAR1717552-170629-02.1.pdf
97d7f0a29e3ac98f2736a09e7314f2db
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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Standivan, Arthur George
A G Standivan
Publisher
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IBCC Digital Archive
Date
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2017-06-29
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
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Standivan, AG
Description
An account of the resource
58 items. The collection concerns Leading Aircraftsman Arthur George Standivan (1717552 Royal Air Force) and contains documents and photographs. He served as ground personnel with Second Tactical Air Force The collection includes two photograph albums, one of his <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/show/2148">Service life in the UK and France</a>, the other concerns <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/show/2149">the liberation of Belsen</a>. The collection has been donated to the IBCC Digital Archive by Brenda Titchen and catalogued by Trevor Hardcastle.
Dublin Core
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Description
An account of the resource
Notes were written and drawn by Arthur during his Armament Mechanics course at RAF Hereford.
Creator
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Arthur Standivan
Spatial Coverage
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Great Britain
England--Herefordshire
Coverage
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Royal Air Force
Language
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eng
Type
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Text. Training material
Text
Format
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One handwritten notebook
Identifier
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MStandivanAR1717552-170629-02
Conforms To
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Pending text-based transcription
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.
Publisher
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IBCC Digital Archive
Title
A name given to the resource
Arthur's Armament Mechanics course notes
ground crew
ground personnel
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/2417/42591/MEvansD2-1593692-211115-10.2.jpg
1baca061c51c43828b262c1cadec86e0
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
Evans, Donald
Description
An account of the resource
31 items. The collection concerns Warrant Officer Donald Evans (b. 1925, 1593692 Royal Air Force) and contains his log book, documents, objects and photographs. He flew operations as a flight engineer with 106 and 83 Squadrons.
The collection was loaned to the IBCC Digital Archive for digitisation by Michael Evans and catalogued by Barry Hunter,
Date
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2021-11-15
Publisher
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IBCC Digital Archive
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
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Evans, D-2
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Flight Engineer's Notes for Lancaster Aircraft
Description
An account of the resource
A book used by flight engineers.
This item is available only at the International Bomber Command Centre / University of Lincoln.
Creator
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AV Roe & Co
Date
A point or period of time associated with an event in the lifecycle of the resource
1943-10
Coverage
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Royal Air Force
Royal Air Force. Bomber Command
Language
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eng
Type
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Text
Text. Training material
Format
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One book cover
Identifier
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MEvansD2-1593692-211115-10
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
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IBCC Digital Archive
83 Squadron
aircrew
flight engineer
Lancaster
Lancaster Mk 1
Lancaster Mk 3
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1276/17296/MOpenshawB19211117-180404-01.1.pdf
f4231c778e5737ae54c2c55f00497f7e
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
Openshaw, Benjamin
B Openshaw
Openshaw, Ben
Description
An account of the resource
Contains 89 items concerning Flying Officer Benjamin Openshaw who after training as a navigator/observer in Southern Rhodesia and England, flew with 104 Squadron in Italy. Collection consists of training notes, official personnel documents, his flying and navigation sight logbooks and photographs of people, places and aircraft. There is also a sub-collection consisting of target photographs in Italy and the Balkans as well as celebrities and London landmarks.
The collection has been donated to the IBCC Digital Archive by Kevin Angell and catalogued by Nigel Huckins.
Publisher
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IBCC Digital Archive
Date
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2018-04-04
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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Openshaw, B
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
[cover of the manual]
[page break]
Lea Green 6767
[underlined] Forms of the Earth [/underlined]
It will be necessary to consider some of the general features of the spherical world over which the navigator will flie. The earth is actually an oblate spheroid but the difference between it and an actual sphere is so small that for all practical navigation purposes the earth is considered a perfect sphere. The equatorial diameter of the earth aproximately [sic] 7926 st.mls and the polar diameter 7899 st.mls approx. The flatness occurring in both polar regions is known as the earth’s compression.
[drawings showing polar diameters & a Great circle]
[underlined] Def [/underlined]
A great circle is a circle on the surface of the earth the plane of which passes through the earths centre.
[page break]
[underlined] Def [/underlined] A small circle is a circle on the surface of the earth the plane of which does not pass through the earth’s centre.
[drawing showing small circles]
[underlined] Def [/underlined] a parallel of latitude is a small circle parallel to the plane of the equator.
[drawing showing the equator & the parallels of latitude]
[underlined] Def [/underlined] A meridian is a semi great circle joining the geographical poles of the earth
[drawing showing meridians]
[underlined] Def [/underlined] The equator is that great circle which is at right angles to the earth’s axis of rotation.
In order to facilatate [sic] the fixing of positions on the earth’s surface, the earth is imagined to be covered with a graticule.
[underlined]Def [/underlined] Graticule is the network of lines formed on a sphere by meridians of longitude and parallels of latitude.
[drawing showing graticule]
[underlined] Def [/underlined] The Prime meridian is the meridian which passes through the telescope at Greenwich observatory.
[underlined] Def [/underlined] A rhumb line is a line on the surface of the earth that cuts all meridians at the same angle.
[drawing showing the Rhumb line]
[page break]
[underlined] Direction on the Earth’s surface. [/underlined]
The earth rotates once in 24 hrs about its axis.
[underlined] Def. [/underlined] The geographical axis of the earth is the diameter about which it revolves.
At each extremities of the axis we have the geographical poles North and South. The earth rotates from West to East, owing to this rotating, heavenly body appear to rise in the East and set in the West. From any point on the earth the North pole [deleted] lui [/deleted] lies due North and the South pole due south. We now have four definete [sic] directions North, East, South and West these are known as Cardinal points or directions, it should be noticed that these directions are at right angles to each other. We can now obtain directions half way between those given above and we now have North East, South East, South [deleted] Ea [/deleted] West and North West, these are known as Quadrantal points or directions.
By convention, in Air Nav. directions are measured in degrees [underlined] clockwise [/underlined] from True North or by directions of local true meridians (000o or 360o). All directions must be expressed as three figured groups, i.e. due East would be 090o(T).
[drawing showing quadrantal points and cardinal points]
[underlined] Terrestial Magnetism [/underlined]
The earth is a magnet with all the charecteristics [sic] properties of any other magnet, a compass needle anywhere on the earth’s surface will align itself with the earth’s magnetic field at that is under the sole influence of the earth’s magnetic field is known as the local magnetic meridian. Hence a magnetic meridian will be:- [underlined] Def [/underlined] The direction of a freely suspended compass needle under the sole influence of
[page break]
the earth’s magnetic field.
Since the earth’s magnetic [inserted] poles [/inserted] are not coincidence [deleted] corin [/deleted] with the earth’s geographical poles it will be seen that a compass needle that has aligned itself with the earth’s magnetic field would not necessarily lead us to true north.
Consider the true meridian at a place, it will make an angle with the local magnetic meridian, this is the angle of variation. In travelling from one place to another we are interested in the relationship of directions with the true meridians. In flying when using a magnetic compass it is essential that the variation for the flight are known.
[underlined] Def [/underlined] Variation is angle in the horizontal plane between the true meridian and the direction of a freely suspended compass needle under the sole influence of the earth’s magnetic field. It is measured East & or West – according to whether the compass needle points East or West of the true meridian.
N.B. East & or West indicates correction made to magnetic readings to give true readings.
Magnetic survey charts have been prepared showing variations at all places, lines on these charts joining places of equal variation are known as Isoginals.[sic]
[underlined] Def. [/underlined] An Isoginal[sic] is line on a map or chart at all places on which variation has the same value.
[underlined] Def [/underlined] An Agonic line is a line [deleted] joing [/deleted] joinging places of zero variation.
There are four methods by which variation can be shown on map or chart, they are:-
(1) [underlined] Isoginal [sic] and [deleted] Io [/deleted] Agonic lines [/underlined]
[drawing of the isoginal and agonic lines]
(2) [underlined] Compass Rose [/underlined]
[drawing of the compass rose]
[page break]
[underlined] Marginal Diagram [/underlined]
[drawing showing degrees of margin]
[underlined] Statement in Words [/underlined]
[underlined] VARIATION [/underlined]
[drawing showing the magnetic field, angle of variation and the compass needle alignment]
[underlined] Annual change of variation [/underlined]
The magnetic poles do not remain in one position but travel round earth’s geographical axis completing one cycle of travel in 960 yrs. Hence variation at any place is changing continually. In England this change is at the rate of 11’ decrease per year, when taking variation on a map, therefore the date of the magnetic survey shown on the isoginals [sic] should be noted and the necessary correction made to bring the variation up to the date of use of the maps.
The primary cause of variation is the non-incidence of the magnetic poles and geographical poles, variation is also caused by the very uneven distribution of metallic ore in the earth’s crust.
All plotting in the R.A.F.is measured using true direction and since observations made during flight are obtained from a magnetic compass the necessity for correct knowledge of variation will be realised. When converting magnetic readings to true readings and vicesa-versa. the following ryhme [sic] should be observed.
[drawing showing degrees of variation to the west and the best]
[page break]
[underlined] Deviations [/underlined]
A compass needle is affected only by the earths magnetic field will along the local magnetic meridian. Under these circumstances the only correction that need be applied to obtain the true meridian will be the local variation.
Unfortunately this state of affairs no longer exist when the compass needle is placed in an aircraft, for there magnetic influences which will influence the compass needle and deflect it from the [deleted] to [/deleted] magnetic meridian. (ie deviate)
[underlined] Def [/underlined]
Deviation is the angle in the horizontal plane between the magnetic meridian and he direction of particular compass needle, influence by magnetic fields other than the earth’s magnetic fields. It is measured in degrees East &- or West – according to whether the compass needle points East or West of the magnetic meridian.
When converting compass readings to magnetic and vice-versa the following ryhme [sic] should be observed.
[drawing showing West – Best and East – Least degrees]
[underlined] Bearings Courses and Tracks [/underlined]
[underlined] Def [/underlined] The track of aircraft is the angle between a meridian and actual path traced by the aircraft over the ground it is measured 000o to 360o in a clockwise direction.
[drawing showing actual path of A/C over ground]
[underlined] Def [/underlined] The course of an aircraft is the angle between a meridian and the direction of the longitudinal axis of an aircraft, measured clockwise from 000o to 360o.
[drawing showing direction of longitudinal axis]
[page break]
Def Drift is angle between Co and Tr of an aircraft, it is measured in degrees from Port (left) or Starboard (right) according to whether aircraft drifts to right or left of the course.
[drawing showing aircraft drifts in degrees]
Def Great circle bearings of an object from an aircraft is the angle at the observor [sic] between his meridian and the arc of a great circle joining him to his object measured in a clockwise direction from 000o to 360o.
[drawing showing the object measurement in degrees]
Def. the rhumb line of [deleted] met [/deleted] mercatorial [sic] bearing of an object from aircraft, is angle at observor [sic]between his meridian and the rhumb line joining him to the object, measured 000o to 360o in a clockwise direction.
[drawing showing reciprocal angles]
B bears from A 060oT.
A bears from B 240oT.
[underlined] Def [/underlined] Back bearing is the direction observed from an aircraft of an object over which t has previously passed with any intervening alteration of course.
All angular measurements of bearings, courses or tracks must e given three figured references ie a clockwise direction of 2o will be written 002o
[drawing showing back bearings]
[page break]
[underlined] Maps Charts and Projection [/underlined]
Mathematical Cylinderical [sic] Projection
[drawing charting degrees]
Def A projection is an orderly system of representing the surface of the earth on a plane surface.
To represent the surface of the earth on a flat surface giving an exact reproduction s impossible.
In Air Navigation projections are divided into two groups (a) navigation (for plotting) (B) [deleted] Fro [/deleted] Topographical (for map reading)
[underlined] Navigational Projection [/underlined]
The [deleted] usual [/deleted] actual projection usually used is the mercators:
In flying from one place to another along a great circle track (ie) (shortest [deleted] plar [/deleted] distance between any two places) we are continually crossing meridians which owing to their conveying at the poles are changing the angle they make with our tracks as we change position, therefore it must be apparent that to maintain a great circle track we must be continually changing course which cannot be considered a satisfactory state of affairs.
This difficulty is overcome by flying along a rhumb line track which owing to the fact that it cuts all meridians at the same angle does not necessitate changing course. It must be appreciated that the rhumb line has a certain disadvantage it is not the shortest distance between ant two places ie Calshot to New York great circle 2976n.m. rhumb line 3088n.m.
Generally speaking the saving in distances by following a great circle track in flights up to 100mls is not worth the additional trouble involved.
It is obviously a great help if a rhumb line can be laid down on a map by simply drawing a straight. If it is to be a straight line then all meridians it crosses must be parellel, this is one
[page break]
of the major properties of mercators [sic] projection.
[underlined] Properties [/underlined] [deleted] of [/deleted] [circled number] 1 [/circled number] meridians are parellel [sic] equidistance straight lines, it follows, that a rhumb line must also be a straight line.
[circled number] 2 [/circled number] Great circles appear as curves convex to nearer poles.
[circled number 3 [/circled number] Parellels [sic] of latitude appear as parellel [sic] straight lines increasing in distance apart as poles are approached.
It is orthomorphic (shape preserving for small areas)
Parellels [sic of latitude are small circles and also rhumb lines.
Equator is a great circle and also a rhumb line
Meridians are semi-great circles and also rhumb lines.
[underlined] Topographical Projections [/underlined]
A topographical projection is that projection which is used to project a topographical map, usually modified polyconic or cassinis. [sic]
A topographical map is a map that shows details of land features (topography used for map reading). The majority of topographic map projections are [deleted] ortho [/deleted] orthomorthic [sic]. The different projection used for these maps differ only in minor details which do not concern the practical [deleted] nov [/deleted] navigator.
[underlined] Properties [/underlined]
[circled number] 1 [/circled number] Scale is taken as constant over each [deleted] so [/deleted] separate sheet.
[circled number] 2 [/circled number] A Rhumb line appears as a concave curve.
[circled number] 3 [/circled number]Straight lines may be regarded as great circles.
[drawing showing great circle and a Rhumb line]
Meridians appear as straight lines converging at the poles, and parrllels [sic] of latitude appear as curves concave to the nearer pole. By steering a constant course (Rhumb line) a navigator must expect to be on the equator side of a great circle track borne between two points on a topographical map.
Representative fraction (natural scale) which expresses the ratio between two points on the map
[page break]
to the actual distance between the same two points on the earth’s surface i.e. 1/250,000 1/500,000. Graduated scale lines show actual length on map of ground units of length in Km, S.M. or N.M.
[drawing of a scale]
[underlined] Statements in words [/underlined] ie 1/4=ml
[underlined] Relief [/underlined]
[underlined] Contours and form lines. [/underlined]
The presentation of an imaginary line at the same height above mean sea level. Contours are accurately surveyed measurements and must [deleted] I [/deleted] not be confused with form lines which are only approx. contours.
[drawing showing contour lines]
[underlined] Layer Tinting [/underlined]
Is a system of [deleted] relief [deleted] representing relief on a [inserted] map [/inserted] by application of layers of tint between adjacent contours lines. The tint usually intensifying with each successive increase in height.
[drawing of tinting layers]
Spot Heights actual height of one particular point above mean sea level. 700ft
Hachuring is a method of showing relief by shadowing with short disconnected radiating from peaks and high ground, not used on [deleted] topog [/deleted] topographical maps owing to idefinete [sic] nature, used on plotting charts to give approx. position of high ground.
[Pencil drawing]
[page break]
Hill Shading:- imagine a bright line shining across a map, shadows cast by high ground are shown on a map. Difficulty is experienced when shadow obliterates detail and its therefore not extensively used, however it is still found on old continental maps.
Def. Vertical Interval is difference in level between two adjecent [sic] contours.
Def. Horizontal Equivilant [sic] is difference in plan between two adjecent [sic] contours.
Gradient VI/HE
[drawing showing vertical interval & horizontal equivilant [sic]]
[underlined] Latitude and Longitude [/underlined]
Def. the latitude of a place is the angle at the centre of the earth subtended by the arc of a meridian intercepted between the parellel [sic] of latitude passing through the place and the equator. It is measured in degrees 000o to 360o according to whether the place in North or South of the equator.
Def:- the longitude of a place is the angle at the centre of the earth subtened [sic] by the smaller arc of the equator intercepted between the prime meridian and the meridian passing through the place. It is measured in [deleted] dre [/deleted] degrees, 0o to 180o East and 0o to 180o West according to whether the place is East or West of the prime meridian.
[drawing showing lines of latitude and longitude]
The change of latitude between two places is the angle at the centre of the earth subtened [sic] by an arc on a meridian intercepted between the two parellels [sic] of latitude passing through the two places. It is measured in 0o degrees and named North or South according to the direction followed in making the change.
The change of longitude between two places is the angle at the centre of the earth of subtened [sic]
[page break]
by he shorter arc of the equator intercepted between the two meridians passing through the two places, it is measured in degrees and named East or West according the direction followed in making the change,
[drawing showing equator interception]
Subtraction is involved where lat and longitude are of the same name. Addition where latitude and longitude are opposite names.
[underlined] Exceptional [deleted] Promb [/deleted] Problem [/underlined]
Place from 164o 00’E
Place to 120o 00’W
284o
Def:- we require angle subtened [sic] by smaller arc, this is obviously the larger one. Rule:- where change of longitude exceeds 180o subtract it from 360o and change direction, ie 360o 00’ – 284o 00’, change of direction 076o 00’E.
Magnetic Field
The earth’s lines of force are vertical to the surface at the magnetic poles and parellel [sic] to the surface midway between them. A freely suspended compass magnetic needle which has aligned itself with the earth’s line of total magnetic force on a journey from one magnetic pole to the other would therefore [deleted] aligned itself with the [/deleted] by being vertical to the earth’s surface and then pass through decreasing angles of depression until it became horizontal, and then the angle would increase slowly until over the other magnetic pole the needle would be vertical again. The angle such a needle makes with the horizontal at any point on the earth’s surface is known as the angle of magnetic dip.
Def:- Magnetic dip is the angle of depression below the horizontal at an observor [sic] of the earth’s total magnetic force.
Def:- An Isoclinal is line drawn on a map or globe chart joining all places of equal magnetic dip.
[page break]
Def. The uncemtrical [sic] line round the earth’s surface joining all places where [deleted] eq [/deleted] magnetic dip is zero is known as the magnetic equator.
Def:- The magnetic equator is a line joining all places where the direction of the earth’s magnetic field is horizontal and magnetic dip is zero.
Def. The magnetic poles are those two positions where the [deleted] tw [/deleted] direction of the earth’s magnetic field is vertical and magnetic dip is 90o.
The magnetic system of a compass is so balanced on it’s pivot that it always remains practically horizontal. It is thus more suitable for indicating direction than a compass needle inclined at the local magnetic dip.
Triangle of Velocities
Def. Velocity is the rate of change of position in a given direction.
Def. A vector is a graphical representation of a velocity
There are six variable factors which affect an A/C in flight, each of which has an effect on other five.
They are.
[circled number] 1 [/circled number] Course (Co) } componate [sic] velocity
[circled number] 2 [/circled number] True Air Speed (TAS) } componate [sic] velocity } W/V
[circled number] 3 [/circled number] Wind Direction (W/D) } W/V
[circled number] 4 [/circled number] Wind Speed (W/S) } W/V
[circled number] 5 [/circled number] Track (TR) } resultive [sic] velocity
[circled number] 6 [/circled number] Ground Speed (G/S) } resultive [sic] velocity
It should be noticed in above there are three speeds and three directions. Thus bearing in mind that a vector represents speed and direction enables us to construct three vectors.
Co and TAS for one vector
W/D and W/S for one vector
Tr and G/S for one vector
[page break]
It essential to realise that the arrangement of the above vector factors can never be altered (ie) the TAS is always laid off along the course it cannot be laid off along the track.
It is an actual fact that if four of above factors are known the other two may be found by a scale drawing of the triangle of velocity. There are in the RAF three triangles each involving the solution of two factors when other four are known. All directions used in plotting are clockwise angular measurements from true meridian.
Triangle no 1
To find course and ground speed given Tr, TAS and W/V.
[circled number] 1 [/circled number] Draw in a true meridian from some suitable [inserted] point [/inserted] on this meridian (point of origin) lay off Tr any length measured in a clockwise direction from true meridian.
[circled number] 2 [/circled number] [deleted] Measure down wind [/deleted]
From the same point on meridian lay off W/D, remember wind is from direction given and that this triangle must blow away from origin point.
[circled number] 3 [/circled number] Measure down wind from the point on meridian a distance to suitable vector scale to represent W/S. mark in this point.
[circled number] 4 [/circled number] Centre this point and radius the given TAS to some vector scale as used before and make an intersection in the map.
[circled number] 5 [/circled number] Join this point to the down wind point of wind vector, this will be the course, the clock wise angle may be measured from the True meridian.
[circled number] 6 [/circled number] Measure along Tr to scale as used in the distance from point of origin to the intersection of track. This will be G/S.
Therefore we have now found the two desired factors. Co (t) and G/S.
In all triangles the resultant vector (Tr and G/S) will always be shown with two arrowheads, the component will be marked with one arrow head each. It must be continually born in mind that while the course and track directions are to directions given, the wind direction is always from the direction given (it is commen [sic] knowledge that a N.E. wind is coming from N.E.)
[page break]
[4 drawings]
[6 identification symbols]
RADIO W/T
[3 identification symbols]
RADIO D/F
[13 identification symbols]
25 EFTS
Navigation Computer
Co, track and Ground Speed, given TAS, TC and W/V.
1. Set TAS
2 Set wind true direction against true course arrow from TAS point draw in wind vector to scale, mark wind vector with an arrow pointing down
3 Mark track with a pencil mark, set this against lubber line, read off degrees of drift from end of wind vector port or starboard.
4 Set required track against drift scale at the drift already found; now adjust dail [sic] slightly to make the drift on drift scale agree with the drift at the end of the wind vector.
Types of compass in general use in RAF in Pilots type :- the function to indicate the magnetic meridian for steering and setting courses. P4. Large type pilots compass, has four magnets, expansion chamber fitted with a grid ring graduated from 0o to 259o in division of 2o each.
P6 Small pilot nav. compass fitted with two magnetic and an expansion device which we call a sylphon [sic] [deleted] II [/deleted] tube.
[page break]
Reporting Position
P.8. Basically the P6 but constructed partly of bakerlite.
P.7. Basically the P6 but has a glass bottom and a mirror for horizontal readings
P.9. Basically the P8 but has a glass bottom and a mirror
Observor [sic] type compass:
Function for taking bearings and sights and for checking courses, fitted with an azimuth circle with prison sights.
02 and 02A; large type compass four magnets and an expansion chamber, and the only difference is the mark on the azimuth circle (between 02 and 02A)
06, hand bearing compass, has no azimuth circle, fitted with glass bottom, torch and a handle, for use at night, has no deviation card, also fitted with two magnetic compass card is mounted on top of magnet system
Reporting Position
RAF Lettered Co – ordinate method
RN Lettered Co – ordinate method
Bearing and distance method
Pinpoint
Lat and Long
RAF METHOD
The degrees parellels [sic] and meridians are each given two code letters, the intersection of a meridian and parellel [sic] being given a four figure [deleted] referce [/deleted] reference the code letters of the parellel [sic] being given first. In the R.A.F. method the S.W corner of the degree square in which the position is situated is first reported followed by CH Long and CH Lat (first) in mins between S.W corner and position. The mins of CH Lat being given first, the whole being given a four letter and a four figure reference.
Royal Navy
[page break]
TEAM
J. Bassett – W. GOOD – T. ORPIN – M. EVANS – N. HALE – G. TAYLOR “WICKET KEEPER” – R. WRIGHT – R. BOLT – D. BUCK – R. EVANS – J. BEARD [underlined] 12TH MAN. “JOE EVANS” [/underlined]
Webber ? – Nicholson – R. Evans [tick] – M. Evans [tick] – B. Peters ? – J. Bassett [tick] – T. Orpin [tick] – G. Taylor [tick] – J. Beard [tick] – R. Wright [tick] – R. Bolt [tick] – D. Buck [tick] – B. Good [tick] – N. Hale [tick] – J. Newbolt. – J. Evans [tick]
[page break]
B G 40 Homils [sic]
2 – 4 – 6 – 7 – 11 – 13 – 16 – 22 – 23 – 35 – 43 – 44 – 54 – 60 – 63 – 65 – 74 – 82
6 – 13 – 15 – 17 – 19 – 20 – 24 – 26 – 28 – 44 – 45 – 49 – 62 – 74 – 76 – 77 – 88 – 100
[page break]
[cover of the book]
[page break]
[chart showing degrees, vectors and co-ordinates]
[underlined] Form 316 [/underlined]
[chart showing degrees magnetic and steer by compass degrees]
100o(M) = 10/45 x 1/1 = 5/9 = [circled number] 1 [/circled number] 340o(M) = 25/45 x 2/1 = 1 6/9 = [circled number] 2 [/circled number]
Dev = 0o Dev =
[therefore symbol] Co (c) 100o
Vet Vector Scales
[circled number] 1 [/circled number] 1 degree of longitude to 60 units of speed
[circled number] 2 [/circled number] 1 degree of longitude to 120 units of speed
[page break]
Air Position
[underlined] Find Position by DR [/underlined]
At any time it should be possible for the navigator to calculate his position from [deleted] has [/deleted] what has already occurred during the flight. The principle underlying the calculation of the D.R. position is as the air position of the a/c can be worked out from observation of the true course, TAS and h time, then if the W/V is known and appro. [sic] wind effect is applied to the air position the ground position of the a/c is determined. This principle can be applied in the two following ways
[circled number] 1 [/circled number] When Track and G/S are observed
[drawn scale]
The navigator observes that his a/c has travelled from A to C in a certain time is N mins by calculating the ground speed the navigator can determine a distance C to Z for any time interval T mins. Z is therefore DR position for that a/c. This process is often adopted in practice when a/c maintains a TAS and height and no a/c keeps [deleted] cons [/deleted] constant and no change in W/V is experienced as soon as any material conditions of flight change such simple calculations become impossible.
2. Air Plot
During operational flying it may be necessary to alter course TAS and height frequently, provided navigator keeps accurate log of the courses, TAS, times and heights of the a/c and provided he knows the W/V he can find his DR position at any time. An air plot consists of laying down T courses and their respective air distances assuming a complete absence of wind, any point on the air plot is an air position, by taking on his air plot is an air position at the time of his required DR position and laying off from it a distance representing the total calculated effect of the wind since the
[page break]
commencement of the air plot, the navigator will obtain a DR position the accuracy of which depends on the accuracy of the W/V.
[drawing showing different plotting positions]
If an air plot is kept for a considerable time the W/V [deleted] varv [/deleted] will varie [sic], in this case the effect of the wind which must be applied can most easily be found if a separate plot is kept of the W/V found during the air plot, The winds are laid off in sucession [sic] as they are experiences and when DR position is required the wind effect is measured from the start of the wind plot to the point on the latest wind corresponding to required time.
An air plot is always made using true courses.
[deleted] On this [/deleted]
Unless absolutely [deleted] impp [/deleted] impossible an air plot should be kept in flight particularly when a number of courses are being flown
Advantages of an air plot.
1. Easy to keep and subject only to errors in drawing.
2. An air position can be quickly found from it.
3. If W/V is known the DR position can be found.
4. A W/V can be found at any time by comparing air position with a fix.
5. It promotes a keen interest in checking TAS courses and times.
6. It gives the pilot the greatest possible freedom of action so necessary in operational flying when maintenance of tr is impossible in the face of enemy opposition.
[page break]
An air plot should be restarted every time an accurate fix is established, errors are therefore reduced to a [deleted] me [/deleted] minimum. Never start an air fix from a DR position.
Method of Wind finding
1. Tr and G/S method
[drawing showing tr and G/S method]
Track and G/S can be measured most accurately from two reliable pinpoints obtain while flying a straight course [deleted] and [/deleted] a constant air speed Note :- Tr and GS found by use of such instruments CS and Bl or drift recording are unreliable for wind flying as it is usually impossible for the pilot to fly as accurately as these methods demand.
Air pilot method.
This is a very valuable method of finding wind provided plotting and timing are accurate and a reliable fix is f used. It is based on a comparison between air position of aircraft and its ground position whenever latter becomes known, the distance and direction of the ground position from the air position is clearly the effect of the wind since air plot was begun, the wind speed is then found by simple proportion.
[drawing showing plotting with wind effect for 25mins]
The number of alterations of course have o effect on wind found so long as air plot [deleted] o [/deleted] is kept accurately, if however air plot [inserted] is [/inserted] maintained for a considerable time the aircraft may experience a gradual chane [sic] of W/V and wind found will only be a mean W/V.
Multiple drift method.
Procedure :- steer on three courses in turn
[page break]
each being at least 50o apart from the others, note drift on each course.
CoT220o Drift 5oP Course(T) 310o Drift 9oP
Co(T)090o Drift 11oS.
[drawing 3 different courses]
Chose a suitable vector scale and describe a circle with radius TAS and centre O. From the circumference draw in the first Co to 0, lay off the other two Co’s in turn from the circumference to the centre from the point where each course leaves the circumference lay off the drift. It will be found that the 3 Tr’s thus drawn intercept possibly in a cocked hat at W it will bow be seen that we have three vector triangles of which OW the wind vector id common. This vector OW gives the wind direction measured from the centre outwards and it’s speed on the vector scale. The courses plotted on the TAS circle must be true courses.
The Drift and wind lane
[drawing showing the drift and wind lane]
This method is valuable for navigation over the sea at a height not access of 1500ft since data must contain a drift reading the method is impracticable when course of aircraft is either up or down or nearly so by measuring the drift the track of the aircraft can be determined by observing the compass or other means the direction of the wind lane can be determined which gives the wind direction on the surface of the sea as a general rule over the sea the wind direction at 1500ft is about 10o more than at the surface this tendency to veer can be applied to
[page break]
imeadiate [sic] heights by simple proportion but is to uncertain for heights above 1500ft since course and TAS, track and wind direction are known the wind speed and G/S can be calculated by plotting or CSC.
Position lines
A line drawn on a map or chart at some point upon which the aircraft is known to have been at a particular time.
Methods of obtaining
A position can be obtained in the following way by making visual or radial observations on a known object.
1. By Transit Bearing.
[drawing of a line of transit]
When two objects on earth’s surface appear to be in one straight line they are said to be in transit. The line joining two objects produced gives a position line. Transit bearings are written naming nearest object for example 0900 LTV 0 LTHO. The accuracy of the method is as high as +2o or -2o.
2. Compass Bearing.
If the compass bearing of an object is obtained by means of a bearing [deleted] ca [/deleted] compass and [deleted] oleva [/deleted] deviation for magnetic course of the aircraft and variation are applied to [deleted] the bearing true [/deleted] convert the bearing true, the reciplical [sic] of his bearing from the object is a position. the accuracy of this method is plus or minus 2o.
[drawing By W/T Bearings]
Position lines may be obtained by DF W/T, these bearings may be transmitted from a W/T station which itself takes the bearing of the a/c by DF and then ells the a/c what this bearing is
[page break]
together with the class and the time at which it was taken. Accuracy of 1st class bearing is with +or- 2o, and a 2nd class bearing + or – 5o.
4. Relative bearing
[drawing of bearings]
If the horizontal angle between a/c head and an object is measured by a DF loop or a bearing plate and if the true course of the a/c is applied then the principal of the bearing laid off from the object is a position line. The accuracy is not less than +or -2o.
5. Plan Range.
[drawing curved line]
If plan range of an object is observed from an a/c the circumference of a circle with centre the object and radius the range may be regarded as a position line.
6. Astro [deleted] Navigation [/deleted] observations
[ink mark]
[drawing of 3 lines]
It is possible to obtain positions lines by observation of the heavenly bodies. Such observations need more skill than those already described, such a position line may be considered in average conditions to indicate the centre of a band of position some 10mls wide any where the a/c might be. Note the width of the band depends on the skill of the observor [sic] the accurate maintanece [sic] of straight and level flight during observation and the [deleted] position [/deleted] [inserted] precision [/inserted] of the instruments used
Use of single position lines
1. Confirming Track
[2 drawings showing tracking lines]
[page break]
If navigator obtains a position line for example that is parellel [sic] or nearly parellel [sic] to his track the position line will serve to indicate within it’s limits of accuracy whether or not he is on track.
2. Finding G/S.
If navigator obtains a position line that is at or nearly at right angles to his track his G/S may be calculated from distance run between his last known position and the interception of his DR track and position line.
Use of multiple positions lines
If more than one position is avaible [sic] at any instant the [deleted] fos [/deleted] position of the a/c may be fixed with a certainty which depends on the accuracy of the position and their inclination to one another.
Cocked Hat
It is most improbable that if ore than two positions are avaible [sic] they will intersect at one point. Since the bearings are subject the errors already stated they will most probably form a triangle known as a cocked hat. The actual position is always taken as centre of triangle.
[underlined] Range and bearing fix [/underlined]
[drawing showing lines that cross]
If while observing the bearing of an object it’s plan range from a/c is also measured the position of the a/c may be fixed. Position is recorded as a bearing and distance.
[underlined] Fix by Simultaneous bearing [/underlined]
[drawing fixing a bearing]
If navigator is able to take instantaneous bearing of two or more objects the intersection
[page break]
of the plotted positions lines constitutes a fix since it is the only point in commen [sic] to the sevral [sic] lines drawn. It is not advisable to use position lines that differ by less than 45% from one another and no reliance what ever can be placed on a fix when the position lines meet at an angle of less than 30o. When taking simultaneous bearings the fix is timed at a moment when the object of the beam is observed since it’s bearing is changing most rapidly
[underlined] Transferring Position Lines [/underlined]
[drawing position lines]
Simultaneous bearings are seldom obtainable n flight there will usually be a time interval between then which cannot be neglected since the a/c has moved some s=distance between the taking of the bearings this difficulty is overcome by transfering [sic] the position lines. This can be done because a position of the a/c from the object, therefore if the object were moving on a track parellel [sic] to that of the a/c and at the same ground speed the bearing of the a/c from the object would remain unchanged over any interval of time. AX equals position line at 0900 BY equals transfered [sic] position always signified by double arrow. AB equals distance run by a/c along it’s track in two minutes. A position line can also be transfered [sic] in the case of an a/c whose Tr or G/S or both have been changed. To transfer a position first transfer to the position of alter course and then along 2nd tr at second G/S.
[underlined] Running Fix [/underlined]
When the position of an a/c is determined by transfering [sic]one or more position lines to cut another position line then intersection of such lines is known as a running fix. A bearings of two or more
[page break]
objects .
[drawing of intersection lines]
From A a point where the position lines cuts the tr mark off along the tr a b which is the distance [inserted] run [/inserted] in the time interval between the two bearings through B draw a line parellel [sic] to the first bearing which will cut the second bearing a L then L is the fix required.
B [underlined] Bearings on one object [/underlined]
The principal of the running fix can be applied when two or more bearings are taken of a single object. The method employed is the same as that used in previous example each position line being transfered [sic] along the tr for it’s individual time interval.
[drawing showing bearings on more than one object]
Transfer positions lines XA and XB along the Tr for distance run in 20 mins and 10 mins respectively where they cut position lines XC is the fix at the time position line XC was taken.
D. [underlined] Find Tr when Tr and G/S are unknown [/underlined]
If three position are obtained from one or more objects the tr of an a/c may be found as follows select a suitable lineal scale of time units for example 1 min to 1cm and mark off on a ruler or suitable straight edge the number of time units between the successive position lines and adjust it’s inclination until its marks upon it coincide with their appropriate position lines the inclination of the ruler then gives the direction of tr which is correct within the accuracy of the timing and of the observations.
[page break]
It is also possible to determine a position by used of this method of determining the tr. Suppose a known position A at 1200hrs and at 1220hrs and 1230hrs the navigator obtains bearings of an object B. Since the a/c was at A at 1200hrs the line joining A to B may be regarded as a position line at 1200hrs hence by procedure just described he tr of a/c is obtained.
[drawing showing the 3 different times and positions]
Through A draw a line parellel [sic] to the Tr so obtained this line represent actual Tr of the a/c cutting position lines at CD which may be considered. G/S may be found by measuring distance AD which has been run in 30 mins.
[underlined] Doubling Angle on the bow [/underlined]
Obtaining a fix by this method depends upon accurate timing of observations, the time is taken at which a bearing of an object makes a chosen angle with the track of between 30o and 80o. The angle on the bow is observed to increase as the object is approached and passed the time when the angle is double that of the original angle is noted. At this moment the a/c is a distance from the object equal to the distance run between the two observations calculated by G/S and time because triangle formed by the Tr and the two position lines is Isosceles.
[drawing of lines to form a triangle with the angles and times]
[page break]
[underlined] Fixing Position [/underlined]
Fixing position depends on sevral [sic] factors such as visibility and whether or not the area over which the a/c [deleted] ab [/deleted] is flying abounds in land marks. The methods of fixing positions are summarised in order of the reliability under all circumstances.
[circled number] 1 [/circled number] [underlined] Visual fixes [/underlined] best not allways [sic] availible [sic] owing to bad visibility or lack of permanant [sic] ground features. They are obtained (a) map reading b visually observed position lines.
[circled number] 2 [/circled number] [underlined] Astro fixes [/underlined] the average navigator can obtain position of an accuracy within 10 mls using two position lines the fix obtained is accurate to within 12 mls.
3. [underlined] DF W/T fixes [/underlined] these suffer from many defects, in ideal conditions however DF fixes can be accurate usually a DF fix is regarded as having an error of about 20 mls which error depends on the distance between the a/c and W/T station.
[underlined] Plotting Position lines [underlined]
So for position lines have been considered as curves or straight lines drawn on paper to represent certain ranges or bearings, these bearings can be represented in different ways according the map projection being used. A [deleted] pro [deleted] position line can be one of three types 1. Arc of great circle. – 2 Arc of small circle – 3 Arc of a curve of equal bearing
[underlined] Arc of a Great Circle [/underlined]
A transit is shortest line joining two origins and must therefore be a arc of a great circle and therefore the position line is actually a great circle arc but owing to it’s short length is plotted as a straight line, also a DF W/T bearing is a great circle bearing since wireless waves travel
The plotting of great circles depends on the [deleted] ma [/deleted] projection of the map of chart in use (1) On all Topographical map, layed [sic] of direct from meridian of origin as a straight line in direction of the a/c.
(2) [underlined] On Gnomonic Chart. [/underlined]
Same as for the topographical
[page break]
map, a distorted compass Rose applicable to position of origin may have to be used.
3. [underlined] Mercators Chart [/underlined]
(A) Calculate DR position of a/c (b) Calculate CA (c) Draw Rhumb line bearing from the origin by applying the conversion angle to great circle bearing at the origin.
[underlined] Navigational Projections [/underlined]
Air navigators are primarly [sic] interested in Rhumb lines but they frequently have to consider great circles as for example plotting bearings of an a/c obtained from a DF station. On the mercators projection the Rhumb line is drawn as a straight line bat [sic] a great circle is a curve convex to nearer pole that is on polar side of Rhumb line. Often on long flights it is better to fly a great circle instead of the usual Rhumb line track because of distance saved by so doing. In this case it is necessary to have a map or chart on which great circles appear as straight lines
[underlined] Gnomonic Projection [/underlined]
A map produced by this projection provides these very facilities unfortunately shapes bearings and areas are all distorted and there is no uniform scale of distance. There are 3 different types Polar, Equatorial and general, the only [deleted] w [/deleted] one used for
[page break]
ordinary navigation is Polar Gnomonic in which the pole is the centre of the map the map sheet making a tangent with the earth at the pole. Points on the earth are projected by drawing a line from the centre of the earth through the point and on to the map. Meridians will be straight lines radiating from the pole will parellels [sic] of latitudes will concentric [inserted] circles [/inserted] with centre the pole.
[drawing showing Mercators projections]
Placed on a true cylindrical projection which may be compared to a cylinder wrapped round the earth and joining it along the equator. Meridians and parellels [sic] of latitude then transfered [sic] from the earth and projected to the inside of the cylinder as seen by an observor [sic] with eye to the centre of the globe, with this projection distance between parellels [sic] increases between N and S of the equator and it is imposible [sic] project further areas. On the globe all meridians and parellels [sic] of latitude cut each other at right angles. An extremely important navigational requirement is that angles any where on the earths surface shall be correctly represented on the projection satisfies these requirements
Properties.
In mercators projection longitude scale is consisted all over the chart where as latitude scale varies with the latitude. True shape is preserved at cost of area
[page break]
hence near land masses near poles appear as huge continents though they are quite small. Thus we find that the mercators projection possess following charectaristics [sic].
1. Scale not consistent
2. Bearing straight line – Rhumb line
3. Area not equal
4. Shape true
It found by mathematical calculation that the increase in distance between parellels [sic] of lat. varies as the secant in latitude. This knowledge is used to make tables [inserted] of [/inserted] meridianal [sic] parts or mercaorial parts are number of times the length of one minute of longitude is contained in the projected distance from the equator to any [inserted] particular [/inserted] parellel [sic] of latitude.
Example if one minute of longitude – 0.02” then the distance from the equator and 30o N is 0.02 times mercatorial part for 30o that equals 0.02 x 1876.67” (taken from table) which equals 37.5334”
[underlined] Use of Mercators Projection Scale [/underlined]
On the earth the length of minute of latitude is nearly constant and consquently [sic] it forms a convenient measure of distance, on the land the length of a minute of longitude decreases. Being equal roughly to one minute of lat. at the equator but zero at the poles. On mercators projection these conditions are apparently but only apparently reversed since a minute of lat increases steadily N and S of the equator while the minute of longitude is constant all over the chart, never the less the physical scale of distance it so increases N and S of the equator on the projection therefore it is necessary to use the latitude sub division as a measure of distance. On the other hand it is necessary to use a uniform scale for solving triangle of velocity problems and for this purpose the longitude scale admirable.
[underlined] Measure of Distance [/underlined]
When measuring distance of mercator
[page break]
it is essential that the distance be taken from the latitude scale opposite length to be measured, all distances measured from latitude scale are in NM therefore if SM are required the special scale must be used.
[underlined] Bearings [/underlined]
On mercators all bearings measured from straight lines are Rhumb line bearings and are the same no matter from what meridian the measurement is made. It is therefore obvious that the plotting of Rhumb line Bearing present no difficulty however a great circle cuts successive meridians at different angles since all meridians are parellel [sic] a great circle will be a curved line convexed to nearer pole. The drawing or measurement of great circle bearing therefore calls for a special procedure.
Convergency [sic]
The reason why a great circle cuts successive meridian at different angles is that on the earth meridians are not parellel [sic] but are inclined at angles to one another. The inclination between any two meridians is called their convergency [sic] and it represents the angular difference between a great circle bearing measured at either meridian.
[drawing showing converging lines]
AB CD are meridians and CXY is convergency [sic] being difference between angle AVX and CXZ.
At the equator which all meridians cut at right angles there is no convergency [sic] where as at the poles the angle between any two meridians amounts to the change of longitude between them. Thus the value of convergency [sic] is a fraction of the CH of longitude and evidently varies with angle of latitude just as the sign of any angle varies, that is to say convergency [sic] at Lat 0o – 0 convergency [sic] at Lat 90o = Ch of long
[page break]
In fact for all practical purposes it can be said that value of convergency [sic] between any tow places at different latitudes on the earth is given by the formula convergency [sic] = Ch Long x Lin mean lat example :- what is convergency [sic] between A25o30 mins N 05’20W B41’20 N 1640E. Convergency [sic] = 22 x Sin33 – 22 x 0.54464c= 12o
[underlined] Conversion Angle [/underlined]
While the great circle are joining any two places on the earth cuts successive meridians at different angles the Rhumb line between them makes same angle at all meridians and consequently curves towards the equator. In so doing angles are made at both ends of the great circle and these angles for all practical purposes are equal to each other. This angle is called conversion angle and is equal to half convergency [sic].
[drawing showing converging lines]
Here two places in the northern hemisphere are considered WXYZ are the meridians at A and B respectively and MN is draw through B parallel to WX. ABQ is great circle passing through AB. ARBT is Rhumb line passing through AB, AP and LBS are tangents to Rhumb line at A and B it follows that angles WAP and YBL are bearings of Rhumb line ARBT.
[symbol for therefore] YBL = WAP N
It has been stated that the angles between Rhumb line and Great Circle are equal. Let them be called “C”
Then BAP = ABS – C
But opp. angles are equal ABS = LBQ = c
Now WAP = WAB +c
[page break]
Substituting in (1)
YBL = WAB+c
But WAB = NBQ (corresponding angles)
and NBQ = MBL +c
Substituting in (2)
YBL = MBL+2c
But YBL = MBL + [deleted] YMB [/deleted] YBM
[symbol for therefore] YBM = 2c
[symbol for therefore] convergency [sic] = 2c
[symbol for therefore] CA equals 1/2 ch long x sin mean lat.
Example what is conversion angle to apply between A3515S 1045E B.2545S 0215W. CA = 6.5 x .51504 = 3o to nearest degree.
[underlined] Abac [/underlined]
[3 scales showing CH long, CA & Mean lat]
To avoid calculating C/A u special facilities are provided for the navigator. On all plotting charts will be found an Abac, the use of the Abac is quite simple, a line is drawn joining Ch of [deleted] log [/deleted] long. on the top [deleted] b [/deleted] scale to the mean lat on the bottom and the CA is read from the point where this line cuts the centre scale. If Ch of long is on top side of scale the CA is also read from the top side and vicsa [sic] versa. if Ch of long is under 4o multiply by 10 and divide by 10 CA so found.
[underlined] Plotting of Great [deleted] G [/deleted] Circle bearings on mercators [/underlined]
Since the Rhumb line between two places always lies on that side of the great circle nearer the equator it is true to say that the great circle bearings of all places of any way E of observer in N hemisphere are less than Rhumb line bearings and all places W. are greater than the Rhumb line. In the S hemisphere the reverse is true. A simple rule for applying [inserted] CA [/inserted] to a great circle is Northern Hemisphere as 0o – 180o – ADD
180o – 360o = SUBTRACT
Southern Hemisphere = 0o – 180o = SUBTRACT
180o – 360o = ADD
[page break]
[underlined] Plotting a Great Circle on Mercators Projection [/underlined]
Lay off a complete [inserted] great [/inserted] circle bearing between any two places. Firstly lay off on a Gnomonic chart the Great circle bearing between the two places which will be a straight line a number of intermediate points are chosen and their lat and long obtained. These positions are then transfered [sic] to the mercators chart, and a curved lie is drawn free hand between the two places joining all the intermediate points.
[graph with 4 points marked on it]
Lay off only part of Great Circle bearing between two places namely a short arc at either of the two places. Join both places be a straight line (rhumb line) and determine CA. If a short line is drawn at either place in direction of the other and inclined towards the nearer pole so as to make an angle with the Rhumb line equal to CA such a line may be considered for all practical purposes to represent a short arc of the great circle between two places.
[graph showing GC arc at 2 points]
The Air Speed Indicator
Principle
The principle of the instrument is to measure the difference between the pressure set up by airflow past the a/c due to the movement the a/c through the air and that of the surrounding air. If a tube with one end closed has other open end pointing against current of air the air pressure inside the tube will be greater than that outside. The value of this excess of pressure in the tube depends upon the velocity of the air current and the density of the air. It is clear therefore that if the tube is kept facing into the air flow and a suitable pressure gauge is connected to the closed end the gauge can be collarbrated [sic] to measure
[page break]
the speed of the air relative to it.
[drawing showing air flow]
In the ASI. the open end of tube known as Pitot head is mounted on the a/c in airflow and is connected to a suitable pressure gauge in cockpit. The instrument has to measure the difference between the pressure built up inside the [deleted] su [/deleted] tube and the average pressure outside. Inside the cockpit of a/c in flight The airflow past the machine generally produces a region of low pressure, the extent of which depends on so many factors that it essential for the instrument to be independent of it. For this reason the low pressure side of the instrument is connected to a second tube called the Static Pressure Head which [inserted] is [/inserted] fixed to a point adjacent to Pitto Head. The Static Pressure Head is closed at the end which faces into the air flow but is pierced by numerous small radial near that end. The [deleted] Pitto [/deleted] Petot and Static Pressure Heads together form a unit which is called the Pressure Head. Pressure Gauge consists of an air tight chamber divided into two equal partments [sic] by means of a sensitive Diaphram or capsule, the Pitot Head is connected to one compartment and Static Pressure Head to the other, any variation of pressure in either tube causes a movement in the Diaphram to which is attached to a mechanism furnished with a needle which revolves over the dial of ASI.
[underlined] Altimeter [/underlined]
The principle of the instrument is that of the Aneriod [sic] Barometer but the dial instead of measuring inches of mercury is [deleted] calarba [deleted] [inserted] calibrated [/inserted] in inches equivalants [sic] heights. The pressure of the atmosphere is due to the weight of air above and gradually diminishes as height increases. The pressure of the air can be expressed in terms of millibars, pounds
[page break]
per sq ins or in the length of a column of liquid it can support. The average pressure at M.S.2 is about 10[deleted] 0 [/deleted] 13 millibars, 14 3/4 lbs per sq in or 30” of mercury.
[drawing showing vac capsule]
The instrument contains a round flat capsule made of thin corr [sic] metal from which all the air has been extracted. One side of the capsule is fixed to the instrument case while the other side is free to move. The instrument is connected to the Static Pressure Head so that the pressure surrounding the capsule is that of the surrounding air. A leaf spring is provided to prevent capsule collapsing [deleted] s [/deleted] as the atmospheric pressure decreases the capsule expands and the resulting movement is amplified and transfied [sic] by simple mechanism to a pointer revolving over a dial which is graduated in terms of height. Incorporated in the instrument is a compensator bar composed partly of steel and partly of brass which by reason of different exspansion [sic] of [deleted] m [/deleted] these metals counteracts & effects of [deleted] tempan [/deleted] temperature changes in the mechanism of the instrument.
[underlined] Calibration Laws [/underlined]
The relation between pressure and height is not a constant one but depends upon temperature, not only at given height but also at all points between that height and ground and upon pressure at ground level. Which factors change according to met. conditions. In order to calibrate an altimeter it is necessary to assume certain standard conditions of the atmosphere, correction can then be made to allow for the conditions actually observed. There are two calibration laws induced known as he Isothermal and I.C.A.N. laws.
[underlined] Isothermal Law [/underlined]
This law based on the assumption that the temperature at all heights is 10oC, no attempt has here been made to approximate to the average actual temp.
[page break]
found, [inserted] with [/inserted] the result that this law requires very large corrections especially at high altitudes.
[underlined] I C.A.N [/underlined]
This law assumes that the temp falls uniformly at rate of 1.98% per 1000ft from 15oC at M.S.L. to minus 56.5oC at 36[inserted] o [/inserted] 90ft above which remains constant at 56.5oC. This relationship is not necessarily the most accurate that could be found, but it represents with fair accuracy average conditions over the whole world and is greatly superior to the Isothermal assumption.
[underlined] Errors of Altimeter [/underlined]
(1) error due to variation of air temperature. Altimeters are calibrated to read correctly when the atmosphere is at a certain standard condition of these condition varie [sic] a correction must be applied to indicated height.
(2) Error due to lag. The mechanism of the altimeter is not sufficiently sensitive to record pressure changes quickly, for rapid ascents or descents there us sometimes a considerable lag therefore during rapid climbs the altimeter will read low and during dives read high
Error due to differences to surface pressure. The question of error due to surface pressure changes is of practical importance in flying, if the surface pressures change the altimeter will read incorrectly to the extent of 30’ for every millibar change in pressure and a correction must be made. When flying from high to low pressure altimeter reads low, if aerodromes are not at same height above MSL allowance must be made for the difference in height between the two dromes.
[underlined] Operation [/underlined]
In General the altimeter will indicate the height of the a/c at any moment, but the point above [deleted] tl [/deleted] which the is measured will depend on the manner is which the altimeter is set. If the dial is adjusted before taking off so that the pointer reads zero the altimeter will indicate during flight the height above the home aerodrome does not change during the flight will return to zero at landing on same drome. If the height above
[page break]
sea level is required during flight the altimeter must be set before taking off so that the pointer indicates the height of the aerodrome above sea level. If this is done the height of the a/c above sea level will be shown at any moment during the flight, provided the sea level pressure does not change.
[underlined] Computation Height and Air Speed [/underlined]
Unfortunately the ASI suffers from 3 defects :-
1. The instrument may suffer from constructional defects that cause instrument error, which can however be calibrated
2. The Petot Head may be effected by air eddies set up round the a/c, this gives rise to what is known as position error which can be tabulated for each type of a/c
3. The instrument cannot be fully compensated for changes of air density. Thus changes of atmospheric pressure and air temperature that occur in changes of height may cause a convergence between actual air density and the density assumed for calibration of the instrument giving rise to an error in its reading. This error can be allowed for in its process
[underlined] Derivation of TAS. [/underlined]
naturally all nav. calculation are concerned with TAS which can only be obtained at present by applying a number of correction to the instrument readings, TAS is derived in following stages
I.A.S. :- a reading of a particular [deleted] instruts [/deleted] instrument uncorrected
RAS :- IAS corrected for position and instrument errors
TAS :- RAS computed for height and temperature
To find TAS
add to RAS = 1.75% of RAS per 1000ft example RAS – 180 knots Height 8000ft
TAS = 180 + 18 [deleted] 0 [/deleted] [inserted] 1 [/inserted] x [deleted] 1.75 [/deleted] [inserted .35 [/inserted] / 10 [deleted] 0 [/deleted] [inserted] 1 [/inserted] x [deleted] 8 [/deleted] [inserted] 4 [/inserted]
= 180 + 25.2
= 205
[page break]
[underlined] Calibration of ASI [/underlined]
ASI should be calibrated regularly the setting of the pointer cannot be adjusted but check readings can be recorded and used for compiling a table for air speed corrections. When making a correction card for instrument error correction it is advised to include a position correction as well, so that instrument and position error are allowed for in one single operation.
[underlined] Height [/underlined]
The effect of temperature on the variation of pressure with height has an important bearing on the readings of the altimeter. The altimeter is graduated assuming an ideal atmosphere the temp of which is taken 50oF. Any change [deleted] can be[/deleted] in temp means that a correction has to be made and approx. rule for allowing for this [deleted] change [/deleted] [inserted] effect [/inserted] of temp is to subtract or add 1% of indicated height for each 5oF by which the mean temperature from the a/c to the ground is [deleted] blo [/deleted] below or above 50oF. Example indicated 5000ft mean temp 30oF
Height = 5000 – 5000 x 4 / 100 x 6
Height = 5000 – 200
= 4800ft
C.S.C.
Description
The instrument consists of the following main parts. (1) Bearing plate (2) Base plate (3) Gi/S bar.
The earing plate sliding up and down base plate, the wind co stud can be located in any position on the bearing either by moving it along the wind plate relative to the bearing plate. The air speed is marked off on either side of the base plate in mph and knots. To set TAS move bearing plate co until pointer registers required speed. The ground speed bar is swivelled up the top of the base plate so that it moves over the bearing plate and is connected to the track and drift pointer. The slot in the G/S bar is to fit over the wind stud and the G/S is marked down the bar on either side of the slot in mls per hour of knots. The drift scale is found on either side of the course pointer and is marked in Port of S. drift.
Analogy to triangle of velocities
The course and TAS vector is represented by a line drawn from
[page break]
speed bar swivel to the centre of the bearing plate through the course pointer. The track and G/S vector is p represented by the G/S bar from the swivel to the wind stud. The W/V vector is represented by the wind slot, from the centre of the bearing plate to the wind stud.
Method of determining
A. Course and G/S
(1) Set [deleted] true [/deleted] TAS (2) move wind stud to outside position and revolve wind plate until wind stud is against required wind direction on bearing plate (3) move wind stud along wind slot to required speed (4) Place ground speed bar over wind stud (5) Set track against T pointer (6) Read off True course against C (7) Read of G/S against centre of wind stud.
(B) Tr and G/S
(1) Set TAS (2) repeat as in A (5) Set true course against C (6) Read off Tr against T (7) Read off G/S against centre of wind stud
(C) W/V given Tr, G/S, Co TAS
(1) Set TAS (2) Set true course against C (3) Push wind stud to edge of wind plate. (4) Set track against T by moving G/S bar (5) At G/S mark wind point [deleted] m [/deleted] by a small dot on wind plate in centre of G/S bar channel (6) Move wind stud to centre of bearing plate and put G/S bar over it (7) Turn bearing plate until wind point appears in centre of the channel of the G/S bar and between the wind stud and C (8) Read off wind direction at C (9) Read off Wind speed along scale of G/S bar between wind stud and wind point.
D W/V by Multiple drift.
(1) Set TAS (2) Push wind stud to edge of wind plate but do not revolve wind plate through out operation. (3) Set first course at C (4) move ground speed bar and set drift at T (5) Draw a pencil line down the centre of G/S bar channel (6) Set 2nd course at C (7) Set second drift at T (8) draw 2nd pencil line (9) Set third course at C (10) Set third drift at T (11) Draw third pencil line (12) Move wind stud to centre of bearing plate and place G/S bar over it (13) Revolve bearing plate until centre of cocked hat comes in the centre of the
[page break]
G/S bar channel between wind stud and C. (14) Read wind direction at C (15) Read wind speed along scale [deleted] ab [/deleted] on G/S bar between wind stud and centre of cocked hat.
C W/V by drift and wind lane method
(1) Set TAS (2) Set True course at C (3) Push wind stud to edge of plate (4) Set track against T by moving G/S bar (5) Draw pencil line down centre line of G/S channel 6. Put wind stud to centre and place G/S bar over it (7) Set wind lane earing against C (8) Draw a pencil line down centre of G/S bar (9) Revolve earing plate if necessary until intersection of two lines comes in centre of G/S and Channel between wind stud and C (10) Read off wind speed along G/S bar and direction at C.
[circle with degrees marked around edge]
[chart for IAS and RES readings]
[page break]
G/S 130 Knots W/V [deleted] 174o 48 knots 176o 22o [/deleted] 152o 23 knots TR 079o Co (T) 088o
ETA = 113 / 130 X 60 / 1 – = 678 / 13 = – = 13 9/13 – = 14
ETA = 133 / 130 X 60 / 1 – = 798 / 13 – = 61 5/13
Time taken to Y is 61 mins
Expected time to cross at Y [deleted] 0743 hrs [/deleted] 0716 hrs
Co (m) 224o Tr 201o G/S 133 knts ETA 0800 hrs
TT = 92 / 133 x 60 / 1 – = 5520 / 133 – 41 67/133 – 42
TAS = 130 + 130 x 1.75 / 100 x 3 – = 130 + 117 / 8 – = 145 knots
Tr 289o Co (c) 310o G/S 131 knots ETA 0906 hrs
TT = 98 / 231 x 60 / 1 – = 5880 / 131 – = 46
GS = 102 / 1 x 60 / 45 – = 6120 / 45 – = 136 knots
Base at Exeter and orded [sic] to patrol channel to CAS light to Position X 4957 (N) 0014(W) Returning to Lincoln by Ipswich – W/V 270/20 knots
RAS 120 Knots 5000ft set course 1100 hrs
TAS Co (C) G/S ETA
At 11.20 receive MFB to proceed to Position Y 5005N 0140(W) circle smoke float for 5 mins and then s/g
CO (c) ETA Position Y
1135 loop bearing of Eiffil [sic] tower at 110 1/2o at [unreadable wording] light W/T bearing of 242o [unreadable wording] and W/V.
[unreadable wording] for Y using new W/V.
[unreadable wording] DR position 1140. Arrive at Y [unreadable wording] for X
[unreadable wording] ETA
[unreadable wording] at X on ETA s/c Ipswich using W/V [unreadable wording]
[unreadable wording] CO(C) ETA
Arrive Ipswich ETA sc Ipswich CO(C) ETA
[page break]
[equations / working out / corrections]
Co (C) 193o
ETA 0426 hrs
5047N 0027 E
W/V 113 27 knots
5033N 0020E
ETA = 0427
CO(C) = 187o
CoC 340o
ETA 0533 hrs
5031N 0045W
0613 hrs
Based out Norwich receive orders to bomb at bap d’antifer [sic] W/V 123o 21 Knots Height 5000 RAS 156 knts S/C at 0319 hrs. Co(C) ETA TARGET.
At 0355 Dungeness bears 116o(T) 0401 bears 069oT. FIX 0401 hrs W/V. 0407 AC for TARGET using new round DR 0407 Co(C) ETA. After bombing target s/c for NAV LIGHT 0510 hrs. What is Co(C) ETA (NAV) 0521 Beachy 042o (M) 0525 bears 059o(M) 0530 Beachy 081o(M) FIX 0530hrs Is it necessary to alter course for nav. Reach NAV 0534 hrs and s/c BOR using W/V 047o 35 Knts CO(C) ETA.
[page break]
[multiple equations and working out]
TAS 181 knts [tick]
Co(c) 110o [tick]
ETA 1932 hrs [tick]
Co(C) 200o [tick]
G/8 205 Knts [tick]
ETA 2000 hrs [tick]
G/S APPROX 215 Knts
FIX 5020B 01E [tick]
W V 333 24 knts [tick]
ETA 2022 hrs
TAS 192 knts
GS 180 knts [tick]
Co(c) 291O [tick]
ETA 2040 hrs [tick]
G/S 184 [tick]
W/V 354o 33 knts
DR.POS 4937N 01323 OW [tick]
Co(c) 314 [tick]
ETA 2040 mins [tick]
WV 272o 22knts
FIX 5028N 0227W [tick]
POS 5028N 0259W
[chart showing Ques No, working, Sub ques no & answers]
RAS = 124 X
TAS = 124 + (124 X 7 / 400 X 1) – = 124 + ( – = 130 Knots
(A) TAS 130 Knts
VAR 12o W – Co(M) 236o – DEV 1o E – Co(C) 256o
(B) CO(T) 224o
(C) co([deleted] m [/deleted] [inserted] c [/inserted]) 256o
[page break]
[chart showing Ques No, working, Sub ques no & answers]
[circled number] 1 [/circled number] RAS = 142 – [therefore symbol] TAS = 142 + (142 x 7 / 400 x 4 / 1) – = 152
DISTANCE 30NMS TIME 15 MINS – [therefore symbol] G/S = 120 KNTS
W/V 248o 50KTS
2.
VAR 11ow – COM 128o – [therefore symbol] CO(M) 139o
DISTANCE 86NM [deleted] TIME [/deleted] G/S 182KTS – [therefore symbol] TRIP TIME 26 MINS
a Tr 114o – b Co(T) 128o – c VAR 11oW – d CO(M) 139o – E DEV 0o – F CO(C) 139o – G DISTANCE 86NM – H G/S 182KTS – I 26MINS – J ETA 1046hrs – K DRIFT 14Os
Dublin Core
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Title
A name given to the resource
Two navigation course note books
Description
An account of the resource
Book 1 - contains notes on basic earth geography, direction on the earth's surface, terrestrial magnetism, maps and projections. map symbols, latitude and longitude, triangles of velocity and reporting. There is a team list at the back.
Book 2 - contains notes on types of navigation forms, air positioning dead reckoning. fixes, plotting position lines, navigation projections (Mercator), bearings, conversion angle, plotting great circle bearings, principles of aircraft instruments, airspeed and altitude calculations, plotting.
Format
The file format, physical medium, or dimensions of the resource
Two handwritten notebooks of 36 and 60 pages and covers respectively.
Language
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eng
Type
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Text
Text. Training material
Identifier
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MOpenshawB19211117-180404-01
Coverage
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Royal Air Force
Contributor
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Anita Raine
David Bloomfield
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.
Publisher
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IBCC Digital Archive
Creator
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B Openshaw
aircrew
navigator
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1276/17297/LOpenshawB19211117v1.2.pdf
1b306fc5afb7e26849ecbcaf2a8df46f
Dublin Core
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Title
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Openshaw, Benjamin
B Openshaw
Openshaw, Ben
Description
An account of the resource
Contains 89 items concerning Flying Officer Benjamin Openshaw who after training as a navigator/observer in Southern Rhodesia and England, flew with 104 Squadron in Italy. Collection consists of training notes, official personnel documents, his flying and navigation sight logbooks and photographs of people, places and aircraft. There is also a sub-collection consisting of target photographs in Italy and the Balkans as well as celebrities and London landmarks.
The collection has been donated to the IBCC Digital Archive by Kevin Angell and catalogued by Nigel Huckins.
Publisher
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IBCC Digital Archive
Date
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2018-04-04
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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Openshaw, B
Access Rights
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Permission granted for commercial projects
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Title
A name given to the resource
B Openshaw sight log book
Description
An account of the resource
Record of training navigation star and sun sights from ground and air between April 1943 and February 1944. Locations April to July 1943 at 24 bombing gunnery and navigation school at Moffat Southern Rhodesia on Anson aircraft. December 1943 at No 23 air observers school at RAF Millom and January and February 1944 at 15 OTU RAF Harwell. Flying log book for B Openshaw, Navigator, covering the period from 2 April 1943 to 6 July 1946. Detailing his flying training, Operations flown and post war flying with East African communications flight. He was stationed at RAF Moffat, RAF Harwell, RAF Oakley, RAF Westcott, RAF Foggia, RAF Aqir and RAF Eastleigh. Aircraft flown in were, Anson, Oxford, Wellington, Hudson, Mosquito, Curtis Commando and Dakota. He flew a total of 23 operations with 104 squadron, 6 Daylight, 6 night bombing operations and 11 supply drops. His pilot on operations was Flying Officer Chadwick. Targets were, Zagreb, Zsombachely, Sarajevo, Vicenza, Novi Pazar, Latisana, Klopot, Majevo, Matesavo, Piave, Cromelt, Circhina, Tuzla and Trieste.
Creator
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B Openshaw
Date
A point or period of time associated with an event in the lifecycle of the resource
1943
1944
1945
1946
Format
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Front cover and twenty nine page log book
Language
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eng
Type
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Text
Text. Training material
Text. Service material
Text. Log book and record book
Identifier
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MOpenshawB19211117-180404-02
Coverage
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Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
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Great Britain
England--Berkshire
England--Buckinghamshire
England--Cumbria
Bosnia and Herzegovina
Bosnia and Herzegovina--Sarajevo
Bosnia and Herzegovina--Tuzla
Croatia
Croatia--Zagreb
Hungary
Hungary--Szombathely
Israel
Israel--Ramlah
Italy
Italy--Foggia
Italy--Latisana
Italy--Susegana
Italy--Trieste
Italy--Vicenza
Kenya
Kenya--Nairobi
Montenegro
Montenegro--Kolašin Region
Montenegro--Podgorica
Serbia
Serbia--Novi Pazar
Slovenia
Slovenia--Cerkno
Slovenia--Črnomelj
Zimbabwe
Zimbabwe--Gweru
Temporal Coverage
Temporal characteristics of the resource.
1943
1944
1945
1946
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
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IBCC Digital Archive
Contributor
An entity responsible for making contributions to the resource
Mike Connock
Cara Walmsley
104 Squadron
15 OTU
Air Observers School
aircrew
Anson
Bombing and Gunnery School
C-47
Hudson
Mosquito
navigator
observer
Operational Training Unit
Oxford
RAF Aqir
RAF Harwell
RAF Millom
RAF Oakley
RAF Westcott
training
Wellington
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/262/28715/MGouldAG1605203-160708-15.2.pdf
85f9cc562f22b2ef6ea0d52b4d551e03
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Gould, Allen
Allen G Gould
Allen Gould
A G Gould
A Gould
Description
An account of the resource
Twenty-seven items. Concerns Allen Geoffrey Gould (b. 1923, 1605203 Royal Air Force). He completed a tour of operations as a flight engineer with 620 Squadron and the Special Operations Executive. Collection consists of an oral history interview, his log book, flight engineer course notebooks, pilot's and engineers handling notes, mention in London Gazette, official documents and photographs.
The collection has been donated to the IBCC Digital Archive by Allen Geoffrey Gould and catalogued by Nigel Huckins.
Publisher
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IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2016-07-08
Rights
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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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Gould, AG
Requires
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Sgt. Allen G. Gould – 1605203, was born in 1923, after leaving school in Bournemouth at 13, he worked for the Danish Bacon Company until being called up in 1943. Choosing to join the RAF, initially wanting to be a Navigator, he ended up as a Flight Engineer, flying in the Short Stirling Mk. I, II, III and IV variants. Training at RAF St. Alban, then the Heavy Conversion Unit. Allen joined No. 620 Squadron, flying from various bases, RAF Chedburgh, RAF Leicester East and then RAF Fairford. The roles for this squadron were not just bombing missions but Minelaying, Supply drops, Glider Towing and Paratrooper drops. He took part in D-Day, dropping paratroopers from the 6th Airborne Division over Caen, France on the night of 5th June 1944, returning on the 6th towing a glider of heavy equipment. He was also a part of Market Garden, towing a glider on 17th September 1944 and returning on the 19th and 21st on supply drops. There were also numerous drops on behalf of Special Operations Executive (SOE) as well as Special Air Service (SAS) dropping supplies and paratroopers.
Andrew St.Denis
Allen Gould was born on 16 June 1923 in Bournemouth. He left school at fourteen and worked for the Danish Bacon company until he was called up. His father having spent four years in the trenches, in WW1, advised him against joining the Army, so he volunteered for the Royal Air Force.
He joined the RAF on in October 1942 and following basic training he attended the first-ever direct entry, Flight Engineers’ Course at RAF St Athan.
On completion of flight engineering training, he joined up with his crew on 1657 Heavy Conversion Unit at RAF Stradishall, then moved with them onto 620 Squadron at RAF Chedburgh and later RAF Leicester East.
The squadron later relocated to RAF Fairford where they trained to tow gliders. He was billeted with 12 others in a Nissan hut, conveniently close to a trout stream. They often caught trout, away from the watchful eye of the bailiff and cooked them in a tin on the large coke stove that heated the hut. The illicit bounty was a most welcome supplement to the barely adequate daily rations they received.
Direct out of training with no aircraft experience he had to earn the trust of his crew who up until then had only come across experienced flight engineers. On only his second operational trip and flying with an inexperienced crew, they arrived late over Ludwigshafen, where they found themselves alone and under concentrated anti-aircraft fire. The aircraft was being peppered and was full of holes while the pilot was executing extreme manoeuvres trying to avoid further damage. A fuel tank was hit and Allen had to work hard to ensure the engines received sufficient fuel to keep running. At the same time he had to make sure there would be enough fuel remaining to get back to the south coast of England for an emergency landing. As the aircraft approached the runway, the airfield lights went out and the pilot announced he was going to do another circuit. Allen told him, bluntly, he couldn’t as he didn’t have enough fuel, so the pilot made a steep turn and conducted a blind landing with no fuel to spare. Allen bonded well with his crew and in their free time they would often all go out to the pub together.
Throughout his tour his squadron undertook a variety of roles, much of was it in support of the Special Operations Executive personnel, operating covertly in occupied Europe. They also trained to tow gliders and dropped parachuting troops on D Day.
Allen completed 32 operations as a flight engineer with 620 Squadron and he totalled over 460 flying hours on Stirlings. PGouldAG1610.2.jpg (1600×2310) (lincoln.ac.uk)
For his services to 620 Squadron, he was ‘Mentioned in Despatches’ for distinguished service. MGouldAG1605203-160708-13.2.pdf (lincoln.ac.uk)
Post war, he married his wife, Norma, who was training as a mechanic at St Athan when he met her. PGouldAG1601.2.jpg (1600×2412) (lincoln.ac.uk)
Allen was discharged in October 1946 having attained the rank of Warrant Officer. PGouldAG1604.1.jpg (1600×2330) (lincoln.ac.uk)
He returned to the Danish Bacon company where he worked for another 40 years.
Chriss Cann
October 1942: Volunteered for the RAF
January 1943 - July 1943: RAF St Athan, Flight Engineer Training
July 1943 - September 1943: RAF Stradishall, 1657 HCU, flying Stirling aircraft
September 1943 - December 1943: RAF Chedburgh, 620 Squadron, flying Stirling aircraft
January 1944 - March 1944: RAF Leicester East, 620 Squadron, flying Stirling aircraft
March 1944 - April 1945: RAF Fairford,620 Squadron, flying Stirling aircraft
8 October 1946: Released from service having attained the rank of Warrant Officer
Chris Cann
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
NOTES for PILOTS and FLIGHT ENGINEERS
[centred and italics] "Bristol" [/centred and italics]
[centred] HERCULES VI & XVI ENGINES
IN
STIRLING III, IV & V AIRCRAFT [/centred]
These notes are applicable only to fully-rated engines running on 100-octane fuel and are complementary to information given in official publications
Issue No. 1
September, 1944.
The Bristol Aeroplane Company, Limited,
Filton, Bristol, England.
[page break]
[centred] FLYING CONDITIONS [/centred]
(a)FOR (b)R.P.M. (c)BOOST lb./sq. in. (d)MIXTURE. (e)GEAR RATIO (see "Running Notes"
(f)COWL GILLS (g)CYL. TEMP. (h) OIL. TEMP.
1 (a)TAKE-OFF AND INITIAL CLIMB (5-minute limit (b)2,800 (c)+8 1/4 (d)NORMAL (e)'M'
(f)1/3 OPEN (g)Not more than 230°C. at start (h)Over 15°C. (+5°C. Min. in emergency)
2 (a)MAXIMUM CLIMB (b)2,400 (2,500in 'S' gear (c)+6 (d)NORMAL (e)'M' below approx. 9,000 ft. (f)ADJUST to keep cylinder temperatures within limits quoted (g)270°C. Max. 160°C. Min. Emergency concession 290°C. Max. (See "Key to Flying Conditions" (No. 7) (h)90°C. Max.
3 (a)MAX. ECONOMICAL CRUISE (b)2,400 (c)+2 (d)WEAK (e)'M' below approx. 14,000 ft.
(f)ADJUST to keep cylinder temperatures within limits quoted (g)270°C. Max. 160°C. Min. Emergency concession 290°C. Max. (see "Key to Flying Conditions" No.7) (h)80°C. Max. (55/65° desirable)
4 (a)MAX. CONTINUOUS CRUISE (b)2,400 (c)+6 (d)NORMAL (e)'M' below approx. 9,000 ft.
(f)ADJUST to keep cylinder temperatures within limits quoted (g)270°C. Max. 160°C. Min. Emergency concession 290°C. Max. (See "key to Flying Conditions" No. 7) (h)80°C. Max. (55/65° desirable)
5 (a) ALL-OUT (5-minute Limit) (b)2,800 (c)+8 1/4 (d)NORMAL (e)'M' below approx. 10,000 ft. (f)ADJUST to keep cylinder temperatures within limits quoted (g)280°C. Max. Emergency concession 300°C. Max. (see "Key to Flying Conditions" No. 7) (h)100°C. Max.
6 (a)DIVE (Max.) (b)3,120 (c)+8 1/4 (d)NORMAL (e)Preferably 'M' (f)CLOSED (g)280°C. Max. Emergency concession 300°C. Max. (See "Key to Flying Conditions" No. 7) (h)100°C. Max.
7 (a, b, c, d, f) MAXIMUM FOR STATIC GROUND-RUNNING OR ANY CONDITIONS IN FLIGHT (g)280°C. Max. Emergency concession 300°C. Max. (See "Key to Flying Conditions" No. 7)
(h)100°C.
Always set air intake controls to COLD except when cruising or gliding in damp atmosphere, clouds, rain or snow
Use only 100-octane fuel.
[page break]
[centred] RUNNING NOTES. [/centred]
STARTING.
1. Turn on fuel cocks. Ensure all balance cocks off.
2. If carburettor empty, adjust priming cock to feed appropriate engine. Then half-fill float-chambers by giving 10 double strokes of small-capacity (20 c.c.) pump; if larger pump fitted, give proportionally less strokes. Avoid over-priming since full carburettor unnecessary for starting. Cease pumping immediately if fuel runs from volute-casing drain.
3. Set throttle just off closed position.
4. With Hercules VI engines, check that mixture control is at NORMAL.
5. Set propeller speed control lever fully up.
6. Ensure supercharger control set to 'M' gear.
7. Ensure air-intake heat control at COLD.
8. Set cowl gills fully open, unless air temp. below 0°C. when control should not be moved until engine has run for about 2 min.
9. With ignition off, hand-turn propeller 2 complete revs., then press starter button for another 2 revs. If free rotation impeded in either case, stop turning and suspect hydraulic locking.
10. Adjust doping cocks to appropriate position (high-volatility fuel should be used when air temp. below 0°C.). Then operate doping pump until increase in resistance to movement indicates pipe lines full.
11. Press starter button. While engine is turning, operate doping pump vigorously at rate according to air temp., increasing rate the lower the temp. Switch on ignition and booster coil after engine has turned through 2 revs. If engine does not start within 20 sec., release starter button and wait 30 sec. before further turning.
Never pump-handle throttle lever or lower cylinders may become filled with fuel and damage to engine will result.
[page break]
Turn off doping cock and screw home doping-pump plunger after use.
In cold weather do not shut down until engine thoroughly warm; otherwise, after a stand-by, ice might form in cylinders or across sparking-plug points.
WARMING UP AND GROUND-RUNNING.
If oil pressure does not rise immediately after starting, shut down for investigation. If satisfactory, open up to 1,200/1,500 r.p.m. and run at this speed until oil pressure settles. But, in cold weather, restrict first minute's running to 800 r.p.m. to avoid damage to oil coolers and pipe joints.
When engine warmed up, momentarily close throttle and then open up to +6 lb./sq. in. boost in one smooth decisive movement; run at this boost for a few seconds only, to clear sparking-plugs. Closing throttle momentarily allows full advantage to be taken of accelerator pump, and this procedure should always be adopted if difficulty experienced in opening up; it is also recommended before opening up to full power for take-off.
Before take-off, perform checks as follows:-
1. With speed control lever fully up, set throttle to give zero lb./sq. in. boost. Ensure all cylinders are firing by verifying that r.p.m. within 50 of figure normally recorded on particular engine at these control settings.
2. Adjust throttle to give 1,200/1,500 r.p.m. Check and exercise supercharger by changing to 'S' gear and back six times, observing momentary drop in oil pressure at each change; pause for one minute after each change back to 'M' gear to allow clutches to cool. Finally, with 'S' gear engaged, set speed control to allow 2,400 r.p.m. and open throttle to max. climbing position; then, to ensure clutches are engaging properly, verify that +6 lb./sq. in. boost obtained without fluctuation. Return to 'M' gear.
[page break]
RUNNING NOTES - continued.
3. Set speed control lever fully up and throttle to give 2,400 r.p.m. Check and exercise propeller by depressing speed control lever to give drop of 500/600 r.p.m. and returning it fully up; ensure response to movements satisfactory and original r.p.m. restored.
4. Hercules VI engines only. Move mixture control to ECONOMICAL and check drop in r.p.m. then return to NORMAL.
5. Open throttle fully. Check boost, r.p.m. fuel pressure.
6. Immediately retract throttle to max. climbing position; if this does not cause decrease in r.p.m., throttle back further until there is a drop. Switch off each magneto in turn; faulty ignition is indicated by rough running or if drop in r.p.m. exceeds 50. Perform check as quickly as possible, but pause for 5 sec. between operation of switches.
Watch cylinder temp. carefully at all times and if rising unduly, run engine at 800/900 r.p.m. until cooled down. Never allow engine to idle at less than 800 r.p.m. a moment longer than necessary.
TWO-SPEED SUPERCHARGER SETTINGS.
Always use 'M' gear for ground-running, taxying, and take-off. For maximum power at particular condition, use 'S' gear above altitude quoted in "Flying Conditions." Also, to conserve engine and save fuel, use 'S' gear for all economical cruising above approx. 14,000 ft.
FEATHERING PROPELLER.
1. Press feathering button and immediately close throttle.
2. Turn off engine fuel cock and switch off ignition when propeller has ceased to rotate.
3. Close gills on stationary engine.
[page break]
UNFEATHERING PROPELLER.
1. Set speed control lever fully down and ensure throttle closed.
2. Switch on ignition and turn on fuel.
3. Press feathering button and hold it in until not more than 1,000 r.p.m. is reached.
4. Open throttle, and warm up slowly if engine cold.
5. Set speed control to give desired r.p.m.
LANDING
Before landing, set propeller speed controls to permit 2,400 r.p.m. and ensure superchargers in 'M' gear and mixture controls of Hercules VI engines at NORMAL.
Immediately aircraft comes to rest, and before taxying to dispersal point open cowl gills fully.
SHUTTING DOWN.
1. Exercise superchargers by running for short period in 'S' gear at r.p.m. not exceeding 1,500. Then return to 'M' gear.
2. Run at -2lb./sq. in. boost for 5 sec.
3. Slowly retract throttle until 800 r.p.m. is reached then run at this speed for 2 min.
4. Close throttle, then operate cut-out and hold up until engine has stopped.
5. Switch off ignition and turn off fuel.
To avoid overheating ignition leads, allow engines to cool off as much as possible before stopping; also shut down head-to-wind whenever practicable and leave gills fully open for about 10 min. after switching off.
OIL DILUTION.
1. Shut down as above, then top-up oil tanks.
2. Restart when oil inlet temp. fallen to 20/40°C.
3. Open up to -2lb./sq. in boost for 5 sec.
4. Slowly retract throttle to 800 r.p.m. then run for four min. with dilution button depressed.
5. Close throttle, then operate cut-out.
6. When engine has stopped, release dilution button and cut-out. Switch off ignition and turn off fuel.
[page break]
KEY TO FLYING CONDITIONS.
Unless otherwise stated, data apply to both 'M' and 'S' supercharger gear ratios.
Throttle should never be set between max. economical cruising, max. climbing and take-off positions.
1 Boost and r.p.m. quoted should be used only for shortest period consistent with safe take-off, and must not be employed for longer than time taken to climb 1,000 ft. If full power not required, use lower r.p.m. with throttles fully open. Always reduce r.p.m. to 2,400 before retracting throttles to max. climbing position.
2 When boost has fallen to +3 1/2 lb./sq. in. (approx. 9,000 ft.), change to 'S' gear. When boost in 'S' gear fallen to +3 lb. retract throttles to max. economical cruising position; if cylinder temp. rise excessively, return mixture levers of Hercules VI engines to NORMAL or throttles of Hercules XVI to max. climbing position.
3 Throttles must not be moved beyond max. economical cruising position. Always use 'S' gear above approx. 14,000 ft. To obtain greatest range, set throttles at max. economical cruising position and maintain required I.A.S. by adjusting r.p.m. between 2,400 and lowest speed consistent with smooth running; retract throttles to lower boost only when further reduction in r.p.m. impracticable. For maximum duration of flight, reduce r.p.m. to lowest figure consistent with smooth running and set boost to lowest figure at which aircraft will fly comfortably.
4 Throttles must not be moved beyond max. climbing position. If altitude has caused boost in 'S' gear to fall to approx. +3 lb./sq. in. or below retracting throttles to max. economical cruising position will increase performance and economy by preventing over-richness. When throttles of Hercules VI engine have been so retracted, movement of mixture controls to ECONOMICAL will give considerable further economy for only slight loss of power.
5 Always report excessive periods of running at these conditions to your Engineer Officer. If altitude has caused boost to fall to +6 lb./sq. in. or below, throttles should be returned to max. climbing position to prevent loss in I.A.S. and excessive fuel consumption. Throttles should not be returned to max. economical cruising position when r.p.m. above 2,400, especially with Hercules XVI engines.
6 During dive, throttles must be at least one-third open.
7 Provided thermocouple fitted on No. 14 cylinder, concession permits cylinder temp. of 290°C. for cruising and climbing, and 300°C. (5-min. limit) in emergency. These temp. must be avoided whenever possible.
OIL PRESSURES
Ground setting: 90 lb./sq. in. at 70°C. and 2,400 r.p.m.
Normal in flight: 75/80 lb./sq. in. at over 2,000 r.p.m.
Minimum: 60 lb./sq. in. at over 2,000 r.p.m.
Emergency (5-min. limit): 50 lb./sq. in. at over 80°C.
Pressure below 60 lb./sq. in. is not permitted unless oil temp. has risen rapidly above 80°C.
Oil pressure reading is subject to tolerance of +- 5 lb./sq. in. to compensate for inaccuracies of gauge and slight variations in pressure. Pressures will be higher when oil is cold.
[page break]
N E V E R
... exceed 230°C. cylinder temperature when taxying, or begin take-off when temperature above this figure.
... run engine on ground at maximum boost except to perform specific checks, which must be of shortest duration to prevent burning of ignition leads.
... allow fuel to be obtained by pump-handling of throttle lever or misuse of priming or doping pumps.
... run starter motor for longer than 20 seconds at a time.
... change supercharger gear from 'M' to 'S' ratio at r.p.m. higher than 1,500, either on ground or in flight below 5,000 ft.
A L W A Y S
... reduce r.p.m. rather than boost for economical cruising.
... allow engine to cool by running at 800 to 900 r.p.m. after periods of high-power running on ground.
... set gills fully open after landing, for taxying, during all ground-running, and after shutting down.
... endeavour to have aircraft head-to-wind during ground-running and shutting down.
... inform Engineer Officer of excessive periods of running at maximum conditions.
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Notes for pilots and flight engineers Bristol Hercules engines in Stirlings
Description
An account of the resource
Technical notes for various marks of Hercules engines. Limits for flying conditions, running notes, dos and don'ts.
Publisher
An entity responsible for making the resource available
Bristol Aeroplane Company Limited
Date
A point or period of time associated with an event in the lifecycle of the resource
1944-09
Format
The file format, physical medium, or dimensions of the resource
Six page printed document
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
MGouldAG1605203-160708-15
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
Royal Air Force. Bomber Command
Temporal Coverage
Temporal characteristics of the resource.
1944-09
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Contributor
An entity responsible for making contributions to the resource
Sue Smith
Creator
An entity primarily responsible for making the resource
Bristol Aeroplane Company Ltd, Filton, Bristol
aircrew
flight engineer
pilot
Stirling
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1828/33481/MEylesCW900473-170410-01.2.pdf
5eb925a14a0be8e2c613957ab97e4f70
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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Eyles, Bill
C W Eyles
Publisher
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IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2017-04-10
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
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Eyles, CW
Description
An account of the resource
51 items. The collection concerns Bill Eyles DFM (900473 Royal Air Force) and contains his log book. notebooks, correspondence and photographs. He flew a tour as a bomb aimer with 78 Squadron and later a second tour with 35 Squadron Pathfinders.
The collection has been donated to the IBCC Digital Archive by Hazel King and catalogued by Nigel Huckins.
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Title
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Bill Eyles instruments notebook
Description
An account of the resource
Training course notes covering aircraft flight instruments, engine instruments, recording equipment, compasses and cameras, bombsight. Contains some diagrams and notes on photography and operational bombing procedures. Continues with tools, workshops, lathes, rigging and other notes.
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C W Eyles
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1940-09-09
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Multi-page note book with handwritten entries
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eng
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Text. Training material
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MEylesCW900473-170410-01
Coverage
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Royal Air Force
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1940-09-09
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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.
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1828/33482/MEylesCW900473-170410-02.2.pdf
a8bab7fb1508fcdf122a20bd6d6a02e5
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Title
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Eyles, Bill
C W Eyles
Publisher
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IBCC Digital Archive
Date
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2017-04-10
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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
Eyles, CW
Description
An account of the resource
51 items. The collection concerns Bill Eyles DFM (900473 Royal Air Force) and contains his log book. notebooks, correspondence and photographs. He flew a tour as a bomb aimer with 78 Squadron and later a second tour with 35 Squadron Pathfinders.
The collection has been donated to the IBCC Digital Archive by Hazel King and catalogued by Nigel Huckins.
Dublin Core
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Title
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Bill Eyles notebook - auto controls
Description
An account of the resource
Covers sperry giro pilot and includes: engine driven compressor, air dryer, servo motor clutch, air intake throttle, steering control, altitude controls, servo motor, other components, operations of systems, connection to flying controls, disturbance of flying axis, installation, ground and air testing and checks, fault finding, finishes with other miscellaneous notes. Contains some diagrams.
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C W Eyles
Format
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Multi-page notebook with handwritten entries and diagrams
Language
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eng
Type
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Text
Text. Training material
Identifier
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MEylesCW900473-170410-02
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.
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/636/40405/MRoyallGL1801494-220420-140001.2.jpg
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https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/636/40405/MRoyallGL1801494-220420-140002.2.jpg
551b7962b3ee0143d1f9122a4b061c0a
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/636/40405/MRoyallGL1801494-220420-140003.2.jpg
526e2905ae91edb1542d983929723c96
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/636/40405/MRoyallGL1801494-220420-140061.2.jpg
b1da017348dd8a67c2f33d10710c2197
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Title
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Royall, George
G Royall
Publisher
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IBCC Digital Archive
Identifier
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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
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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.
Date
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2015-07-20
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Title
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Meteorology for pilots and navigators
Form 2261
Description
An account of the resource
Official (Canadian) booklet on meteorology. Covers and table of contents only.
1st image: Front cover. Annotated by hand: 'Sgt GL Royall' and 'Sgt Hardy JC. R103813'
2nd image: Title page.
3rd image: Table of contents.
4th image: Back cover (blank)
This item is available at the International Bomber Command Centre/University of Lincoln.
Creator
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Canada department of transport - air services branch - meteorology division
Date
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1941
Temporal Coverage
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1941
Spatial Coverage
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Canada
Coverage
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Royal Air Force
Royal Canadian Air Force
Language
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eng
Type
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Text
Text. Service material
Text. Training material
Format
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Printed booklet
Identifier
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MRoyallGL1801494-220420-14
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.
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IBCC Digital Archive
aircrew
ground personnel
meteorological officer
navigator
pilot
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/167/2215/MAllenDJ1880966-150702-04.1.pdf
e41eee99049826540e5e8c9e9c907856
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Title
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Allen, Derrick
Derrick Allen
D J Allen
Description
An account of the resource
75 items. The collection covers the career of Flight Sergeant Derrick John Allen (1880966 Royal Air Force) who was a mid-upper gunner on 467 Royal Australian Air Force Squadron at RAF Waddington in 1944-45. Collection contains his logbook, Royal Air Force documentation, notes on air gunners course and photographs of various aircrew. Collection also contains maps and photographs covering the loss of his Lancaster near Spa in Belgium from which he successfully bailed out on 2 November 1944. There is also an oral history interview with his family.
The collection has been loaned to the IBCC Digital Archive for digitisation by Judy Hodgson and catalogued by Nigel Huckins.
Publisher
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IBCC Digital Archive
Date
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2015-08-30
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.
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Allen, DJ
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Permission granted for commercial projects
Transcribed document
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Transcription
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[underlined] 1880966. A.C. ALLEN.
CLASS. No 9. HUT 15
PEMBREY. COURSE 94 [/underlined]
[page break]
SIGHTING.
THE REFLECTOR SIGHT.
It is an illuminated ring and bead sight.
(a) The bead shows you where your bullets are going
(b) The ring is a scale to measure allowances (RADS) and is the only way of estimating range of target
Changeing [sic] bulb. (After 30hrs use or blackening).
(a) by day. polarity marks coincide.
(b) by night. by trial and error. If incorrect dim light by "day", no light by "night".
Keep all glass surfaces (5) clean and free from smears, "chamois leather".
ADJUSTMENTS.
1. To move sight laterally, loosen split collar.
2. To move sight for elevation or depression, loosen nut opposite end to split collar. ie. by the cam.
If sight refuses to function check master switch, fuze [sic] and accumulator leads
RANGE ESTIMATION.
[graph for range estimation]
[page break]
KEY RANGES.
600yds Limiting Range
400yds Effective Range.
150yds Point blank.
[underlined]CHARACTERISTICS OF M/G FIRE. [/underlined]
1.Cone of fire.
The space which contains the trajectories of all the bullets fired
2. Bullet Group. - cross section of cone of fire 15' diameter at 400yds
3. Bullet pattern - two or more bullet groups caused by vibration of mountings and whip of the barrel
[underlined] GRAVITY DROP. [/underlined]
The distance the bullet falls below the axis of the barrel due to the pull of the earth.
[ Diagram showing gravity drop effects]
It is allowed for by
[underlined] HARMONISATION. [/underlined]
It is the aligning of the guns with the sight to allow for gravity drop.
[page break]
[underlined] BULLET PATTERN FOR 4 GUNS [/underlined] [underlined] 15' DIA @ 400yds [/underlined]
[ two diagrams showing this]
[underlined] PROCEDURE FOR HARMONISATION. [/underlined]
1. Lock turret in fore and aft positions.
2. Remove Breech block and back plate etc.
3. Place harmonisation board correct distance in front of guns so that master gun (BOTTOM LEFT) is aligned on its appropiate [sic] gun spot.
4. Align remaining guns on their appropiate [sic] spots one at a time checking with the master gun after each operation.
5. Align sight on sight spot.
6. Unlock turret operate in all directions, relock and recheck.
[underlined]NOTE. [/underlined] Mid upper turrets are harmonised on the port beam
To ensure greater accuracy in aligning the guns it is advisable to strip a
[page break]
breech block, replace it in gun and sight through firing pin hole.
[underlined] BULLET TRAIL [/underlined]
Is the lagging behind of a bullet along its path due to air resistance. It is influenced by height, range, speed of own a/c, and angle of fire. (allowance is maximum on the beam decreasing to nil ahead or astern). It is allowed for by moving your guns towards the nose of your own a/c.
[diagram to illustrate]
[ Bullet trail table]
[underlined] PARRALELL[sic] COURSE SHOOTING. [/underlined]
1. [underlined] SAME SPEED.[/underlined]
Allow for bullet trail only.
2. E/A FASTER
Aim two Rads in front.
3. E/A SLOWER.
Aim point blank.
[page break]
[underlined] CORRECTING ON TRACER. FIGHTERS ATTACK. [/underlined]
Estimates your speed to find his allowance
1. parallel course 1200yds/800yds (to get your speed)
2. Banks "cockpit towards ) sighting
3. Banks opposite way "GUNS ON"
During "double bank" Pt Blank Shot, fire long burst.
[ diagram curve of pursuit]
[ diagram the zone method]
Aiming point being between the target and your own tail.
[page break]
[underlined] Correcting on Tracer. [/underlined]
TRACER.
It is an illuminated bullet. - 2 kinds
G IV - day tracer - burns brightly from -0yds - 600yds.
G V - night tracer - burns dull from -0yds - 200yds brightens 200yds - 600yds.
It is a secondary aid to sighting. It shows you correct "Line" and correct allowance.
YOU CANNOT ESTIMATE RANGE WITH TRACER.
RULES OF AIMING AGAINST CURVE OF PURSUIT.
USING TRACER.
1. Recognise the a/c.
2. Estimate Range.
3. Make the necessary zone[?] allowance towards own tail.
4. At 600yds fire a burst and note end of trace (It is essential that you maintain the target in the same position in your sight whilst firing).
5. Keep firing with the target at the end of the trace.
6. At 400yds position target half way along the existing trace.
7. Keep firing with target half way along the trace until 150yds. Then fire point blank until the break away.
[page break]
8. On break away build up deflection of 1 Rad in the direction of the breakaway firing cont.
FRONT GUNNER.
1. Head On - P.t. Blank - 1200yds
2. Head On "Up" - Shallow Dive - 1200yds - 1 Rad above and increase.
3. Head On "Down" Shallow climb - 1200yds - 1 Rad below.
[diagram to illustrate]
[underlined] GROUND STRAFFING.[sic] [/underlined] under 2000'
[underlined] FRONT GUNNER [/underlined] - 1000yds - fires 2 Rads short of target increasing to 3.
[underlined] REAR GUNNER [/underlined] 3 RADS and decreases
[underlined] TRACER. - should enter the target.
[underlined] PRE [/underlined] FLIGHT INSPECTION.
1. Switch on master switch.
2. Check sight (switch) in all positions
3. If sight does not light (a) change bulb (b) Check fuze[sic] (c) check leads
4. Check spare bulbs and fuzes. [sic]
5. Check sight mounting for security.
6. Wipe all glass surfaces.
[page break]
CORRECT RULE FOR USING TRACER.
Keep the sight moving with the target before firing, during firing, and as long after firing as trace is visible. Watch the end point, [underlined] if [/underlined] this is done the trace ( from sight centre to end of trace) gives the correct deflection including bullet trail for 600 yds.
BREAKAWAY'S. [sic]
Breakaway [underlined] down [/underlined], (rear and mid upper).
Aim 1 Rad along line of breakaway, firing continuosly [sic] until fighter has passed through sight. [underlined] Front gunner [/underlined]
Aim 2 Rads over the outside shoulder of target
[underlined] Break away up, [/underlined] rear gunner, as for break away down.
Mid Upper and Front gunner, aim point blank.
[page break]
Bristol turret 60o either side
Elevation 60o
Depression 32o
Independant [sic] gun rotation 40o either side of any mid position. Working pressure of turret 600lbs per squ inch.
REARMING.
Double link in tank,[?] single link to right hand gun.
Single link in Left hand tail.[?] double link to left hand gun.
The hydraulic lock is to prevent gun sinkage.
[diagram (upside down)]
[page break]
[diagram of Bristol a/c hydraulic and turret layout.]
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Title
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Air gunner course notes
Description
An account of the resource
Covers air gunners course including sighting, gun ranges, characteristics of machine guns, bullet patterns, harmonisation, firing techniques, use of tracer rounds and gun turret hydraulics. Front Cover captioned '1880966, AQC Allen, Class No 0, Hut 15, Pembrey, Course 94'.
Creator
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D J Allen
Format
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10 page notebook with front and rear cover
Language
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eng
Type
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Text
Text. Training material
Identifier
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MAllenDJ1880966-150702-04
Coverage
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Royal Air Force
Spatial Coverage
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Great Britain
Wales
Wales--Carmarthenshire
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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IBCC Digital Archive
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Debbie Record
David Bloomfield
air gunner
Air Gunnery School
aircrew
RAF Pembrey
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1695/27493/MPhillipsD1653229-180604-01.2.pdf
68c12e2a48c2a93eaa9b9bd91ffcc880
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Title
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Phillips, Daniel
D Phillips
Publisher
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IBCC Digital Archive
Date
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2018-06-04
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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Phillips, D
Description
An account of the resource
40 Items. Collection concerns Warrant Officer Daniel Phillips ( - 2022, 1653229) who served as a Lancaster navigator on 460 Squadron at RAF Binbrook in 1944/45. Collection contains service history, documents, a letter, photographs of people, places and aircraft. It also includes his flying log book and course notes from his navigator training.
The collection was loaned to the IBCC Digital Archive for digitisation by Rhodri Phillips and catalogued by Nigel Huckins.
Transcribed document
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Transcription
Text transcribed from audio recording or document
1653229 PHILLIPS
R.A.F.
[page break]
[underlined] AIR NAVIGATION [/underlined]
[page break]
1.
1. INDEX.
4. FORM OF THE EARTH.
7. VARIATION.
9. DEVIATION.
10. METHODS OF GIVING SCALE.
11. METHODS OF SHOWING RELIEF
12. PROJECTIONS.
16. MAPS IN USE BY R.A.F.
20. RECIPROCAL BEARINGS.
21. METHODS OF REPORTING POSITIONS.
23. MAGNETIC COMPASS
29. AIR SPEED INDICATOR
34. TIME SCALE
35. ALTIMETER.
43. METEOROLOGY.
59. COMPUTOR.
63. FIXES BY POSITION LINES
63. COURSE FOR RECIPROCAL TRACK
64. PLUMB LINE TRACK & DISTANCE
65. W/T BEARINGS
[page break]
[underlined] FORM OF THE EARTH [/underlined]
[underlined] Shape: [/underlined]
Oblate Spheroid.
The difference between the length of the equatorial diameter and the North-South diameter is 27 miles.
[underlined] Axis: [/underlined]
That diameter about which the earth revolves.
[underlined] Poles: [/underlined]
Extremities of axis of rotation.
[underlined] Great Circle: [/underlined]
Circle on the surface of a sphere, the plane of which passes through the centre of the sphere. The shortest distance between two points on the surface of a sphere is the minor arc of the great circle passing through the two points.
[underlined] Small Circle: [/underlined]
Circle on the surface of a sphere, the plane of which does not pass
[page break]
5.
through the centre of the sphere.
[underlined] Equator: [/underlined]
A Great Circle whose plane is at right angles to the axis of the earth.
[underlined] Parallel of Latitude: [/underlined]
A Small Circle parallel to the Equator.
[underlined] Meridian: [/underlined]
A Semi-great Circle joining the Poles. (Direction of True North is not the same at Edinburgh and Glasgow)
[underlined and centred] LATITUDE [/underlined and centred]
Latitude is defined as:
The Arc of meridian between equator and place in question – named North or South.
[diagram] N – North S – South O – Centre of Earth. [/diagram]
Lat. P = arc PQ
[page break]
6
[underlined and centred] LONGITUDE [/underlined and centred]
Longitude is defined as:
the smaller arc of the equator intercepted between the Prime Meridian (0[degree symbol]) and the meridian of the place in question – named East or West.
[diagram] G – Greenwich
Long. P = arc RT
[underlined] Graticule: [/underlined]
Network formed on a map or chart by meridians and parallels of latitude.
[page break]
7.
[underlined and centred] VARIATIONS [/underlined and centred]
[underlined] VARIATIONS [/underlined]
In general, a freely suspended compass needle does not point to [underlined] True North, [/underlined] but, if not influenced by any iron or steel in the neighbourhood, it points to [underlined] Magnetic North. [/underlined]
The angle between True North and Magnetic North is called the [underlined] Angle of Variation [/underlined] (Var.)
When Magnetic North is to the [underlined] West [/underlined] of True North, the Variation is [underlined] Westerly. [/underlined] (Negative)
When Magnetic North is to the [underlined] East [/underlined] of True North, the Variation is [underlined] Easterly (Positive) [/underlined]
[diagram] Var. is West, or Negative Co(M) – x = Co(T)
[diagram] Var. is East, or Positive Co(M) + x = Co(T)
[underlined] N.B: [/underlined] Towards the true, the signs are there.
[page break]
8.
[underlined] Magnetic Variation is not Constant [/underlined]
All statements of Magnetic Variation must bear the place, date, & amount of annual change. e.g. Var. Swansea (1942) 12°w Annual decrease 11’
[underlined and centred] METHODS OF SHOWING VARIATION ON MAPS [/underlined and centred]
1. Isogonals, with values given.
2. Marginal Diagram.
3. Statement in Words, e.g. Mag. Var. 12w (1942)
4. Double Compass Rose[?]
[underlined] Isogonal: [/underlined] a line joining points of [underlined] equal Variation [/underlined] at a particular time.
[underlined] Agonic Line: [/underlined] a line passing through points of [underlined] Zero Magnetic Variation [/underlined] at a particular time.
[underlined and centred] APPLICATION OF VARIATION [/underlined and centred]
1. [underlined] For flights: [/underlined] Apply Variation for mid-point of track.
2. [underlined] For bearings: [/underlined] Apply Variation for the point where the observer’s compass is situated.
[page break]
9.
[underlined and centred] DEVIATION [/underlined and centred]
Due to the magnetic field of the aircraft, a compass needle does not, in general, point towards Magnetic North, but towards [underlined] “Compass North”. [/underlined]
This Compass North is not the same for all headings of the aircraft. It is pre-determined for the Cardinal and Quadrantle headings of the aircraft, and a [underlined] Deviation [indecipherable word] (FORM 316) [/underlined] is made for the particular aircraft.
[Diagram] Dev. Is West or Negative Co(c) – x = Co(m)
[Diagram] Dev. Is East or Positive Co(c) + x = Co(m)
[underlined] N.B. [/underlined] Towards [underlined] the true, the signs [/underlined] are true. Deviation for bearing depends only on the heading of the aircraft.
[page break]
10.
[underlined and centred] USE OF CORRECTORS [/underlined]
Deviation can be largely removed by counter-balancing local magnetism with fields from magnets of suitable strength and position.
Such magnets are called [underlined] Correctors. [/underlined]
[underlined and centred] SEQUENCE OF OPERATIONS [/underlined and centred]
1. Navigator works out Co(T) from chart.
2. Navigator applies Var. to Co(T) to obtain Co(M)
3. Navigator applies Dev. To Co(M) to obtain Co(c)
4. Navigator passes Co(c) to pilot.
5. Pilot sets Co(c) on compass.
[underlined and centred] METHODS OF GIVING SCALE. [/underlined and centred]
1. [underlined] By Representative Fraction (R.F.) [/underlined]
e.g. 1:500,000 Topographical map of Europe.
[underlined] Exercise [/underlined] To find R.F. for ¼” Ordnance Survey of G.B.
R.F. = ¼ [over]1760 x 12 x 3 = 1 [over] 253440.
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11.
2. [underlined] By a Graduated Scale line [/underlined]
e.g. 1:500,000 topographical map.
3. [underlined] By a statement in words [/underlined]
¼“ O.S. map of G.B. has scale of ¼“ to 1 mile.
[underlined and centred] METHODS OF SHOWING RELIEF [/underlined and centred]
1. [underlined] Contours and form lines [/underlined]
[underlined] Form lines [/underlined] are only approximately correct.
[underlined] Vertical Internal [/underlined] (V.1) is the difference in altitude shown by adjacent contours.
Horizontal Equivalent is the distance between adjacent contours.
V.1 [over] H.E = GRADIENT [diagram]
2. [underlined] Layer Tinting [/underlined]
3. [underlined] Spot Heights [/underlined]
4. [underlined] [indecipherable word] [/underlined] [diagram] Lines are closer together where hills are steepest.
5. [underlined] Hill Shading [/underlined] Pictorial method – shadow of hills when illuminated from right-angles.
[diagram of hill and shading on map]
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12.
[underlined] MERCATOR’S PROJECTION [/underlined]
The earth is spherical in shape. It is obviously impossible to represent perfectly the topography of the earth on a flat surface.
When a map is constructed, there is a certain aim in mind e.g. [underlined] Rhumb lines [/underlined] to be straight lines. This sim determines the projection that is used.
[underlined] Mercator’s Projection [/underlined] is used when it is desired to have [underlined] straight lines [/underlined] representing [underlined] Rhumb lines, [/underlined] and [underlined] directions on the earth properly represented [/underlined] on the chart.
Consequent on the Rhumb lines being straight lines, [underlined] Meridians [/underlined] must be parallel straight lines.
Obviously, a result of making the non-parallel meridians of the earth’s surface parallel on Mercator’s Projection, is expansion of E-W distances at all points away from the equator.
[two diagrams] AB is less than A’B’
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13.
Unless there is a corresponding expansion in N-S direction, directions will not be properly represented.
[diagram] QR and TV are meridians on the earth’s surface. TV is represented by T’V on Mercator’s projection. B must be carried to X, not to B’ in order that direction AB shall be properly represented.
Hence the scale of [underlined] latitude [/underlined] and [underlined] distance [/underlined] is [underlined] not constant. [/underlined]
Areas and shapes are further not faithfully represented.
For the N. Hemisphere, [underlined] Rhumb lines & Great Circles [/underlined] are as follows on the globe:- [diagram]
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14.
On Mercators Projection, the [underlined] Great Circle [/underlined] and [underlined] Rhumb Line [/underlined] appear as follows:- [diagram]
[underlined and centred] PROPERTIES OF MERCATOR’S PROJECTION. [/underlined]
1. [underlined] Rhumb lines [/underlined] are straight.
2. [underlined] Great Circles [/underlined] are curves convex to nearer pole.
3. [underlined] Directions [/underlined] are truly shown.
4. [underlined] Scale of Latitude and Distance [/underlined] is not constant.
5. [underlined] Shapes and areas [/underlined] are distorted.
6. [underlined] Scale of Longitude [/underlined] cannot be used for measuring distances.
[underlined] Mercator’s Projection is Orthomorphic [/underlined]
i.e. the scale is the same in all directions at one point or over a small area.
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15.
[inserted] International Modified Polyconic [/inserted]
[underlined] PROPERTIES OF CONIC PROJECTIONS [/underlined]
1. [underlined] Meridians [/underlined] are straight lines converging towards the Poles
2. [underlined] Parallels of Latitude [/underlined] are curves [deleted word] [underlined] concave [/underlined] to the nearer pole.
3. [underlined] Great Circles [/underlined] are approximately straight lines.
4. [underlined] Rhumb Lines [/underlined] are curves concave to the nearer pole.
5. [underlined] Scale [/underlined] is approximately constant for whole map.
6. [underlined] Shapes and Areas [/underlined] are faithfully represented.
7. [underlined] Angle of track [/underlined] is measured at mid-meridian of track.
[underlined and centred] PROPERTIES OF CASSINI’S PROJECTION [/underlined and centred]
1. [underlined] Meridians [/underlined] are curves converging towards nearer pole, with the exception of the central meridian, which is a [underlined] straight line. [/underlined]
2-7. Exactly as for [underlined] Conic Projections [/underlined]
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16.
[underlined and centred] GNOMONIC CHARTS [/underlined and centred]
1. [underlined] Great circles [/underlined] are exactly straight lines
2. [underlined] Directions, [/underlined] except at point of tangency, are not properly given.
3. [underlined] Shapes and areas [/underlined] are not faithfully represented.
4. [underlined] Scale [/underlined] is not constant for whole chart.
5. [underlined] Used [/underlined] (a) for finding the lat. & long. Of intermediate points of the Great Circle between two widely separated places. These points are plotted on a [underlined] Mercator’s Projection, [/underlined] and the track followed is the series of [underlined] Rhumb lines [/underlined] between them.
(b) for obtaining Great Circle bearings.
[underlined and centred] MAPS IN USE BY R.A.F. [/underlined and centred]
1. [underlined] 1/1,000,000 Plotting Series G.S.B.S. 4080. [/underlined]
(a) Used for Plotting.
(b) Mercator’s Projection.
(c) Black outline, with important towns and rivers marked, and high ground shown by [underlined] Hachuring. [/underlined]
2.
(d) Variation shown by [underlined] Isogonals. [/underlined]
[underlined] 1/500,000 Topographical Map of G.B. and Europe. [/underlined]
(a) Used for map-reading at heights above 3,000’
(b) Conic Projection.
(c) Relief shown by contours, spot heights, & layer tinting.
(d) Variation shown by Isogonals, Marginal Diagram, & Statement in Words [N.B.
Isogonals only for map of Brest area]
3. [underlined] 1/250,000 Topographical Map of Europe. [/underlined]
(a) Used for locating a particular objective when 1/500,000 map gives insufficient detail.
(b) Conic Projection.
(c) Relief shown by contours, spot heights, & layer tinting, except for maps covering areas that are plentifully wooded, when hill shading is used instead of layer tinting.
(d) Variation is shown by Isogonals [In the older maps, marginal diagrams & statements in words are also used].
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18.
4. [underlined] Target Maps [/underlined]
(a) Large Scale
(b) Usually Photographs
(c) Secret.
5. [underlined] ¼” O.S. of G.B. [/underlined]
(a) Used for map reading at low altitudes.
(b) Cassini’s Projection.
(c) Relief shown by contours, spot heights, & layer tinting.
(d) Variation shown by Marginal Diagram, Statement in Words, Double Compass
(e) Rose.
6. [underlined] Admiralty Charts. [/underlined]
(a) Of little use in wartime.
(b) For list of Marine Light Signs see below:-
[underlined] Systems of Lights. [/underlined]
Lights may be divided into two classes:-
(a) Those which do not change colour during a system of changes;
(b) Those which change colour during a system of changes.
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19.
F = fixed – a continuous steady light.
FL = flashing – duration of flash always less than that of darkness.
GP.FL = Group flashing – a group of two or more flashes showing at regular intervals.
Occ = Occulting – a steady light with, at definite intervals, a sudden and total eclipse - duration of darkness equal to, or less then, duration of light.
GP.Occ = Group Occulting – a steady light with, at definite intervals, a group of two or more sudden eclipses.
F.FL. = fixed & flashing – a fixed light varied at intervals by a group of two or more flashes of relatively greater brilliance.
REV. = revolving – light gradually increasing to full brilliance, then decreasing to eclipse.
[page break]
ALT. = Alternating – changing colour.
- Interval between commencements of the same phase.
(U) = Unwatched – cannot be relied upon.
VIS. = Visible – height of eye 15’
e.g. LT. ALT. FLWR. Or[?] 30 sec(U) Vis 11m.
Such a light would show every 30 secs. one white & one red flash; visible 11 naut. miles; unwatched.
[underlined and centred] RECIPROCAL BEARINGS [/underlined and centred]
[diagram] To find Recip., add 180°.
[diagram] To find Recip., subtract 180°.
[underlined] RULE: [/underlined] To find reciprocal, subtract 180° if given angle is over 180°; if not, add 180° to given angle.
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21.
[underlined and centred] METHODS OF REPORTING POSITIONS [/underlined and centred]
1. [underlined] By Place names [/underlined] (in CAPITAL letters) e.g. NEWTON ABBOTT
2. [underlined] By Lat. & Long. [/underlined]
3. [underlined] By Graticule Reference System [/underlined] (Lettered co-ordinate system) [underlined] [R.A.F. Method] [/underlined]
[diagram] Parallel of Lat [underlined] below [/underlined] point, and Meridian to [underlined] left [/underlined] of point is taken whether in lat E. or W. Number of minutes put in after letters.
P is given as NO CD 2045.
4. [underlined] Bearing & distance from a Prominent position [/underlined]
[diagram] Bearing is taken from [underlined] landmark, [/underlined] not from aircraft position.
Bearing & distance of A from X lighthouse: A is 125 XLat. 12 n.mls.
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22.
5. [underlined] By Graticule Reference System [/underlined] (Lettered Co-ordinate system) [underlined] [R.N. Method] [/underlined]
[diagram]
Bearing of P is taken from a convenient intersection of Parallel of Latitude & Meridian. P is given as 050[degree symbol] MNCD 40 nmls.
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23.
[underlined] MAGNETIC COMPASS [/underlined]
The function is to indicate North (Magnetic) so that we can refer to this for measuring courses or bearings.
1. [underlined] Grid Ring: [/underlined]
A ring capable of rotation [underlined] in azimuth. [/underlined] It is graduated clockwise from North through 360°. On it the [underlined] Cardinal [/underlined] points are marked with luminous letters, and each [underlined] Quadrantal [/underlined] point with a luminous dash. It can be clamped in any desirable position to the top of the compass.
2. [underlined] Grid Wires. [/underlined]
Two luminous wires parallel to the N-S line of the Grid Ring.
Used for ease of steering. Pilot steers course by keeping the grid wires parallel to the compass needle, [underlined] Red on Red. [/underlined]
3. [underlined] Compass Bowl: [/underlined]
A cylindrical container mounted to prevent vibration; it contains the Magnet System, and is completely filled with the
[page break]
[underlined] compass liquid, [/underlined] which consists of 80% alcohol and 20% distilled water.
4. [underlined] Lubber Line: [/underlined]
A short luminous line inside the compass bowl which indicates the heading of the aircraft.
5. [underlined] Magnet System: [/underlined]
Fitted with [underlined] damping wires [/underlined] which, if the compass needle is displaced from North, set up a resistance by their motion through the Compass liquid so that the compass needle comes slowly back to, and stops on, North i.e. an [underlined] aperiodic [/underlined] or [underlined] dead-beat motion. [/underlined]
In order to cut out the effect of [underlined] Magnetic Dip, [/underlined] the magnet system is designed so that its Centre of Gravity is [underlined] below [/underlined] the point of suspension; this reduces the effect of dip to only a few degrees, but as a result of it the magnet system is [underlined] Pendulous. [/underlined]
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25.
[underlined To set a Course: [/underlined]
1. Apply Variation to Co(T) – done by navigator.
2. Apply Deviation to Co(M) to obtain Co(C) – done by navigator.
3. Set Co(C) against [underlined] Lubber line [/underlined] by releasing and turning [underlined] grid ring [/underlined]
4. Clamp grid ring.
5. Turn aircraft until [underlined] N [/underlined] end of grid wires is over [underlined] N [/underlined] end of needle (putting [underlined] Red on Red [/underlined])
[underlined] To Read a Course: [/underlined]
1. Unclamp grid ring.
2. Turn grid ring until [underlined] N [/underlined] end of grid wires is over [underlined] N [/underlined] end of needle [underlined] (red on red) [/underlined]
3. Clamp grid ring.
4. Read Co(C) against Lubber Line.
[page break]
26.
[underlined and centred] TURNING ERRORS [/underlined and centred]
Due to the fact that it is necessary to use a [underlined] Pendulous magnetic system, [/underlined] errors arise in the reading given by a P Compass during [underlined] turns. [/underlined]
These occur when the aircraft is banked, the magnetic system now being able to act to some extent as a [underlined] Dip Needle. [/underlined]
1. [underlined] Turns through North [/underlined]
(a) To E. – E. deviation.
(b) To W. – W. deviation.
During these turns, the grid wires & the needle turn in the same direction. Hence, in order to obtain the correct turn, the pilot must [underlined] not [/underlined] allow the grid wires to approach the needle, but stop some degrees away. When the turn is completed, the needle will move back to correct position.
As the needle & the grid wires turn in the same direction, there may be 3 effects:-
i) When the aircraft turns more quickly than the needle (in [underlined] slow [/underlined] turns),
[page break]
27.
a turn of [underlined] smaller [/underlined] amount than the actual turn is indicated.
ii) When the aircraft & the needle turn at the same rate, [underlined] no turn [/underlined] is indicated.
iii) When the needle turns more quickly than the aircraft (in [underlined] steep [/underlined] turns), a turn in the [underlined] wrong direction [/underlined] is indicated.
These effects are know as [underlined] Northerly Turning Errors [/underlined]
2. [underlined] Turn through South. [/underlined]
(a) To E. – E. deviation.
(b) To W. – W. deviation.
In both cases, needle & Grid wires turn in opposite directions, towards each other. Hence, if pilot follows compass, he will not turn [underlined] far enough. [/underlined] If pilot is to make correct turn, he must take his grid wires [underlined] over and past [/underlined] the needle. When the turn is complete, needle will return to correct position.
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28.
3. [underlined] Turns through East. [/underlined]
(a) To N. – no deviation; no error.
(b) To S. – no deviation; no error.
4. [underlined] Turns through West [/underlined]
(a) To N. – no deviation; no error.
(b) To S. – no deviation; no error.
N.B. All these deviations are reversed for turns in S. Hemisphere (in S. Hem. [line covered and indecipherable]
[underlined] DECELERATION ERRORS. [/underlined]
(a) [underlined] Northerly courses: [/underlined]
No deviation; no error.
(b) [underlined] Southerly courses: [/underlined]
No deviation; no error.
c [underlined] Easterly courses: [/underlined]
Westerly courses.
[indecipherable word] pilot follows compass [three indecipherable words] N
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29.
[underlined and centred] AIR SPEED INDICATOR [/underlined and centred]
[underlined] Theory [/underlined]
If a tube, with one end closed, is moved rapidly through air, so that the open end points against the current of air, the pressure in this tube will be greater than the atmospheric pressure at the same height.
Obviously, with a suitable means of measuring this excess pressure in terms of speed, the air speed can be found.
[underlined] Construction [/underlined]
[diagram] System of linkages used to magnify changes in volume of expansion chamber
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30.
The [underlined] Pitot Head [/underlined] is led to the inside of the expansion chamber. The free side of the expansion chamber moves under the influence of the excess pressure, and this movement, magnified by a suitable system of linkages, causes a pointer to move over a scale graduated in M.P.H. or Knots.
In order to have around the expansion chamber the correct pressure for the height at which the aircraft is flying, the expansion chamber is surrounded by a metal box which has a lead to the [underlined] Static Pressure Head [/underlined]
[underlined] Notes: [/underlined]
i) The inclination of the Pitot Head and Static Pressure Head to the airflow must not be greater than 10°
ii) The Pitot Head and Static Pressure Head are mounted nowadays in one unit called the [underlined] Pressure Head. [/underlined]
[diagram showing air flow]
iii) The Pressure Head should be mounted clear of slipstream and eddy currents from mainplanes etc.
iv)
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31.
[underlined] Errors: [/underlined]
(a) [underlined] Position Error. [/underlined] This arises from the fact that it is impossible to find a perfect position free of slipstream etc for the Pressure Head, within a distance of 20 feet from the aircraft.
(b) [underlined] Instrument Error: [/underlined] Due to the imperfect elasticity of the Expansion Chamber, and the friction at the Pivots, there is an error called Instrument Error.
These two errors are compounded and entered in the [underlined] Table of Position & Instrument Error.
[chart for Table of Position & Instrument Error]
I.R.S. + P & I Error = G.A.S.
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32.
(c) [underlined] Density Correction: [/underlined] Air Speed Indicators are calibrated to read correctly at density corresponding to Mean Sea Level Pressure (1013.2 millibars), and a temperature of 15° C. Any change in pressure and temperature affects density, and density affects the reading of the Air Speed Indicator.
[underlined] Rules: [/underlined] (i) Add 1.75% of C.A.S. for every 1000’ to obtain T.A.S.
e.g. C.A.S. = 120k. Height 10,000’
T.A.S. = 120 + (17.5% of 120)
= 120 + 17.5 x [deleted] 120 [/deleted] [inserted] 6 [/inserted] [over]
[deleted] 100 [/deleted] [inserted] 5 [/inserted]
= 120 + 21 = 141 knots.
(ii) Use the computer to obtain T.A.S. from C.A.S.
To find C.A.S. given T.A.S. and Height
T.A.S. = 200k. Height 10,000’
200 = C.A.S. + 17.5% of C.A.S.
= 117.5 C.A.S. [over] 100
C.A.S. 200 x 100 [over] 117.5 = 170 Knots.
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33.
[underlined] AMENDMENT [/underlined]
Air Speed and[?] Reading + Instrument Error = Indicated Air Speed
Indicated Air Speed + Position Error = Rectified Air Speed
Rectified Air Speed + compressibility = Equivalent Air Speed
Equivalent Air Speed + density correction = True Air Speed.
A.S.I.R. + I.E. = I.A.S.
I.A.S. + P.E. = R.A.S.
R.A.S. + C. = E.A.S.
E.A.S. + D.C. = T.A.S.
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33.
[underlined] AMENDMENT [/underlined]
[underlined] TIME & DISTANCE SCALE FOR 1:500 000 MAP. [/underlined]
[diagram]
Distance on may travelled in 5 mins at 120 mph = 10 x 1760 x 3 x12 [over] 500 000
= 1.27 inches
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34.
[underlined] TIME SCALE [/underlined]
The time-scale is a device for finding one’s position quickly on a map when on a certain track at a certain G/S. The Scale is marked on celluloid, usually in 5 minute intervals. The distance along the Scale is that which the aircraft would have travelled in an interval of time to the same scale as that of the map (Map Distance).
Thus, by laying the time scale along the map and considering the time representing the given G/S. the position at a given time can be readily found.
The scale of the time-scale [underlined] must [/underlined] be the same as that of the map.
[underlined] USES:[?] [/underlined]
To find [underlined] map distance [/underlined] given G/S and time.
To find [underlined] G/S [/underlined] given map distance and time.
To find [underlined] time [/underlined] given map distance and G/S
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35.
[underlined] THE ALTIMETER. [/underlined]
[underlined] Theory: [/underlined]
Air exerts a pressure because it has weight. Obviously, as one ascends, pressure decreases, as the weight of air above one is less. It is thus evident that, if one has a means of translating the changes in pressure into units of height, one has an Altimeter.
This is performed by observing the movement of the free side of an evacuated capsule whose movement is magnified by a system of linkages, and causes a pointer to move over a scale graduated in [underlined] feet. [/underlined]
[underlined] Construction: [/underlined]
[diagram]
[page break]
36.
The vacuum chamber is prevented from collapsing by the action of a spring which resists atmospheric pressure acting on the free side of the capsule. The movement of the free side of the chamber, magnified by a system of linkages, causes a pointer to move over a scale graduated in feet.
The whole apparatus is enclosed in a metal box which has a lead to the Static Pressure Hand[?], so that the pressure utilised by the Altimeter is the correct pressure for the height at which the aircraft is flying.
Incorporated in the instrument is a [underlined] Temperature Compensating Unit [/underlined] which is so adjusted that temperature changes along have no mechanical effect on the reading of the instrument.
[underlined] Isothermally Calibrated Altimeter. [/underlined]
Reads correctly only for an atmosphere which is isothermal at 50° F.
[underlined] Corrections to Isothermal Readings.
(i) Subtract 1% of the indicated height for each 5° F. by which mean temperature of atmosphere is below 50° F., from indicated height.
[page break]
37.
e.g. (a) Indicated Height = 10,000’
Temp. at aircraft = 20°F
“ “ M.S.L. = 60°F
10,000’ ---------------------------20% )
) average temp.
) = 40°F.
)
M.S.L. -------60°F )
Corrected heigh = 10,000’ – 2% of 10,000’
= [underlined] 9800 feet. [/underlined]
(b) Indicated height = 10,000’
Temp. at MSL = 50°F
Normal lapse rate = 3°F / 1000’
[‘therefore’ symbol] Temp at aircraft = 20°F
Average temp = 35°F
Corrected height = 10,000’ – 3% of 10,000’
= [underlined] 9700 ft. [/underlined]
(c Temp. at aircraft = 10° F Indicated height 1000’
“ “ M.S.L. = 40°F
Air temp = 25°F
Corrected height = 10,000’ – 5% of 10000’
= [underlined] 9500 ft. [/underlined]
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38.
ii) The [underlined] Height and Air Speed Computer [/underlined] may be used to correct readings of Isothermal Altimeter [underlined] (Isotherm Pattern) [/underlined]
[underlined] I.C.A.N. Calibrated Altimeter. [/underlined]
International Convention of Air Navigation – reads correctly for standard I.C.A.N. atmosphere i.e. when M.S.L. temperature is 15°C, and lapse rate is 1.98°C per 1,000 ft.
[underlined] Correction to I.C.A.N. Altimeter. [/underlined]
If standard I.C.A.N. atmosphere is not in operation, use [underlined] Height & Air Speed Computer (I.C.A.N. Pattern) [/underlined] to correct indicator height.
i) I.C.A.N. Altimeter can be set on the ground to rad 0’ for height above M.S.L.
ii) When Altimeter is set at 0’ on aerodrome, it also records aerodrome pressure (in millibars)
iii) When Altimeter is set at height of aerodrome above M.S.L., it records M.S.L. pressure. [diagram] Turning knob moves pointer & pressure scale.
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39.
[underlined] LAG: [/underlined]
Owing to the imperfect elasticity of the Vacuum Chamber and the friction at the various pivots, the Altimeter does not immediately record changes of height.
The time interval between actual change of height and its recording on the Altimeter is termed “lag”.
N.B. There is [underlined] no [/underlined] lag in the [deleted word] [underlined] Kollsman[sic] Sensitive Altimeter Mark XIV. [/underlined]
[underlined] EFFECT OF CHANGES OF M.S.L. PRESSURE ON ALTIMETER. [/underlined]
[diagram] FLYING FROM HIGH TO LOW PRESSURE.
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40.
[inserted] Pressure decreases approximately 1 [indecipherable letters] / 30’.
In practice, the M.S.L. pressure for the area over which the aircraft is flying is set on the Altimeter. Should this pressure change, the new M.S.L. pressure is set.
It is obvious from the diagram that the Altimeter [underlined] over reads [/underlined] when flying from a region of higher pressure to lower pressure, e.g.
i) Flying from A (30’: 1015 mbs[?] ) to 600’: 1012 mbs) Altimeter set at A to read ht[?] above M.S.L.
M.S.L. pressure at A = 1015 + 1 = 1016 mbs.
“ “ “ B = 1012 + 20 = 1032 mbs.
Altimeter [underlined] underreads [/underlined] by 16 x 30 = [underlined] 480 ft. [/underlined]
ii) A (30’: 1015.4 mbs) to B (360’: 1000.4 mbs) Altimeter set at A to read ht. above M.S.L.
M.S.L. pressure at A = 1015.4 + 1 = 1016.4 mbs
“ “ B = 1000.4 + 12 = 1012.4 mbs
Altimeter [underlined] overreads [/underlined] by 4 x 30 = [underlined] 120ft. [/underlined]
iii) A (600’: 1010 mbs) to B (300’: 1008 mbs) Altimeter set at A to read 600’.
M.S.L. at A = 1010 + 20 = 1030 mbs
“ “ B = 1008 + 10 = 1018 mbs
Altimeter [underlined] overreads [/underlined] by [underlined] 360’. [/underlined] At B and[?] ht. = [underlined] 660 ft. [/underlined]
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41.
iv) A (1200’: 1000 mbs) to B (900’: M.S.L. Press. 1010 mbs)
Altimeter set at A to read 600’.
At A, altimeter underreads by 600 ft.
M.S.L. at A = 1000 + 40 = 1040 mbs.
“ “ B = 1010 mbs
Altimeter [underlined] overreads by 900 ft. [/underlined]
[‘therefore’ symbol] at B, altimeter overreads by [underlined] 300 ft. [/underlined]
Thus altimeter reads at B height of [underlined] 1200 ft. [/underlined]
v) A (1200’: 1000 mb) to B (900’: 1012mb)
Alt. set at A to 600’. [underlined] Find reading at C (800’)
2/3 distance AB from A. [/underlined]
MSL at A = 1000 + 40 = 1040 mb
“ “ B = 1012 + 30 = 1042 mb
“ “ C = 1040 + 4/3 x 2 = 1041.3 mbs.
Altimeter underreads by 4/3 x 30 = 40 ft.
Since altimeter underreads at A 600’,
“ “ “ “ C 640’.
[‘therefore symbol] Altimeter reading at C = [underlined] 160 ft [/underlined]
[page break]
42.
vi) A (900’: 1012 mb) to B (600’: 1014 mb)
Altimeter set at A to 1200’.
[underlined] Find clearance between aircraft & ground when passing over range of hills 5000’ high, halfway between A and B, if altimeter reads 7000ft. [/underlined]
M.S.L. at A = 1012 + 30 = 1042 mbs
“ “ B = 1014 + 20 = 1034 mbs
“ “ halfway = 1042 – 8/2 = 1038 mbs
Altimeter overreads by 4 x 30 = 120 ft
“ “ at A “ 300 ft
Thus “ “ “ 420 ft.
Passing over hills, altimeter reads 7000’
Correct height = 6580 ft
[‘therefore’ symbol] Clearance = [underlined] 1580 ft. [/underlined]
[page break]
43.
[underlined] METEOROLOGY. [/underlined]
[underlined] Isobars:- [/underlined] Lines joining points of equal M.S.L. pressure
[underlined] Millibars:- [/underlined] 1/1000th of a bar (about atmospheric pressure)
Average rate of decrease of pressure with height = 1 mb/30ft.
[underlined] Wind:- [/underlined] On a weather map it is found that the closer the isobars, the stronger the wind.
Experience shows that wind arrows tend to follow the run of the isobars, but they are inclined at ground level towards the side of [underlined] low pressure [/underlined]
[underlined] Buy’s Ballot’s Law [/underlined]
If you stand with back to wind in N. Hem., [underlined] lower pressure [/underlined] is on [underlined] left. [/underlined] Reverse holds for S. Hem.
[two diagrams]
[page break]
44.
[underlined] Intensity of wind:- [/underlined] Wind speed is proportional to pressure gradient (rate of change of pressure in a direction perpendicular to the isobar)
The [underlined] Geostrophic Scale [/underlined] enables the speed of the wind at 1500 ft. to be read. [underlined] (pressure gradient wind, [/underlined] or [underlined] pressure wind) [/underlined]
Owing to the friction between the air and the earth’s surface, including mountains, buildings etc, winds that blow at low altitudes are of lower intensity than those in higher altitudes. No general rule can be laid down connecting [underlined] intensity & height. [/underlined]
[underlined] Direction of Wind:- [/underlined] At [underlined] low altitudes, [/underlined] friction affects the direction, the wind being directed towards the [low pressure] side of the isobars.
At [underlined] 1500 ft, [/underlined] the wind blows along the isobars (geostrophic wind)
[underlined] Above 1500 ft, [/underlined] winds from an [underlined] easterly point [/underlined] tend to fall off with height, and above 3000 ft are often replaced by winds from a westerly point. [underlined] Westerly winds [/underlined] tend to increase in intensity.
When wind changes in a clockwise
[page break]
45.
direction, it [underlined] veers [/underlined] [arrow showing direction]
When wind changes in an anticlockwise direction, it [underlined] backs [/underlined] [arrow showing direction]
[underlined and centred] PRESSURE DISTRIBUTION [/underlined and centred]
1. [underlined] Depression, or low: [/underlined]
A series of more or less concentric isobars with lower pressure at centre.
2. [underlined] Secondary Depression: [/underlined]
A separate area of low pressure within a pressure. A secondary depression often develops and takes the place of the Primary depression, in which case the weather changes for the worst.
[diagram]
[page break]
46.
3. [underlined] Anticyclone, or High: [/underlined]
A series of more or less concentric isobars with higher pressure at centre.
4. [underlined] Trough of low pressure: [/underlined]
The isobars extending outwards from the depression roughly in V-shape.
5. [underlined] Ridge or Wedge of high pressure: [/underlined]
A bulge in a high pressure system.
6. [underlined] Col:[?] [/underlined]
A neutral area situated between two High and two Low pressure areas.
[diagram]
[page break]
47.
[underlined and centred] DIURNAL VARIATION OF WIND. [/underlined and centred]
Owing to the fact that the earth becomes heated by day, [underlined] turbulence [/underlined] is set up in the lower layers of the atmosphere. This is at a maximum in the afternoon. Hence at this time the ground level wind, and the wind at 1000’ – 1500’, interfere with each other.
[diagram]
From the diagram it is seen that by day the ground level wind [underlined] increases [/underlined] in intensity and [underlined] veers; [/underlined] the wind at 1500’ suffers the reverse changes – [underlined] decreases [/underlined] in intensity and [underlined] backs. [/underlined]
At night turbulence ceases, ground level wind [underlined] backs [/underlined] and [underlined] lulls; [/underlined] wind at 1500’ reaches maximum speed and [underlined] veers. [/underlined]
[page break]
48.
[underlined] BY DAY [/underlined] [diagram]
The rays of the sun heat the sides of the valley causing the air in contact with these sides to expand and rise [underlined] (Convection currents) [/underlined]
The air that flows [underlined] up [/underlined] the valley to replace the ascending air gives rise to an [underlined] Anabatic [/underlined] or [underlined] Ascending Wind. [/underlined]
[underlined and centred] KATAGATIC WIND [/underlined and centred]
[diagram] [underlined] BY NIGHT [/underlined]
By night the earth cools rapidly. The air in contact with earth increases in density, falls, and flows [underlined] down [/underlined] the valley, giving rise to a [underlined] Katabatic [/underlined] or [underlined] Descending Wind. [/underlined]
[page break]
49.
[underlined and centred] LAND BREEZES [/underlined and centred]
[diagram] [underlined] BY NIGHT. [/underlined]
By night the earth cools rapidly to a lower temperature than the sea.
Hence the air over the land will become denser than air over the sea, and there will be a flow of air from land to sea, giving rise to a [underlined] Land Breeze [/underlined] which rarely exceeds 15 m.p.h. The return current can be ignored.
[underlined and centred] SEA BREEZES [/underlined and centred]
[diagram] [underlined] BY DAY [/underlined]
By day the land becomes warmer than sea, giving rise to ascending air over
[page break]
50.
the land. Denser air from the sea flows in to take its place, giving rise to a Sea Breeze.
[underlined and centred] HOW AIR IS WARMED [/underlined and centred]
The source of atmospheric heat is the Sun, which distributes infra-red or heat rays which heat all objects which impede their passage.
Pure, clean, dry air absorbs directly very little heat from the rays, but the earth upon which the sun’s rays fall is warmed considerably [underlined] (Radiation), [/underlined] and consequently the air in contact with it is heated by [underlined] Conduction. [/underlined]
This warmer, and therefore lighter air tends to rise, and so the atmosphere becomes warmer [underlined] (Convection) [/underlined]
[diagram]
[page break]
51.
[underlined and centred] INVERSION. [/underlined and centred]
[centred] No Clouds [diagram] [/centred]
Under certain conditions, temperature may actually [underlined] increase [/underlined] with height, giving an [underlined] inversion. [/underlined]
It occurs most frequently on a clear night in Winter. There are no clouds to re-radiate back to the earth some of the heat radiated by the earth, and hence the earth loses heat rapidly, and becomes cooler than the air above it.
Obviously, the air in contact with the earth loses heat by [underlined] Conduction, [/underlined] and therefore its temperature is lower than that of the air above it.
Hence an Inversion has been formed.
As cold air is denser than warm air, the air in contact with the earth will not rise. This is an example of a [underlined] Stable Atmosphere [/underlined
[page break]
52.
[underlined and centred] ADIABATIC LAPSE RATE [/underlined and centred]
A mass of gas is said to be subjected to an Adiabatic change if no [underlined] heat [/underlined] is given to or taken from the mass suffering the change; e.g. gas in a cylinder with walls lined with non-conducting material.
Consider a mass of gas which has become warmer than the surrounding gas. It rises, but, as it ascends the pressure decreases, and so it [underlined] works [/underlined] against the surrounding gas, losing heat with a consequent reduction in temperature.
For such a persistent change the lapse rate is the [underlined] Adiabatic Lapse Rate [/underlined] of [underlined] 5.4°F/1000’. [/underlined]
Air containing water vapour, but unsaturated, has approximately the same lapse rate as air with no water vapour.
But if [underlined] Condensation [/underlined] occurs, as it will at some point if temperature is progressively reduced, the lapse rate is lower on account of the heat given off during the Condensation.
Hence, for a saturated or wet gas, there
[page break]
53.
is an appropriate lapse rate – the [underlined] Wet Adiabatic Lapse Rate [/underlined] of [underlined] 2.7°F/1000’. [/underlined]
The mass of air considered has an insulating “coat” of air that enables it to be subject to Adiabatic changes.
[underlined and centred] STABLE & UNSTABLE ATMOSPHERE [/underlined and centred]
[table]
It is obvious from above table that the [underlined] greater [/underlined] the lapse rate of air, the [underlined] less stable [/underlined] it is.
Conversely, the [underlined] smaller [/underlined] the lapse rate, the [underlined] more stable [/underlined] it is.
[page break]
54.
[underlined] NOTES: [/UNDERLINED]
6000’ 30°F 31°F
5000’ ( 35°F 35°F ) cloud
4000’ ( 40°F 39°F )
3000’ 45°F 43°F
2000’ 50°F 47°F
1000’ 55°F 51°F
0’ 60°F 55°F
Heated
Dewpoint[?] 40°F; Lapse Rate 4°F/1900’[?]; Adiabatic 50°F/1000’
Cloud forms at 4000’.
Thus the [underlined] greater [/underlined] the lapse rate, the [underlined] thicker [/underlined] the cloud.
[underlined] Clear ice [/underlined] is found when flying through clouds with supercooled drops in it. These freeze immediately in contact with aircraft.
When flying from above cloud to below cloud, there is a [underlined] change of wind [/underlined] and [underlined] increase of pressure. [/underlined]
Best operational clouds are [underlined] Alto-Stratus [/underlined] and [underlined] Strato-Cumulus. [/underlined]
[page break]
57/58.
[underlined]BEAUFORT SCALE[/underlined]
[underlined] SCALE NO. [/underlined]
0
[underlined] GENERAL DESCRIPTION [/underlined]
Dead calm
[underlined] LAND [/underlined]
-
[underlined] SEA [/underlined]
-
[underlined] SPEED [/underlined]
-
[underlined] SCALE NO. [/underlined
1
[underlined] GENERAL DESCRIPTION [/underlined]
Light air
[underlined] LAND [/underlined]
Shown by smoke but not by weather vane
[underlined] SEA [/underlined]
-
[underlined] SPEED [/underlined]
1 – 3 mph.
[underlined] SCALE NO. [/underlined]
2
[underlined] GENERAL DESCRIPTION [/underlined]
Light breeze
[underlined] LAND [/underlined]
Felt on face leaves rustle
[underlined] SEA [/underlined]
Tiny wavelets glassy crests
[underlined] SPEED [/underlined]
4 - 7 mph.
[underlined] SCALE NO. [/underlined]
3
[underlined] GENERAL DESCRIPTION [/underlined]
Gentle breeze
[underlined] LAND [/underlined]
Twigs moving small flags blow out
[underlined] SEA [/underlined]
Crests begin to break few ‘white horses’
[underlined] SPEED [/underlined]
8 - 12 mph.
[underlined] SCALE NO. [/underlined]
4
[underlined] GENERAL DESCRIPTION [/underlined]
Moderate breeze
[underlined] LAND [/underlined]
Small branches move dust and papers raised
[underlined] SEA [/underlined]
Small waves become longer ‘white horses’ common
[underlined] SPEED [/underlined]
13 - 18 mph.
[underlined] SCALE NO. [/underlined]
5
[underlined] GENERAL DESCRIPTION [/underlined]
Fresh breeze
[underlined] LAND [/underlined]
Small leafy trees sway
[underlined] SEA [/underlined]
Spray many ‘white horses’
[underlined] SPEED [/underlined]
19 - 24 mph.
[underlined] SCALE NO. [/underlined]
6
[underlined] GENERAL DESCRIPTION [/underlined]
Strong breeze
[underlined] LAND [/underlined]
Large branches move telegraph wires whistle
[underlined] SEA [/underlined]
White foamed crest more extensive
[underlined] SPEED [/underlined]
25 - 31 mph.
[underlined] SCALE NO. [/underlined]
7
[underlined] GENERAL DESCRIPTION [/underlined]
Moderate gale
[underlined] LAND [/underlined]
Whole trees in motion
[underlined] SEA [/underlined]
Waves heap up foam blown off
[underlined] SPEED [/underlined]
32 - 38 mph.
[underlined] SCALE NO. [/underlined]
8
[underlined] GENERAL DESCRIPTION [/underlined]
Fresh gale
[underlined] LAND [/underlined]
Twigs break off
[underlined] SEA [/underlined]
Streaks of foam
[underlined] SPEED [/underlined]
39 - 46 mph.
[underlined] SCALE NO. [/underlined]
9
[underlined] GENERAL DESCRIPTION [/underlined]
Strong gale
[underlined] LAND [/underlined]
Chimney pots blow off
[underlined] SEA [/underlined]
Dense streaks of foam affecting visibility
[underlined] SPEED [/underlined]
47 - 54 mph.
[underlined] SCALE NO. [/underlined]
10
[underlined] GENERAL DESCRIPTION [/underlined]
Gale
[underlined] LAND [/underlined]
Trees uprooted
[underlined] SEA [/underlined]
White surface to sea
[underlined] SPEED [/underlined]
55 - 63 mph.
[underlined] SCALE NO. [/underlined]
11
[underlined] GENERAL DESCRIPTION [/underlined]
Storm
[underlined] LAND [/underlined]
Very rare structural damage
[underlined] SEA [/underlined]
Exceptionally high waves sea covered with foam
[underlined] SPEED [/underlined]
64 - 75 mph.
[underlined] SCALE NO. [/underlined]
12
[underlined] GENERAL DESCRIPTION [/underlined]
Hurricane
[underlined] LAND [/underlined]
Very rare great structural damage
[underlined] SEA [/underlined]
Immense waves sea covered with foam and spray
[underlined] SPEED [/underlined]
Over 75 mph.
[page break]
59.
[underlined and centred] THE NAVIGATIONAL COMPUTOR MARK III [/underlined and centred]
1. [underlined] Airspeed: [/underlined]
Rotate knob until required T.A.S. is exactly below central dot.
2. [underlined] Course: [/underlined] (a) Set required course at black course arrow.
(b) Read course at black course arrow.
3. [underlined] Track: [/underlined] Represented by a red line and shown as drift to port or
Starboard.
4. [underlined] G/S: [/underlined] Read at end of wind Vector.
5. [underlined] W/V: [/underlined] Rotate ring until required wind direction is shown at the black arrow, then draw a line downwards from centre dot to represent wind speed.
1. [underlined] To find course & G/S. [/underlined]
Given track, T.A.S., & W/V.
i) Set W/V.
ii) Set T.A.S.
iii) Set Track at course arrow & judge drift.
iv) Rotate Track to drift on drift scale.
v) Adjust until drift shows on drift scale equals drift line.
vi) Read Co & G/S at end of vector.
[page break]
60.
2) [underlined] To find W/V. [/underlined]
Given Tr.[?] T.A.S. Co. & G/S
i) Set T.A.S.
ii) Set Co.
iii) Set Tr & G/S. using drift.
iv) Rotate ring until end of wind vector is towards operator, & [underlined] read off speed [/underlined] & direction.
3) [underlined] To find Tr. & G/S. [/underlined]
Given W/V., Co., T.A.S.
i) Set T.A.S.
ii) Set W/V
iii) Set Co.
iv) Read off [underlined] drift; find Tr. & read [/underlined] off G/S
4) [underlined] To find W/V by multiple drifts [/underlined]
i) Set T.A.S.
ii) Set first Co(T) against course arrow
iii) Draw fine along 1st drift line.
iv) Set second Co(T) & draw 2nd drift line to cut first
v) Repeat with 3rd Co(T) & drift.
vi) Wind point is point of intersection.
vii) Rotate until wind point is directly below centre dot.
viii) Read off direction & speed.
[page break]
61.
5) [underlined] To find Wind Speed from distance & time. [/underlined]
(a) Set [underlined] distance [/underlined] on outer scale against time on inner scale.
(b) Read off wind [underlined] speed against [/underlined] 60 min. arrow.
6) [underlined] To convert Naut. Mls. To Star. Mls.[/underlined]
(a) Place naut. ml. arrow on inner scale against given number of naut. mls.
(b) Read off Star. Mls. Against Star. Ml. arrow.
7) [underlined] To correct Airspeed (R.A.S. to T.A.S.) [/underlined]
(a) Set [underlined] 57 [/underlined] on inner scale against [underlined] 57 [/underlined] on outer scale.
(b) Rotate inner scale until 57 is against 57 + height on outer scale.
(c) Read off T.A.S. against R.A.S. on inner scale.
[page break]
62.
[underlined] Examples: [/underlined]
i)
Co(T) T.A.S. W/V Tr(T) G/S
255½° 135 K. 193/35K 270° 122K
187° 305K 152/15K 189° 292K
000½° 195K 045/32K 352° 174K
ii)
T.A.S. Co(T) G/S Tr(T) W/V
200K 100° 180K 090° 154°/39K
180K 000° 175K 020° 284/61K
220K 330° 225K 338° 235/31K
iii)
T.A.S. Co(T) W/V Tr(T) G/S
200K 100° 160/25K 093½° 188K
180K 200° 260/25K 192° 168K
220K 300° 350/25K 294½°[?] 205K
[page break]
63.
[underlined] Fixes by the use of Position Lines. [/underlined]
When two or more position lines intersect, & the point of intersection constitutes a [underlined] fix. [/underlined]
When one or more of the position lines have been transferred, the resulting fix is known as a [underlined] Running fix. [/underlined]
[underlined] Precautions: [/underlined]
(a) Position lines should meet at about 90°; never less than 30°.
(b) If possible, take bearings of objects near the aircraft.
(c) Do not transfer position lines unless necessary.
(d) When possible, use a third position line.
[underlined] Course to make good Reciprocal Track. [/underlined]
1. [underlined] Starboard drift going out:- [/underlined]
Reqd. Co = recip. Co. + 2 drift
2. [underlined] Port drift going out:- [/underlined]
Reqd. Co. = recip. Co. – 2 drift.
[page break]
64.
[underlined] To calculate Rhumb line Track & Distance. [/underlined]
[indecipherable word] Rhumb line Track = [underlined] Ch.[?] long [/underlined]
Ch.[?] mer. part.
Rhumb line distance = Ch. Lat x sec. track
(i) [underlined] R.L. Track [/underlined]
log Ch. Long 3.43136
log Ch. m.p. 3.21676
[‘therefore’ symbol] log tan track = 0.21460
Track = [deleted figures] S 58° 37’ E = 121° 23’
(ii) [underlined] Distance [/underlined]
log Ch. lat 3.07372
log Sec. Tr 0.28336
log distance 3.35708
Distance = 2276.5 n mls.
[underlined] To 121°(T) Distance 2277 n mls. [/underlined]
[page break]
65.
[underlined] W/T Bearings of Range greater than 150 mls.
Northern Hemisphere. [/underlined]
(i) [underlined] Aircraft E. of Transmitter [/underlined]
Great Circle bearing 287°(T)
Conversion angle 3°
Rhumb Line Bearing 284°(T)
[diagram]
Rhumb line laid off from transmitter in direction 104°(T), giving position line in the vicinity of D.R. position of the aircraft.
[page break]
66.
(ii) [underlined] W. of Transmitter [/underlined]
Great Circle bearing 040°(T)
Conversion angle 3°
[diagram]
Rhumb line laid off from transmitter in direction 223°(T), giving position line in the vicinity of D. R. position of the aircraft.
[page break]
67.
LC P6
188° 181 + 7
286 229 + 57
017 092 - 75
096[?] 130 - 34 [calculation]
138 105 + 33 [calculation]
184 126 + 58
225 140 + 85
267
320 348 - 28
002 358 + 4
053 024 + 29
093 095{?] [deleted] + 53 [/deleted] [inserted] – 2 [/inserted]
[page break]
[underlined] D. R. COMPASS [/underlined]
[page break]
Regard Gyro contact arm as remaining fixed in position on the inner frame, & therefore the metal & quartz strip as moving relative to it.
If, as in diagram, the inner frame has moved in an anticlockwise direction, the quartz strip will be under the Gyro Contact arm, & the relay circuit broken, i.e., electro magnet not energised, soft iron not attracted, which, by means of push bar, brings contact 2 against Contact 1. This makes circuit containing feel winding 1 of the Reversing motor, & by means of gearing between Reversing motor & Inner Frame, turns the Inner Frame in a clockwise direction. The line of Gyro & inner frame returned[?] into coincidence once again.
If the Inner Frame moves clockwise, then the metal strip is brought under contact arm – relay circuit made, soft iron attracted, contact 2 forced by pushbar to contact 3, thus [inserted] energising [/inserted] feel winding 3, which is oppositely wound to feel winding 1, thus causing Reversing Motor to rotate in reverse direction.
[page break]
By means of gearing, inner frame then rotates (also metal strip) anticlockwise.
Thus, the line of Inner Frame will oscillate slightly about the line of the Gyro, & since the line of the Gyro is in the Earth’s magnetic field (H) (precession of the Gyro controlled by magnet element) the line of Inner Frame will oscillate slightly about direction of Earth’s field. This gives what is known as the Hunt[?] of the Inner Frame, & with instrument functioning correctly, is approximately ½°.
[page break]
[calculations]
[page break]
[calculations and diagram]
[page break]
[calculations]
[page break
[calculations]
[page break]
[symbol] 250 [symbol] 250 UNLIGHTED OBSTRUCTION, ABOVE 60m. = 200ft.
[symbol] 250 [symbol] 250 LIGHTED OBSTRUCTION
[symbol] GENERAL LANDMARK
[underlined and centred] RADIO-ELECTRIC STATIONS [/underlined and centred]
[symbol] NOT AERONAUTICAL, BUT MAY BE OF USE
[symbol] AERONAUTICAL COMMUNICATIONS WITH AIRCRAFT
[symbol] SENDING METEOROLOGICAL INFORMATION AT FIXED TIMES
[symbol] NAVIGATIONAL RADIO BEACON; NON DIRECTIONAL
[symbol] NAVIGATIONAL RADIO BEACON; TRACK INDICATING
[symbol] LANDING APPROACH RADIO BEACON
[symbol] GONIOMETRIC. D/F
[page break]
[symbol] LIGHT VESSEL
[symbol] OVERHEAD POWER WIRE
[symbol] AERIAL CORRIDOR
[symbol] PROHIBITED AREA
[symbol] AERODROM – CONTROLLED ZONE
[symbol] AIRPORT, CUSTOMS FACILITIES
[symbol] EXOKISUVES AREA (U.K. ONLY)
0908 – 2730 GEOGRAPHICAL REFERENCE POINT – UNIV. SYSTEM
[symbol] )
[symbol] ) AERONAUTICAL GROUND SIGNS
[symbol] BALLOON OBSTRUCTION BEACON
[page break]
[underlined and centred] CONVENTIONAL SIGNS [/underlined and centred]
[symbol 600] LAND AERODROME. Ht. in Ft. OR METRES.
[symbol 600] LANDING GROUND. Ht. in Ft. OR METRES.
[symbol 600] AIRSHIP BASE. Ht. in Ft. OR METRES.
[symbol] WATER AERODROME.
[symbol] SEAPLANE ANCHORAGE.
[symbol] AIRSHIP HANGER.
[symbol] AIRSHIP MOORING MAST.
[symbol] AIR NAVIGATION LIGHTS.
[symbol] TRACK INDICATING LIGHT.
[symbol] MARINE LIGHT, LIGHT HOUSE, OR LIGHT BUOY.
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
Daniel Phillips's Air Navigation course notes
Description
An account of the resource
Covers earth magnetism, maps (scales, showing relief, projections, used by the RAF), reciprocal bearings, methods of reporting position, magnetic compasses, air speed indicators, time scale, altimeter, meteorology, computor [sic], fixes by position lines, course for reciprocal track, rhumb [sic] line track + distance and W/T bearings.
Creator
An entity primarily responsible for making the resource
D Phillips
Format
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48 double lined page handwritten notebook with cover
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
MPhillipsD1653229-180604-01
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
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Contributor
An entity responsible for making contributions to the resource
Sue Smith
aircrew
navigator
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/834/18759/MGeachDG1394781-160401-17.2.pdf
4e86b84e014290b881c256fceb680e00
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
Geach, David
D Geach
Description
An account of the resource
<a href="https://losses.internationalbcc.co.uk/loss/218400/"></a>52 items. The collection concerns Warrant Officer David Geach (1394781 Royal Air Force) and contains his diaries, correspondence, photographs of his crew, his log book, cuttings and items relating to being a prisoner of war. After training in Canada, he flew operations as a bomb aimer with 623 and 115 Squadrons until he was shot down 24 March 1944 and became a prisoner of war. He was instrumental in erecting a memorial plaque to the Air Crew Reception Centre at Lord’s Cricket Ground in London. <br />The collection also contains a scrap book of photographs.<br /><br />Additional information on his crew is available via the <a href="https://losses.internationalbcc.co.uk/loss/218400/">IBCC Losses Database.</a><br /><br />The collection has been donated to the IBCC Digital Archive by Harry Wilkins and catalogued by Barry Hunter.
Publisher
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IBCC Digital Archive
Date
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2016-03-14
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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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Geach, DG
Transcribed document
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Transcription
Text transcribed from audio recording or document
[Front Cover – Blank]
[page break]
[underlined] AIRCRAFT RECOGNITION. [/underlined]
[cascade diagram denoting aircraft recognition points]
[page break]
[underlined] BRITISH FIGHTERS. [/underlined]
[underlined] SPITFIRE. [/underlined]
[list of Spitfire recognition features]
[underlined] HURRICANE [/underlined]
[list of Hurricane recognition features]
[page break]
[underlined] DEFIANT. [/underlined]
[list of Defiant recognition features]
[underlined] BEAUFIGHTER. [/underlined]
[list of Beaufighter recognition features]
[page break]
[underlined] WHIRLWIND. [/underlined]
[list of Whirlwind recognition features]
[underlined] ROC [/underlined]
[list of Roc recognition features]
[page break]
[underlined] FULMAR. [/underlined]
[list of Fulmar recognition features]
[underlined] GERMAN FIGHTERS. [/underlined]
[underlined] ME 109E. [/underlined]
[list of ME 109E recognition features]
[page break]
[underlined] ME 110 [/underlined]
[list of ME 110 recognition features]
[underlined] HE 113. [/underlined]
[list of HE 113 recognition features]
[page break]
[underlined] ITALIAN FIGHTERS. [/underlined]
[underlined] FIAT CR42. [/underlined]
[list of Fiat CR42 recognition features]
[underlined] FIAT G 50. [/underlined]
[list of Fiat G 50 recognition features]
[page break]
[underlined] MACCHI 200. [/underlined]
[list of Macchi 200 recognition features]
[underlined] BREDA 65. [/underlined]
[list of Breda 65 recognition features]
[page break]
[underlined] BREDA 88 [/underlined]
[list of Breda 88 recognition features]
[underlined] AMERICAN – BUILT FIGHTERS. [/underlined]
[underlined] MOHAWK [/underlined]
[list of Mohawk recognition features]
[page break]
[underlined] TOMAHAWK. [/underlined]
[list of Tomahawk recognition features]
[underlined] AIRACOBRA. [/underlined]
[list of Airacobra recognition features]
[page break]
[underlined] BUFFALO [/underlined]
[list of Buffalo recognition features]
[underlined] GERMAN FIGHTER. [/underlined]
[underlined] F.W. 187. [/underlined]
[list of FW 187 recognition features]
[page break]
[underlined] ENGLISH COASTAL COMMAND. [/underlined]
[underlined] WALRUS. [underlined]
[list of Walrus recognition features]
[underlined] LERWICK. [/underlined]
[list of Lerwick recognition features]
[page break]
[underlined] SUNDERLAND. [/underlined]
[List of Sunderland recognition features]
[underlined] CATALINA. [/underlined]
[list of Catalina recognition features]
[page break]
[underlined] GERMAN COASTAL AIRCRAFT. [/underlined]
[underlined] DO 18. [/underlined]
[list of DO 18 recognition features]
[underlined] DO 24 [/underlined]
[list of DO 24 recognition features]
[page break]
[underlined] ITALIAN COASTAL AIRCRAFT [/underlined]
[underlined] CANT Z 501. [/underlined]
[list of Cant Z 501 recognition features]
[underlined] ENGLISH ARMY CO-OPERATION. [/underlined]
[underlined] LYSANDER. [/underlined]
[list of Lysander recognition features]
[page break]
[underlined] GERMAN ARMY CO-OPERATION. [/underlined]
[underlined] HS 126 [/underlined]
[list of HS 126 recognition features]
[underlined] FIESLER 156 [/underlined]
[list of Fiesler 156 recognition features]
[page break]
[underlined] BRITISH BOMBERS. [/underlined]
[underlined] BLENHEIM IV MODIFIED. [/underlined]
[list of Blenheim IV recognition features]
[underlined] HAMPDEN [/underlined]
[list of Hampden recognition features]
[page break]
[underlined] MARYLAND [/underlined]
[list of Maryland recognition features]
[underlined] MANCHESTER. [/underlined]
[list of Manchester recognition features]
[page break]
[underlined] WELLINGTON. [/underlined]
[list of Wellington recognition features]
[underlined] WHITLEY. [/underlined]
[list of Whitley recognition features]
[page break]
[underlined] FORTRESS 1. [/underlined]
[list of Fortress 1 recognition features]
[underlined] HALIFAX. [/underlined]
[list of Halifax recognition features]
[page break]
[underlined] LIBERATOR. [/underlined]
[list of Liberator recognition features]
[underlined] STIRLING. [/underlined]
[list of Stirling recognition features]
[page break]
[underlined] GERMAN BOMBERS. [/underlined]
[underlined] HE IIIK MK V [/underlined]
[list of HE IIIK Mk V recognition features]
[underlined] JU 88 [/underlined]
[list of JU 88 recognition features]
[page break]
[underlined] F.W. KURIER. [/underlined]
[list of FW Kurier recognition features]
[underlined] ITALIAN BOMBERS. [/underlined]
[underlined] FIAT BR20 [/underlined]
[list of Fiat BR20 recognition features]
[page break]
[underlined] CANT Z 1007 BIS. [/underlined]
[list of Cant Z 1007 BIS recognition features]
[underlined] CAPRONI 135 [/underlined]
[list of Caproni 135 recognition features]
[page break]
[underlined] CA 310 [/underlined]
[list of CA 310 recognition features]
[underlined] GHIBLI [/underlined]
[list of Ghibli recognition features]
[page break]
[underlined] P 32. [/underlined]
[list of P32 recognition features]
[underlined] SM 79. [/underlined]
[list of SM 79 recognition features]
[page break]
[underlined] SM 81 [/underlined]
[list of SM 81 recognition features]
[underlined] DIVE BOMBERS [/underlined]
[underlined] CHESAPEAKE (AMERICAN BUILT) [/underlined]
[list of Chesapeake recognition features]
[page break]
[underlined] SKUA. (BRITISH) [/underlined]
[list of Skua recognition features]
[underlined] Ju 87B. (GERMAN) [/underlined]
[list of Ju 87B recognition features]
[page break]
[underlined] SM 85. [/underlined]
[list of SM 85 recognition features]
[underlined] RECONNAISSANCE [/underlined]
[underlined] HUDSON [/underlined]
[list of Hudson recognition features]
[page break]
[underlined] TROOP CARRIERS [/underlined]
[underlined] BOMBAY (BRITISH) [/underlined]
[list of Bombay recognition features]
[underlined] Ju 52 (GERMAN) [/underlined]
[list of Ju 52 recognition features]
[page break]
[underlined] Ju 90 (GERMAN) [/underlined]
[list of Ju 90 recognition features]
[underlined] BRITISH TORPEDO-CARRYING AIRCRAFT [/underlined]
[underlined] BEAUFORT (COASTAL COMMAND) [/underlined]
[list of Beaufort recognition features]
[page break]
[underlined] SWORDFISH (FLEET AIR ARM) [/underlined]
[list of Swordfish recognition features]
[underlined] ALBACORE (FLEET AIR ARM) [/underlined]
[list of Albacore recognition features]
[page break]
[underlined] FLOAT PLANES. [/underlined]
[underlined] SEAFOX (BRITISH). [/underlined]
[list of Seafox recognition features]
[underlined] GERMAN FLOAT PLANES. [/underlined]
[underlined] HA 140. [/underlined]
[list of HA 140 recognition features]
[page break]
[underlined] HA 139. [/underlined]
[list of HA 139 recognition features]
[underlined] HE 115. [/underlined]
[list of HE 115 recognition features]
[page break]
[underlined] ITALIAN FLOAT PLANES. [/underlined]
[underlined] CANT Z 506B. [/underlined]
[list of Cant Z 506B recognition features]
[underlined] BRITISH AIRCRAFT. [/underlined]
[underlined] BLENHEIM 1 (FIGHTER) [/underlined]
[list of Blenheim 1 recognition features]
[page break]
[underlined] HAVOC (NIGHT FIGHTER) [/underlined]
[list of Havoc recognition features]
[underlined] FALCO 1 (RE2000) (ITALIAN FIGHTER). [/underlined]
[list of Falco 1 (RE2000) recognition features]
[page break]
[underlined] RE 2001 (ITALIAN FIGHTER) [/underlined]
[list of RE 2001 recognition features]
[underlined] BALTIMORE 1 (AMERICAN BUILT BOMBER) [underlined]
[list of Baltimore 1 recognition features]
[page break]
[underlined] GERMAN BOMBERS. [/underlined]
[underlined] DO 172. [/underlined]
[list of Do 172 recognition features]
[underlined] Do 217. [/underlined]
[list of Do 217 recognition features]
[page break]
[underlined] ITALIAN BOMBERS [/underlined]
[underlined] CA 313. [/underlined]
[list of CA 313 recognition features]
[underlined] SM 82 [/underlined]
[list of SM 82 recognition features]
[page break]
[underlined] MOSQUITO (BRITISH GENERAL PURPOSE). [/underlined]
[list of Mosquito recognition features]
[underlined] HA 142 (GERMAN FIGHTER.) [/underlined]
[list of HA 142 recognition features]
[page break]
[underlined] ARADO 196 (ITALIAN FIGHTER) [/underlined]
[list of Arado 196 recognition features]
[underlined] DO 26 Bo (V or 5) [/underlined]
[list of Do 26 recognition features]
[page break]
[underlined] PECULIARITIES OF AIRCRAFT [/underlined]
Cockpits, Turrets, Radiator, Prominent External Fittings
[underlined] LIST OF TECHNICAL TERMS [/underlined]
Aerofoil
Aileron
Airscrew
Aspect Ratio
Boss.
Camber
Chord
Cockpit
Cowling
Dihedral Angle
Elevator
Fin
Fuselage.
Gap.
Leading Edge.
Nacelle
Rudder
Spar
Stagger
Streamline Body.
Sweep Back.
Tail Unit
Tail Skid & Wheel.
Undercarriage.
Wing.
Anhedral Angle
[page break]
[blank page]
[page break]
[underlined] HYGIENE. [/underlined]
[underlined] LECTURE 1. [/underlined]
[underlined] PERSONAL HYGIENE AT HOME & ABROAD. [/underlined]
A daily wash is essential, as dirty skin encourages vermin & causes septic wounds, wash hands before each meal & after using latrine. Hot bath once a week, short hair, brushes & comb washed each month. Sweating of feet armpits etc. wash daily local bathing with water with few crystals of potassium permanganate. Prick blisters with cold needle, previously sterilised by heating, squeeze & paint with iodine.
Make uniform fit – no chafing, air uniform Blankets washed at least once a year, pillow slips & sheets every fortnight. Underclothes each week. Ensure adequate drying facilities, see boots fit, air socks.
[underlined] Effects of Heat [/underlined]
Heat stroke – hot moist atmosphere & tight heavy clothing – so keep fit wear suitable clothing, plenty of drinking water available.
Sunstroke is heat stroke caused by direct rays
[page break]
of sun on head or back of neck, wear suitable [inserted] clothing [/inserted] & anti-glare glasses & same as for heat-stroke.
[underlined] Effects of Cold. [/underlined]
Frostbite, - loss of circulation & feeling in fingers, toes, ears, & nose, spread up hands & feet if severe. Symptoms – dead feeling & appearance of affected parts, may later blister. Exposure to cold & unsuitable or tight clothing, damp underclothes, lack of body movement. Lack of oxygen at high altitude, lack of food & drink. Well rub affected part to restore circulation, don’t warm at a fire.
Trenchfeet [sic] – type of frostbite, pain swelling, blistering of feet through standing in cold or wet & tight clothing round legs. Wash & dry feet & legs before going in wet trench, then warm whale oil rubbed until skin dry, dry socks.
Airsickness – dose of calomel at night 24 hours before.
March in line & step between 80 & 140, halt each hour, loosen equipment, drinking water available
[page break]
every 7 1/2 miles, wash inspect & treat blisters on feet at end of a march.
[underlined] Personal Hygiene in Hot Countries [/underlined]
Flying in open machines wear flying topee [sic] & tinted goggles, in closed machines carry them in case of forced landing.
All wounds & scratches tend to become sceptic, treat with iodine. Most tropical diseases are conveyed either by insect bites (tics sandfly [sic] mosquito) food & drink, organisms getting under skin (guinea worm) or heat.
[underlined] Mosquitos (Malaria & other diseases) [/underlined]
At sun down mosquito comes up, so then keep arms & legs covered, see mosquito net secured & none inside it. Paraffin, Bomber Oil, Clymax, Sketofax, on exposed skin keep away mosquitos. Drain stagnant water or cover with oil, avoid swamps & valleys, cut or burn undergrowth. Spray living quarters with FLIT three times a day. 5 grains quinine a day – keeps malaria away. Never walk in bare feet, wellingtons or 2 pair socks – shake bedclothes before getting in bed, shake
[page break]
boots & clothes before dressing – for insects, snakes & scorpions. Wash & boil underclothes frequently. Don’t eat rindless [sic] fruit or uncooked vegetables. Regard all water & minerals as unsafe unless from authorised source. Dont [sic] leave food & drink without adequate covering
[underlined] Snake bites & Scorpion Stings. [/underlined]
If on limb immediately apply tourniquet on heart side of bite, with clean knife make cross shaped incision 1/2 inch deep & 1 inch long. Rub in crystals permanganate of potash. Seconds count. Stimulants [indecipherable word] volatile, hot tea or coffee, encourage patient to suck & spit out poison. If hypodermic syringe inject above, below, each side solution water & permanganate. If venene – antidote available inject half contents of an ampoule into bite after injection then rest outside. If neither permanganate or venene available, wound must be deeply cauterised. Remove tourniquet after 1/2 hour if breathing fails administer artificial respiration
[underlined] 3 Rules for Tropics [/underlined] [underlined] 1 [/underlined] Never lie down with your abdomen uncovered [underlined] 2 [/underlined] Avoid constipation [underlined] 3 [/underlined] Never take alcohol until after sundown.
[page break]
[underlined] LECTURE 2. [/underlined]
[underlined] WATER [/underlined]
Over half body weight is water, 3 – 5 pints lost daily, sweat, urine, breath & [inserted] faeces. [/inserted] Minimum water requirements in permanent stations 20 gallons per man per day, in temporary camps 5 gallons per man per day. Increase these quantities in hot countries & on march 2 pints – 7 1/2 miles.
[underlined] Source of Water. [/underlined]
Sources of water in order of purity :- [underlined] 1 [/underlined] Deep Wells (artesian or otherwise) [underlined] 2 [/underlined] Springs, [underlined] 3 [/underlined] Rain Water, [underlined] 4 [/underlined] Centre of large lakes [underlined] 5. [/underlined] Midstream in rivers [underlined] 6. [/underlined] Small streams [underlined] 7 [/underlined] Near Banks of large lakes [underlined] 9 [/underlined] Near banks of rivers [author indicates this should be preceded by No 8] [underlined] 8 [/underlined] Shallow Wells [underlined] 10 [/underlined] Ponds.
Water derives impurities through minerals it flows through & suspended matter. Clarification of water is by sedimentation, filtration. Purify by Boiling, purification by filter, slow & unsatisfactory for field purpose. Chemicals – chlorine most used. Mixture chlorine & ammonia – make chloramines, chloramination [sic] used in R.A.F. water trailer.
[page break]
In field small quantity chloramine placed in airman’s water bottle after hour safe to drink One 15 grain tablet – 1 pint of water, also 2 drops iodine If poison chemicals in water must be certified by M.D. Water sources in the field must be policed to prevent pollution & drinking from unauthorised sources. Separate supplies for, drinking, cooking & ablution must all be labelled. Clean water bottles & don’t have ice cream unless sanctioned.
Catchment or water source should be fenced in & bathing prohibited. Line wells & keep covered. Springs fenced in, water from streams & lakes should be collected as far out as possible. Areas on bank should be marked White – drinking & cooking, Blue – animals & Red ablution – in that order upstream downwards
[underlined] LECTURE 3 [/underlined]
[underlined] ACCOMODATION AND CONSERVANCY IN THE FIELD. [/underlined]
Man requires 1000cu ft fresh air per hour. Air can be changed 3 times an hour without a draught. Standard bed spacing 60sq. ft per man with 6ft
[page break]
horizontal wall space. Minimum of 45sq ft in war-time. Beds – head to foot, infection extends 12ft with loud speaking & 24ft on coughing, sneezing or shouting. Ventilation may be natural or artificial. Ventilation inlets should be 5ft from floor, remove black-out screens at day-time. Keep windows open, & see black-out doesn’t interfere with getting fresh air at night.
Wash basins – 14% Baths – 1% slipper, & 4% foot & shower baths. Ablution benches 9ft long 1 – 50 men. Heated drying rooms for wet clothing should be available. 9sq ft of floor & 20 inches run of table per man is laid down. Washing up facilities provided. Conservancy 6 seats – 100 men in permanent station latrines. Tented camps if in circular tents not more than 15 in a tent Flaps face away from prevailing wind, brailing looped each morning, & on leeward side in bad weather. Floor boards raised each week, ground cleaned and aired for at least an hour.
[underlined] Sanitation in the Field. [/underlined]
[underlined] 1 [/underlined] Adequate supply of safe drinking water.
[page break]
[underlined] 2 [/underlined] Protection of food from contamination.
[underlined] 3. [/underlined] Ventilation of hutments, tents or other quarters.
[underlined] 4 [/underlined] Ample arrangements for washing & disinfectation [sic] of airmen and their clothing.
[underlined] 5. [/underlined] The disposal of excreta, refuse & waste products.
[underlined] Selection of Camp Site. [/underlined]
[underlined] 1 [/underlined] Keep away from towns, villages, in hot countries. Swamps marshy ground & banks of streams.
[underlined] 2. [/underlined] A good water supply near at hand is desirable.
[underlined] 3. [/underlined] High ground is essential for drainage, steep slopes are difficult for transport, very high ground is too exposed, sites occupied by other troops within two months should be avoided.
[underlined] Camp Layout. [/underlined]
[underlined] 1 [/underlined] Front of camp should face prevailing wind.
[underlined] 2.[/underlined] Sleeping accommodation should be in front.
[underlined] 3. [/underlined] Kitchens and messing accomodations [sic] to one side.
[underlined] 4. [/underlined] Ablution area to the other side.
[underlined] 5. [/underlined] Conservancy area should be situated to leeward i.e. behind.
[page break]
[underlined] Field Conservancy. [/underlined]
Daily production faeces per man is 58 ounces, urine [ditto mark] [ditto mark] is 50 ounces. Three types of latrines in common use :-
[underlined] 1 [/underlined] Shallow trenches for camps not more than 3 days duration. 5 for first hundred men, 3each additional 100. Measurements 3ft long 1ft wide & 2ft deep. Sides slightly undercut – 2ft between trenches. When trench finished cover with oiled sacking or oiled paper, turf replaced, & L in white stones.
[underlined] 2 [/underlined] Deep trenches for 3 weeks. Measurements 10ft long 3ft wide 6-8ft per 100 men as in shallow trenches Soil removed 6” deep over area 4ft front, back & sides of trench. Sacking soaked in crude oil, loose earth mixed with crude oil & beaten down. 2 wooden battens placed front & back edge of trench & a front 18” high erected, top with 5 seats, back 5ft high. Screen in front of latrine, & roofing, duck-boards [indecipherable word] wood must be tongued & grooved to make fly proof. Disinfecting should not be used on this type.
[page break]
[underlined] 3 [/underlined] Bucket latrines in billeting areas, railway stations & in rock where impossible to dig latrines. Buckets smeared inside & out with crude oil & lids. Shallow trench – urinals, less than 3 days 10’ – 3’ wide 6” 1 – 250 men Trough – any period High backed galvanised trough 8ft long raised 2’ 3’’ – sloping to drainage pipe 1 – 100 men Funnel – pit 4ft square funnel each corner – 2’ 3” 12” wide & covered with guaze [sic] 1 – 100 men. Buckets placed near barracks at night, emptied & cleaned each morning
[underlined] LECTURE 4 [/underlined]
[underlined] FOOD, COOKHOUSES AND COOKING. [/underlined]
Essentials, Fats, Proteins, Carbohydrates, Mineral Salts and Vitamins. – Unit M.O. sees diet each week. Sweetened tea good restorative. Food should not be kept where live or sleep, near latrines, or exposed to flies. Must be kept in flyproof [sic], ratproof [sic] stores & not touch sides. Don’t eat tin foods that are blown, rusted or dented, & dont [sic] have fresh milk in hot countries liable to disease. Avoid alcohol & tobacco if possible. Nicotine depresses the heart & interferes with its efficient
[page break]
action thus leading to palpitations on exertion & shortness of breath. Nicotine aggravates tendency to gastric and duodenal ulcers. Aggravates nasal catarrh and heavy smoking over prolonged periods may cause deterioration in vision, also reduces ones ceiling several thousand feet.
[underlined] Cookhouses. [/underlined]
On one or other side of camp & away from latrines. Camp cookhouses should be shelters of timber and corrugated iron or asbestos sheeting one side open, & face away from prevailing wind. Should be a closed building when fly-proof, floors drained & impermeable to water to allow for scrubbing. Cookhouse drains supplied with grease traps, tables etc. cleaned. Swill & refuse must be kept covered & arrangements made for prompt removal. No one must be employed who has had typhoid fever, paratyphoid fever, or dysentery or who is suffering from V.D. Before airmen are employed in handling of food, they must be interrogated & examined by the M.O.
[page break]
[underlined] ATMOSPHERIC AIR. [/underlined]
Oxygen comprises 20.9% and Nitrogen 78% of air, this is the same at all altitudes. At 18,000ft the pressure is half of that at sea level, and at 25,000ft it is a quarter. (Sea level pressure 760mm of mercury, 18,000’ 380mm & at 25,000’ 190mm) Oxygen exerts 1/5 of pressure at all heights (Sea level 160mm) etc. The pressure of air cannot be greater in the lungs than outside, yet space must be allowed for Carbon Dioxide. So make up of air in lung root is 100mm Oxygen 580mm Nitrogen 38mm Carbon Dioxide 42mm water The amount of oxygen must remain constant in order to saturate the blood at all altitudes. Mental efficiency, accuracy, & freedom of movement, are considerably reduced, at heights without oxygen, about 20,000ft in rarified [sic] atmosphere. Nitrogen is apt to change into a gaseous state & form gas bubbles in the tissues which attack the joints, first generally the right shoulder.
Number of cylinders at pressure of 100lbs per sq inch which supply gas sockets. If cylinder hit by a
[page break]
bullet will explode & splinters do damage. If let 7/8 out of everyone, wont explode, only break when hit. If doing lot of work adjust oxygen supply at about 5000ft more e.g. 90000’ instead of 15,000’. Plug the mask into nearest sockets. If baling out disconnect oxygen last of all, take good breaths, & pull rip-cords [underlined] immediately [/underlined]. If use oxygen, less liable to frostbite, for keeps up circulation to more, ears etc. If flying in bomber at 10,000’ft or over for an hour or over must use oxygen, if fighter pilot & climbing at a rate of 1500’ per minute must use oxygen.
[underlined] Blacking Out. [/underlined]
Occurs mainly in diving & tight turns, Human can stand 4.5 to 5 times the normal gravity. When pulling out of steep dive, centrifugal force increases, & gravity increases to that ratio as well. Weight of body, I.e. blood, muscles, etc all become 5 times their normal weight. The blood pumping organism has to pump to eyes & brain & fluid 5 times the weight, with no increase in its strength, so blood tends to flow back
[page break]
to heart & lungs. At a certain time, blood is unable to reach the eyes, & blackout occurs, but as the brain is above, it still functions, but if dive is continued, unconsciousness occurs. If in tight turns should lean forward, & bring up legs so shortening length blood has to flow, in this way some people can stand 10 & 11G. When straighten aircraft out, sight generally returns. In a climb to height pressure on middle era is greater [inserted] than [/inserted] that of external ear & drum forced outwards. In a dive drum is forced in by greater pressure outside, if dive too much ear drum is torn & deafness results. If sudden pain in eras diving, & can’t rid it by blowing, must descend at 7,000ft stages.
[underlined] First Aid Satchel. [/underlined]
Fighter plane – 1, twin engine have 2, in big planes may have 6, crew have to know where they are kept. Pair of scissors, First Field Dressing (guaze [sic] pad, sterilised, & length of bandage) St. John’s tourniquet, (block of wood, string & bandage) use it when other methods failed.
[page break]
Packets of lint, 2 Bandages 4 yards long. Packets of cotton wool, safety pins, adhesive tape, 2 triangular bandages, & 2packets of gauze, 2 tubes of burn jelly, 3 tubes of iodine.
In fire in an aircraft keep on helmet, goggles, gloves etc & as much clothing as possible to protect you from flames. Also in F.A. packet – tube of quinine. Tube of aromatic chalk & opium. Tube of aspirins. Tube of No. 9. Tin of Fulmonic Ampoules. This does away with all pain.
[diagram of Fulmonic Ampoule]
For fracture immobilise joint beneath & above fracture.
[page break]
[blank page]
[page break]
[underlined] LAW AND ADMINISTRATION. [/underlined]
The Army, Navy and Airforce [sic] Act.
The Airforce [sic] Constitution (1917).
The Manual of Airforce [sic] Law and Kings Regulations.
[underlined] AIRMENS PRIVELEDGES [sic]. [/underlined]
[underlined] WILLS [/underlined]
An airmans [sic] will may consist of a document not attested (as a civilian’s will must be) e.g. a private letter to the person intended to benefit under it, or to someone else stating his wishes. Also a mere verbal statement of his wishes is sufficient if such a statement can be proved to the satisfaction of the court. To establish the validity of such a will it is not necessary to prove that he was aware he was making a will or had power to make one in that manner, but it must be shown that he intended to express deliberately his wishes as to the disposal
[page break]
of his property in the event of his death. Such a will is revoked (like any other will) by his subsequent marriage. It continues in force until revoked or superceeded [sic] unless its language shows an intention that it should take effect only for a limited period and in the event of the testators death during a warlike engagement
There is a special R.A.F form of will (Form F276) and there is also a space for a will on Page 8 of the airman’s pay book Form 64. Officers have no personal exemption.
[underlined] DISCIPLINE. [/underlined]
[underlined] Relations with the Press. [/underlined]
Any statements regarding general matters are made through Air Ministry. Statements regarding Wings and Units are made through Wing. H.Q, Squadron H.Q. etc. An airman must always be on his guard when conversing with a representative of the press.
[page break]
[underlined] Responsibility of Officers in General (1077). [/underlined]
Any officer has at all times to be obeyed. He is responsible at all times and anywhere for the maintenance of good order and discipline.
[underlined] Treatment of Subordinates (Clause 1078). [/underlined]
[underlined] 1 [/underlined] An officer of any rank will adopt towards his subordinates such methods of command and treatment as will not only ensure respect of authority, but also foster the feelings of self-respect and personal honour, which are essential to efficiency.
2 An officer will not reprove a W/O or N.C.O in the presence of other airmen, unless it is necessary for the benefit of example that the reproof be public.
[underlined] 3. [/underlined] W/O’s and N.C.O’s will be guided by the foregoing principles in dealing with each other and other airmen. They will avoid any intemperate language and offensive manner.
[underlined] Criticism of Superiors Para (1080) [/underlined]
If criticism is heard – stop it.
[page break]
[underlined] Communication and Interview with Air Ministry Officials Para (1085) [underlined]
[underlined] 1. [/underlined] No correspondence on official matters may pass between airmen and A.M. officials
[underlined] 2. [/underlined] All applications for interviews etc. must pass through the Commanding Officer of the Unit. If an airman has to go to the A.M. he must always have a letter of authorisation.
[underlined] Bankruptcy Para. (1089). [/underlined]
Bankruptcy, and failure to meet debts must be reported to the C.O. and it will be decided if the commission is to be continued.
[underlined] Gambling (Section 1094). [underlined]
Gambling in any form is forbidden in the R.A.F.
[underlined] Intoxicants (1095) [/underlined]
The introduction of wines, spirits, etc, into barracks or like places is strictly forbidden. Corporals and airmen may be permitted a pint of beer with their dinner.
[underlined] Civil Employment (1096). [/underlined]
Officers and airmen must not accept directorships
[page break]
be paid consultants or agents fees unless such positions were held before appointment.
[underlined] Concealment of V.D. (1102). [/underlined]
Any airman contracting V.D. must report it immediately. Failure to do so is a criminal offence.
[underlined] Witnesses in Private Law suits 1103. [/underlined]
If a witness, an airman’s name and unit is given, and it will then traverse the usual channels, C.O. etc. An officer or airman must refuse if asked to appear as an expert witness, if pressed then report the matter.
[underlined] THE AIRMAN. [/underlined]
[underlined] 1 Dress [/underlined] [underlined]
At all times must be correct.
[underlined] 2 Discipline [/underlined]
Every airman must obey all orders without question.
[underlined] 3 General Deportment. [/underlined]
Airman must salute at all times. All officers holding commissioned rank.
[underlined] Airmen’s Messing Committee’s etc. [/underlined]
Airmens [sic] Messing Committee comprises of the President A.M.C.
[page break]
1 N.C.O or a W/O. Senior Cook and a representative of airmen. The [deleted][indecipherable word] [/deleted]committee meets once every week.
[underlined] Airmen’s Diet. [/underlined]
Consists of, 4 1/2ozs Boneless Beef or 6oz of Beef or Mutton per day. 12oz of Bread per day. 2/7oz Tea per day. 2oz sugar per day, 1/4oz salt per day – these are basic rations.
[underlined] Basic amount from the NAAFI. [/underlined]
4/7oz cheese per day 1oz of jam per day, 9oz Bacon per week 1oz of margarine per day. There is also a commuted ration allowance. A rebate of 6% is allowed but this is spent on the welfare of all airmen.
[underlined] Service Institutes [/underlined]
Really began in 1800 – pedlars and bagmen used to follow the troops round. In 1863 a Regimental Canteen was formed, the idea being to provide as much as possible for the soldiers. In 1894 a Canteen and Mess Co-operative Society was formed. The society bought up stores in bulk to stock camp canteens.
In 1917 an Army Canteen Board was set up which was later joined by the Navy. It became
[page break]
the [deleted] [indecipherable abbreviation] [/deleted] N>A>C>B> and it also ran a R.A.F. canteen. In 1921 the N.A.A.F.I. was set up.
[underlined] Objects of the N.A.A.F.I. [/underlined]
[underlined] 1. [/underlined] To supply all messing requirements other than those supplied by service sources, for the airman’s mess.
[underlined] 2. [/underlined] To provide a club for corporals, L.A.C’s, A.C.1’s &A.C.2’s, apprentices and boy entrants where they may read, write, play games and hold entertainments etc. and where they may obtain refreshments and articles of common requirements at reasonable prices.
[underlined] 3. [/underlined] To supply by means of a rebate on purchased money for the station institute funds.
4 To supply families of officers and airmen with household requirements at reasonable prices.
[underlined] The N.A.A.F.I. Policy. [/underlined]
Controlled as to a policy by a council of twelve – 4 Army, 4 Navy and 4 R.A.F. The board of management consists of three civilian business men and one officer from each service. Locally, a committee is formed consisting of one corporal two A/C’s sometimes
[page break]
a Flt/Sgt. or a Sergeant. An officer is at the head of the committee.
[underlined] Organisation of the R.A.F. [/underlined]
[hierarchical diagram showing, in order] R.A.F. R.A.F.R. Reserve of Air Force Officers Special Reserve R.A.F.V.R. A.A.F
[underlined] The Ancillary Services. [/underlined]
[underlined] 1 [/underlined] Princess Mary’s R.A.F. Nursing Service.
[underlined] 2 [/underlined] Education Service.
[underlined] 3. [/underlined] Construction staff. Directorate of Works.
[underlined] 4 [/underlined] A.T.C.
The Government of the R.A.F is vested in the Crown and the command is in the hands of the Air Council.
[underlined] The Air Council. [/underlined]
The Secretary of State for Air (President of the Air Council) appointed by the Prime Minister.
The Permanent Under Secretary of State for Air (appointed by S.S.A).
[ditto mark] Parliamentary [six ditto marks] ([three ditto marks])
Chief of Air Staff appointed by the King.
[page break]
Air Member for Personnel and Air Member for Supply and Organisation, and Air Member for Training, are all appointed by the secretary of sate for air. He may also appoint from other members.
If anything goes wrong in Parliament regarding air matters the Secretary of State has to defend.
[underlined] Home Commands. [/underlined]
Bomber, Fighter, Coastal, Training, Army Co-operation, Balloon, Maintenance, Technical Training.
[underlined] Commands Abroad. [/underlined]
[underlined] 1 [/underlined] Aden [underlined] 2 [/underlined] India [underlined] 3 [/underlined] Mediterranean 4 Iraq [underlined] 5. [/underlined] Far East [underlined] 6 [/underlined] Middle East [underlined] 7 [/underlined] Trans-Jordan [underlined] 8 [/underlined] Palestine.
A command is usually commanded by an Air Marshal or Vice Marshall – known as A.O.C. in C. Groups are territorial units and are concerned with group personal operations. A Group is commanded by an Air Vice Marshal or a Senior Air Commodore. Wings & stations come directly under Group and are commanded usually by Group Captains.
[page break]
[underlined] STATION ADJUTANT. [/underlined]
Is the confidential officer of the staff room, responsible for filing documents, leave passes and warrants, issue of D.R.O’s & Wing Standing Orders, maintenance of discipline, charge sheets, R.A.F. service papers, goods, drill, billeting etc.
Each Wing is divided into 3, 4 or 5 squadrons. There are 3 flights of 5 machines in a bomber squadron and 4 flights of 3 machines in a fighter squadron. The squadrons are commanded by by a Squadron Leader, and each squadron is divided into a number of flights & each i/c flt/comdr.
[underlined] COURTS MARTIAL [/underlined]
All confessions must be made voluntarily. The court can only charge & find him guilty of the offence he is in court for. A prisoner need not answer any questions that may reflect upon his wife or family.
[underlined] COURT OF INQUIRY. [/underlined]
Convened by Air Council or A.O.C or Officer Commanding Its purpose is to collect intelligently & systematically facts
[page break]
concerning minor crimes or other offences.
A court of enquiry need not express their opinion at a trial if [underlined] not [/underlined] asked.
[underlined] AIRMAN’S DOCUMENTS. [/underlined]
Each airmen has two sets of documents, first original documents, medical etc. kept by Air Officer I/C Records seldom out of his possesion [sic]. Other is Service Documents, these contain all details of airmans [sic] service life. Very important & must be kept with care, & fairly endorsed with unbiased opinion of character.
[underlined] 1 [/underlined] Airmans [sic] Record Sheet (active service) Form 1580
[underlined] 2 [/underlined] General Conduct Sheet – Form 121.
3 Medical History Envelope Form 48.
In [underlined] 1 [/underlined] have official no, name rank, R.A.F trade, date of birth, religion, occupation in civil life. Last enlisted current engagement, type of reservist, whether married etc Next of Kin, then section 1. In 3 columns :- Unit from which Unit to which Date of Effect [indecipherable word] movements and casualties.
[page break]
Section 2 – 3 columns :-
Promotions, Acting appointments, Remusterings [sic] Authority Description of Appointment
Section 3 – entitled Good Conduct Badges. 4 columns Authority 1st 2nd or 3rd Good C.S. – Awarded Deprived, Restored, Date of effect Section 4 – entitled Character & trade Proficiency (to be assesed [sic] on every occasion on which an airman is struck off the strength of the unit). E.g. on posting, admission to hospital, death, etc. Rank/Character/Trade Classification/Proficiency [letters A B C underneath] /Whether Specially Recommended, Recommended, or not Recommended for promotion/Date/Signature & Rank of Commanding Officer. Section 5 – Decorations, Mentions, Special Commendations by A.O.C’s etc.
Assessment of character when leaving station & at Dec 31st every year.
[page break]
Form 121 – General Conduct Sheet.
Unit & Place/Date of offence/Rank/Cases of Drunkeness/Offence/Witnesses/Punishment Awarded/Date of award or order dispensing with trial/By whom awarded/[indecipherable word] & Rank of Officer making entry with remarks & date.
All offences put on sheet except, [underlined]1 [/underlined] Sentence of a Court of Summary Jurisdiction, if a fine (except for drunkenness), and no imprisonment has been imposed in default therefore, bound over, or if case has been dismissed with costs, if R.A.F. name been disgraced, Wing Comdr or over authorises entry should be made. [underlined] 2 [/underlined] One day’s C.C. or one extra guard or picket [underlined] 3 [/underlined] Admonition. These sheets are destroyed if entries on them [underlined] 1. [/underlined] Completion of 6 months from the date of attestation, [underlined] 2 [/underlined] After 2 years expiration of the last punishment [underlined] 3 [/underlined] When attaining substansive rank of sergeant [underlined] 4 [/underlined] When transferred to the reserve. New sheet marked – “Sheet Destroyed on – Date – under K.R. 2154
[page break]
Form 48 – Medical History (Confidential).
Contains, [underlined] 1 [/underlined] Contents of envelope [underlined] 2 [/underlined] Medical Category [underlined] 3 [/underlined] Inoculations [underlined] 4 [/underlined] Vaccinations [underlined] 5 [/underlined] Dental Treatment [underlined] 6 [/underlined] Spectacles & Surgical Appliances [underlined] 7 [/underlined] Blood Group.
[underlined] PUNISHMENTS OFFICERS MAY ADMINISTER. [/underlined]
[table of punishments]
POWERS OF A COMMANDING OFFICER.
Every C.O. must see that the charges against an airman are investigated and dealt within 48 hours. Every investigation must be made in the presence of the accused who can
[page break]
question or bring witnesses or demand the proceedings be taken on oath.
[underlined] 1. [/underlined] C.O. can dispense case to proper R.A.F. authorities (Refer to higher authorities).
[underlined] 2. [/underlined] Adjourn case to reduce evidence in writing. Accused can be tried by Court Martial but he must be asked if he agrees to his punishment, without knowing what it is.
Courts Martial
Accused must be allowed communication with his friends, legal advisors, and he must be given a copy of the charge, so he can prepare his defence.
When an officer is charged he must be charged by an officer of similar rank, except for drunkenness when any officer may.
Kings Regulations and Air Ministry Orders must always be at hand at court martials. The president of the Court Martial is responsible for all proceedings. Rules of evidence is the same as ordinary courts of England.
[page break]
[underlined] A. [/underlined] Only the charge must be proved
[underlined] B. [/underlined] What facts are known.
[underlined] C [/underlined] All innocent until proved guilty, the prosecution must prove the case.
[underlined] D [/underlined] Admissability of facts (opinion is not evidence neither is hearsay.) Wife of prisoner can only give evidence for her husband, not against him. Witnesses must not be asked a leading question.
[page break]
[blank page]
[page break]
[blank back cover]
[page break]
Dublin Core
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Title
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RAF Training Notes
Description
An account of the resource
A book of lecture notes covering British, German, Italian and American fighter, Coastal, Army co-operation, bombers and dive bombers.
Notes on Hygiene, Water, Accommodation and conservancy in the field, Food, cookhouses and cooking, Law and administration.
Creator
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David Geach
Format
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78 pages of handwritten notes
Language
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eng
Type
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Text
Text. Training material
Identifier
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MGeachDG1394781-160401-17
Coverage
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Royal Air Force
Royal Air Force. Bomber Command
Royal Air Force. Coastal Command
Wehrmacht. Luftwaffe
Regia Aeronautica
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.
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Steve Christian
David Bloomfield
aircrew
B-17
B-24
Beaufighter
Blenheim
Catalina
Defiant
Do 18
Do 217
Do 24
Halifax
Hampden
Hudson
Hurricane
Ju 52
Ju 87
Ju 88
Lysander
Manchester
Me 109
Me 110
Mosquito
Navy, Army and Air Force Institute
sanitation
Spitfire
Stirling
Sunderland
Swordfish
training
Walrus
Wellington
Whitley
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/2417/42590/MEvansD2-1593692-211115-09.1.jpg
3b1bca15b979f126dadd3c9111d6487d
Dublin Core
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Title
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Evans, Donald
Description
An account of the resource
31 items. The collection concerns Warrant Officer Donald Evans (b. 1925, 1593692 Royal Air Force) and contains his log book, documents, objects and photographs. He flew operations as a flight engineer with 106 and 83 Squadrons.
The collection was loaned to the IBCC Digital Archive for digitisation by Michael Evans and catalogued by Barry Hunter,
Date
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2021-11-15
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.
Identifier
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Evans, D-2
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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De Havilland Hydromatic Propellers - Notes for Pilots and Ground Staff
Description
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This item is available only at the International Bomber Command Centre / University of Lincoln.
Creator
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De Havilland
Coverage
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Royal Air Force
Language
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eng
Type
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Text
Text. Training material
Format
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One book cover
Identifier
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MEvansD2-1593692-211115-09
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.
Publisher
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IBCC Digital Archive
aircrew
flight engineer
ground crew
ground personnel
pilot
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/501/22370/MCurnockRM1815605-171114-086.2.pdf
1fc42e94839a126a7c74f4f078e91570
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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Curnock, Richard
Richard Murdock Curnock
R M Curnock
Publisher
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IBCC Digital Archive
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Curnock, RM
Date
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2016-04-18
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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.
Description
An account of the resource
92 items. An oral history interview with Warrant Officer Richard Curnock (1924, 1915605 Royal Air Force), his log book, letters, photographs and prisoner of war magazines. He flew operations with 425 Squadron before being shot down and becoming a prisoner of war.
The collection has been licenced to the IBCC Digital Archive by Richard Curnock and catalogued by Barry Hunter.
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
FOR OFFICIAL USE ONLY Form No. 2259
DEPARTMENT OF TRANSPORT – AIR SERVICES BRANCH
METEOROLOGICAL DIVISION
METEOROLOGY
AND
OPERATIONAL FLYING
(Reprinted from M.C. 448 (A.P. 1931))
Operational flying over north-west Europe has shown that a number of points discussed in the various courses of instruction in meteorology cannot be too heavily stressed; they have accordingly been reprinted in this pamphlet, with a series of hints on flying in bad weather conditions.
CANADA
1942
[page break]
[underlined] METEOROLOGY AND OPERATIONAL FLYING [/underlined]
1. [underlined] Operational importance of meteorology. [/underlined] in planning operations, weather conditions are often an over-riding factor, dictating what can or cannot be undertaken with a reasonable chance of success. For example, in planning bombing raids the following are some points that have to be considered; notice how often the word ‘weather’ occurs.
(a) will it be possible to identify the target? Moon phase, cloud height and amount, visibility, and weather conditions all affect the answer.
(b) Can the aircraft get through without serious risk of being lost or forced down through bad weather en route?
(c) Bearing in mind weather conditions, what will be the best heights and tracks for the flight?
(d) Will weather conditions be safe for take-off from operational aerodrome?
(e) Will weather conditions at base be suitable for landing on return? If not, are there alternative aerodromes in the country where weather will be suitable?
(f) What bomb and fuel loads shall be taken, in view of wind strengths and fuel safety margin for possible diversions because of bad weather? As a case in point, in an hour’s flying a Wellington uses fuel equivalent to three 250 Ib. bombs.
(g) Given specified amounts and heights of cloud, should attacks be high level, low level, or dive?
(h) When day bombing, and to an increasing degree by night, what suitable cloud cover is there to reduce chances of interception by enemy fighters?
2. [underlined] Importance of meteorological knowledge to air crews. [/underlined] Unless they become squadron commanders or air staff officers, individual crew members will not have to make decisions involving the above points. But they must have enough knowledge to be able to see the reasons underlying their commanding officer’s decisions, and to ask him intelligent questions based on a study made with the meteorological officer of the probable weather conditions.
In their initial enthusiasm for action, many are inclined to look on weather study as a boring waste of time; if you are one of these, talk to an air-line pilot with 10,000 hours flying, or to a senior air staff officer of a flying command, or to a seasoned operational pilot; their views will quickly disillusion you.
The weather can be either friend or foe, and intelligent pilots and navigators use it to the best advantage as an ally. It is a noteworthy fact that the more experienced they are, the keener they become to study meteorology.
Once in flight, the aircraft captain bears the responsibility of conducting his operation and looking to his aircraft and crew safety; and the actual weather he meets [underlined] which is not always what he expects [/underlined] constantly compels him to make decisions. The more he knows about meteorology, the sounder his decisions are likely to be.
Many of our best operational crews attribute a great part of their success to the fact that they have studied weather seriously. Some success is due to piloting and navigating skill, some to sheer guts and perseverance, some to good luck; but a large part is due to knowing the weather. Many a crew will fly straight through any flak barrage, shoot down an enemy, dive low over a target, and be nearly shot down themselves without turning a hair; but on running into bad weather they get the biggest fright of all. A sound study of meteorology does much to rob bad weather of its risks and frights; it can then be recognised for what it is, its extent estimated, and a plan evolved to get out of it again.
[page break]
3. [underlined] Examples calling for decision. [/underlined] Consider yourself an aircraft captain under the following conditions. You must provide good and instant answers.
(a) You are returning to base to find your aerodrome in fog. What is the best thing to do f your W/T has failed?
(b) You deal with a target and set course for home on forecasted winds. Later you find yourself a hundred miles off track. How could this have been guarded against?
(c) On reaching your aerodrome you find a summer storm is just sweeping over it, with heavy black cloud, heavy rain, violently bumpy flying conditions, and high gusty wind. Will you land quickly or wait?
(d) You are flying through clouds and the navigator reports a rapidly falling temperature. What does this suggest?
(e) In cloud, ice forms on the windscreen, or heavy ice forms on the wings, or boost begins to fall, or airscrew vibration develops with lumps of ice flying back from the blades. What should the pilot do in each case?
The operational pilot or navigator who cannot answer these questions is not fully efficient, operationally or otherwise: and he had best set himself the task of going through his meteorological text again, a chapter per day.
4. [underlined] The meteorological officer. [/underlined] Make a friend of him. Before any flight, obtain as clear an idea as possible of the winds and weather likely, and the weather changes that may take place during flight. Getting a typewritten forecast or ringing up on the telephone is good, but not good enough. Visit the meteorological office, look at a succession of weather maps if necessary, and talk to the meteorological officer. And to get the best out of these discussions, learn the forecaster’s methods and language.
5. [underlined] The weather map. [/underlined] The weather map is the foundation of forecasting. It is simply a map showing wind and weather conditions over an area of country with which one is concerned. For operations based on Great Britain the area is that which is broadly covered by operational activities – western Europe and the eastern Atlantic; at the same time the forecaster considers conditions further afield, as they may affect the operational area later on.
Maps are drawn every three hours; eight times in every 24 hours. The chart for 8 o’clock, say, is drawn up and ready for your inspection in the meteorological office between 9 and 10 o’clock . thus at all times of the day and night there is a map to show you what the weather was only an hour or two earlier. Conditions are always changing, slowly or rapidly. Thus during a flight base-Berlin-base a belt of rain may move from Devon across to Norfolk. So before starting think of the changes likely to take place during flight. Before take-off study the weather map carefully, particularly the isobars. Most important points to remember are:-
(a) A region of low pressure means bad weather about; a region of high pressure means good flying weather except for the risk of fog or very low stratus clouds.
(b) Fronts – warm, cold or occluded – may mean bad flying weather. Always discuss them in detail with the meteorological officer.
6. [underlined] Pressure. [/underlined] Remember the big changes that can be caused in altimeter readings by pressure alteration, not only at different places, but at a single place over a period of hours.
Be prepared for misleading altimeter readings by studying the weather map isobars before leaving on a long flight; before descent in thick cloud obtain a QFE, by W/T, from the ground.
[page break]
When navigating, it is best to have altimeters set to read height above mean sea level, so that their readings can be compared with heights shown on the map. Be most careful to multiply by three map readings in metres to give approximately heights in feet.
A useful rule:-
When flying from high to low pressure you may be lower than you think; when flying from low to high, you may be higher than you think.
7. [underlined] Wind. [/underlined] A man may get a 100 per cent. in all his examinations and be the world’s best theoretical engineer, but he will still fil to find his target or base aerodrome if he does not work on the correct winds.
The meteorological officer supplies estimated winds for different heights and different parts of the track on both outward and homeward journeys; but these are only a general indication of what to expect, and under no circumstances should a navigator calculate on meteorological winds in the air unless he checks them as often as possible and finds them correct.
Therefore before flight study the pressure distribution with the meteorological officer and get a clear idea of what winds and wind changes to expect .
In flight, check wind constantly and modify calculations as necessary.
8. [underlined] Isobar winds. [/underlined] Winds at about 2,000 – 3,000 ft. flow along the weather map isobars, with the lower pressure on the left hand side in the northern hemisphere.
When isobars are close together, wind is strong. When isobars are far apart, winds are light.
Sharp bends in isobars mean sudden changes in wind direction.
A glance at a series of weather maps shows that it is one chance in a thousand that winds will be the same all along a track from England to Berlin. Indeed, any meteorological officer can probably produce past weather maps showing a change to the opposite direction and decrease or increase by 40 m.p.h. over such a track. Yet it is not unknown for the navigators to sit on one wind for 400 miles expecting it to bring them over the target.
Secondly, the winds are always changing over any one place; thus an aircraft might well leave base with a SW. surface wind of 5-10 m.p.h. and return 6 hours later to find it blowing at 40 m.p.h. from NE.
9. [underlined] High level winds. [/underlined] Wind not only changes with time and place, but with height as well. The majority of errors in navigation over a long period of bombing operations have been traced to a lack of understanding or disregard of these elementary facts.
In this connexion, it is interesting to note that wind velocity at 33,000 ft. has been observed to change from 20 m.p.h. to 110 m.p.h. in the course of a day. Readings taken over a year show that at 33,000 ft. the average wind speed is 65 m.p.h. ; while on some 40 days in the year speeds of over 100 m.p.h. were recorded.
Such facts are obviously of the greatest importance to navigators; and fighter pilots should never forget that a blue sky and calm conditions on the ground do not preclude the possibility of a 100 m.p.h. wind at 30.000 ft.
Meteorological officers always give a good general indication of what to expect; but in long distance flying everything depends on the navigational use of winds found in flight.
10. [underlined] Wind change results. [/underlined] A large number of practical rules could be given, but they are only confusing unless one makes a hobby of the subject.
The two following should be kept in mind, however:-
(i) When navigation is difficult through thick clouds or bad weather, the winds are more likely to vary rapidly than in good weather. This is unfortunate;
[page break]
but the moral is that in bad weather every possible chance should be taken to fix position.
(ii) If you are in or have flown through an extensive period of bad weather and notice a considerable fall or rise in temperature, you will almost invariably drift to port off track if you work on the wind previously determined.
11. [underlined] Visibility [/underlined]. Near industrial areas visibility is almost invariably reduced by smoke; in quiet weather perhaps to a few hundred yards. If therefore you fly for some time in generally good visibility and then run into very bad visibility near an industrial area, there is no reason to panic or turn back. Hold a steady course in the almost certain knowledge that visibility will improve again when the area has been passed.
Smoke only affects the actual area and the leeward side. So an accurate pinpoint for bombing operations is much better obtained if one approaches the area from upwind.
Light effect from moon and sun are of major importance. Therefore remember the following rules:-
(a) Visibility looking towards the moon (up moon) is very much better than with the moon behind (down moon). This is mainly because the reflection of moonlight shows up railways, rivers, canals and water; and buildings and roads to a lesser extent. Experienced crews will always bomb ‘up moon’ if possible.
(b) Sun effect is quite different, because of the glare; anyone who has driven a car up moon and sun will appreciate the difference. Flying up sun in poor visibility is very trying, and in the air one may be able to see practically nothing ahead and yet be able to see 1/2 to 1 mile by looking back, down sun. Many accidents have occurred through landing up sun in bad visibility. When one has to land up sun in haze, wind is usually light; then, having particular regard to other aircraft, it is easy and advisable to land a few points out of wind to avoid the full glare and visibility reductions.
12. [underlined] Fog. [/underlined] Fog presents the greatest problem when an aircraft returns to its base to find the aerodrome fog-bound. Usually advice can be obtained from the ground by W/T; but occasions may arise when, through wireless failure or radio traffic congestion, such advice cannot be obtained. Then the aircraft captain has to act on his own judgement. His decisions depend on petrol endurance, and on the information about the likely character and extent of fog that he got from the meteorological officer before leaving.
Radiation fog is particularly trying because above it winds are light, sky clear, and visibility excellent. It may be patchy and thin at some times, widespread and up to 1,000 ft. thick at others. If the fog is patchy, try other aerodromes; if thin, try higher aerodromes; otherwise consider heading for a part of the country for which the meteorological officer has foretold better conditions. As a rough, but by no means invariable, rule, aerodromes to the west ( where the wind is usually off the sea) are likely to be clearer. A long diversion is almost much better than circling in a small locality, hoping for a clearance. Radiation fog often thickens shortly after sunrise, and then rarely clears until several hours have elapsed.
Sea fog is often thin, and rarely more than 1,500 ft. thick. It can often be seen drifting inland across the coast as a continuous sheet. By flying downwind, inland, the odds are that one will run out of it. It may extend far inland, but never right across England. Sometimes there is a 200-500 ft. clear air gap under the sea fog (or stratus) that does not exist with radiation fog.
Hill fog occurs at high aerodromes as low cloud on high ground, and aerodromes at lower levels may well be clear.
Weigh the odds very carefully before going down through fog to ‘look sea’. Are you sure of the height of the ground below you? Are you sure that the altimeters are reading correctly, allowing for any air pressure changes since they were last set? Remember that many good crews have flown int the ground through ‘feeling for it’ on the glide in fog, often because they had insufficient petrol to go elsewhere. Had these men baled out at a safe height , only the aircraft would have been lost.
13. [underlined] Layer clouds [/underlined]. Cirrus clouds (over 20,000 ft.) are thin and interfere only with really high level operations and with sextant sights. They are worth watching as they give warning of the possible formation of condensation trails ( see ‘Cloud Atlas for Aviators’ page 21) and of the approach of bad weather.
In them frost may gradually accumulate on the aircraft, particularly on the wind screen. They are a second warning that bad weather is ahead, particularly if they thicken and lower rapidly. Watch them carefully on long distance flights, for they will show how the weather forecast is working out.
Determine early whether it will be batter to climb above them while they are reasonably high and not too thick rather than to fly on or into a bad weather system where cloud flying may be far more difficult.
Low layer clouds, the stratus and stratocumulus groups, range from 0 to 7,000 ft. seen from below when it is 10/10 without precipitation it is very unlikely that it will be more than 5,000 ft. thick, although there may be other layers above. If the sun or moon can be seen through them it obviously means that the layer is thin and ice formation will then be confined to a little frost.
Seen from above, a smooth top means smooth flying, and a bulging top means moderately rough flying.
If the upper level is above 4,000 ft., there will almost always be a clear air gap underneath above sea level. so descent is usually safe if one is certain of position over the sea or low flying ground. Glide through such clouds down sun or up moon.
Remember, however, that when the temperature lies between 0 and-7°. severe icing may be likely.
If the upper cloud level is 3,000 ft. or below, the bottom level is more likely to be on or very near the ground.
14. [underlined] Heap clouds. [/underlined] The isolated cumulus clouds, not of great vertical thickness, met in fine weather are not very troublesome. They are rather bumpy; ice formation is usually of little consequence because it takes little time to fly through them. Visibility in these clouds is very bad.
Never trust such clouds for cover, for even when they are closely packed and almost continuous they have a habit of fading out just when cover is most needed.
Towering cumulus and cumulonimbus clouds give local showers and bright intervals when they are isolated. They are worth avoiding, as they are dense and bumpy, give noticeable ice formation, and are quite unsuitable for formation flying. They are easy to see and avoid by day and on moonlight nights.
At other times these clouds may cover large areas, and be continuous from low levels up to 25,000 ft.
They are characteristic of hot sultry afternoons, but they may occur at night and over land and sea.
They are violently bumpy, compass-course flying in them is almost impossible, and ice formation may be severe.
Lightning is always present, the compass may be permanently affected, and any parts of the aircraft, particularly the radio equipment, may be damaged unless properly earthed. These clouds give the worst flying conditions that can be experienced.
[page break]
Thunderstorm clouds in the vicinity may be recognised at night by:-
(1) Humming and interference in the intercom.
(2) Considerable W/T interference.
(3) Sudden heavy downpours of rain and hail.
Thunderstorm clouds are thick and black at the base, with the falling rain. The tops, which may lie between 15,000 and 25,000 ft. are brilliantly white in sunlight and moonlight and can be recognised without doubt even fifty miles away.
15. [underlined] Thunderstorms and flying. [/underlined] Try to avoid flying through thunderstorms by altering course and keeping a good air plot. The storms often go up to great heights and it may not be possible to fly over them. The base is low, with heavy rain, lightning and bumps below; so it is inadvisable to fly underneath if one can go round.
It is often possible to pick one’s way between the tops of thunderstorm clouds quite successfully, flying all the time in clear air.
If one flies into a thunderstorm, at night for example –
(1) Earth the W/T at once; the intercom may still be used without danger;
(2) Get out quickly by turning on to the reverse course and consider a sound course of action.
16. [underlined] Electric phenomena. [/underlined] Night-flying crew often report striking electrical phenomena, not only in thundery weather. The airscrews may be surrounded by brilliant bluish-white halos, the wing tips may bee illuminated, and sparks jump across gaps between metal fittings, such as parallel gun barrels. Whenever these are experienced, wind in the serial and earth the radio.
These phenomena occur in day time also, but cannot be seen so easily. A good indication that they are likely to develop is a deep humming in the intercom which increase in volume.
These phenomena are alarming when first experienced at night, but are not in the least dangerous if the precautions outlined are taken.
17. [underlined] Fronts. [/underlined] When two different air currents meet the warm current is forced up, and, given sufficient humidity, the lowering of the temperature causes clouds to form and precipitation to follow. Almost every weather map shows one or more fronts, marked as a red line (warm front), a blue line (cold front), or a purple line (occlusion).
Fronts differ very much in character. Thus the typical cold front may be a belt 100 miles wide, with broken cloud, whose base is at 1,000 ft., and in which flying conditions are rough; the severe cold front may take the form of a line-squall, with extreme bumpiness, hail and lightning; while a typical warm front may be a 300 mile belt with unbroken cloud layers lying between 30,000 ft. and ground level, and yet with fairly smooth flying conditions throughout.
It is impossible to look at frontal clouds from the air and decide how deep is the belt of which they form a part. Therefor before flight always discuss the probable structure with the meteorological officer, and decide beforehand on the best method of negotiating it.
18. [underlined] Fronts and flying. [/underlined] (i) Flying under frontal clouds. This should be done only if one has a very reliable forecast indicating that such flying is safe.
It is always dangerous to fly through patches of low cloud near the ground.
Always be prepared to turn back to clear weather or to climb should the base fall too low.
Never deliberately fly under ‘wet’ frontal clouds near freezing level.
(ii) Flying over frontal clouds. If the aircraft performance permits this is the safer and more satisfactory procedure because an accurate course can be steered in good visibility. Remember, however, that the clouds often go up to 30,000 ft.
[page break]
(iii) Flying through frontal clouds. This will frequently be necessary as a normal operational procedure. The widespread impression that a front is a serious or dangerous obstacle to flying dates from the time when cloud flying was hazardous through lack of proper instruments and de-icing equipment. With well-equipped modern aircraft and competent crews that keep their heads, flying through fronts is little more than a nuisance, provided severe bumps and severe icing are not met; and even then, by action based on knowledge, the front may be safely negotiated.
19. [underlined] navigating in frontal regions. [/underlined] Under such conditions pin-pointing and astro-navigation are generally impossible, and may continue so for some two to three hundred miles. The only remaining methods are;-
(1) Radio methods, which can only be used when electrical interference is small. Do nor risk your radio set to get a fix or loop bearing under thunderstorm conditions.
920 D/R. – This is the only constant method of keeping a check on position. The pilot must concentrate on flying an accurate course and keeping height and airspeed constant while the navigator keeps his D/R plot.
Frontal wind changes are obviously very important and their probability should therefore be discussed carefully before flight.
Remember that many bad errors in navigation have been traced to neglecting these wind changes, particularly on return from operations when navigators have been fatigued and less careful with their D/R.
If the navigator has no reliable winds, it is a good practical precaution to alter course to 10° starboard on entering a frontal belt.
20. [underlined] Ice formation on aircraft. [/underlined] Long experience has shown that in the majority of cases when ice forms on aircraft there is no cause for alarm; it is harmless. The past to winters of operational flying have proved that while slight ice in the form of a thin coating of frost is quite common, serious icing is exceptional. Nevertheless there are cases on record of dangerous ice formation, and what steps should be taken to counter this.
The types of cloud and the temperature in which ice forms on aircraft, the affects of icing on unprotected aircraft, the mechanical measures taken to counteract icing, and the measures which the pilot may take to avoid serious icing are all discussed in detail in meteorology texts. This information cannot be condensed without omitting essentials, so no attempt will be made to offer a precis.
It is unlikely that crews will be deliberately sent on any flight, operational or otherwise which necessarily entails flying through service icing conditions – dense ‘wet’ clouds or precipitation with the temperature within the danger range.
At times, however, they will certainly have to fly in clouds. When this happens, remember that serious icing is comparatively rare. Experienced pilots who know their meteorology will not worry, and there are some who deliberately fly through clouds to add to their experience on an aircraft type, and to pass it on to others, because they know exactly what to do when ice forms.
21. [underlined] Condensation trails. [/underlined] Under certain conditions aircraft flying in clear air leave cloud trails in their wake. Such trails are of tactical importance for they betray the position and track of aircraft. Full information on how they form and how to prevent their formation is given in ‘Cloud Atlas for Aviators’, page 21.
Dublin Core
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Title
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Meteorology and Operational Flying
Description
An account of the resource
A detailed account of weather and its effects on flying.
Creator
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Department of Transport - Air Services Branch
Date
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1942
Format
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Eight typed sheets
Language
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eng
Type
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Text
Text. Training material
Identifier
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MCurnockRM1815605-171114-086
Coverage
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Royal Canadian 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.
Contributor
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Jan Herkes
David Bloomfield
ground personnel
meteorological officer
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/886/10899/LHudsonJD173116v2.1.pdf
46640c0da3a38ba3f107a1e3c5cbdced
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Title
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Hudson, Douglas
James Douglas Hudson
J D Hudson
Description
An account of the resource
529 items. Collection concerns Pilot Officer James Douglas Hudson, DFC (755052 Royal Air Force) who joined the Royal Air Force Volunteer Reserve in June 1939 and trained as an observer. While on route to Malta in August 1940 his Blenheim crashed in Tunisia and he was subsequently interned for two and a half years by Vichy French in Tunisia and Algeria. After being freed he returned to Great Britain and after navigator retraining completed a tour of 30 operations on 100 Squadron. The collection contains letters to and from his parents and from French penfriends while interned in Tunisia and Algeria, newspaper cuttings of various events, logbooks and lists of operations, official documents and photographs. A further 23 items are in two sub-collections with details of navigator examinations and postcards of Laghouat Algeria.<br /><br />The collection has been loaned to the IBCC Digital Archive for digitisation by Elizabeth Smith and Yvonne Puncher and catalogued by Nigel Huckins.<br />
<p>This collection also contains items concerning Louis Murray and Harry Bowers. Additional information on <a href="https://internationalbcc.co.uk/losses/202827/">Harry Bowers</a> and <a href="https://internationalbcc.co.uk/losses/220410/">Louis Murray</a> is available via the IBCC Losses Database.</p>
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IBCC Digital Archive
Date
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2015-06-16
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. 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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Hudson, JD
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Title
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Douglas Hudson's navigator course log book
Flying note book for number 130, B squad, course A2.
Type
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Text
Text. Log book and record book
Text. Training material
Identifier
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LHudsonJD173116v2
Conforms To
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Pending review
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.
Language
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eng
Coverage
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Royal Air Force
Spatial Coverage
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Great Britain
Scotland--South Ayrshire
Temporal Coverage
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1939
1940
Description
An account of the resource
Flying note book for number 130, B squad, course A2, covering the period from 17 November 1939 to 2 February 1940. Detailing his training as a navigator. He was stationed at Prestwick. Aircraft flown were, Fokker F22, F36 and Anson.
Creator
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Douglas Hudson
Contributor
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Mike Connock
Format
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One booklet
aircrew
Anson
navigator
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/605/32112/MMatthewsEH1899046-151002-01.1.pdf
8795d590a3c2d4f1771b4cf5afdc2b4a
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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Matthews, Edward Harry
E H Matthews
Publisher
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IBCC Digital Archive
Identifier
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Matthews, EH
Description
An account of the resource
Five items. An oral history interview with Sergeant Edward 'Ted' Matthews (1925 - 2017, 1899046 Royal Air Force), his log book flight engineer's course notebook and photographs. He flew operations as flight engineer with 77 Squadron.
The collection was catalogued by IBCC Digital Archive staff and Nigel Huckins.
Date
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2015-10-13
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.
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
E. MATTHEWS
1899046
[underlined] HALIFAX III & VI
[page break]
[blank page]
[page break]
[underlined] DUTIES OF A FLIGHT ENGINEER. [/underlined]
1. To act as a technical member of the crew capable of advising but not instructing the captain regarding engines & aircraft generally.
2. To deal with any mechanical hitch which may develop.
3. To deal with emergency operation of hydraulics.
4. To handle various controls.
5. To compute & log various data relating to the operation of the aircraft.
6. To control distribution of fuel (always in collaboration with captain).
7. To act as Liaison between aircrew & ground staff.
8. To act as a stand-by gunner & to launch pyrotechnics.
9. To supervise maintenance away from base.
[page break]
1. CYLINDER TEMP. GAUGES
2. OIL PRESSURE
3. PORT OIL INLET TEMP.
4. STARBD. OIL INLET TEMP.
5. CONTENTS GAUGE SWITCH
6. FUEL PRESSURE LIGHTS
7. PORT CONTENTS
8. STARBD. CONTENTS
9. ENGINE STARTING BUTTONS
10. OIL DILUTION
11. BOOSTER SWITCHS [sic]
12. GILL POSITION INDICATORS
13. GILL SWITCH
14. EXTENDED RANGE TANK GAUGE
15. PANEL LIGHTING SWITCH
16. TEST BUTTON
17. WARNING LIGHT
18. LONG RANGE FUSELAGE TEST BUTTON
19. FUEL TRANSFER PUMP SWITCH
20. FUEL TRANSFER PUMP FUSELAGE TANKS
21. AMMETER SOCKET
22. L.R.T. WARNING LIGHT
[page break]
[diagram] [underlined] FLIGHT ENGINEERS PANEL [/underlined]
[page break]
[underlined] ANTI-ICING [/underlined]
[diagram]
The pilots screen & bomb aimers panel are de-iced by de-icing fluid. A small pump fitted on the right hand side of pilots seat & draws fluid from a tank in the navigators position & pumps it onto the screen through small jets fitted in front of them. The pump for bomb aimers panel is situated on starboard position & pumps the fluid through small holes in panel retaining screws.
A small cock situated under anti-icing tank must be turned on before flight. The pressure head is heated by a small electric element controlled by a switch on pilots roof panel switch “on” before take-off.
[page break]
[underlined] OXYGEN SYSTEM [/underlined]
[diagram]
Oxygen is stored in 21 bottles, 15 under F.E.'s platform and 6 behind F.E.'s bulkhead. The bottles are charged through a valve fitted on port side of fuselage under leading edge. In event of any damage complete loss of oxygen is prevented by a system of non return valves.
Main supply cock is situated at bottom of F.E.'s panel and when turned on allows oxygen to flow to MK 10A regulator on starbd. side pilots instrument panel. The regulator comprises of contents gauge and delivery gauge. From the regulator the oxygen flows through manifolds to each of 13 economisers but will only issue
[page break]
from them when flexible line has been removed from cut off valve.
[underlined] N.B. [/underlined] No cut off valve in pilots position, oxygen will issue as soon as regulator is turned on.
As economisers for the gunners are fitted inside turrets and cut-off valve outside small metal bobbins are fitted to plug cut-off valve. Remove these on take-off.
[underlined] PRE-FLIGHT OXYGEN CHECK [/underlined]
1. Open main supply cock fully
2. Open stop valve on master regulator and check contents (min 7/8 full)
3. Open Regulator valve until delivery gauge reads 40,000
4. Remove all flexible lines and bobbins from cut-off valves check flow indicator flicks to “on” an check 5-9 puffs per min from each economiser
5. Recheck contents (no noticeable drop)
6. Replace all flexible lines and bobbins
7. Check portable bottles for contents remembering to close valve after check.
[underlined] PORTABLE OXYGEN BOTTLE [/underlined]
Contains 10 min supply of oxygen and are carried at each main crew station and in rest position. Luminous indicator contents at night.
[page break]
[underlined] CABIN HEATING [/underlined]
[diagram]
Hot air for heating of aircraft is drawn through the flame dampers of each inboard engine and lead via ducts in main planes into vertical trunks on each side of fuselage at the front spat. These trunks are connected across the top and fitted with butterfly valves to control the supply which is delivered to the various crew position by a trunk running along the starbd fuselage wall from which flexible pipes are taken to certain stations. When heating is “off” the hot air escapes to atmosphere through louvres.
[page break]
[underlined] FLYING CONTROLS [/underlined]
[diagram]
Movement of main control surfaces is obtained by a sliding movement of push-pull tubes running in Tufnol bearings. Movement of trim tabs is obtained by rotating the same push-pull tubes through a system of bevel gears, chains and sprockets etc.
The aileron trim tab control in cockpit operates starbd tab only, port tab adjusted while aircraft is on the ground.
A locking plate for rudder and elevator controls is fitted on parking aircraft control box, and is stowed when not in use at that point care should be taken when removing this plate as injury has been sustained due to movement of control surfaces when released. The locking device for aileron is a clamp attached to control column when parking and stowed in a bag over starbd rest seat.
[page break]
PNEUMATIC SYSTEM
A Heywood compressor driven by port inner engine supplies air for operation of the brakes. The air is stored in a bottle behind F.E.'s bulkhead at max pressure of 300 lbs/ sq in. This pressure is regulated by a Heywood regulator situated behind port inner engine bulkhead, must be drained daily. The external charging valve is fitted in U/C bay near the accumulator.
[underlined] Brakes [/underlined]
Each main U/C is fitted with two Dunlop brake units, pressure to which is controlled by a brake lever on control column through medium of dual relay unit, the functions of this relay unit are:-
1. To reduce the pressure from 300 lbs to max brake pressure of 90 lbs/sq in. 2. To give progressive braking according amount brake lever is applied.
3. To give differential braking when according to position of rudder bar. The min pressure for take-off is 200 lbs/sq in indicated on T.P. I G
Should the brakes be applied rudder bar central and less than 90 lbs/sq in obtained in both brakes this can be increased by adjusting on Bowden Cable. Should different Pressures be obtained no adjustment is allowed
N.B. Brakes must be applied after take-off.
[page break]
PYROTECHNICS
Signal cartridges are used in accordance with Admiralty & Air Ministry. The pistol firing point in roof of F.E. compartment.
The cartridges are stowed in a rack fitted behind pilots bulkhead near F.E.’s platform.
N.B. It is advisable never to load pistol unless fitted in firing point.
CARTRIDGE Single Star. COLOUR of SIGNAL white red. yellow green. IDENTIFICATION 1/2 inch coloured band (colour of signal)
CARTRIDGE Double Star. COLOUR of SIGNAL green - green. red - red. yellow - yellow. green - red. red - yellow. green - yellow IDENTIFICATION 2 triangle same colour as signal
CARTRIDGE Changing Star. COLOUR of SIGNAL yellow – green. white – green. IDENTIFICATION Two 1/4” bands colour of signal
CARTRIDGE 3 Star. COLOUR of SIGNAL Various Colours. IDENTIFICATION 3 triangle colour of signal
[page break]
MESSIER HYDRAULIC SYSTEM
PUMP CIRCUIT
When a selection requiring pump pressure is made & E.D.P. driven by starbd inner engine draws fluid from a tank fitted behind that engine bulkhead & delivers it under pressure through filter & cut-out valve to system.
The function of cut out valve is to provide an idling circuit for pump at completion of operation. It cuts-out when a pressure 2500 lbs/sq in has been reached & cuts in when pressure falls to 2000 lbs/sq in.
The cut-out accumulator charged with initial air pressure 1850 lbs/sq in when piston is at bottom. The gauge & inflation valve is fitted beside accumulator in starbd retraction bay. Hammering of cut out valve will be in most cases caused by insufficient air pressure in accumulator.
The hand pump port side front side spar is used for normal operation on ground & emergency operation in the air should E.D.P. be U.S. a pressure of 2800 lbs/sq in can be built up before pressure limiting valve relieves this pressure should cut out fail P.L.V. will relieve E.D.P.
[page break]
[diagram]
[page break]
[underlined] FLAP CIRCUIT [/underlined]
[diagram]
The flaps are lowered by pressure from an accumulator situated on starbd side of fuselage behind rear spar. An isolation cock is fitted in the line between accumulator and the jacks is situated on rear face rear spar, the function of the isolation cock is to isolate pressure in the accumulator when flaps are up so that should damage be sustained between distributor & jack the accumulator pressure will not lower flaps. The isolation cocks are closed when flaps are raised after take off & opened when preparing to land.
[page break]
Should flaps come down their own accord during flight due to isolation cock being open & hydraulic lock broken it will be impossible to raise them again hydraulically. It maybe found possible to raise them almost fully in following manner:-
1. Close isolation cock. 2. Disconnect jack line at isolation cock. 3. Increase speed of aircraft until flaps blow up. 4. Reconnect jack line. There should be still sufficient pressure to lower flaps partly for landing.
If damage has been sustained between distributor & jack as soon as isolation cock is opened the flaps will come down & pilot be taken unawares. If F.E. suspects damage he should proceed as follows:-
1. Ensure flap selector neutral. 2. Ask pilot to watch indicator then open isolation cock 1/2 a turn. 3. If pilot reports no movement on indicator everything O.K. but if any movement is reported the flaps will have to be lowered by opening isolation cock slowly.
[underlined] Flap Indicator [/underlined]
Mounted on pilots panel registering 0° - 80°. The pilot can obtain any degree of movement by returning selector lever to neutral when required number of degrees are obtained.
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[underlined] BOMB DOOR CIRCUIT [/underlined]
The bomb doors are opened by pressure from an accumulator fitted port side front spar. An isolation cock fitted under accumulator isolates the pressure from the jacks when doors are closed so that should damage be sustained between distributor & jacks the doors will not automatically open. The isolation cock should be
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left open when carrying bombs & closed as soon as bombs are gone & doors are closed.
The fuselage selector cock fitted F.E.s position is installed to stop the travel of fuselage doors when carrying 4000 or 8000lb bombs & need not be opened far to open doors, but it must be closed when carrying bombs. After dropping bombs it must be opened to allow doors to be closed.
A hydraulic locking valve fitted is to prevent pump pressure escaping through a damaged accumulator when using emergency.
[underlined] TO CLOSE BOMB DOORS [/underlined]
1. Isolation cock open. 2. Select doors closed.
3. To check doors are closed either check accumulator pressure (1000# - 1100#) or open bomb station covers.
4. If doors do not close check selection & use hand pump as E.D.P may be U/S.
[underlined] TO OPEN DOORS [/underlined] (INCLUDING EMERGENCY)
1. Select doors open
2. If indication lights on [underlined both [/underlined] panels do not appear after sufficient time check selection
3. Check isolation cock & if open: -
4. Check accumulator pressure if low close isolation cock to allow E.D.P pressure to accumulator side of jacks
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5. If unsuccessful operate hand-pump
6. The emergency cock must be closed & isolation cock opened before selecting doors closed.
If on checking accumulator a pressure of 1000# is shown this would indicate the doors were still closed it may mean improper selection has been made or that distributor is not functioning properly. Operate distributor by any means possible if this is impossible the hydraulic lock can be broken by removing centre pipe from distributor this should only be done with approval of pilot make it clear to him that once doors are open it may be impossible to close them again.
[underlined] BOMB DOOR INDICATION LIGHTS [/underlined]
A set of three lights fitted on co-pilots panel & fitted on bomb aimers panel. The lights are green starbd, white fuselage doors red, port wing doors. These lights only appear when doors are fully open & not until appropriate light has come “on” can bomb aimer release bombs electrically from the particular section.
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[underlined] UNDER CARRIAGE [/underlined]
Consists of two main U/C units and tailwheel unit all hydraulically retracted. Messier oleo strut is a feature of each unit & in adition [sic] the main U/c units are fitted with pneumatically operated brakes.
When a/c is on the ground the U/C selector lever is prevented from being moved to “up” position by a solenoid block. This solenoid is energised through a switch on stabd U/C when weight is taken from wheels on take-off allowing “up” selection.
In event of solenoid failure the lock can be released manually.
[underlined] UNDER CARRIAGE CIRCUIT [/underlined]
each u/c is lowered by pressure from an accumulator situated in each retraction bay.
The lowering is greatly assisted by gravity & bungee cables fitted to radius rods. A hydraulic locking valve fitted to U/c jack for following purpose :-
1. To form a hydraulic lock in “down” position
2. To prevent pump pressure going to damage accumulator when using emergency.
[underlined] “UP” LOCK [/underlined]
1. Hydraulic lock formed between jack & distributor N.R.V
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2. Mechanised “up” lock this only comes into use should hydraulic lock be broken
[underlined] “Down” locks [/underlined]
1. Geometric lock formed by position of radius rods in relation to U/C arch.
2. Hydraulic locking valve each jack
3. Internal jack lock these locks can be checked on ground by indicator at base of jack
[underlined] UNDER CARRIAGE CIRCUIT [/underlined]
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[underlined] Tail Wheel Jack [/underlined]
The jack is retracted by accumulator pressure to lower the tail wheel & extended by pump pressure to raise it. There are three switches on the jack, the switch on top of jack & one on starbd side give green, as soon as any of these switches on port side causes red to go out when fully up.
As soon as any switches are broken indicator shows red.
[underlined] To Raise U/C & Tail wheel [/underlined]
1. Select “Up”
2. When safe height reached engage “Up” locks and check all red lights go out.
3. If red lights still show disengage up lock & use hand pump
4. Rengage [sic] “up” locks & if lights still appear check position of U/C visually.
N.B. The pilot must be advised should this occur as it is evident E.D.P is U/S
[underlined] To lower U/C [/underlined] (Including Emergency)
1. Disengage mechanical “Up” lock
2. Check both “red” lights appear.
If not check fuse No 17
3. Select “down”
4. If only one to two green lights appear & all three reds remain proceed as follows
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5. Open emergency cock
6. If unsuccessful operate handpump
7. If no pressure can be obtained pilot should reduce speed to allow bungee cables to have full effect (This should be tried before emergency cock)
8. After selecting emergency the emergency cock must be closed before landing.
N.B. If on selecting “down” two reds remain on but no others appear it will indicate incorrect selection. If it is found that distributor or linkage is damaged & that normal selection cannot be made try by any means to operate distributor. If impossible disconnect centre line anywhere between distributor & jacks (preferably on tail bulkhead lower pipe to tailwheel jack)
[underlined] Mechanical “Up” lock broken [/underlined]
If “up” lock appears to be broken this can be checked by red failing to appear to that side. Before selecting U/C down ensure sufficient pressure can be obtained on hand pump to shear hook retaining pin then proceed as follows: - Select “down” open emergency cock operate handpump until hook pin shears, close emergency cock.
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[underlined] Standard U/C warning Indicator [/underlined]
Indications are: -
1. U/C & tailwheel down, 3 greens
2. U/c & tailwheel travelling up or down, 3 reds
3. U/C & tailwheel “up” locks disengaged, 2 reds
4. U/C & tailwheel locked up, No lights.
The red light for tailwheel goes out automatically when that unit is fully retracted
any one unit not being fully down will give three reds on indicator. A warning horn fitted if any unit is not fully locked down & throttle lever pulled back 2/3 travel. A red warning light on pilots panel will also appear
[underlined] LANDING LAMP [/underlined]
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[underlined] HOT & COLD AIR INTAKE CIRCUIT [/underlined]
The distributor operated by a control lever at the bottom of the throttle box allows pump pressure to operate jack connected by bloc tube controls to all four intake shutters on the engine. The shutters are spring loaded so that should damage be sustained to hydraulic circuit when in “hot” they automatically return to cold position.
[underlined] LANDING LAMP [/underlined]
Controlled by a junior distributor mounted on left had side of throttle box & is spring loaded in neutral position so that should it be necessary to operate it & E.C.P is U/C it will be necessary to pump up a fair amount of pressure in cut out acc. by hand pump.
Both circuit [sic] depend on pump pressure for operation, movement being obtained in one direction by differences in areas between top & bottom of piston & in other direction by fluid being returned to tank while pump pressure which is always present on other side retracts it. Owing to smallness of jack they can be operated 2 or 3 by pressure from cut out acc.
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[underlined] FUEL SYSTEM [/underlined]
The normal fuel system which has a capacity 1808 galls consists of self-sealing tanks 6 in each main plane. Each tank has a separate filler access to which is obtained by a cover plate on upper surface of mainplane provision is also made there for inserting a dipstick. Each tank with exception of No 6 which is connected to No 5 feeds thru’ its respective tank cock into main gallery line from which the feed to each engine is taken.
Two wing balance cocks & main balance cock are fitted in main gallery line so that when closed they divide system into 4 sections each section feeding one engine.
[underlined] FUEL RULES [/underlined]
1. All balance cocks must be closed on take off & over target area.
2. Main balance cock may only be opened in an emergency & with captains’ permission.
3. Never allow and engine or engines to draw fuel from more than 1 tank at same time.
4. For same reason when making tank changes always close one in use before putting other “on”
5. All tank changes should be carried out in complete collaboration with pilot
6. Never drain tank completely when carrying
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a bomb load. This might cause an engine to cut. Tanks may be drained however at a safe height if not carrying bombs and with pilots’ permission.
7. Control distribution of fuel so that there is no danger of changing tank in vicinity of target.
8. The pilot should be warned when 1 hrs supply remain & later when 1/2 hrs remain.
9. It is advisable if possible to land with wing balance cocks closed.
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[underlined] FUEL SYSTEM DAMAGE [/underlined]
[underlined] Damage I [/underlined]
[underlined] INDICATION [/underlined]
A gauge of tank turned off shows a drop
[underlined] POSSIBLE CAUSES [underlined]
1. Damage to a tank
2. Damage to tank line between tank & tank cock.
[underlined] Engineers Action [/underlined]
1. It is advisable subject to capt approval to run 2-3 or 4 of damage tank depending on:-
A. Rate of loss. B. Contents of tank. C. Condition of flight.
2. Damage to tank line will not be indicated unless line is so seriously damage [sic] as to present the fuel from feeding the engine. Although The flow may be sufficient to feed one engine it may not be enough to feed two, and it is absolutely essential the engineer should ensure that when running fuel from a supposedly damaged tank to more than one engine – each engine picks up before turning on another. To do this watch fuel warning light on each successive change.
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DAMAGE II
INDICATION
The gauge of tank turned “on” shows excessive consumption no warning light showing, engine continues to run.
[underlined POSSIBLE CAUSES. [/underlined]
1. Damage to tank
2. Damage to line between tank & tank cock
3. Damage to line between tank cock & master cock & fuel pump.
[underlined] ENGINEERS ACTION [underlined]
1. 2. 3. 4. Close affected tank open another. If affected tank turned “off” shows a drop this will indicate damage 1 or 2 action as No 1 damage.
If tank turned off is constant new tank turned “on” shows excessive consumption indicates 3 or 4.
If damage is between master cock & pump No 4 there is a danger of fire, engineer should proceed as follows :-
Stop engine, close master cock. If tank turned on no longer shows a drop this indicates damage to line between master cock & pump 4 and engine should be left feathered while fuel in tanks of that section should be run run [sic] to other engine (as normal engine failure). If on closing master cock tank still shows a
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drop this indicates damage between tank cock & master cock. 3. and it will be advisable to run fuel from the tank affected to others as soon as possible depending on rate of loss. The engine stopped may be restarted in this operation. As soon as all the fuel has been used from tanks in affected sections engine should be stopped and engineer should revert to normal fuel system for 3 engines.
DAMAGE III
[underlined] INDICATION [/underlined]
Fuel pressure warning light comes “on” engine cuts a gauge of tank feeding that engine shows a great drop.
[underlined] POSSIBLE CAUSES. [/underlined]
1. Serious damage to line between tank & tank cock.
2. Serious damage to line between tank cock & master cock.
3. Serious damage to line between engine master cock & fuel pump.
[underlined] ENGINEERS ACTION [/underlined]
1.2.3. Close affected tank & turn “on” another. If engine now picks up this will indicate that the line between original tank & tank cock damaged. 1. The fuel in this tank must now be considered lost but engine safe.
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If engine remains cut on turning “on” other tank it indicates 2 & 3. Feather engine close master cock for that engine and watch gauge of tank still “on”.
If no drop is registered this indicates 3. so that engine is lost, but fuel in that section may be now fed to other engines. If on closing master cock tank still “on” continues to drop this will indicates damage 2. so that engine & fuel in that section is lost. This is worst circumstances that could occur.
N.B. If fuel pressure warning light does come “on” & engine cuts do not any account open wing balances cock as engine on that side may also cut.
DAMAGE IV
[underlined] INDICATION [/underlined]
Both pressure warming lights appear with rapid rate of loss. Wing balance cock open.
[underlined] POSSIBLE CAUSES [/underlined]
1. Serious damage to lines between tank & engine either inboard or outboard.
[underlined] ENGINEERS ACTION [/underlined]
Close wing balance cock and open tank in inner section. One engine should pick up. Action to be taken with the engine which remains cut proceed
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as for other damages.
[underlined] LONG RANGE TANK SYSTEM [/underlined]
1.2.3. Self sealing tanks with a capacity of 230 gal each can be fitted as required in fuselage bomb compartment. An electric immersion pump in each tank is used to transfer the fuel via two distributor cocks to tanks 1 & 3 either side of a/c when these tanks have been sufficiently emptied to accommodate it. Owing to position of pump in the tanks it is advisable to fly a/c level when transferring last 30 gal.
To fill front, centre & rear long range tanks remove the bomb station covers in floor on starbd side. The contents gauges which are fitted on the tank can be seen by removing port bomb station cover.
[underlined] EXTENDED RANGE TANK [/underlined]
Tanks of capacity 95 gals each are fitted to special order in outer wing bomb cell of mainplane. An immersion pump in each tank is used to transfer the fuel as required to wing tanks No 1 on each side. The position of long range distributor cocks make no difference to this, refuelling is carried out through wing bomb inspection panel.
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[page break]
[underlined] NITROGEN SYSTEM [/underlined]
The object of this system is to fill the space in the tank above the fuel with nitrogen at a low pressure to prevent the forming of an explosive air-fuel mixture. Nitrogen is stored in 6 bottles in each buoyancy chamber at a pressure of 1800#. The system is charged through external charging valve in roof of fuselage bomb compartment. The gas is fed from bottles to main supply cock & pressure gauge fitted above port rest seat. When cock is open the gas flows through Palmer valve reduces pressure from 1800# to 20 lb and amal valve feeds it to tanks at .2 to .4 above atmosphere. Tanks are vented trough 2 Manley Regulus vent under mainplane these vent outward if pressure in tank reaches .5 lb above atmosphere & inward if pressure in tank falls below that of atmosphere due to steep descent. The main supply cock should be turned on after engines are started pressure being noted on F.E.’s log in oxygen “off” column subsequent reading noted hourly a final reading made on landing when cock should be turned off.
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[underlined] MAINTENANCE AWAY FROM BASE [/underlined]
[underlined] Towing [/underlined] The a/c must not be towed backward over heavy or rough ground.
[underlined] Picketing [/underlined] Mooring ropes & picketing eye bolts are stowed in step up to floor over bomb compartment. Point for screwing in eye bolts are:-
1. Outboard of each outer engine.
2. Under fuselage forward of fuselage door.
[underlined] Maintenance [/underlined] In event of a/c landing away from base it is FE responsibility to supervise to refuelling etc & to ensure adequate inspection is carried out & form 700 A signed. Should repairs be necessary he will telephone engineer officer giving details particulars of requirements so suitably equipped maintenance party may be sent. He should always carry keys of a/c so that it can be locked under such circumstances.
[underlined] PREFLIGHT CHECK [/underlined]
[underlined] Outside Hide Aircraft [/underlined]
1. Pressure head & various covers removed
2. Check tyres for creep & cuts
3. Check tyre pressures
4. Check oleo’s for even extension
5. U/C accumulator pressure 250#
6. Cut out accumulator pressure 1850# piston bottle
7. Remove static vent plug
[page break]
8. Cowlings secure
9. Check leading edge for icing.
10. Wheels checked
[underlined] INSIDE AIRCRAFT [/underlined]
1. Controls (rudder & elevator) unlocked
2. Tailwheel accumulator 250#
3. First aid stowed, shell dressing in position
4. Flap isolation cock “open”
5. Flap accumulator pressure 400 lb
6. Main balance & wing balance cock closed
7. Tanks 1 & 3 on port & starbd “on”
8. Mechanical up locks disengaged
9. Bomb door isolation cock closed or opened
10. Bomb door accumulator pressure doors open 700#
11. Cabin heating “off”
12. Batteries connected
13. Ground – flight switch to flight
14. Check seals on emergency cocks
15. Oxygen main supply cock on carry out oxygen check
16. Signal cartridges stowed & rested
17. Remove aileron locking fear
18. Check flying controls.
20. Check contents
21. Check pilots escape hatch & ensure that forward hatch will open & lift off hinges.
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22. Crash axes stowed
23. All fuselage lamp serviceable
24. Pyrotechnics & lose equiptment [sic] stowed
[underlined] PRIOR TO STARTING [/underlined]
1. Check U/c lever down green light “on”
2. Bomb door closed lever nuetral [sic]
3. Flaps down lever nuetral [sic]
4. Carb intakes cold
5. Brakes “on”
6. Master fuel cocks “on”
7. Ground – Flight switch “ground”
[underlined] WARMING UP [/underlined]
1. Ground – Flight switch “flight”
2. Test flaps return lever nuetral [sic]
3. Pressure head switch “on”
4. Nitrogen supply “on” check contents
5. Check brake pressure 200 [symbol]
6. Safety harness adjusted
[underlined] BEFORE TAKE OFF [/underlined]
1. Trim
2. Flaps 30o
3. Check fuel warning lights
[underlined] AFTER TAKE OFF [/underlined]
1. Brake wheel
2. U/c “up”
3 Flaps “up” 4. Engage mechanical up lock
5. If closed open bomb door Isolation cock
[page break]
6. Close flap isolation cock
7. Hydraulic levers nuetral [sic]
[underlined] BEFORE LANDING [/underlined]
1. Check hydraulic & brake pressure
2. Open flap isolation cock
3. Flaps down 30o – 35o
4. U/c down visual & electric check
[underlined] GRAVINER FIRE SYSTEM [/underlined]
Methyl Bromide extinguishers are used to deal with fires which may break out in the engine
Each engine has a complete extinguisher system consisting of graviner bottle with perforated pipeline leading from it to cylinder & carb.
They are fired electrically allowing contents to be released. Methods of electrical release as follows:-
1. [underlined] Manual Switches [/underlined] four push button switches mounted port side pilots seat each button controlling one system
2. [underlined] Impact Switch [/underlined] fitted under navigators table operates on impact fire all four systems
3. [underlined] Gravity Switch [/underlined] fitted under impact switch operates all four engines systems if a/c is inverted with U/c locked down.
[underlined] Fire Drill [/underlined]
1. Feather prop 2. Turn off fuel 3. If fire goes out do not operate extinguisher 4. If fire persists
[page break]
press approiate [sic] button after prop has stopped
5. On no account prop be unfeathered after fire even if extinguisher has not been used.
6. If inboard engine effected [sic] turn off cabin heating
[underlined] HAND EXTINGUISHERS [/underlined]
7. portable extinguishers are fitted in the a/c 5 small, 2 large, The large types are operated by depressing a plunger with extinguisher inverted. Small types are operated by unscrewing the valve anticlock. It is advisable to open escape hatches after extinguisher has been used to ventilate a/c. After using any extinguisher make a note should be made in log & make sure that extinguisher is renewed.
[underlined] POSITION OF HAND EXTINGUISHERS [/underlined]
1. Near rear turret
2. Near flare chute
3. Above starbd rest seat
4. Front face pilots bulk
5. Forward main electric panel
6. Roof F.E. position [bracket] large (MK III)
7. Roof Navigation position [bracket]
[page break]
[underlined] Q TYPE DINGHY [/underlined]
[underlined] STOWAGE [/underlined]
The dinghy is stowed in a small watertight compartment in the rear of port centre plane. On inflation the compartment lid is forced off by the pressure in the dinghy allowing it to emerge.
[undelrined] NORMAL METHODS OF DINGHY RELEASE [/underlined]
1. Electrically a circuit is completed by emersion switches fitted in the nose of a/c under bomb aimers position. When coming in contact with water on ditching. This fires a cartridge in the operating head which in turn operates a cutter piercing the seal in the neck of CO2 releasing it.
2. [underlined] Manually [/underlined] a manual release is fitted on port
[page break]
side of fuselage the rear ditching hatch. It is connected to operating heading by a cable & when pulled operates cutters (This release must be pulled after ditching)
[underlined] EMERGENCY RELEASE [/underlined]
Should emmersion & manual release fail F.E. will adopt following procedure:-
1. Break perspex panel with heel of boot
2. Putt toggle attached operating head
3. If on pulling toggle dinghy does not inflate remove stowage cover extract dinghy & inflate with bellows
[underlined] F.E. DITCHING DRILL [/underlined]
1. Acknowledge ditching order
2. Stow seat. Remove parachute harness stow behind armoured bulkhead clear of gangway
3. Open mid escape hatch
4. Deisolate flap accumulator
5. Assist mid-upper gunner with rear hatch & detach hand line ready for exit.
6. Take up ditching position behind rear spar inflate Mae West brace up for double shock of ditching hands behind head.
7. When a/c has come to rest pull manual release & proceed out of rear exit taking life line.
8. Each crew member makes his exit in turn & when all are on board dinghy pointer is cut & cast off.
[page break]
[underlined] ELECTRICS & INSTRUMENTS
BLIND FLYING INSTRUMENTS
ALTIMETER [/underlined] (MK XIV)
Has 3 partially evacuated capsules & 3 pointers 100. 1000. 10.000.
A change of pressure due to change of height causes movement of the capsules which is conveyed to pointers.
[underlined] BEFORE FLIGHT [/underlined]
1. Set B.P. of base on sub scale
2. Pointers should read 0 [symbol] 50 ft
3. Pointers must be at ‘0’ for take-off
[underlined] DURING FLIGHT [/underlined]
1. Set sea level BP of base
2. Pointer will indicate height above S.L
[underlined] BEFORE LANDING [/underlined]
1. Signal Q.F.E for B.P. of base
2. Set on sub scale pointers will indicate height above base.
[underlined] RATE OF CLIMB INDICATOR [/underlined]
Connected to static vent measures rate of change of pressure when pressure is constant pointer will read zero.
[underlined] BEFORE FLIGHT [/underlined]
1. See pointer on zero
2. If pointer is within 200 ft/min of zero it may be adjusted to zero by a small screw in
[page break]
in bottom right hand corner of flange
Tap glass while adjusting.
[underlined] Air Speed Indicator [/underlined]
Measures pressure of air opposing aircraft due to forward movement. The pressure is conducted from pitot to inside of capsule the instrument case connected to static pressure.
[underlined] BEFORE FLIGHT [/underlined]
1. See pointer is off zero (vertical)
2. See correction card is present
[underlined] FAULTS [/underlined]
If glass of A.S.I or other is broken reading will be inaccurate.
[underlined] THEY GYROSCOPE
PROPERTIES [/underlined]
1. [underlined] Rigidity [/underlined] Tries to maintain plane of spin
2. [underlined] Precession [/underlined] A force applied to outer ring will cause the inner ring to precess. The higher the speed of rotation the less the precession The greater the applied force the greater the precession.
[underlined] TYPES [/underlined]
1. [underlined] SPACE GYRO [/underlined] is one that will maintain its position in space & will apparently precess 360o in 24 hr due to rotation of the earth.
2. Controlled Gyro is the one which is gravity controls to conform to curvature & rotation of the earth
[page break]
[blank page]
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[underlined] DIRECTION INDICATOR [/underlined]
1. To assist in maintaining the a/c on a straight course.
2. To give steady indication during turn. Must be used in conjunction with magnetic compass & reset every 15 min during flight to correct for wander.
FOR TAKE OFF SET TO ZERO & UNCAGE
[underlined] ARTIFICIAL HORIZON [/underlined]
1. Indicates any deviation from level flight
2 Indicates number of degrees of bank.
[underlined] BEFORE TAKE OFF [/underlined]
Horizon bar should settle in a horizontal position at angle of a/c
[underlined] TURN & BANK INDICATOR
BOTTOM POINTER [/underlined]
1. Indicates any deviation from level flight
2. Indicates rate of turn of a/c
[underlined] TOP POINTER [/underlined]
1. Indicates any deviation from lateral level
2. Indicates degrees of side slip on perfect bank
[page break]
[underlined] SUCTION SYSTEM
PESCO PUMP [/underlined]
1. Port inner normally operates B.F. instruments
2. S’Board inner normally operates MK XIV bombsight. A suction relief valve is fitted to maintain a suction contact at 4” – 6” HG at all engine speeds
[underlined] CHANGE OVER COCK [/underlined]
To change over from port to starboard pump in emergency.
[underlined] MK IV AUTO-PILOT
RUDDER & ELEVATOR UNIT [/underlined]
Outer ring of gyro controls rudder
Inner ring controls elevator.
[underlined] AILERON UNIT [/underlined]
Inner ring controls aileron.
[underlined] APPLICATION OF CONTROL DURING DISTURBANCE [/underlined]
Valve piston is connected by linkage to outer or inner of gymbal system & is held rigidly. Valve casing moves with a/c over piston so allowing air pressure to pass to one size of servo motor piston is linked to controls through a quadrant.
[underlined] FOLLOW UP [/underlined]
A bourden cable operated by servo motor moves a main valve back so limiting the amount of control applied. This prevents a/c overshoot
[page break]
[underlined] PITCH ATTITUDE CONTROL [/underlined]
Connected by bowden cable to rotatable port of R & E plate. When operated the plate assumes a position of dive or climb & correction is applied as in a disturbance in pitch.
[underlined] COURSE CHANGE [/underlined]
When steering lever (Pilots) is operated a pressure difference is conveyed to the course change valve. A linkage connected to the piston of the C.C.V applies a force on the inner ring this processes the outer ring & rudder control is applied.
[underlined] TURN REGULATOR [/underlined]
If the outer ring advances in front of a/c by more than 16 1/2o the locating pin on the inner ring will foul the centralizer cone. This will cause a topple of the gimbal system to prevent this a pair of contacts on R & E plate are broken so disengaging the solenoid in the turn regulator this prevents any further air passing to course change valve. The main switch must be switched on before a/c can turn
[page break]
[blank page]
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R.A.E COMPRESSOR
Fitted on Port Inner Engine. Compresses air to 60 lbs/[symbol]” for operation of “George” air enters through breather on Bombsight. Its 2 chambers are offset for even distribution of heat & load
Oil is fed to compressor for:-
1. Lubrication
2. Sealing
3. Cooling
AIR INTAKE THROTTLE
Fitted forward of front spar port side.
1. Maintains output pressure of compressor constant at 60 lb/[symbol]”
2. Acts as non-return valves if compressor reverses
[underlined] OIL SEPARATOR [/underlined]
Fitted on panel with air intake throttle
1. Separates oil from air
2. Feed oil back to compressor under pressure
3. Filters oil before it passes to:-
[underlined] OIL COOLER [/underlined] and [underlined] AUTOMATIC VALVE [/underlined] which maintains a head of oil to compressor when engine is not running (oil must be up to filler plug)
[underlined] CHEMICAL AIR DRIER [/underlined]
Fitted forward Front spar. Air passes from oil reservior [sic] to C.A.D which removes all moisture from the air to prevent freezing & corrosion.
[page break]
on the plates. Drying agent is [underlined] Silica gel [/underlined]
WHITE new BROWN [deleted] new [/deleted] U/S
BLUE new Pink U/S
One C.A.D last for 10 engines hrs but must always be changed before operation
A 2” layer of cotton wool on top prevents dust from silica gel
[underlined] Test Cock [/underlined] allows auto pilot to be ground tested without running a/c engine.
[underlined] COMBINED PRESSURE GAUGE [/underlined]
Fitted port side pilots panel
1. Indicates main pressure in system
2. Indicates pitch attitude of a/c
TAIL HEAVY – RED
NOSE “ GREEN
[underlined] MAIN CONTROL COCK [/underlined]
Fitted on auto Control Panel Port side pilot
[diagram]
[page break]
[underlined] OUT [/underlined] Air passes to bombsight or back to air throttle (depending on position of bombsight cock)
[underlined] SPIN [/underlined] Air passes to jets to spin rotors & steering control
[underlined] IN [/underlined] Jets continue to be supply. The centralizers release the gimbal system & air allowed to pass to main valves & servo motors
[underlined] REGEN SYSTEM [/underlined]
The air which is supplied to the plates is collected under air tight cover & returned to the compressor thus prolonging C.A.D
[underlined] PREFLIGHT INSPECTION [/underlined]
1. See that covers of plates are secure
2. Check contents of oil reservoir
3. Check silica gel in C.A.D
4. Check all controls for ease of movement
5. Start port inner engine.
6. Put M.C.C to spin for 5 min
7. Check air pressure 60 lb/[symbol]”
8. Put steering lever control P.A.C to zero main switch “off”
9. Put clutch lever “in” & engage clutches by moving manual control in all direction
10. Put M.C.C to “IN” control column forward
11. See that controls appear locked
12. Put M.C.C to “OUT”
For takeoff M.C.C. must be “out” clutches “in”
[page break]
[underlined] DURING FLIGHT TO ENGAGE AUTO PILOT [/underlined]
1. A/c must be over 2000’
2. Put M.C.C. to spin check pressure
3. Ensure P.A.C zero, Steering lever control main switch “off”
4. Trim a/c to fly “hands” off”
5. M.C.C to “IN”
[underlined] TURN A/C UNDER AUTO CONTROL [/underlined]
1. Main switch “on”
2. Operate steering lever
3. Return steering lever central
4. Switch “off”
[underlined] TO DISENGAGE AUTO PILOT FOR EMERGENCY OR LANDING [/underlined]
1. M.C.C out clutch lever “OUT”
N.B Clutches must not be reengaged during flight.
MAGNETIC COMPASS
[underlined] TO SET A COURSE [/underlined]
1. Unlock grid ring rotate until required course is indicated by lubber line
2. Turn a/c until compass needle is parallel to grid wires with [symbol] to north
[deleted] [three indecipherable words] [/deleted] PREFLIGHT CHECK
1. Check locking device & grid ring for freedom
2. Check corrector box for security
3. See corrector card is in position & legible
[page break]
[underlined] TO READ COURSE [/underlined]
1. Unlock grid ring, rotate until grid wires are parallel with needle (Lock Grid ring)
2. Course will be indicated by lubber line
[underlined] DISTANT READING COMPASS [/underlined]
A combination of the magnetic compass & gyroscope which overcomes liquid swirl minimises “Angle of dip” & prevents wander of gyroscope
[underlined] VARIATION SETTING CORRECTOR [/underlined]
Enables repeaters reading to be changed from magnetic to true indication.
[underlined] TO START D.R.C [/underlined]
[diagram]
N.B. Switch ON before leaving dispersal
Switch “OFF” only after A/c has come to rest.
[page break]
[underlined] ELECTRICS [/underlined]
To signal with headlamp put switch for down identification light to “morse” & head lamp switch to “signal.”
[header] [underlined] LIGHT – POSITION – SWITCH POSITION – PURPOSE [/underlined] [/header]
Navigation – Wing tip & tail – Pilots roof panel – Navigation
Identification (Upward) – Top of fuselage – Pilots roof panel Port of Switch box – air-air recognition
Downward – Bottom of fuselage – stbd of switch – air-ground
Recognition – Wing tips – starbd switch – assist formation flying
Head Navigation Light – Nose of A/c – centre of panel – Navigation used when taxying Landing etc
Bomb Door Light – (Pilot & B/aimer Panel) – inside bomb compart – Indicates Bomb door open & electric release system alive
[underlined] ACCUMULATORS
PURPOSE [/underlined] To assist generators on any loads & act as reserve
[underlined] VOLTAGE [/underlined] Fully charged 26 1/2 volts
charged 24 “
discharged less than 24 volts.
[page break]
[blank page]
[page break]
[underlined] GROUND CHECK [/underlined]
Engine not running ground/flight to flight, switch on a load of 8 amp (exterior lights + 4 cockpit lights) [underlined] not [/underlined] Pitot head or Landing lamps discharge for a period of 5 min observing that voltage does fall below 24 volts
[underlined] DAMAGE & DISCONNECTING [/underlined]
Remove acc lids & leave for couple of minutes then disconnect damage acc: this automatically leaves two accs in series giving 24V 40 A.H
[underlined] G.F SWITCH & GROUND PLUG
POSITION [/underlined] Switch forward front spar starbd side, socket for ground test & engine starting starbd side fuselage beneath leading edge of mainplane.
[underlined] GENERATORS [/underlined]
3 generators each of 29 volts 60 [symbol] 1500 watt fitted port outer, inner & starbd inner.
[underlined] TOTAL OUTPUT [/underlined]
3 generators in parallel giving 29 v 4500 watt & max current 180 [symbol]
[underlined] CUTOUT
PURPOSE [/underlined] To allow generator to supply current & to prevent acc discharging to generators
[page break]
[underlined] BOMB JETTISON [/underlined][ MIXED LOAD
[underlined] TO JETTISON “ALIVE” [/underlined]
1. Bomb doors open
2. Fusing switches “on”
3. Pull bomb jettison toggle on pilot panel or a button may be fitted (drops all H.E. & contents of all containers)
[underlined] TO JETTISON SAFE [/underlined]
1. Bomb doors open
2. Fusing switches “off”
3. Operate container jettison button pilots panel (drops all containers intact)
4. Pull bomb jettison toggle to drop remaining H.E.’s
[underlined] TO RELEASE BOMBS MANUALLY [/underlined] (EMERGENCY)
1. Remove bomb slip cover
2. Open bomb doors
3. Pull manual release hook
[underlined] TO RELEASE BOMB RACK [/underlined] (EXTREME EMERGENCY)
1. Bomb doors open
2. Remove bomb step cover with care
3. Disconnect electrical plug (push in turn anticlock pull out)
4. Turn butterfly nut to “shut”
5. Depress lever, pull back cross bar
[page break]
[underlined] HERCULES XVI
LEADING PARTICULARS
TYPE OF ENGINE [/underlined] 14 CYLINDER AIR COOLED RADIAL SLEEVE VALVE
[underlined] CYLINDER NUMBERING [/underlined] 1 – 14 CLOCKWISE FROM A/S (ODD NUMBERS REAR BANK)
[underlined] CYLINDER CAPACITY [/underlined] 2366 CUBIC INS.
BORE 5.75
STROKE 6.5
COMPRESSION RATIO 7:1
REDUCTION GEAR .444:1
S/C GEAR RATIO 6.68:1 M GEAR
8.35:1 S GEAR
CARBURETTOR CLAUDEL HOBSON A.I.T. 132 ME or MF
MAGNETOS ROTAX WATFORD NST 14/1
SIMS FST 14.5
B.T.H. C.S.2
FUEL 100 OCTANE
OIL D.T.D. 4Y2
A.O WINTER
B.O SUMMER
C.O TROPICAL
[page break]
OIL PRESSURE 90 LBS/[symbol]” ON GROUND at 70o RP.M ABOVE 2000
80 LBS/[symbol]” NORMAL IN FLIGHT
65 LBS/[symbol]” MINIMUM “ “ at 70o C
60 LBS/[symbol]” MINIMUM “ “ at 80o C
50 LBS/[symbol]” MINIMUM “ “ 80o C – 100o C
OIL TEMPERATURES TAKE OFF 15o C MINIMUM
CRUISING 80o C MAXIMUM
CLIMBING 90o C
3 ENGINE 90o C
EMERGENCY 100o C EMERGENCY 5 MIN
CYLINDER TEMP. TAKEOFF 230o MAX at START
CRUISING 160o MIN 270o MAX
CLIMBING 270o MAX
EMERGENCY 280o 5 MINS
[underlined] NOTE [/underlined] WHERE THERMOCOUPLE IS IN No 14 CYLINDER AN INCREASE OF 20o ABOVE INDICATED IS ALLOWED.
[page break]
[underlined] OIL PUMP [/underlined]
This is on the port side of the rear cover & is driven by the cross drive shaft at 7/6 engine speed. Both scavenge & pressure pumps are contained in the one casting & are of spur gear type. Oil from the tank enters the pressure pump & after passing round gears flows out the hollow spindle & into the pressure recess when the oil is cold it will not pass down the scroll restrictor to the inlet valve side therefore a high initial oil pressure of 200 lb is built up this is then controlled by a ball valve in scavenge end of the spindle, as the oil gets warmer more will flow down restrictor valve & pressure will drop until at 90 lbs/[symbol] is passing its max capacity. A double acting check valve is fitted which prevents oil from tank flooding lower cylinders when engine is stationary & to cope with a surge of oil during unfeathering.
[page break]
[blank page]
[page break]
[underlined] SLEEVE OPERATION [/underlined]
[diagram]
[underlined] PESCO ECCENTRIC VANE FUEL PUMP [/underlined]
[diagram]
- - - - [underlined] CARB PRIMING [/underlined]
It is driven by cross drive shaft at 7/6 engine speed. The rotor spindle carrying 4 blades is offset in the body of the pump, as the spindle rotates the blades move from min to max & draw the fuel in. In the next half revolution as blades move from max to min fuel is out under pressure, this can be regulated by diaphragm
[page break]
[underlined] CLUTCH ASSEMBLY [/underlined]
[diagram]
[page break]
[underlined] SUPERCHARGER [/underlined]
A two speed supercharger is fitted which gives moderate power at sea level & a high degree of supercharging for altitude. The drive is taken from the spring drive of the tail shaft which meshs [sic] with 3 clutch units the intermediate gear on this unit then passes on the drive to a slipper clutch on the impellor. Oil is introduced to the rear of the selected clutch assemblies this slides along splines to contact the intermediate drive & at same time push out of operation the clutch assembly the gear not required.
[underlined] POWER OUTPUT [/underlined]
[header] CONDITION – B.H.P. – R.P.M – ALTITUDE – BOOST – FUEL CONSUMPTION [/header]
M
TAKEOFF – 1580 – 2800 – SL - + 8 1/4 – 174
INTERNATIONAL RATE – 1355 – 2400 – 4,750 - + 6 – 132
ECOM CRUISING – 1050 – 2400 – 10,250 - + 2 – 64
[underlined] ALL OUT LEVEL – 1640 – 2800 – 4,000 - + 8 1/4 – 180 [/underlined]
S
INTERNATIONAL – 1240 – 2400 – 12000 - + 6 – 127
ECOM CRUISING – 955 – 2400 – 17250 - + 2 – 62
ALL OUT LEVEL – 1440 – 2800 – 11500 - = 8 1/4 – 171
[page break]
[underlined] GROUND CHECK
BEFORE STARTING [/underlined]
1. Turn engine 6 revs by hand
2. Gills open fully
3. Ground battery plugged in – G/F switch to Ground.
[underlined] CHECK CONTROLS BEFORE STARTING [/underlined]
1. Supercharger “M” gear
2. Air intake “Cold”
3. R.P.M lever set at maximum
4. Throttles just off slow running
5. 1 & 3 tanks “on” balance cock off
6. Master cock on
7. Mags “on”
When pilot calls “contact” F.E presses starter button & booster coil, ground crew press trolley acc button & comence [sic] priming.
As engine picks up, priming continues until engine is running steadily. F.E. release booster & starter button.
[underlined] WARM UP PERIOD [/underlined]
While waiting for engine temps to reach minimum of 100o C oil temp 15o
1. Check “George” pressure 60 lbs [symbol]
2. “ Brake “ 250 – 300 lb [symbol]
90 lb in each leg
3 Vacuum depression -4 1/2 to -5 1/2 HG
[page break]
4. Hydraulics (Bomb doors & Flaps)
5. Air intakes to “HOT” note R.P.M drop return to “COLD.”
[underlined] ENGINE CHECKS [/underlined]
1. Functional mag check
2. Throttle back to S.R & open up to +6 lbs
3. Retract throttle to 1500 R.P.M & change to S gear Return to M gear oil pressure returns to normal
4. Open throttle to give 2400 RP.M then reduce R.P.M with R.P.M lever until a drop of 500 – 600 revs is observed.
5. Increase R.P.M to 2200 check C.S.U by opening up throttle to +1 & down to -1
6. Select zero boost check R.P.M obtained with lever in maximum (static check)
7. Open up to T.O.B (2800 + 8 ¼)
8. Retract throttle until a drop of 50 – 100 R.P.M is observed then switch off mags 50 R.P.M max permissible.
9. Throttle back to S.R. 500 – 700 R.P.M
10. Run engine at 800 – 900 to cool.
[underlined] STOPPING ENGINE [/underlined]
1. Run at 800 – 900 until engine temp are below 200o C
2. Open up to -2 for 5 sec return 800 – 900 R.P.M
3. Run for 2 mins at 800 – 900 to clear engine & sump
4. Close throttle & turn off master fuel cock
[page break]
5. When prop ceases to rotate mags “off”
[underlined] D.H. HYDROMATIC PROPELLOR
DOME ASSEMBLY [/underlined]
The steel shell of the dome contains a fixed cam, a rotating cam with bevel gear & piston Attached to the base of the dome is a stop ring plate which holds the stop ring these govern the max pitch ranges feathered to fine.
[underlined] BLADE & BARREL ASSEMBLY [/underlined]
The two halfs [sic] of the barrel contain a spider which is internally splined to mesh with propellor shaft this spider locates the three blades The bevel gears on blade roots are held on by a number of spring packs. This is for preloading as these mesh with rotating bevel.
[underlined] DISTRIBUTOR VALVE ASSEMBLY [/underlined]
This is a light alloy assembly is used to convey oil to either side of the piston & consists of an oil transfer sleeve valve housing & distributor valve which is set at 500 lb spring this operates during unfeathering
[underlined] OIL SEALS [/underlined]
1. Dome Plug 2. Piston Gasket
3. Dome to Barrel 4. Blade root.
5. Two barrel halves 6. Spider to shaft
7. Spider to Barrel
[page break]
[underlined] ASSEMBLY TO SHAFT [/underlined]
1. Check rear cone on engine & grease splines (Master spline down)
2. Assemble blade & barrel No 1 blade down
3. Fit oil conductor sleeve light force fit.
4. Oil seal plate oil seal split cone & retaining nut (R.H 900 ft lb) fit snap ring.
5. Turn blades to stops on micarta blocks (feathered)
6. Check oil seal on dome base. Push piston fully forward.
7. Fit D.V.A (LH 100 ft lbs) lock with special circlip
8. Place on dome assembly check dowel numbers
9. Tighten dome ring 600 lb & lock with great screw & locking wire.
10. Replace dome plug & turn blades to fully fine check arrows on blade roots.
[underlined] TORQUE LOADING [/underlined]
This is the amount of effort required to move blade fine to coarse. It can be altered by placing shims between blade root & spider face. Prevent glade chattering due to stretch.
[underlined] PRELOADING [/underlined]
This is to ensure constant meshing of blade root gear & rotating bevel. It is affected by spring packs which locate the blade gears on blade root. Initial Preloading determined by shims placed under stop ring plate.
[page break]
FINE PITCH 29o
COARSE “ 53o
FEATHER “ 93o
Engine oil at approx 80 lbs/[symbol] + C.T.M to front of piston to fine pitch.
C.S.U oil approx 250 lb/[symbol] to rear of piston to coarsen pitch.
Oil from feathering pump at approx 450 lb/[symbol] to rear of piston feathering blade.
Oil from feathering pump at approx 510 lb/[symbol] to front of piston to unfeather.
[underlined] CONSTANT SPEED UNIT [/underlined]
This is driven by No 1 sleeve drive mechanism its purpose being to maintain constant R.P.M. The unit consists of a booster pump which builds up engine oil pressure & a pair of counter weights which act on a pilot valve this valve will direct oil to either side of the piston.
A normal relief valve set at 100 lb provides an idling circuits during under & on speeding to prevent this opening during overspeeding high pressure oil is allowed to rear of valve An emergency set at 400 lbs is fitted in base of the unit The transfer valve set apposite feathering
[page break]
oil inlet allows the use of C.S.U oil channels when ever [sic] feathering pump is in operation.
[underlined] UNDER SPEEDING [/underlined]
As engine R.P.M tend to decrease counter weights move in & lower pilot valve this allows oil to return from the rear of the piston as the blades fine off.
[underlined] ON SPEED [/underlined]
In this condition the pressure of the spring is equal by pressure exerted by counter weights the pilot valve prevent oil from returning & will also stop C.S.U oil delivering to the rear of the piston, blades are held in a fixed pitch.
[underlined] OVER SPEEDING [/underlined]
As engine R.P.M tend to rise as in diving the counter weights are thrown out lift up pilot valve & allow oil to the rear of the piston to coarsen blades until once again revs are constant.
[underlined] CHECK AFTER ASSEMBLY [/underlined]
1. With engine running & R.P.M max open throttle to 2400 rev.
2. Reduce R.P.M with rev lever by 500 – 600 & return to max position
[page break]
[underlined] CHECK C.S.U [/underlined]
1. Select 2200 R.P.M with rev lever increase & decrease boost by 1 lb see revs remain constant
[underlined] FEATHERING ON GROUND [/underlined]
1. With engine running at 1000 R.P.M press feathering button for 5 sec & release
2. When button snaps out stop engine & press feathering button again to observe any further movement of blades
[underlined] UNFEATHERING ON GROUND [/underlined]
1. Restart engine immediately
2. Press & hold in feathering button release when engine R.P.M ceases to rise
3. Give burst of throttle if R.P.M did not read original setting
[underlined] FEATHERING IN FLIGHT [/underlined]
1. Press feathering button & then close throttle immediately
2. Turn off fuel & ignition when prop ceases to rotate
3. Close gills on that engine.
[underlined] UNFEATHERING IN FLIGHT [/underlined]
1. Set all controls as for starting except R.P.M lever which should be minimum.
2. Press & hold feathering button until 1000 R.P.M is reached.
3. Release button & allow engine to warm up.
4. Press button & hold until 1500 R.P.M is reached then & set R.P.M lever to synchronise with other engines
[page break]
5. Select boost as for other engines.
[underlined] CARBURETTOR
C.H.A.I.T 132 ME & MF
INTERCONNECTIONS [/underlined]
1. Main air balance 2. Slow running transverse passage.
[underlined] JETS [/underlined]
2. Slow running 2. Main 1. Power (starbd)
1. Enrichment (port) 1 Corrector (port)
[underlined] SLOW RUNNING SYSTEM [/underlined]
Fuel for S.R passes through main jets & then through S.R. jets where it is led to a point beneath two quality screws. The flow of air at S.R is not sufficient to draw from the main system so delivery is made at the point where the depression is greatest i.e Air box plug. Air supply is taken from the diffuser heads this can be regarded by two quality screws.
[underlined] S.R. ADJUSTMENT [/underlined]
This should be made on the stop on the butterfly spindle which will adjust R.P.M.
[underlined] MAIN JETS [/underlined]
Fuel from the float chamber passes into the jet well & into main jet to the base of diffuser With the opening of the butterfly the increased airflow through the chokes is sufficient to create a depression over the diffuser heads.
[page break]
The fuel is emulsified by air passing through holes in diffuser heads
[diagram]
[underlined] POWER JET [/underlined]
This is fitted to give increased power during climbing a cam on throttle lay shaft comes into operation at 53o opening it depresses a spring loaded valve which allows fuel to flow through internal passage to the two delivery nozzles it is corrected for altitude on a rated climb through excessive mixture strength & stepped power valve is fitted which at the midway position gives a 12:1 mixture strength.
[underlined] CORRECTOR JETS [/underlined]
This is operated by S/C change over mechanism & while in M gear fuel flows from port float chamber to base of port diffuser. Due to butterfly being nearer closed position in S gear than in M gear
[page break]
more fuel is drawn from S.R. when using higher gear to prevent a weak mixture while in lower gear corrector jet is fitted.
[underlined] ENRICHMENT JET [/underlined]
This is similar in operation to the power jet a cam on throttle lay shaft operates a spring loaded valve at approx 69o opening this allows fuel to flow to the end of the main delivery nozzles. Its purpose is to provide cooling at max boost pressures & is corrected for altitude
[underlined] ACCELERATOR PUMP [/underlined]
Fitted to overcome flat spots during rapid acceleration. The unit consists of two pumps in tandem separated by a coiled spring these are connected to throttle lay shaft. When throttle is open the small mass discharge piston supplies fuel through two discharge nozzles over chokes, the spring between piston is compressed until sufficient tension causes large delayed action piston to continue supply Fuel is obtained from port float chamber it passes through two non-return valves in the unit which prevents fuel feeding back the two N.R.V under discharge nozzles prevent fuel being drawn off when not required.
[page break]
[diagram]
[page break]
[underlined] TYPES OF CARBURETTOR [/underlined]
M.C. Two stage mixture control (HERC VI)
M.E. 1. Single stage mixture control (LOCKED IN WEAK)
2. Tuning jet (LOCKED IN WEAK)
3. Larger capacity power jet.
M.F 1. Stepped power valve
2. Port mixture control cock blanked off
[underlined] 3. STAGE VARIABLE DATUM A.B.C
SAFTEY [sic] DEVICES [/underlined]
1. Spring on servo piston in event of oil pressure failure to unit piston is forced down to open butterfly fully, linkage is straightened to give pilot [deleted] valve [/deleted] full manual control.
2. Clearance fit of servo piston allows circulation of oil and prevents boost surge.
3. Collar on aneroid stack in event of punctured aneroid this allows pilot valve to pressure oil to top of servo piston (manual control.
4. Minimum power stop should pilot valve stick in a “up” position to direct oil beneath servo piston the stop in linkage chamber prevents butterflies closing completely (17o – 19o opening)
[page break]
[diagram]
As induction pressure [underlined] decreases [/underlined] aneroid [underlined] expands [/underlined] to allow pressure oil to servo piston [underlined] top [/underlined] & [underlined] opens [/underlined] butterflies
[underlined] BOOST ADJUSTMENT
RATED [/underlined] As this resets aneroid it is necessary to adjust in first.
1. With engine running select max R.P.M
2. Open throttle to rated boost should read +6 adjust if necessary on aneroid stack
[page break]
[underlined] CRUISING [/underlined] Throttle back to E.C.B boost should read +2 (2650) adjust if necessary on left hand screw.
[underlined] TAKE OFF BOOST [/underlined] Open throttle to T.O.B & observe boost & R.P.M adjust centre screw.
[underlined] BOOST BIAS [/underlined] This is to rule out operation of A.B.C at S.R. Adjustment is made with butterfly at 17o on right hand tappet.
[underlined] A.M.C.
SAFTEY [sic] DEVICES [/underlined]
1. 7 separate capsules if one is punctured mixture is slightly weaker.
2. Spring round brass cage in event of pilot valve sticking this will drag free.
It is fitted to maintain a correct mixture strength at all altitudes. As a/c climbs capsules will expand & this lowers the pilot valve Thus allowing oil to the under side of servo piston as this moves up it resets the capsules to a sensitive position & at same time causes the control cock to open this will allow air from intakes to pass to the head of the diffusers thereby partialy [sic] breaking down the depression & restrict amount of fuel drawn off
[page break]
[blank page]
[page break]
[underlined] ENGINE HANDLING
RANGE FLYING [/underlined]
This is to obtain greatest distance on min amount of fuel this will give max A.M.P.G Fly always at recommended airspeed which will always give above condition.
[underlined] ENDURANCE FLYING [/underlined]
This applies at times when there is delays in landing & fog etc.
The rule to observe is to fly min engine condition to maintain a safe speed above stalling by this means a/c will remain airborne using min amount of fuel
[underlined] EXTERNAL CHECKS [/underlined]
1. Engine, cockpit, pitot covers off
2. Usual check for oil & fuel leak
3. Cowlings secured
4. Tyres for cuts & creak oleo leg for even compression
5. U/c acc pressure.
[underlined] PREFLIGHT ENGINE CHECK [/underlined]
1. “Cold” air
2. G/F switch to flight
3. Check fuel contents [deleted] [indecipherable word] [/deleted] gauges
4. G/F switch to ground.
5. Remove & stow control locks
6. Check with nav signal cartridge for period
[page break]
[underlined] RATED CLIMB
MAX CYLINDER TEMP 270o
MAX OIL TEMP 90o C [/underlined]
[diagram]
[page break]
[underlined] WHEEL MIXTURE CLIMB
I.A.S 160o
CYL TEMP 270o
OIL TEMP 90o [/underlined]
[diagram]
[page break]
7. Check cyl temp gauge from air temp gauge
8. Check boost gauge
9. Complete entries in engineers log.
[underlined] PRIOR TO STARTING [/underlined]
1. Check chocks are in position ground battery plugged in & engine turn 6 revs by hand.
2. Check gills fully open
[underlined] START UP [/underlined]
1. 1 & 3 tanks “on”
2. Pilot fuel cock “on”
3. Blower in M gear
4. Max R.P.M
5. Throttle slightly open
6. Mag switches on
7. Press starter & booster coil buttons
8. When engine starts open up to 1200 – 1500 to warm up.
[underlined] WARM UP CHECK [/underlined]
George pressure 60 lb
Brake pressure 250 – 300 lb
Vacuum depression -4 1/2 – 5 1/2 HG.
Hydraulics system
Hot & Cold air intake shutter return cold
Give normal [underlined] Ground Run Up [/underlined]
[page break]
[duplicate page]
[page break]
I.A.S
170 OUTWARD
160 RETURN
160 CLIMBING
FUEL CONSUMPTION
174 GLS/HE/ENG
TO
130 GLS/HE/ENG
RATED
RUN UP.
CYL TEMP 100o
OIL “ 15o
1 & 3 TANKS
M GEAR
COLD AIR
GILLS FULLY OPEN
[underlined] TAXYING [/underlined]
2. ENGINE 1500 R.P.M 230o C MAX CYL TEMP
PRIOR T.O STATIC CHECK 230o MAX CYL 2800 +8 1/4 DEISOLATE FLAPS & BOMB DOORS CLOSE GILLS 1/3 OPEN
[underlined] TAKE OFF [/underlined]
WHEN AIRBORNE SELECT U/C “UP” THEN THROTTLE BACK TO +6 & REDUCE R.P.M 2400 SELECT FLAPS UP CLOSE GILLS
[underlined] RATED CLIMB [/underlined]
2400 +6 MAX CYL 270o OIL TEMP 90o [underlined] CONTROL TEMP [/underlined] BY INCREASING FORWARD SPEED SELECT S GEAR WHEN BOOST IS +3 ½
[underlined] COOLING [/underlined]
DECREASE RATE OF CLIMB TO INCREASE FORWARD SPEED. THROTTLE BACK M.W.P +3BOOST
[underlined] WEAK CLIMB [/underlined]
IF TEMP OK COMPLETE CLIMB AT 2400 THROTTLE E.C.B MAX CYL 270o OIL 90o C
[underlined] CRUISING [/underlined]
WITH THROTTLE AT E.C.B REDUCE R.P.M IS LOWEST POSSIBLE TO MAINTAIN IA.S USE [underlined] “M” [/underlined] GEAR IF 2400 R.P.M 0 BOOST
[underlined] APPROACHING TARGET [/underlined]
1 & 4 TANKS ON BOMB DOORS OPEN 2400 R.P.M M.W.P.
[underlined] BOMBS GONE CLEAR OF TARGET [/underlined]
CHEK FUEL SYSTEM CHECK CONTROLS CHECK SERVICE REPORT DAMAGE TO PILOT THROTTLE E.C.B REDUCE R.P.M
[underlined] DESCENT [/underlined]
CHANGE TO “M” GEAR AT APPROX 18,000 THEN REDUCE R.P.M TO 1600 USE “HOT” AIR IF NECESSARY MIN CYL TEMP 160o
[underlined] RETURN TO BASE [/underlined]
USE LOWEST POSSIBLE R.P.M TO MAINTAIN IAS FLY AT F.T.H WHERE POSSIBLE
[underlined] APPROACHING & PRIOR TO LANDING [/underlined]
FLAPS DEISOLATED U/C UPLOCKS OUT AUTO CONTROLS “OUT” “COLD” AIR FLAPS “DOWN” U.C DOWN 2400 R.P.M GILLS AS REQUIRED
[underlined] AFTER LANDING [/underlined]
RAISE FLAPS OPEN GILLS FULLY
[table]
[page break]
[underlined] TAXYING [/underlined]
Use two engine running at 1500 R.P.M (MAX) leave gills fully open & do not exceed 230o cylinder temp if so use other two engines.
[underlined] PRIOR TO TAKE OFF [/underlined]
1. Check flaps & bomb doors deisolated
2. Check temps & pressures if cylinder temp are near 230o run engine at 800 – 900 to cool
3. Open each to 0 boost & check R.P.M obtained
4. Close gills to 1/3 as pilot opens up.
5. When airborne select U/C up.
[underlined] CLIMBING
RATED [/underlined] Immediately after T.O pilot selects +6 & 2400 R.P.M these condition can be maintained for 1 hr providing engine temps do not exceed max. Climb at a speed of 160 I.A.S this to be maintained by angle of a/c. Gills should be closed throughout climb if temps are high increase forward speed by decreasing rate of climb. Change gear when boost has dropped to 3 1/2 lbs. Throttle should be retracted to M.W.P when boost is +3 - +2 1/2 if temps are high if they are reasonably throttle back to E.C.B. and if rate of climb not important retract T.L also to E.C.B. As an emergency condition 2500 R.P.M maybe used at +5 in S gear if highest rate of climb essential.
[page break]
[underlined] WEAK MIXTURE [/underlined]
[page break]
[blank page]
[page break]
[graph]
[page break]
[blank page]
[page break]
[graph]
[page break]
[underlined] DECENDING [sic] [/underlined]
Before decent, [sic] oil cooler shutter & gills must be closed.
Supercharger changed at about 12,000 ft
[underlined] SHUTTING DOWN [/underlined]
Switch off booster pumps
Open up to +6
Check mags
Retract T.L to zero boost check R.P.M
Close throttles slowly & evenly taking about 4 secs to about 800 – 1000 R.P.M
Run until Cylinder temp falls below 230o C
During this exercise S/C
Move cut-out to cut-off
When stopped mags off fuel off.
If engine fails to stop when cut-off levers have been closed open T.L to E.C.B & returned to stopps [sic] & engine should then cut.
[page break]
[underlined] CRUISING [/underlined]
Oil shutters approx 1/8 open. Gills closed
After a long cruise at low engine power it may be neccessary [sic] to close oil shutters completely The aim should be to maintain an oil temp of approx 55o – 65o C
[underlined] NOTE [/underlined]
Violent movement of oil shutters should be avoided. If a failure of gill motor the indicator will show fully open as shutter will be blown open. In this case a drop of oil pressure will be observed. The engine should be run at min power (1600 R.P.M -1 lb boost) until a warmer air temp is reached. Should coring occur no action will clear it. If pressure drops below 60 lbs/[symbol]” prop should be feathered at once.
Should coring occur when shutter is serviceable close shutter at once and use normal procedure.
[page break]
ENGINE HANDLING
[underlined] STARTING [/underlined]
Switch on appropriate booster pump & turn primer cock to the engine started. Check that high volatile/normal priming selector to normal. Operate priming pump until is felt move. Cut out to normal. Switch on ignition & press starter. Commence priming steadily while engine is turning. After one or two strokes according to the air temp etc. press booster coil & start priming. Keep pressure on booster coil button until engine is running smoothly
If engine fails to start after 20 sec turning return the carb cut-out to cut off & wait 30 sec before attemping [sic] to start
[underlined] BEFORE T.O [/underlined]
Switch on booster pump
Gills to approximately one 1/3 open
Oil cooler shutters approx 1/4 open
[underlined] CLIMB [/underlined]
Switch off booster pump
Close gills but do not allow cylinder temp to exceed 270o C
Oil shutters aprox [sic] 1/4 open The aim should be to control oil temp to 60o – 70o Switch on booster pump of approx [deleted] 58o – 65o C [/deleted]10,000 ft.
[page break]
[underlined] OVERLOAD TANK [/underlined]
Wing Overload Tanks No 2 & fuselage tanks feed into No 4 & 7 (which drain first) through selector cocks
[underlined] WITH No 2 TANKS [/underlined]
1. Use 50 gals from No 4 tank
2. Open fuselage selector to feed inboard group
3. Switch on transfer pump and top up No 4 tank to 184 gals.
4. Switch off transfer pump Select outboard group
5. Switch on transfer pump and top up No 7 tank to 160 gal
6. As the level of petrol in No 7 tanks drops switch on transfer pump at interval to top up until No 2 is empty.
7. Switch off transfer pump & return fuselage selector cock off.
No 2 TANK & FUSELAGE OVERLOAD.
1. Use 60 gallon each from Nos 4 & 7
2. Open fuselage selector cock to Outboard Group
3. Switch on fuselage overload pump & pump 60 gallons to outboard.
4. Switch off transfer pump & [deleted] return fuselage [/deleted] selector cock to Inboard.
5. Switch on transfer pump & pump remaining 55 gallons into Inboard.
6. Selector cock “off” Then proceed as No 2 full.
[page break]
from the feed tanks and in the top of the sump of the master tanks. As petrol is drawn from the feed tank into the sump these non return open. When a tank drain the pressure in the sump closes the non return valve of the empty tank thus isolating it automatically. There is therefore no danger of air locks.
[underlined] TANK MANIPULATION[/underlined]
1. Switch on booster pump.
2. Throttle back.
3. Open balance cock.
4. Close group isolation cock of group being isolated.
5. Open up engines to setting.
6. Switch off booster pump if below 10,000ft.
[underlined]After balancing[/underlined]
1. Switch on booster pump.
2. Throttle back.
3. Open isolation cock.
4. Close balance cock.
5. Open up engines.
6. Switch off booster pump.
[page break]
[underlined]FUEL SYSTEM[/underlined]
[underlined]CAPACITY[/underlined]
No. 1 TANK 62 GAL.
No. 2 OVERLOAD 150 GAL.
No. 3 247 GAL.
No. 4 188 GAL.
No. 5 161 GAL.
No. 6 122 GAL.
No. 7 165 GAL.
[underlined] 1095 GAL.[/underlined]
No’s. 1, 3 and 4 form the inboard group with a total capacity of 497 GAL.
No’s. 5, 6 and 7 tanks form the outboard group with a total capacity of 449 GAL.
No. 3 tank is the master tank for the inboard group.
No. 5 tank is the master tank for the outboard group.
No’s. 1, 4, 6 and 7 tanks may be looked upon as feed tanks. These tanks. These tanks drain into a 30 GAL. sump incorporated in the master tanks. No’s 1 and 4 tanks feed into sump of 3 tank and No’s 6 and 7 into the sump of No. 5. Petrol is passed from this sump to the engines either by suction from the engine driven pump or assisted by electrical booster pump. There are therefore, two outlets from the sump coupled to a by-pass valve which automatically closes when the booster pump is in operation. Non return valves are incorporated in the pipe line.
[page break]
HALIFAX VI
[underlined]HERCULES 100[/underlined] (R. A. E. PRESSURE INJECTION CARB.)
[underlined]ENGINE LIMITATION[/underlined]
[table]
Showing R. P. M. – BOOST – TEMP – OIL TEMP – MAX CYLINDER TEMP.
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
Edward Mathews flight engineers course notebook
Description
An account of the resource
For Halifax III and VI. Includes duties of flight engineer, annotated drawing of flight engineer's panel, details of systems: anti-icing, oxygen, cabin heating, flying controls, pneumatic system, pyrotechnics, Messier hydraulic system, flap circuit, bomb door circuit, undercarriage, hot/cold air intake circuit, landing lamp, fuel system (including damage drills), long range tanks system, and nitrogen system. Continues with maintenance away from base, pre-flight, starting, take-off after take-off and before landing checks. Covers Graviner fire system, fire drills, Q-Type dinghy, ditching drill. Goes on with electrical and instrument systems including, RAE compressor, air intake, oil separator, chemical air dryer and other gauges and instruments. Details many other checks including jettison of bombs. Gives details of Hercules XVI engine, DH Hydromatic propeller, other engine systems and engine handling throughout flight.
Creator
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E H Mathews
Format
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Multi-page notebook with handwritten entries
Language
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eng
Type
The nature or genre of the resource
Text
Text. Training material
Identifier
An unambiguous reference to the resource within a given context
MMatthewsEH1899046-151002-01
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
Royal Air Force. Bomber Command
Contributor
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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.
aircrew
flight engineer
Halifax
Halifax Mk 3
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/408/7081/SChattertonJ159568v10004.1.jpg
136590b9ab8df5d7449b6568489ecb7e
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
Chatterton, John. 44 Squadron operations order book
Description
An account of the resource
Collection consists of 521 items which are mostly Operations orders, aircraft load and weight tables and bomb aimers briefings for 44 Squadron operations between January 1944 and April 1945. <br /><br />The collection has been loaned to the IBCC Digital Archive for digitisation by M J Chatterton and catalogued by Nigel Huckins. <br /><br />This collection also contains items concerning Dewhurst Graaf and his crew, and Donald Neil McKechnie and his crew. Additional information on <a href="https://internationalbcc.co.uk/losses/109020/">Dewhurst Graaf</a> and <a href="https://internationalbcc.co.uk/losses/115642/">Donald Neil McKechnie</a> is available via the IBCC Losses Database.
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
2016-03-14
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
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Chatterton, J
Transcribed document
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Transcription
Text transcribed from audio recording or document
[underlined]NO. 44 (RHODESIA) SQUADRON 13 TH FEBRUARY 1944.[/underlined]
[underlined]OPERATIONAL AND TRAINING DETAIL FOR 13/14 TH FEBRUARY 1944 SERIAL NO. 12/44[/underlined]
[underlined]OPERATIONAL[/underlined]The following crews and aircraft are hereby detailed for operational flying on 13/14 th February 1944.
[underlined]ND.515.Z. (III).[/underlined]
S/Ldr. Cookbain – F/Sgt. Faraday – F/Lt. Waterkey – W/C. McKenzie – F/Lt. Rademeyer – F/Sgt. Braceguardle – F/Sgt. Dean.
[underlined]HE.634.P. (I).[/underlined]
F/Lt. Mercer. DFC. – Sgt. Capps – P/O Purvis. DFC. – F/Sgt. Barker – P/O Baker – F/Sgt. Pratt – W/O Wilkie.
[underlined]ND566.O. (III)[/underlined]
P/O Oakley – Sgt. Campbell – Sgt. [illegible name] – F/S McCallum – Sgt. Naylor – Lt. Hardlay – F/Sgt. Pratt.
[underlined]ND578.Y. (III)[/underlined]
P/O Chatterton – Sgt. Letts – F/O Reyland – F/Sgt. Scott – Sgt. Michie – Sgt. Champion – Sgt. Davidson – + P/O Charlesworth.
[underlined]ND552.X. (III)[/underlined]
P/O Manning – Sgt. Wren – Sgt. Woodwards – Sgt. Roberts – Sgt. Davison – Sgt. Hedey – Sgt. Murray – + P/O Frost.
[underlined]ND573.S. (III)[/underlined]
P/O Gee – Sgt. Turner – Sgt. Osborne – Sgt. Maxwell – Sgt. Utting – Sgt. Inglis – Sgt. Moore – F/Sgt. Ashton.
[underlined]ND538.T. (III)[/underlined]
P/O Butt – Sgt. Butland – F/O Sparrow – Sgt. Whiter – Sgt. Donald – F/Lt. Gurney – Sgt. Bray.
[underlined]EE158.K. (III)[/underlined]
S/Ldr. Hunter – Sgt. Cooper – F/O Greenwood – F/O Willis – Sgt. Salmon – Sgt. Miles – Sgt. Alexander.
[underlined]ME628.H. (I)[/underlined]
F/Lt. Dovebill. DFC. – Sgt. Turrell – F/Sgt. Wright – F/Sgt. Deacon – F/Sgt. G[illegible letters]rr – Sgt. W[illegible letter]ollard – F/Sgt. Mallet – = Sgt. Hill.
[underlined]ND576.M. (III)[/underlined]
F/O Fynn – F/Sgt. Bristow – Sgt. Adder – Sgt. Clark – Sgt. Johnson – Sgt. Jack – Sgt. Sagar – = F/O Fox.
[underlined]LM434.F. (III)[/underlined]
F/O Bartlett – Sgt. Middleton – F/O Young – Sgt. Head – Sgt. Scott – Sgt. Swingler – Sgt. Cowley.
[underlined]ND574.J. (III)[/underlined]
P/O Higgs – Sgt. Cowan – P/O Black – P/O Would – P/O Williams – F/S Tiller – Sgt. Chalmers – + Sgt. Levy.
[underlined]ND518.D. (III)[/underlined]
P/O Porter – Sgt. Groom – F/S Davies – Sgt. L[illegible letters]der – F/S Barclay – W/O Pass – Sgt. Bowen.
[underlined]ND565.O. (III)[/underlined]
P/O Hayes – Sgt. Ella – Sgt. Dean – F/O Dunn – Sgt. Walker – Sgt. Radcliffe – Sgt. Perrie.
Note: 2nd Pilots +
2nd Nav =
[underlined]DUTY CREW[/underlined]
P.O. Bradburn – F/S Blundell – Sgt. Norman – Sgt. Gillard – Sgt. Woolley – F/S Lloyd – F/O Stephenson – Sgt. Langford – Sgt. Wilson – Sgt. Robinson.
BRIEFING : NAVIGATORS: 13.00 hrs SPEC. : 13.30 hrs MAIN : 13.55 hrs.
1 bus will leave Sgts Mess at 13.05 hrs.
1 bus will leave Officers Mess at 13.05 hrs.
Officer i/c Night Flying : W/Cdr. Thompson. DFC. AFC.
Duty Flight Engineer : Sgt. Langford.
Duty Electricians : AOs Morgan & Roberts.
Duty Photos: Sgt. White & AC Taylor.
Duty Sigs : Cpl. Bullivant.
Duty Armr. NCOs : Sgt. Adam & Cpl. Gibbons.
Duty Flight NCO : Sgts. Parker & Molson.
Duty Clerk : LAC Beard.
Duty Sigs Officer : PO Rober
Duty F/E Officer : F/Lt. Burrows.
Duty A/Bomber : F/Lt. Lowry.
[signature] Flight Lieutenant, for Wing Commander, Commanding
[underlined]No 44 (Rhodesia) Squadron.[/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
Operations order 13 February 1944
Operations and training detail 13/14 February 1944 - Serial 12/44
Description
An account of the resource
Crew lists, briefing times and duty staff for operations on night 13/14 February 1944. There are some pencilled calculation in the margins.
Date
A point or period of time associated with an event in the lifecycle of the resource
1944-02-13
Format
The file format, physical medium, or dimensions of the resource
One page document
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
SChattertonJ159568v10004
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Lincolnshire
Temporal Coverage
Temporal characteristics of the resource.
1944-02-13
1944-02-14
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Contributor
An entity responsible for making contributions to the resource
Nicki Brain
David Bloomfield
Creator
An entity primarily responsible for making the resource
E O Collcutt
Great Britain. Royal Air Force
44 Squadron
air gunner
aircrew
briefing
flight engineer
pilot
RAF Dunholme Lodge
wireless operator
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1002/16616/SHumphreyE2098310v10006.2.pdf
40768a3c896a69629ea0ee17258c1584
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
Humphrey, Elizabeth
E Humphrey
Description
An account of the resource
Seven items. The collection concerns Elizabeth Humphrey (b. 1924, 2098310 Royal Air Force) and contains a photograph, service material and an exercise book with hand drawn diagrams and training notes. She joined the Women's Auxiliary Air Force and served in Balloon Command before remustering as an instrument technician and being posted to 12 Squadron at RAF Wickenby.
The collection has been donated to the IBCC Digital Archive by F Joseph and catalogued by Barry Hunter.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2018-05-22
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
Humphrey, E
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
[underlined] Instrument Flying Panel MK.I. [/underlined]
[drawing of an instrument panel]
[page break]
[underlined] Boat Gauge. [/underlined]
Red bezel.
Choke and filter in union at back.
[annotated drawing of a boat gauge]
[page break]
[annotated drawing of an aircraft]
[page break]
[underlined] Ratio of presacion [sic] [/underlined] – increased motor speed decreased rate of preseacion [sic] vica
I ncreased [sic] [deleted] torque [/deleted] increased rate of preacion [sic],
[underlined] Directional Gyro [/underlined]
[annotated drawing of a directional gyro]
MK3C* Boat gauge.
Mechism [sic] separated from the inlet G means of a diagram it is therefore on necessay [sic] to have an airtight bezel as no leak can accur [sic], no drain [inserted] traps one [/inserted] required.
[page break]
[underlined] Directional Gyro. [/underlined]
Purpose. – To indicate to the pilot the attuide [sic] of his A/C in a turn. Lit [sic] is independent of asauloration [sic] error and northerly turning errors it is situated on the B.F.P. and the rotor is driving by means of a pipe from the back of the instrument to the fesgo, [sic]
[underlined] D.I. [/underlined] Check for general security test the caging divce [sic] for freedom baring in a loc [missing text] position check security of filter
[underlined] First. Minor. Inspection. [/underlined]
Remove filter clean glase [sic] in petrol renew time pad and replace.
[underlined] Artifical [sic] Horizon. [/underlined]
To indicate to the pilot the attuide [sic] of the A/C diving climbing & banking whilst flying in conditions of poor visibility,
[underlined] Daily. Inspections [/underlined]
C G. V,D.S. – Check the suction and with engines running the model A/C. should slightly above the horizon bar
First. Minor, Inspection –
[page break]
[underlined] Air.. LAY.OUT. [/underlined]
[annotated drawing of Air Layout]
[page break]
Remove clean and replace filter and renew tisuie [sic] pad.
[underlined] When. fitting Artifical Horizon. [/underlined]
[5 drawings of pitch and level indicators]
[underlined] Check Valve. [/underlined]
[page break]
[underlined] Sperry [sic] Gyro Pilot [/underlined]
purpose: –
1. To maintain the A/C on a true course Level f/aft and latterly level
2. To increase the accurately of ailel [sic] photo.
3. To release the polit of strain, and to increase the safty [sic] factor when flying in conditions of poor visiablity [sic] The gyro polit inplys [sic] a modifed [sic] version of the deniction [sic] gyro ar [sic] Horizoncal [sic] Artfical [sic] as ontrol [sic] units Both units are housed in a mounted unit fitted in front of the pilot where the B.F.A. is usually placed. The D.G. unit controls rudder the Flanking Climb unit control elevator eilrogans [sic].
[underlined] The Air System. [/underlined]
purpose: – fego [sic] pump
This pump is the means of supply the ofratiy [sic] [deleted] il [/deleted] sustion [sic] of 3 to 5 in H.G
[deleted] This p [/deleted]
[underlined] Discriptions [sic] [/underlined]
This pump is directly connected to the engine crank shaft and the inlet union
[page break]
[underlined] Bridge Megger [/underlined]
[annotated picture]
[underlined] Twin. Pointers. MK. II A. [/underlined]
[underlined] Electrical. Engine. Speed. Indicator. [/underlined]
[drawing showing Engine speed in Hundreds of R.P.M.]
[page break]
[underlined] Two Scales. [/underlined]
1 Shows contents in the two positions of A/C
2 Shows “ of tanks of different shapes
[underlined] Selector. Switch [/underlined]
Used so that on gauge can serve more that one tank. (See wiring Diagram)
[page break]
[underlined] Intallation [sic] [/underlined]
Gauge.
Make sure that the rubber band is round the instrument.
2. Put instrument through hole in panel.
3. Place metal ring round instrument and tighten lug [circled number] 1 [/circled number]
4. Turn gauge in panel so that, the pointer in left if zero.
5. Tighten screws in lugs [circled number] 2 [/circled number] against the panel
6. “ lock nuts.
7. Connect cable.
Red to B+
Blue “ B-
Green “ P.
[underlined] Installation (Tank Unit) [/underlined]
1. Fit unit into hole provided making sure cork washer is fitted first.
2. Tighten the 12 nuts (lack with wire)
[underlined] Selector Switch. [/underlined]
1 Fit in panel n place provided.
[page break]
[underlined] Reflector. Gun. Site. [/underlined]
[underlined] Maintenance [/underlined]
1 Clean glass with shamious [sic] leather.
2. Check functioning of ([deleted] ground tent [/deleted]) switch.
A. Day – very bright.
B. Night – dim light – and dimmer switch operating.
C. Off – no light
3. Change unserviceable bulb.
[underlined] Warning. [/underlined]
Make sure the bulb is inserted properly black line on bulb with white line on socket.
[underlined] Simonds Fuel Content Gauge. [/underlined]
This is of a still tube type and its object is to allow a reading to be taken when the A/C in not is a latterly level position it consists of four parts.: –
Tank unit.
Indicator
Switch and limiting resistance
[page break]
The tank unit is a reartangler [sic] tube of duralum [sic] which capped with alloy casting, the casting carries a small plate which gives the information as which tank it belongs to and which [deleted] (it in) (tank it belongs to) [/deleted] direction is which it is to be fitted,
The indicator is a cylindrical in shape and has two scales and one pointer and the range is only 90o
There is an terminal block it the back carring [sic] three terminals MK. I.C.2
[underlined] The Switch. [/underlined]
Is a small black baklight [sic] case with a white push button which is engraved (Press).
[underlined] The Limiting Resistance. [/underlined]
Is used to limit the current in the circuit and consists of a fibre base plate carring [sic] a small resistance which are protected in a black baklight [sic] cover.
[underlined] Installation. [/underlined]
The tank unit should be fitted tanely [sic] vertical in the correct tank when the
[page break]
A/C is in a flying position and the red amo [missing word] de msll plate should be pointing forward, [missing word] the flange of the tank unit should be fitted a cork washer which has been covered with bostick [underlined] The indicator And Switch. [/underlined] will be fitted in the fuel gauge panel and are flushed mountains
(Installed from the back of panel)
[underlined] D.I. [/underlined]
Press switch and see that the gauge indicates the amount of fuel in in the tank, (Check with filter or form 700) C.G.V.B,S,.
30 br & 30*br Includes D.I, plus general check on wiring fuses terminals etc.
[underlined] Electrical Speed Indicates. [/underlined]
[page break]
system has been designed to cut down maintenance to a minimum and among it advantages are the following:–
1. Being AC. The compass is on affected.
2. The indicator is very accurate.
3. There is no comuntor [sic] or brushes to clean.
4. It is very sensitive
Set consists of to parts the generator & indicates connected together by a length of 3 core cable,
[underlined] The generator [/underlined] is revolved by a flex drive and in appearance is simular [sic] to the MK.II generator expert that we have [deleted] th [/deleted] three terminals and thimble connections where as the MKII has two pin plugs ad sockets the terminals are No 1, 2, 3, and the terminal cover has HK, on it at the back a small connection chart
[underlined] The Indicator [/underlined]
Has simular [sic] connections at the back and the dial is circular and is marked of 1 to 10 and has two points the one afixated [sic] through gearing the hands of the clock The terminals on the indicator are numbered 1, 2, 3, and are coloured red, blue, green, in that order for a clockwise direction rotating engine
No 1. On the generator is connected to red on the indicator
[page break]
2. Wire up according to diagram.
[underlined] Daily Inspection – [/underlined]
1 C.G.C.V.D.S.
2. Check functioning by pushing switch.
3. “ that pointer is left a zero.
[underlined] 30* hr. [/underlined]
Check calibration [deleted] common faults. [/deleted]
[underlined] Common. Faults. [/underlined]
1. Mo reading when bottom is pushed.
Accumulator disconnected
“ run down.
[underlined] Fuse blown. [/underlined]
Leads broken (use continuity tester)
Short Circuit (“ Wee. Meggar)
2. Fuge [sic] blows when button is pushed.
Lat for perished insulation [inserted] (wee meggar) [/inserted] [deleted] between tank full and vertical [/deleted]
3. [deleted] (Red Cad broken.) [/deleted] Pointers moves to a position between tank full and vertical.
Red lead broken.
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4. Pointer moves to a position between tank empty and [deleted] full [/deleted] vertical.
Blue lead broken.
5 Pointers moves to vertical position.
Green lead broken
[underlined] PNote [sic].:– [/underlined]
In the last three faults.: –
1. If the fault accurs [sic] in all pointers of the selector switch then the break is in the lead to the gauge.
2. If the fault is only in one [inserted] tank [/inserted] position then the break is in the lead to the tank.
[underlined] Engine Cylinder Thermometer. [/underlined]
Measures the temperature of the cylinder.
[underlined] Three parts: –
1. The Lat junction plus abestes [sic] covered lead
2 Compensating leads
3. Indicator.
Hot junctions [deleted] to [/deleted] connected to cylinder lead (1.75 ohms resistance.
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[underlined] Compensating Leads. [/underlined]
A. Leads (1 only) each lead =1.75 ohms.
10, 20, 30, 40, 50, 60, 70, 80, 90, 100ft.
B. Leads (2 must be used) each lead = .875 ohms
10, 20, 30, 40, 50ft.
C. Leads (3 must be used) each lead = 583 ohms.
10, 20, 30ft.
“ must not be cut or altered,
[underlined] Installation Of Indicator. [/underlined]
Secure it in the panel (join up Condon wire)
2. Remove damping wire, and leave an open circuit
3. After half an hr, compare with master therm,
4. Adjint [sic] pointer by screw in front of indicator
5. Connect compensating lead.
[underlined] Maintenance. [/underlined]
P.I. C.G.V.D.S, Instrument should read temperature of cockpit if engine has not been run up recently check security of leads.
[underlined] 30 Hr. [/underlined]
Check functioning during a ground test of engines.
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[underlined] Electrically Heated Pressure Head. [/underlined]
D.I. Switched on, Feel the lead to see whether it is heating, if not,
A. Check [deleted] acculion [/deleted] accumulator connectioning [sic].
B. “ “ charge.
C “ fuse.
D “ leads for continuity (i.e. connections etc.)
E “ “ “ short circuit.
If none of these, pressure lead is u/s.
1 When pressure lead is dry and cold any reading less than 3 oneg ohms is unsatisfactory.
2. If pressure lead is sodden, switch on, dry then test when cool.
[underlined] Flap Indicator. [/underlined]
Similar in operation to fuel content gauge.
[underlined] Note. [/underlined]
1 It is continuous in operation.
2. “ reads degrees.
3. It tells the pilot the position of the flaps.
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to the blue and 3 to the green.
For an anti – clockwise engine blue and green are reversed.
[underlined] Installation. [/underlined]
The generator is fitted on a little bracket near the auxiliary gear box and there is usually is a small sponge pad between the base of the generator and bracket
The Indicator.
In a flush [deleted] mounting [/deleted] fitting on the instrument
[underlined] D.I. [/underlined]
On a engine run up see that the pointer move smoothly C.G.V.D.S,
30 hr & 30* hr.
Same as DI only plus check on the wiring.
[underlined] Design System. [/underlined]
The design of this system has been arranged, so that the different function of the A/C can be measured in the same way
[page break]
These functions include.
Fuel contents, Oil contents
Flap Position, Steering Indicator & Directional Trim.
The advantages of such a system include, accuracy, lightness, space saving, easy maintenance, easy installation and interchangeability.
The principle involved is that of the rotaty [sic] convertor, There are two main pats the transmitter and indicator.
[underlined] Example. [/underlined]
Electrical Fuel Content Gauge II
The transmitter
Is similar to a MKII in that it has a Cahlize [sic] cork [deleted] washer [/deleted] float and gearing.
The main difference between the two is that the MK.II has three pin plugs and sockets and the MKIII has five terminals MK. 1, 2 3, & 6, – 7,
[underlined] The indicator [/underlined]
Is a small cylindrical Lahitie [sic] case with a square front. The pointer is the off position is always vertical and is known as the full off position, The range of the pointer is to approx. 300o at the back of the case.
[page break]
[underlined] D.I. [/underlined]
Switch on dynamotor and see that it works.
Check all visual indicators,
Oil pressure – zero.
“ temperature – days temperature.
fuel pressure – zero
Air intake temperature – dry temperature.
Nose, part, Stld, wheels down, flaps up.
Boat gauge will read the pressure of the day.
in ins of mercury or in millions – 100.
Fuel contents amount of fuel in tanks.
C.G.V.D,S. and switch off.
[underlined] 30br and 30*br [/underlined]
See local U,M,O.s
[underlined] Avometer or Int meter type D. [/underlined]
Setting the Avometer to measure volts and amp A.C.
1. Set the A..C switch to D.C.
2. “ “ D.C. “ “ the required range.
(This may include the setting of the souliplian [sic] knob)
3. Connect the positive terminal to the positive of the supply ad negative to the negative and read of the scale.
[page break]
Note
When measuring volts the instrument must be in parallel and when measuring amps, must be in series.
To Measure Resistances,
1 Set the A.C. switch to D.C.
2. “ “ D C. “ to 10,000 ohms
3 “ “ multiplier knob to K = 2.
4 Connect the positive and negative leads together.
5. Set pointer to zero by means of P switch.
6. Reset the D.C switch to 1,000 ohms and adjust the pointer to zero by means of A switch.
7. Reset the D.C. switch to 10,000 and check zero position
8. Disconnect the 2 leads and carry out test.
Autosyn [sic] System.
This is purely a transmitting system which functions on similar lines to telegon [sic] equipment but has the further advantage of reducing maintenance and weight, There are two main parts the indicator and transmitter.
The transmitters
Are fitted at the particular
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Telegon [sic] Inter.
[table for 4 dial instruments]
[table for single Indicators and all transmitters]
[page break]
position from which they are to measure,
the engine indicators are fitted on anti – vibrational mounted panel in the engine, So that only start lengths if taking and capillary are required.
The pressure temperature or mechanical movement of the various systems operates a small autosyn [sic] motor which delivers on autopat [sic] if 26 – 52 volts, it 400 – 800 cycles per sec,. This autpat [sic] is collected by an similar motor which moves to line up with the transmitter motor, and in doing 40 mins a pointer over the scale,
Calibrated in lbs pr sq inch degrees centigrade or degrees notation
Recognition
All the transmitters have one motor and are recognised y the case which has a erochlid [sic] black finish. It also bears a small plate in which is inscribed “A/C. US Army transmitter” = eg Fuel pressure. They will carry two unions
1 A tube (aeroquip) or a capillary or a flex drive the other unions.
[page break]
2. Is an electrical plug and socket having four pins marked A,B,C,D,
Indicators (Single)
These are encased with a cover having a crinkled black finish, they have 4 pin plugs and sockets at the rear and carry one pointer and are usually only found in use as flap or bomb door indicators
Dual Indicators.
Carry two motors and are therefore longer, they have 7 pin plugs and sockets at the rear MK, A.B.C.D,E,F,G,
The carry has a crinkled black finish and the dial has two pointers moving over it the pointers are M.K. L & A. or 1 & 2. or 3 & 4 lz [sic] indicator Pat. Stbd engines, The hole system is energised Ga dynameter or an engine driven alternator,
Maintenance D.I. 30 & 30*br } As for telegons
[page break]
Breeze Wire
The prim reason for this type of wire is that the larger A/C can be made in sections already wired. When the sections are connected together by an system of multiple plugs & sockets the A/C is fully wired throughout. It consists of lengths of cable in a metal sheaf and the ends are connected to the plugs & sockets. Each plug and socket is No, so that there can be no confusion when connecting up.
Further advantages include.
1. Complete screening against radio interference
2. Complete bonding.
3. The wires have mechanical support.
4 They are easy maintained and tested
5 In A/C operating near the sea, the wiring is absolutely [deleted] waluff [/deleted] waterproof.
[page break]
Oxygen
Uses
Oxygen is used in A/C to supply the members of the crew with sufficient i- [deleted] to [/deleted] to maintain there normal activities without oxygen the nervous system becomes affected, muscular reactions are slow and a times there is complete loss of vision. This state is known as “Black out”
Oxygen is used under the following conditions
1 When the duration of flight at 10,000f exceeds 1 hour.
2. All heights above 15,000ft.
3. Whenever it is cold.
4. When the rate of climb exceeds 2,000 ft pr min,
Oxygen is stored in sribel [sic] steel cylinders of seamless construction. They hold 750 leters 1,800 lbs pr sq ins. They are two types thou [sic] used in normal systems and those used in, insitor [sic] The Normal Bottle. has pointed on it, “After removal from AC remaining contains not to be “discharged”.
Around the neck of the cylinders is a brass collar on which is stamped the MK.
[page break]
and the date of issue into the service.
Screwed into the neck is a cylinder valve (MK VII) which must be fully [underlined] open [/underlined] or fully [underlined] closed. [/underlined] The handle of the valve is MK. “use on oil or grease”
The only difference between normal and insitu cylinders is that the insitu cylinder has a double layer of steel wire, to prevent fragmentation and the cylinder valve is replaced by a 3 way connecting piece.
When Cylinders Should Be Returned To Stores.
Two years after the date stamped on the collar,
2. When cylinder are accidently empty
3. “ all the paint has being scuffed off.
“ the oxygen has a bad smell
Connections
Cylinders are arranged in batched and connected into a main pipe lie by 3/16” 16 gauge high pressure copper tubing, with nipple connections
These lengths of tubing are arranged in loaf of 8” in diameter to allow
[page break]
[annotated drawings of cylinder wiring]
[page break]
[annotated drawing of OXYGEN INSALLATION [sic]]
[page break]
1. Black steel casing
2. Squared shaft 1” at engine end 1/2” at generator end
3. Split washer at short end only
4. Casing cover small at same end to permit shaft to [deleted] permit [/deleted] pass through
5. Engine end has grease hole.
[underlined] Installation. [/underlined]
1. Make sure electrical connections are correct
2. If not remove the screw in the plug and reserve the pins.
3. Generator bolted on or near the engine
4. Indicator is supported in the panel by a bracket
5. Flexible drive must be cleated with no sharp bends.
6. Gear box should be greased with high melting point grease.
7. Grease drive with anti-freezing grease.
[underlined] Maintenance. [/underlined]
DI – C.G. C.V.D.S. – check functioning when engines are run up.
*hr –
Remove and clean brushes, clean [inserted] commuters [/inserted] if necessary
[page break]
check the calibration.
[underlined] Flauts. [sic] [/underlined]
1 No Reading – Plug reversed, broken leads, short circuit
2. Flickering pointer – Faulty flexile drive
“ brushes.
“ Commutors
Broken coil in armature
Bad connections
3. Under Reading – Oil or grease in commuter
Fuel Contests Gauge.
[underlined] Tank Unit. [/underlined]
Position of the float depends upon the amount of petrol, Three wires (tri – oil) cable, red, blue, green wire to connect arm
[underlined] Gauge. [/underlined]
Reads only when button is pushed (to prevent risk of fire) Three connections
B+ Red lead
“- Blue “
P Green “
Pointer is to the left of zero when no reading is being taken
[page break]
static) take to prevent [deleted] (to by [/deleted] the ingress of dust and moisture. Later types of pressure lead have the pressure and static tubes concentrically arranged, and electrically heated. The electrical element should never be left switch on for more than 5 mins, when the A/C is on the ground.
[underlined] Installation. [/underlined]
The A.S.I is installed in the instrument panel and connected to the pressure head by 5/16” O D. alum, tubing and MK I low pressure union. The joints should be as few as possible, and the pipe line should have no loops which may collect water, Pipe lines being installed should be dated at each connection made. A/C with with [sic] folding are fitted with M.K. I. flexible connection near the hinge A.P. 1275 VOL I Sect. I . Chap. III fig. 19.
In cases where a continuous fill in the pipe line from the instruments to the pressure lead cannot be obtained, a drain trap must be fitted in the lowest part of the pipe line.
The trap consists of a 4” length of 3/16” O.D copper tubing into each pipe line by means of a low-pressure “T” union.
[page break]
[underlined] Maintenance [/underlined]
D.I. Insure that the glass is clean and the instrument is secure. Where an electrical heater is fitted its function correctly.
[underlined] 30. br inspection [/underlined] – Check the pressure head for security, ensuring that the trap and static holes are clear and free from burns.
Drain A.S.I drain traps.
[underlined] 30*br D.I. [/underlined] Test both pressure and static pipe – lines for leaks.
[underlined] Turning Indicator. [/underlined]
This instrument is fitted in the B.F.P. and gives the pilot two indicatings
1. The rate at which the A/C is turning
2. Wether [sic] the A/C is correctly lanled [sic] or not
The dial consists of two halves, the lower half has a scale MK 1.2.3.4. on both side of a centre zero, moving over the scale is a pointer which is controled [sic] by a gypocqas [sic] the A/C turns the gyroscope is dupliced [sic and moves to indicate by tb [sic] pointer the direct in which the A/C [deleted] (th) [/deleted] is turning and at what rate, The figure 1, represents 170o pr mins fig.2. 360o pr min. fig.3. 660o pr min, fig 4 1080 pr min
[page break]
the top pointer is controled [sic] by a pendulous weight and moves over a scale of degrees, again M.K. on both sides of centre zero. The pendulous weight is affected by gravity and centrifugal force.,
In a correct bank these two forces are equal and the pointer remains on zero, if the A/C is not correctly banked the pointer indicates by how much and which direction the A/C is [deleted] std [/deleted] sidretepng [sic]. The instrument carries a connection for connecting to the suction pipe, the air drawn from the case camus [sic] the air in the A/C to enter the case aria filter and jit [sic] the air impurges [sic] in the rota buckets and the rota is turned at speed,
The instrument must be installed with both pointers at zero when the A/C is literly [sic] level.
[underlined] D.I. [/underlined] C.G.V.D x S. and see that top pointer indicates the lateral position of the A/C and the bottom pointer reads zero.
[underlined] 30* br. [/underlined] – Clean filter and check calibricity [sic]
[underlined] N.B. [/underlined] Filters are removed in the case of the MK I. by unscrewing a small cap over the air inlet and in the case of the read sigreat [sic] type by removing the back pl
[page break]
a fig spanner.
A.S.I. Leak Tester – The static connection applies a suction till the instrument reads 180 mls pr hr seal of and the pointer should not drop more than 15 mls pr h in 10 seconds.
Applie [sic] a pressure to read 150 mls pr hr seal of and there should be no leak.
Disconnection the pipe line from the pressure lead and “T” in a standard A.S.I. applie [sic] a pressure till the instrument reads 15.0 and tince [sic] taken to drop to 135 mph should not be less than 1/2 x L/16 (N + L/16) seconds where N. equals the No of instruments and L. equals length of tubing, Applie [sic] a suction to the instrument reads 150 mls and the pointer should not drop below 135 in less than 5/8Y. seconds
[page break]
[underlined] The MK. I. Barometer (Portable) [/underlined]
This instrument measures by a column of mercury atmospheric pressure and is used when calibrating and checking air-craft instruments when being used certain conditions must be taking into acount [sic] i.e. gravity temperature and isothermal or T.C.A.N. laws to read it move the cursor until the two knife edges and the memisue [sic] of the mercury are in line and read of on the contracted ins” scale the position of the datum MK on the front of the cursor
It should be installed on a flat sturdy base out of drafts and the direct rays of the sun.
[underlined] MK XIII [/underlined]
The mechanism is enclosed in a black bak-light case with a nipple at rear for connection into the static pipe line so that the instrument will read the boran [sic] pressure in turns of high the dail [sic] has to calibration circles and one pointer, the dail [sic] is moved by a small knob at the bottom right hand side of the case there is a hole in the dail [sic] which carries two datum MKs and there is a third on
[page break]
Second dail [sic] beneath the top dail, [sic]
When the pressure is standard the two datum marks when not against the third should bring the zero beneath the pointer is the day is not standard when the datums are sit the pointer will read the amount where on below standard in feet
[underlined] Leak Test. [/underlined]
Before fitting in crew position applie [sic] a leak test.
[underlined] MK. XIV. Altimeter [/underlined]
It is fitted in a long bak-light case the mechanism is fitted inside it the case carries a nipple at the rear for connections into the static pipe line, the dail [sic] is marked 1” to 10” end there re three pointer a large one measures in hundred a smaller one measuring in thousands and even smaller one measured is 10, of thousands The dail [sic] carries a small window thought which can be seen a milibar [sic] scale the bottom of the case carries a small knob and when this is
[page break]
turned the pointers and the milibar [sic] scale [underlined] both [/underlined] moves when the air-craft [underlined] only [/underlined] the pointers move. This scale has been provided for three reasons. [deleted] (when the) [/deleted]
1/ When the scale is set to the days pressure the pointers should be at zero.
2/ If the pointers are set to read the high of the [deleted] (high of the) [/deleted] aerodrome above sea level the milibar [sic] scale will read the barometric pressure at sea level at that time
3/ If the pilot is found tot land at some aerodrome other than his own he can set the new barometric pressure and when he lands the pointers will be at zero.
[underlined] Leak Test MK XIV. [/underlined]
With a piece of rubber tubing applie [sic] the suction untill [sic] the pointer reads 1,000 ft. seal of and the pointer must not drop below 950 ft, in less than one minute
[underlined D.I. MK XIV [/underlined]
C.G.V.D.S. set the B.P. of day and the pointers are allowed to indicate between +50 – 80. then neglecting the slight change return the pointers to zero Costal Comand [sic] and
[page break]
Fighter command usualy [sic] set there pointers to zero and bomber command set the high of aerodrome above sea level.
[underlined] The Rate Of Climb Indicator. [/underlined]
The principal of this instrument is that of of [sic] . pumptered [sic] type i.e. if blown up it will remain expanded and if no pressure is applied will remain deflated it has three function.
1. Used in conjunction with A.S.I. will help the pilot to prevent the A/C from getting into the [underlined ] “stalling angle” [/underlined] [deleted] (to) [/deleted]
2. Gives an indicating of level flight.
3 Used with the altimeter A.S.I. and [unreadable word] beam Will helf [sic] the pilot to land an A/C under conditions of darkness or poor visiablety [sic]
To installed top right in the B.F.,P, by two, to B.A. nuts and bolts there is a nipple at the rear which is connected to the static side of the pressure head or in moderate form of A/C to the static vent at the bottom right hand side of the indicator is a small screw head which when turned moves the pointer and provides an zero adjustment.
[page break]
[underlined] Leak Test. [/underlined]
Using a U tube of water and a T. piece applie [sic] a pressure equal to 114” of water, seal of and the level must not drop more than one inch in less than ten seconds.
[underlined] Daily Inspection. [/underlined]
C.G.V.D + S. and set pointer to zero.
[underlined] 30 br 30*br. [/underlined]
Same as D.I. only a plus check calibrating
[underlined] Leak Inter. [/underlined]
[annotated drawing]
[underlined] Air Speed Indicator [/underlined]
This instrument indicates the speed of the A/C relative to the air, but not rel [missing text] the ground. It is a differential [missing text]
[page break]
gauge and measures the difference in pressure between still and moving air. The dail [sic] is calibrated in miles pr. hr or knots Two nippes [sic] at the rear of the moulded case are marked P. and S. These two nipples are connected by means of 5/16 in O.D. alum, tubing and low pressure unions to there respective tubes on the pressure head.
In flying boats, etc, the tubing is of cappw [sic], and the low pressure unions are of brass owing to the corrosive effect of salt water on alum,
It is essential for accurate reading that all unions should be tight. When A/C has folded wings, a flexiable [sic] metal – braided tubing is fitted near the hinge. The instruments are fitted in the pilot’s navigators and bomb – aimers cockpit.
[underlined] The pressure Head [/underlined]
Consists of a static and a pressure tube mounted parallel x. to close to each other. It is fitted on the A/C out of the slipstream of the air screw and pointed forward, The pressure is open at the front, and which the static is closed and pierced radically with small holes, at right angles to the airflow.
trap is fitted to the pressure [deleted] and [/deleted]
[page break]
[underlined] Boost System. [/underlined]
It will indicate to the pilot the pressure in [deleted] which [/deleted] the induction system of a super charged [inserted] aero [/inserted] engine selective to an normal atmospheric pressure at sea level nipple connection soldered on, Set pointer to pressure of day and lubler [sic] line to maximum
Choke fitted in union at back very tiny hole.
Should read barometric pressure of day. Filter fitted in hole behind the choke centre one to boost gauge and the other one to indicate a system Leak test.
If the gauge goes up to 4lbs apply a pressure 4lb pr sq ins” and the pointer should not come back 1/2”lb pr sq in in one min.
[underlined] The Gyproscope. [sic] [/underlined]
[underlined] Spaced Gyproscope. [sic] [/underlined]
A perfectly balanced gyro which will maintain it position in space
[underlined] Earth Gyroscope. [/ underlined]
A specially unbalanced gyroscope which maintain itself so that there is no negative between the gyro and the earth
[page break]
[annotated drawing of a Suction System]
[page break]
are interchangeable according to the direction of rotating of the engine, Flexiable [sic] hose should be used in connecting the unions to the rest of system
[underlined] Pisgo relief Valve. [/underlined]
It is fitted close to the pisgo pump and is the means of adjusting the suction, To increase the suction the adjivity [sic] screw should be turned in anti-clockwise direction, A filter is fitted to prevent dust entering he system,
[underlined] D.I. – [/underlined]
Check for general security
[underlined] Front Minor Inspection – [/underlined]
Remove clam and replace filter
[underlined] Sperry Suction Relief Valve. [/underlined]
It is fitted on the mounting unit and enables a fine adjustment to be obtained for the suction in the system,
To increase the suction remove the cap and turn the adjusting screw clockwise tighten the lock nut and replace cap.
[underlined] D.I. x F.M.I. [/underlined] as Peago pump.
[page break]
[underlined] Check Valve. [/underlined]
This is fitted [deleted] (etc) [/deleted] in the suction pipe line to protect the gyro units against back pressure of oily air should the gyro pump reverse it direction of rotation The arrow on the casing should all ways point towards the pesgo pump.
[underlined] The Air Relay Valve. [/underlined]
To transmit the control from the gyro to the balanced oil valve
[underlined] Description [/underlined]
It consists of two aloid [sic] castings bolted together, having a reindeer skin dio, between them, The dia, is strengthened by two metal disc’s having a spindle attached to the centre which connects to the balanced Oil valve,
Air is drawn in through a filter at each side then passo to the fiche off it in the unit, [deleted] Mn [/deleted] Normaly [sic] the small parts are half covered and the pressure in either side of the A.R.V. equals, If the A/C is disturbed the movement of the pick off over the knife edge casues
[page break]
the pressure to be unbalanced in the airrealy,
the dia, is deflected therefore causing a movement of the B.Q.V. piston allowing oil to pass to one side of the servo motor this applying A/C controls to bring the A/C back to its normal flying position
[underlined] Test. [/underlined]
Hold the A.R.V. in a horizontal position with the spindle uper [sic] most with the thumb lightly point to spindle up it should fall back smoothly to its original position.
Reflect this test [inserted] with [/inserted] [deleted] it [/deleted] the spindle in a downwards position
[drawing of a Dain Manifold]
[page break]
[annotated drawing of Oil Layout]
[page break]
[underlined] Sump. [/underlined] (oil system)
To Supplie [sic] the system with oil it also collests [sic] drainage oil from the system
Description.: –
It is anloid [sic] container having a number of unions a filter plug, a drain plug, and an inspection window. It must be fitted below the level of the mounting unit in order to provide gravity drainage it should be maintained 3/4 full on a D.I.
In some A/C a sump is fitted which supplies oil for the operation of the Hydrowlic [sic] system therefore the sperry system maybe connected to the same sump.
[underlined] Oil Pump. [/underlined]
To provide a rate of flow of oil through the system
[underlined] Description. [/underlined]
It consists of anloid [sic] casing casing [sic] and two gear wheels one of the gran wheels being driving of the crank shaft of the engine. The pump can only be fitted to the type of engine it is made to suit.
Care must be taken therefore to ensure
[page break]
that the rotating of the pump considers with the direction of rotating of the engine to this effect there is an arrow on the back of the casing. The inlet is clearly labelled [underlined] IN.L.E.T. [/underlined] and the pipe line from the sump must be connected at that point
[underlined] Oil Pressure Relugar [sic][/ underlined]
To regulate the pressure of the system to + x – 10 lbs of the pressure layed down for that particular type of A/C. To increase the pressure the screw should be turned in a clockwise direction
[underlined] D.I. [/underlined] Check V.D.S
[underlined] F.M.I. [/underlined] Same as D.I. only check 2 way cock.
Purpose – This is fitted between the oil filter and mounting unit and provides a means of by passing the oil back to the sump when carring [sic] out any repair or inspection on the mounting unit side of the system. It also enables the pilot to pass the oil back to the sump should leakage occur during flight
[page break]
[underlined] Mounting Unit. [/underlined]
This consists of a frame supported by 4 lord [sic] AUMS in the cockpit in position where the B.F.P. is usually situated. The two units slide into this frame and are held by to bolts attached to the mounting unit are the three air relay valves 3B.D.V.S. electrical connections main suction drain and pressure manifold and on end the sperry suction relief valve is fitted
All connection to the mounting unit are of flexible hose.
[underlined] Testing Over Ride valve. [/underlined]
A. Connect to direct oil pressure gauges to the 2( working manifold block.
B. Start up A/C engine and put engaging lever [underlined] on [/underlined]
C. Applie [sic] manual controll [sic] till one gauge reads 25lbs pr sq in above normal working pressure the valve the connected should then blow off
[deleted] Testing for air in zero meter [/deleted]
[deleted] The engines must be of an of engaging lever or [/deleted]
1. Reflect moving control in opposite direction adjust by grub screw if necessary
[underlined] testing for Air in the Servo Motor. [/underlined]
The engines must be off
on engaging lever on applie [sic] manuals pressure
[page break]
[underlined] Daily Inspection on Sperry. [/underlined]
1. Check oil level it should be 3/4 full
2. “ for air in the servo motor.
3. “ the vacuum it should be 3ins HG at a thousand revs and 5ins at full maximum n [missing text]
4. “ the oil pressure it should be within plus or minus 10lbs in pressure.
5 On cage [deleted] the [/deleted] climbing unit and if A/C is not level the gyro should slowly move towards an indicating of the A/C attitude
6. Set and uncage D.C. test compass card for freedom and bare caged or locked
7 “ the speed control valves to the figure layed [sic] down.
8 Using controll [sic] knob set the following up idices [sic] to the gyro indicating
9 Set the levell [sic] control to off
10 “ the engaging lever to on and with engi [missing text] on test operation by moving the control knobs and noting the controls move in the correction, They should move at approx., equal spedd [missing text] either way and should not unslate [sic] or Lunt and come to rest immediately
11 Disengage gyro pilot.
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[underlined] Drain Trap – [/underlined]
provides a means of returning drainage oil to the system consists of a copper float, a needle valve and has three connections. The lower connect is connected to the sump pump pipe line the top connection are connected to the drip tray or the drain manifold the remaining top connection ascs as a vent to atmosphere. The drain trap should be fitted below the level of the drain manifold but not more than 5ft below the level od the pump
to A/C controls should indure [sic] move it denotes air in servo motor.
[underlined] Removal of Air from Servo Motor. [underlined]
Engine switched on
Engage lever switched off. hold A/C controll [sic] to fullest extend in each direction for 30 secs this should remove air from servo motor (MB) setet [sic] for air in servo motor
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[underlined] Filters (13 in all) [/underlined]
Air Relay 6
Bank and Climb 2
directional Gyro 1.
Sperry Suction RV 1
Pesgo suction RV 1
Oil Sump 1
Main oil filter 1
[underlined] MK. IV Auto Controls. [/underlined] (108lbs)
[underlined] Compressor: – [/underlined]
To supply air to the system 60lbs pr. sq. in. to spin the motors of the gyros and gives the operating power for the servo motor.
[underlined] Description. [/underlined]
It has three connections the oil inlet air inlet and oil and air outlet.
The oil inlet & air inlet house the filter and care should be taken to ensure after cleaning that new washers are placed either side of the lamp union before replacing. An arrow on front plate indicates direction of rotating The connections two and from the compressor are of avro of leaves, the
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[annotated drawing of MKIV Auto Controls. Pipe diagram.]
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front cover plate contains packing and mut [sic] the packing consisting of asbestos yarn treated with tallow and graphite the shafts deliberately weakened about one inch along the shaft and is Amoar [sic] as the servo much this ensures should a compressor sequen [sic]occur the shton [sic] shaft will break lef [sic] damage can be done to the engin [sic] or cranft [sic] shaft.
[underlined] Daily Inspection. [/underlined]
Test for general and leaks.
[underlined] First Minor Inspection. [/underlined]
Remove the filters wash in M.T. petrol replace making [deleted] shu [/deleted] sure that the washers have been annealed.
[underlined] Oil Resevar [sic] [/underlined]
It is used to store oil to lubri [sic] and seal the compressor. It also partiu [sic] separates the oil form the air coming form the compressor threaded into the bottom in a spring loaded barrel filter with an outlet leading of to the Auto valve and oil cooler,
[page break]
Fibre washers are used where required to make connections air tight.
[underlined] Daily Inspection. [/underlined]
M.K. IV Type
Fill to the level of the filter up with anti – freezing oil check for general security and leaks.
[underlined] M.K. III Type. [/underlined]
Set hands on gauge vertical unscrew filter cap fill in A/F oil until the oil level in the glass reachs [sic] the [unreadable word] ft, mk. replace the filter cap and locked the hands in a horizontal position
[underlined] First Minor Inspection. [/underlined]
By means of the drainage plug at the bottom drain of all dirty oil remove the filter wash in MT and replace fill up with A/F oil as on a DI.
[underlined] Automatic Valve. [/underlined]
This is a one way valve and is fitted [inserted] near [/inserted] to either [deleted] near [/deleted] compressor or
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the oil reservor [sic] which is lowest in the system, It is designed to keep the pipe line full of oil, but without fback [sic] the compressor. It must always be fitted with the arrow pointing towards the compressor.
[underlined] Oil Cooler. [/underlined]
This is similar to a long comb and is fitted between the oil reservor [sic] out [missing text] x oil inlet on the compressor. It is fitted in the slipe [sic] stream to cool the oil to an reasonable temperature
[underlined] Daily Inspections [/underlined]
Check for general security and [missing text]
[underlined] Chemical Air Drier [sic]. [/underlined]
Is installed to observe any moist [missing text] in the air, and so prevent it from entering the system thus elimating [sic] freezing etc, It is fitted in the pipe line between the oil reservor [sic] a [missing text] test cock.. [deleted] The [/deleted]
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[underlined] Method of Charging [/underlined]
Remove iner [sic] container empty the contains and wash in petrol, he outer container must or should be washed with soap & water,
1) Fit a gauge disc
2 Fill to within [underlined] + [/underlined] ins, within the top wil [sic] silin [sic] gel
3) Fit the other gauge disc, 4) place lair [sic] of new cotton wool on top of gauge disc making sure it is tightly packed
5) Replace the cover on the container & screw into position on the bracket attached on the A/C making sure the rubber washers are in good order
[underlined] MK IV. Type. [/underlined]
Will last for three engine hrs.
MK. V = Will last for ten hrs.
[underlined] Test lock M.K. IV [/underlined]
It has two position flying and test.
In the flying position air passes from the C.A.D. to the M.C.G. In the test position pressure is cut of from the compressor and a connection make to the portable compressor so enabling the system to be
[page break]
tested on the ground, The test coc [missing text] is not bolted to the A/C but in the ppe line by two screw air tight unions
When the test cock is in flying position it is locked by an [sic] small spring ingag [missing text] on a pin attached to the handle
[underlined] Test Cock MK. IV A [/underlined]
Charging from flying to test [missing text] takes place automaticly [sic] by means of pressu [missing text] operated on a plunger.
[underlined] Servicing VI. [/underlined]
Should a leak occur or a falte [missing text] washer wash in petrol, When remo [missing text] unsure that the rubber washer on the plunger is uper [sic] most
[underlined] The Test connection [/underlined]
Should be screwed on hand tig [missing text] and locked by means of the locking [missing text]
[underlined] Air Intake Throttle. [/underlined]
Purpose –
1. To maintain the pressure in the sy [missing text]
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at 60lb pr sq in. above atmospheric pressure
2. To act as an unreturn [sic] valve when the engine back fires it has three connections the telx [sic] one from the regen [sic] centre one to compressor and bottom one form main supply.
an arrow indicates the direction of flow of air to the compressor. There is a filter at the top this is called the breather. The two atmospheric vents are connected to the inside of the selfhome [sic] bellows to prevent compressing of air which would give errors in the output of the compressor
[underlined] Servicing. (DI) [/underlined]
Visual bfects [sic] security
Minor Inspection plus DI. only clean filter.
[underlined] Main Control Lock [/underlined]
Purpose – To provide a means by which the pilot can engage the Auto, controls after spinning up the gyro.
[underlined] Description [/underlined]
The casting has four connections and one vent to atmosphere. The barrel is so drilled that a passage of air from the inlet can travel
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[annotated drawings of Control lock]
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to any of the outlets as required.
The M.C.G. has three positions and the barrel is rotated by a handle into any [deleted] of [/deleted] one of three positions, they are out, spin, & in, In the out position the air go back to the compressor by the segon [sic] system. There is a restriction choke to ensure an emdiate [sic] held up of pressure When the compressor starts.
In the Spin position the air goes to the spin jets also to the steering controls. In the IN position air goes to the centrilyin [sic] and the main valves and also to the same positions as in spin
[underlined] Installation [/underlined]
The handle can be put in any one of 6 positions, and a deturn [sic] line on the barrel and one on the casting are to indicate the out position of the M.C.G when they are lined up.
The plate on top is reversiable [sic] and with the deturns [sic] lines up and the handle in the must conveint [sic] position for use the plate mustbe [sic]
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replaced with the word out against the hand installated [sic] in pilots cock pit
[underlined] Servicing (DI) [/underlined]
Test for freedom of movement and security and Care the handle in the out position
[underlined] The Steering Control. [/underlined]
Purpose: –
To enable obesever [sic] or bomb aimer to change the course of the A/C while under Auto, controls as desired for bombing runs etc, Fitted in the bomber – aimer compartment having three connections the centre one being the inlet the air coming form the M.C.C. in the spin and in position The other two connections are the outlets to the course change valve via, the turn regular [sic] the inlet connection has a filter which is make up of two gauge discs and cotton wool held in position by a circible [sic]
[underlined] Servicing (D.I) [/underlined]
Test for freedom and security ensure
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that the control fully springs back centre position
[underlined] First Minor Inspection [/underlined]
DI. plus clean filter
[underlined] Steering Lever. [/underlined]
It is fitted in the pilots cockpit and is to enable the plot to change the course of his A/C under automatic controls, ad is connected to the steering control by bourden [sic] cable
[underlined] Note 1 – [/underlined]
At the rear of the steering control there is a note of turn adjusts this is adjusted to the no, of degrees as layed [sic] down for the particular A/C in the A/C manual.
[underlined] Combined Air Pressure. Gauge [/underlined]
This gauge is used to indicate the pressure in the system also as an indicator to the f/aft trim if the A/C. It has three connection at rear A,B. up, and C. down, Connection A will be T. in the supply pipe line between the test cock and M.C.C. Connections B & C are
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[annotated drawing showing Diogramatic sketch showing A. course change.]
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connected to either side of the elevator S/M.
[underlined] 1/10/43. [/underlined]
[underlined] D.I. C.G.C.V.D.S. [/underlined] and with engines running the pointer on the right hand side of the dial should read 60lb pr. sq. in.
[underlined] Twin Regulator. [/underlined]
In very modern A/C it has been found that thy will not turn at the same rate as the outer jimble [sic] ring, The must is there for that the O,R, moving faster than the A/C. the centrelyir [sic] pin touches the cone and the jumlb [sic] system toples [sic], This happens when the outer ring has exceeded the turn [deleted] of the turn [/deleted] of the A/C G16 1/2 degrees.
[underlined] D.I. [/underlined]
Check for general security switch on and note that the electrical magnetic become engemging [sic]
[underlined] Note: – [/underlined] The turn regulator operated by two contacts in the R and E plate Stop the outer ring pressuring The contacts are broken when the pin on the out ring engages with the long contact this takes place when the outer ring has exceeded the A/C turn G 16 1/2 degrees.
[page break]
[underlined] Servo Motors. [/underlined]
The s/M consist of an out side casting with two pistons inside each redgity [sic] attached by a toatl [sic] rech [sic].. Movement of piston & rach [sic] rotate a pinion attached to a shaft on which is carried a pully or a chain sprocket, this sprocket is connected to the A/C controls,
A realise clutch is provided which enables the pully to rotate freely [deleted] with [/deleted] the clutches in the out position.
A second pully is hyd [sic] to the same shaft and operates the [underlined] follow up cable [/underlined] thus moving the follow up units in the back of the plates
[underlined] D.I. [/underlined] C. for general security make sure that the clutch tongue clearance s 50 thou, with the clutches in the out position. Engage the clutches and operate A/C controls manualy [sic] until the clutch tongue fits into the groove in the clutch plate.
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[underlined] 1/11/48. [/underlined]
[underlined] Centrelizer [sic] R.E. [/underlined]
Purpose: –
1. To lock the gimble system when the A/C is taking off and landing and with M.C.C. in the OUT and SPIN position.
2. Supply air to the main valves with the M.C.C. in the in position,
3. Exhaust the air from the S/M when the M.C.C. is in the out x [inserted] spin [/inserted] position [underlined] 3/10/48 [/underlined]
[underlined] Action [/underlined]
When pressure enters the inlet from the in position of the M.C.C. it passes into the front of the piston forcing the piston back against the tenstion [sic]of the spring, he cone is therefore moved away from the centrilyer [sic] pin the rubber washer attached to the piston seals of the parts from the S/Ms closing them from atmosphere.
[underlined] he Relay Valve. [/underlined]
The relay valve is fitted to prevent stihing [sic] the would relay passes the outer ring through the back torque being applied to the iner [sic] ring the result would be bad course keeping
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[annotated drawing showing Rudder Hnd. Elevator Plate]
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[underlined] 3/10/40. [/underlined] This is eliminated by attacting [sic] the fairy piston to the iner [sic] ring linkage and the relay valve relaying the movement to the main elevator valve.
[underlined] The Watts Weight. [/underlined]
Purpose.
It is fitted to counteract the efforts of centrifugal force on the act of the balanced mark of the jimble [sic] system It also acts in spectched [sic] stabilgidatign [sic] and aids the mans balanced weight to make the inter ring to confimed [sic] to the cariture [sic],
[underlined] Rudder And Elevator Writ. [/underlined]
It consists of two parts the frame which is billed to the port side if the A/C and a base which is carried on the frame and allowed to rotate, The base can be rotated by means of louden cable from the pitch attuide [sic] control. The jimble system is connected to the base by pivots top and bottom of outer ring and are of set 15o. The rotor spins at approx. 18 to 20 thousand rev, pr, ring and is forced round by a two that jy [sic] The jimble system is connected to the watts weight which tilts forward 15o ths given pitch stabilization it is locked by means of the centrilizer [sic] laying immediately above the watts weight – The rudder valve is a
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attached to the outer ring while the relay valve (elevator) is attached to the iner [sic] ring. To prs of turn regular contacts are mounted on the top of the outer ring, between which is the contact breaker attached to the outer ring.
[underlined] Position Of Filters. [/underlined]
[table showing R & E Plate, Sub & Main]
[page break]
[underlined] Filters on Componant [sic] [/underlined]
Compressor. 2.
Oil Reservor [sic]. 1.
Cleaned Air drier 1.
Air intake trottle [sic] 1.
Steering control 1,
[underlined] Datums [/underlined]
1 Datum on fixed and rotating part of the plate to indicate the position of the plate when the attitude it at zero,
2. A datum in either side of the base plate which should be in line with the f/aft axis of the A/C.
3. A datum on the pinion and base plate under the dust covers for the purpose for getting the valve control in these slides during installation.
4. Datum on valve casing and valve slide for the purpose of getting the valve casing central over the valve by fine adjustment of the louden cable ( 3 & 4 apply to the rudder & Edwalh [sic] (follow up system
5. A datum on the rack and pinion of the S/M indicating the centre of travell [sic]
6 A datum on the MCC. to indicate the mcc. in the out position
[page break]
[underlined] Fitting Of The Follow Up Cable [/underlined] (On Sperry)
Fit the follow-up pully onto the exell [sic] of the serrated disc taking care that the clutch pin engages and that the leaf in the spring fitts [sic] over the pin projecting from the mounting unit, The servo motor piston must be placed in an extrem [sic] position and the cable attached to the short end attach the cable to the piston by a shackle and pin pass the cable round free pullys [sic] and had it to the back of the mounting unit wind up the spring in the pully on the mounting unit to its fullest extent and release a quarter of the turn pass the cable case round the pully and through the hole provided Mark the position where the cable passes through the hole tie a knot on the cable at the point solder and cast of excess cable round installation may be checked by the movement and direct of the fallow of pully
[drawing showing elevator, aileron and rudder movement]
[page break]
Eileron [sic] Plate.
Pricessing [sic] Valve and torque motor
Purpose:
These are fitted to the ililion [sic] unit and cause the outer ring to fricen [sic] at the same speed as the A/o is turning.
Action.
Air is lead to the processing valve from the spin position of the M.C.C. the valve casing being attached to the base plate
and the piston attached to the outer ring any movement if the A/C in turn will cause the casing to move over the piston. This allows air to pass to one side of the torque motor piston movement of the torque motor piston therefore will cause a linkage to move applying torque to the iner [sic] ring. This torque applyed [sic] to the iner [sic] ring causes the outer ring to process at the same speed as the A/C.
Eilleron [sic] Centrelyer [sic]
Purpose: –
Similar to that of the centrelizer [sic] on the R & E plate it was of a [deleted] unreadable word] [/deleted] paissor [sic] type and the minor engage with a pair attached to the inner ring
Some wont be taken to replace the Elanh [sic] off cap after completing your D.I. Louless [sic] to do
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would automatically make the unit w.s. The inlet filter on the centrelizer [sic] is situated on the supply connection outside the unit the outlet is situated ar [sic] left of the unit inside
The Gravity Weight
Purpose.
To counter act the effects of f/aft osileration [sic] and to act as an extra gravity control.
Daily Inspection MK IV.
R. and E. Unit.
Remove cover, decentrilize [sic], test motor for freedom, and outer ring for end play (100s ins). Examine all flexible hose or rubber piping, test all valves, pistons, and slide, and oil all moving parts with one drop of A/F. Test security of weights examine all louden cables ensuring they do not foul the plate when it is rotated. Recentrelize [sic], remove the surface oil from cover examine corkwasher for damage and replace
Aileron Plate
As above, but note that the centrelize [sic] cap had to be removed to allow the decentrelizing [sic] key to operate therefore cap
[page break]
[annotated drawing showing MK IV Cable Layout]
[page break]
must be replaced.
Components.
Air Intake throttle. V.D/S.
Compressor. V.D.S. also security of pipes and examine for leaks,
Alternative valve and oil cooler V.D & S.
Chemical Air drier V.D. & S. recharge if necessary.
MK. IV Int lock V,D.S. & lock in flying position
MK V “ “ “ “ “
Main Control lock. test freedom of movement and Care in out position
Steering Lever. test freedom of movement and leave control
Pick Altittude [sic] control “ “ “ “ “ “
Steering central “ “ “ “ “ “ “
Combined Air pressure gauge V.D.S.
Towen [sic] Regulator test functioning and put one drop of A/F oil in the piston
Clutch. Lever. V.D.S. Clutch the (.005) clearance and leave clutches in.
Installation
Follow – up cables including fitting and stripping of S/M.
1. adjust the end plates of S/M to suit position in A/C
2. Remove 2BH nut and clutch tongue
“ spring loaded plunger.
[page break]
4 By means of S/M knob extractor remove clutch plate from spline shaft.
5. By using to to. BA bolts remove follow up pully and dowllplates [sic]
6. Adjust position of stop plate to avoid bends in cable
7 Set the S/M central G datums
8 Re [missing text] dowel plate and follow up pully so that the nipple is 180o away from the centre of the dowdenstop [sic]
9. Replace clutch on spin shaft using asembly [sic] tool
10. Grease and replace spring loaded plunger and refit clutch torque megism [sic]
11. With the S/M. central note also that datums under dust covers and valves clicks are in line proceed then to fit cable.
12. Tension cable G means of the adjusters until keeper joint dropps [sic] off.
13 Test for correct operation by movement of rudder Comand [sic] control column, note correct rotating of follow up pully and control surfaces
Steering Lever And Steering control cable.
1. Set datum on steer lever fully and datum on base.
2 Set datum “ “ co “ ntrol “ “ “
casting
[missing text] ust louden stats on stume [missing text] troll and lec [missing text]
[page break]
Office in the slots opposite the adjustors
4. Ensure that when the s/lever is moved left A/C will also move to left.
Clutch Lever.
A single cable is lead from the clutch lever into centre riffle slott [sic] of the slider in the distriubtor [sic] two cables lead from this, one to another slider and dist [missing text] the other to the S/M so giving three cables to the S/M
With clutch in there should be slack in the cable and slider should be 2/3 down the distributor case, With clutch out clutch should be ober [sic] of the clutch plate G (005”), any adjustment to be on distributors on S/M.
Pitch Alititude [sic] controls.
1. Ensure P.A.C. is installed with datums on front cover and has aligned so that the oil hole it at the top
2. Remove front cover, and with P.A.C. reading zero locate an With 1/4” ripple in its slot.
3. Line up datum on rotatable platform with arrow lead on base plate and locate cable around plate with 3/4” riffle is it
4. Set for clockwise rotating of unit when P.A.C. is moved to climb
Characteristics of the cables.
1. P.A.C. along length of lone cable and 1/4” & 3/8” riffle, two adjustors and cable crossed when installed
2 Steering lever to [missing text] ing control cable short length of [missing text] cable 1/4” & 3/8” riffle [missing text]
[page break]
there are seven terminals which are No 1 to 7. and are also coloure [deleted] d [/deleted] coded, One main switch operates all systems together (Design system)
[underlined] Installation. [/underlined]
D.1 C.G.V.D,S,
Switch on main switch and see that the dails [sic] indicate the amount of fuel, & oil, etc.
[underlined] 30br. [/underlined]
Inspect wiring terminals fuses and general security
[underlined] 30 * br. [/underlined]
Same as above oaG [sic] check calibration of Transmitters and indicators.
[underlined] Telegon. Equipment [sic].[/underlined]
The equippment [sic] is installed only in American A/C and these Boston, Havoc. Hilmore, The instruments which employ this system are 10 in number and are.
1. Oil pressure. 2. Oil temperature
3. Fuel “ 4 Air intake temperature
[page break]
5 Nose Wheel.
6 Port “.
7 Stbd “
8 Flap (position indicator)
9 Manifold press or Coast Gauge.
10 Fuel contents.
The advantage of the system are many and include the following : –
1 Fany [sic] maintenance and testing
2 Space and weight saving.
3 Extreme accuracy.
4 Interargeability [sic] and easy replacement.
5 Wses [sic] breeze wiring.
[table showing instrument / Code No / Code Colour / connection at rear]
[page break]
[underlined] Pressure Gauges Transmitting – Type Fuel And Oil Pressure Gaug [missing text] [/underlined]
In this type of gauge the pressure being measured is not in direct contact with the gauge, but us admitted to a closed case containing a flexible capsule, the inside of which is connected to the instrument by means of a copper capillary tube. The capsule, capillary, and lounden tube are completely fitted with a special fuild [sic] usually alcholal [sic] which acts as the transmitting medium. The system prevents loss of fuel and oil pressure which might be caused throught [sic] a faulty instrument.
[underlined] Daily Inspections. [/underlined] Clean glass visual defects and security.
[underlined] 30 br Inspection [/underlined] Int. functioning on ground test
[underlined] 30 * “ “ [/underlined] Examine capillary for highs and dents and security.
[underlined] Choke For “HYDR,” System [/underlined]
Purpose – To protect the gauge from flow.
[underlined] Installation. [/underlined]
1) Flush the pipe line to the choke (Petrol 50. [missing text]
2) Connect inlet to pipe line with [missing text]
[page break]
[missing text] ointing to the [deleted] (dail) [/deleted] gauge, leave half turn loose.
3) Leave two parts of the choke half turn loc and connection to gauge half turn loose.
4) Turn on oil and ensure it leaks freely from connections especially instrument one.
5) Tighten connection
[underlined] Note. [/underlined]
Dont [sic] attempt to alter choke jet if removed to clean filter proceed as if installing a fresh choke.
Three types of unions on instruments.
1) Nipple adapton [sic] union
2) Soft solder [deleted] ing [/deleted] ed spherical nipple union F.P.G. direct type
3) Spigot union.
[underlined] Transmitting Oir [sic] of Fuel Pressure Gauge. [/underlined]
[underlined] Installation. [/underlined]
Remove banjo union and capillary by unwinding off the drum not drawing off [missing text] ielly. If the instrument is to be [missing text] unted in the front of the panel, [missing text] the banjo union and capillary
[page break]
through the hole in the dashboard then secure the indicator. If indicator is to be fitted behind [missing text] panel the union and capillary will not have to be pass through. The union and capillary will have to be passed along the route to be taken, the capillary being cleated at frequent intervals (approx., every ft.) with metal clips lined with some resilient material. Finally ensure that the copper washers are in position when fitting the union, and that the capillary is looped with a minimum radius of 5/8 in any spare capillary must not be cut, but is to be coiled on the bulkhead in approx. 6” dia. coils cleated in at least three places.
[page break]
[annotated drawing showing Transmitting Oil or Fuel Pressure Gauge.]
[page break]
[annotated drawing showing Fuel Pressure Warning Lamp.]
[underlined] Purpose. [/underlined]
To give warning if fuel pressure falls below correct value.
[underlined] Consists. [/underlined]
1. Pressure Wnit [sic]
2. Resistence [sic]
3. Warning Lamp.
[underlined] Installation. [/underlined]
Pressure unit is secured to engine
[page break]
[missing text] ollow bolt after it has been adjusted [missing text] arning lamp is fitted on instrument panel, resistence [sic] where convenient in the circuit.
[underlined] Air Temperature Thermometer. (Strut Type) [/underlined]
The principle of operation is he expansion and contraction of alcohol, dyed red or black in a glass tube, The tube is triangles in shape, so as to maginify [sic] the column and make it easily visiable [sic] in a 14 degree arc when seen from a distance. A sun shield is fitted over the bulb it protect it from direct rays of the sun, the range of the therm, is from – 40o to and 60o (MK V.B.) and -35o to and 55oC (MK2
The thermometer is strapped to the port outer interplane strut, out of the slipstream of the aircrew.
The boiling point of alcohol is 78oC
The freezing point of “ “ -130oC.
[underlined] Air Phychrometer. MKV. [/underlined]
The purpose of the instrument is to give an illustration of the amount of water vapour in the air, It consists of two alcohol – in – glass thermometers
[page break]
mounted side by side. The bulb of one thermometer is enclosed in a muslin bag which is connected by a wick to a reservore [sic] of distilled water, evaporation of the water is accompanied by loose [deleted] (up) [deleted] in heat, conquently [sic] the bulb of the wet thermometer is at a lower temperature than the dry bulb. The more humid the atmosphere the lens will be evaporation from the wet bulb and consquently [sic] the loose of heat will be less, The difference between the two readings, or “wet bulb depression will therefore also be less.
It is the difference between the two thermometer readings which gives the indication of the amount of water vapour in the air, and an inspection of the tables in A,P, 275 will show that the greater the difference between the readings the less the humidity and vice versa. it is most important that the dry bulb should meet the airstream first, The instrument must be placed with particular side [inserted] for [/inserted] [deleted] up [/deleted] ward and the side is so marked as the dry bulb is mounted on
[page break]
[missing text] he left of the assembly the instrument must be mounted on a starboard strut.
[underlined] Installation. [/underlined]
The instrument is designed to be strapped to the starboard interplane strut (outer) of the biplane, so that the dry bulb is forward care should be taken to ensure that the instrument is in the pilots line of vision.
[underlined] Maintenance [/underlined]
The instrument should be periodically cleaned and the muslin bag and the wick should be washed and rinsed in distilled water the straps need periodical attention
[drawing showing Direct Air reading Therm temp]
[page break]
[underlined] Purpose. [/underlined]
To show the air temperature, this type will replace cappillary [sic] and electic [sic] types on 4 engined [sic] aircraft.
[underlined] Installation. [/underlined]
The scale is fitted inside the aircraft where the observer or pilot can see it. The bulb prortudes [sic] 1 inch through the aircraft skin and is protected by a metal sun shield.
[underlined] Maintenance. [/underlined]
See that the scale is elegible [sic] and the file mark on the glass is opposite zero on the scale,
[underlined] Oil And Air Temperature Thermometers [/underlined]
Both these instruments are required to indicate temperatures less than +40oC consequently the vapour pressure type would not suitable, The mercury is steel type, which is really an adaption of the mercury in glass type is there for used, The instrument may be considered is consisty [sic] of 3 parts –.
1). The bulb in both case in of
[page break]
[drawing showing Temperature Thermometer]
[page break]
and is completely filled with mercury. The bulb of the air temperature thermometer is long and copper coated and enclosed is a [deleted] copper [/deleted] metal shield to protect it from the direct rays of the sun, The bulb of he Oil temp, therm, is similar to that of the Radiator Therm, has a rounded end.
2).
The capillary (.006 in bore) is of steel and covered with a protective braiding. It is completely filled with mercury when the capillary of the air temp therm, exceeds 20ft in length, temperature compensating links are fitted at intervals of 20ft..
These links consist of an enlarged portion of capillary containing an inner steel rock.
3/.
The indicator is of the lundon tube type the tube being completely filled with mercury. The lourdon tube takes the form of a double spiral spring to the inter coil of which a bi metal piral is fitted for temperature compensation
[underlined] Installation. [/underlined]
To similar to that of Radiator thermom [missing text]
[page break]
[underlined] Maintenance [/underlined]
D.I. – Clean glass and inspect for visual defects the indicator should be reading the temp, of t [missing text] time of the inspection
[underlined] 30. br inspection. [/underlined] Int oil temperature for correct func [missing text] on ground test.
[underlined] 30* br “ [/underlined] Examine capillary for kinks and dents security.
[annotated drawing showing air temperature]
[page break]
[underlined] Reads the temperature of the days. [/underlined]
[chart for height and air speed]
[underlined] Compression Error Card. [/underlined]
Conection [sic] to subtracted from reading.
Air Temperature MK.III.
Similar to MK.II. expect that the bulb is fitted in a case from which it cannot be removed. The case is mounted flush with the mainplane and insulated from it is to fibre washers. No Error Card is required. D.I. and maintenance as for MK.II.
[drawing]
[underlined] Radiator Thermometer/ [/underlined]
The instrument has been design
[page break]
to indicate to the pilot the temperature of the liquid in the cooling system of the engine. The principal of the operation is that the vapour pressure of ethyl ether is a definite figure for given temperature. A vapour pressure is not o until a temperature of [underlined] 35oC. [/underlined] is reached The instrument maybe considered to consist of three parts. –
1, The bulb of brass and copper. (flat ant end) is two thirds full of liquid, th the remainer [sic] of the spare being vapour the tube reaches half way down the
2.
The capillary of I.M/M. bore also of copper completely filled with liquid.
3.
The indicator is of the lourdon pressure [missing text] type, the tube being completely filled w [missing text] liquid, the bezel is coloured blac [missing text] to indicate water, On some types there red markings on the scale to warn the [underlined] pilot of reducing [/underlined] B.P. at height.
[underlined] Maintenance [/underlined] D.I. C.G.V.D,S.
[page break]
[underlined] 30 br. inspection. [/underlined] test functioning on ground test.
[underlined] 30* “ “ [/underlined] Examine capillary for kinks and dents.
[underlined] Thermometer Calibrator. [/underlined]
The master thermometer and bulb af. instrument under test are clipped together and placed in the can, hot water is then poured in, The water must be hot enough to allow a first reading of 90o to be taken, then as the water cools, the reading of the master thermometer and instrument dail [sic] should be checked at 80oC and 70oC.
[underlined] E.S.I (Mech) [/underlined]
[annotated drawing]
[page break]
[underlined] Flexible Drive. [/underlined]
Brass casing
Drive held in place by split washers at each end, one must be taken off to remove [missing text] drive, the casing can be slightly lengthene [missing text] or shortened by screwing it.
[underlined] Steel casing. [/underlined]
Drive has collar at one end and cas [missing text] can not be adjusted
[underlined] Mechanical. Engine Speed. Indicator. (ESI) [/underlined]
These instruments have been dis [missing tet] to indicate to the pilot the rate o [missing text] revolution of the crank shaft of an a [missing text] engine, There are at presant [sic] three employed in the service, one which mechanical and two other electrical.
[underlined] Mechanical. Type. [/underlined]
The instrument operates on the pres [missing text] of the centrifugal govenor [sic], the mechanism is enclosed in a metal case which h [missing text] circular dail [sic], The instrument is usualy [sic] driven at engine speed by a flnabl [sic] which runs at a quarter engine speed
[page break]
order to reduce wear, To make this pou [missing text] gear boxes of various types are employed. P [missing text] drive consists of several layers of stub were wound in opposite directions to provide flexibility and strength, This runs in a flexiable [sic] brass outer casing, To the ends of the drive are soldered squared connectors, The drives are retained in there casing by means of slip washers, and they should have 1/8 to 1/4 fly. Holes are drilled in the engine end of the flex drive to prevent oil pressure forcing oil along the drive casing to the instrument.
[underlined] Installation. [/underlined]
Flexiable [sic] drives should be supported at intervals along there length and care should be taken to see that there are no sharp bends, A carelessly fitted drive may cause the indicate pointer to fluctuate.
[underlined] Maintenance – [/underlined]
[underlined] DI [/underlined] – Gear boxes and drives should be greased periodically with anti – freezing grease.
[page break]
[underlined] Air – Craft. Clocks. [/underlined]
[underlined] lock MK.I. [/underlined]
Since this clock was for use [missing text] ea planes and flying boats, it has [missing text] be water tight by hinges and rubber rings It has to be opened when the clock re [missing text] windy (i.e. every 8 days) or when hands require si [missing text]
[underlined] Clock MK II [/underlined]
This clock is usually found on pilot instrument panel, It has one 8 dry moveme [missing text] with bezel wind gear, A catch allows the [missing text] to be used for setting the hands. A pair of dummy hands are provided for marking start of flight.
[underlined] Clock. III. [/underlined]
This clock has an eight day moveme [missing text] with a stop watch arranged, The [missing text] of trip hands and second hand are started, stopped, and returned to zero G [missing text] successive pressing of the knob situated hour o’clock, The knob at six o’clock [missing text] erates an arested [sic] gear for interrupting the [missing text] trip hands, A coloured tele – t [missing text]
[page break]
shows red for recording and white for waiting, The knob at eight o’clock is for winding, and when pulled out for setting the hands.
[underlined] Maintenance Of Clocks, [/underlined]
All clocks should be checked on the daily inspection and wound when necessary.
[underlined] Fore. And. Aft Line. [/underlined]
These instruments are of the liquid in glass type, and are used to indicate the attitude of the aircraft both longitudinally and laterally, The liquid must register at zero when the aircraft is in rigging position.
[underlined] Maintenance [/underlined]
Check daily for security, cracked [missing text] or broken glasses or tubes.
[deleted] Maintenance Check daily [/deleted]
[page break]
[underlined] Compasses [/underlined]
[underlined] Note the following. [/underlined]
1) Pendulous suspension to overcome dip.
2). The magnetic system is mersed [sic] in liquid [missing text] to slow down oscillation and to reduce [missing text] on the pivots.
3. The bowl is filled completely to ove [missing text] liquid swirl.
4. A capsule or sylfon [sic] bellows is incl [missing text] to allow for temperature changes.
5. The liquid is de – arested [sic] to prevent t [missing text] formation of bubbles at high attitud [missing text]
[underlined] Corrections. [/underlined]
1. Coefficient. “B” & “C” are corrected by the correc [missing text] box
2. Coefficient “A” is corrected by rotating th [missing text] mounting, Any remaining error is put on duration card.
[underlined] Pilots Types. [/missing text]
P” Types are used by the pilot to ma [missing text] a course, They are fitted with a grid ring which rotates on the compass [missing text] t can also be locked in any position
[page break]
“P”.4. Standard types 4 magnets 8 filiments [sic] – capside.
“P”. 6. Similar to P.4 but smaller 2 magnets 8 filements [sic] sylton [sic] bellows.
“P”8. Slightly smaller than “P”.6 moulded grid ring 2 magnets 8 filiments [sic]
“P”.7. Designed to eliminate parallop [sic] error, lowflow is viewed in an adjustable mirror. Through the glass topped sylpon [sic] bellows, Grid glass is opal and has a scale on grid ring edge 2 magnets 8 filements [sic].
“P”.9. Compass mounted upside down and viewed in adjustable mirror 2 magnets 8 filiments [sic]
[underlined] Observers Type. [/underlined]
O. Types are used for taking bearings on distant e.g. of the sun, The compass card is mounted on the magnetic system and is used through the prisms carried on an aizimuth [sic] circle which can rotated O, 2 & O. 2A, Standard type, capsule 4 magnetic 8 filiments [sic] fitted on O5 standard O5 standards are fitted wherever required and each standard has a connector box.
[page break]
O,6 Hand held compass, no connection fou [missing text bulb and battery in wooden handl [missing text] O,6A. Similar to O,6 but with different finished i.e. moulded handle.
[underlined] Aizmuth [sic] Bracket. [/underlined]
Type 4 for use with O5A standard com [missing text] it can be put in any position it is fitted with dark glasses and a min [missing text] for solar obserations [sic]
[underlined] Bombsight Compass. [/underlined]
Wsed [sic] in course setting bombsight I [missing text] has a wind direction arrow on the verge glass
[underlined] Maintenance. [/underlined]
D.I.P. types – Check security of mounting corrector box, Clean glass check action grinding, See that there are no bulb
[underlined] O Types. [/underlined] – Check security of O5 standa [missing text] clean glass on azimuth circle with cham [missing text] leather, Check action of azimuth, Repla [missing text] equipment in storage
30. br. – Examine liquid for discolourati [missing text] hich ante – vibration mountings
[page break]
[underlined] 30* br. [/underlined] – Pivot friction test with a magnet displace compass through 10oE hold for 1/2 min then release and note the sitting position repeat 10oW The difference between the readings should not be more than two degrees.
[underlined] The Course Setting bombsight. [/underlined]
Instructions for removing from box.
Pull back the spring loaded knob and the bottom right rear of the B/S and pull sight of spigot.
To Replace in Box.
1. Set wind speed to zero
2 Set enemy speed to zero, and enemy direction to 90o.
3. Set air speed to maximum
4 Set terminal velocity to [infinity symbol] (infinity)
5. Set high bar shorter to 3,500 ft.
6. “ auxillary drift bar to position for
7. Lower wind gauge bar to (Port drift operational drift.
8. Release height bar clamp and lower high bar.
9. Slide Bombsight on spigot, taken care not to strain the height, until the spring
[page break]
catch goes home.
[underlined] Installation Of Levelling Bracket. [/underlined]
1. Put A/C into flying position and b [missing text] bracket nuts in place
2. Place B/S. on bracket, and level B/ [missing text]
3. Put wind speed and enemy speed t [missing text] zero.
4. Drop plump – lines from nose and to [missing text] of A/C and draw a line on ground through fore – aft positions and extend t [missing text] forward of the A/C.
5. Look through the sight at f/aft lin [missing text] it should lie parellel [sic] to drift we [missing text] If not adjust the levelling bracket by puting [sic] then washers under the forwa [missing text] securing bolt or the two rearward bolts until correct alignement [sic] is obtained.
[underlined] Azimuth Bracket And steering Indicator. [/underlined]
This installation is intended to cut do [missing text] the time needed for a bombing re [missing text] The azimuth bracket has a spigot which can be moved horizontally or loc [missing text] the true athwanship [sic] position, Moveme [missing text]
[page break]
of the spigot is repeated by the points of the pilots indicator, two small lamps, red and green, included in the steering indicator can be operated by the bomb – aimer by two push buttons, General maintenance is to ensure freedom of the moving parts, greasing when necessary, to ensure that catch functions correctly, and that electrical system is operating.
[underlined] Installation. [/underlined]
The spigot is locked in the [deleted] control [/deleted] central position and the installation is then carried out exactly as for the levelling bracket, Steering indicator goes in the pilots panel, The main switch and press buttons go in the bomb – aimers position, If there is a 24V. supply three resistances must be used in the circuit.
[underlined] Tail. Drift. Sight. [/underlined]
1 Measures angle of drift.
2. Base plate fitted in floor of A/C.
3. Telescope points downwards.
[page break]
[underlined] Installation. [/underlined]
1. Put A/C in flying position, and level t [missing text] base plate with washers under the bol [missing text]
2, Fit the telescope and turn pointer to zer [missing text]
3. Draw f/aft line on hanger floor.
4. View the line through the telescope wh [missing text] rotating the knob, The lines should rem [missing text] in the gratiule [sic]
5. If not slacken the bolts and rota [missing text] the base plate slightly.
[underlined] Maintenance. [/underlined]
1. Clean optical parts.
2. Clean base plate scale and slider and grease with anti – freezing grease if necessary
3. Check the lighting system,
[underlined] Drift Recorder. [/underlined]
To indicate to navigater [sic] the angle of drift of the A/C, and [deleted] the [/deleted] is installed I [missing text] the side of the A/C.
[underlined] Installation [/underlined]
1. Slide drift recorder on the rails.
2. Drop plumb lines from nose and tail
[page break]
of A/C and draw f/aft line on hanger floor,
3. With some ones help mark spot on ground coinicident [sic] with nearest datums on graticule lense. [sic]
4. Draw a line to f/aft line, the angle between the two being 90o.
5. Looking through the eye piece this line should cut through both top and bottom datums on graticule lense. [sic]
6. If not rotate lense [sic] until the line is parellel [sic] to the datums.
7. Unscrew [inserted] screws [/inserted] securing drift scale, slide drift line scale along until zero is coincident with lubber line.
8. Secure drift scale.
[underlined] Maintenance, [/underlined]
1. Examine sorbo [sic] rubber for deteriation [sic]
2. Clean lense [sic] with soft cloth, making sure not to damage the partagraph [sic] pointer,
3. Lightly oil all moving parts with anti – freezing grease.
4. See that pencil is in servicable [sic] condition
5. Clean frosted glass with damp rag.
6. When not in use replace D/R. in its stowage
[page break]
[underlined] Distant Reading Compass [/underlined] (D..R.C.)
Has the advantages of overcoming the errors that effects a normal compass, and consists of the following : –
1. [underlined] Master Unit. [/underlined]
Which is electrically operated gyro controlled by a magnet, The M.W. sends electrical impluses [sic] to the : –
2.
[underlined] Variation Setting Correctors. [/underlined]
This enables the pilot and [deleted] U [/deleted] navigator to set the local variation on the repeaters, thus making them read true geographical north, Electrical impulses from the Y.S.C. go to the
3.
[underlined] Repeaters. [/underlined]
They are installed in various parts of the A/C in any convienient [sic] [deleted] place [/deleted] position, 6 repeaters can be used with one : –
4 [underlined] Normal Setting Switch. [/underlined]
To start M.W. and to speed wf correction of the gyro on starting.
5. Radio Interference Suppressor.
[page break]
To prevent the M. W. works distorting the A/C radio
[underlined] Before Flight Test. D.I. [/underlined]
1. Set switches to [underlined] on [/underlined] and setting respectively after 5 mins or when the M. W. hunts about a constant heading switch to [underlined] normal. [/underlined]
2. Set V.S.C. to zero.
3. Check that all. repeaters read same as M.W. &H” errors card.
4. Check hunting of M.W. put [deleted] setting [/deleted] switch to setting tilt M.W. in easterly direction (reading will increase) Westerly direction reading will decrease.
5. Put switch back to normal.
6. Set local variation on V.S.C. if true reading is required
[underlined] Synchronizing Repeaters. [/underlined]
1. Start D.R.C. and allow to settle
2. Set lubber line to its central portion
3 Set V.S.C. dial to zero.
4. With by set all repeaters to same reading as near as possible to M.W. reading & “A” error.
Found one card on master. Unit Ajust [sic] V.S.C. to eliminate any remaining errors.
[page break]
6. Set lubber line on V.S.C. to zero and lock.
[underlined] Functioning Int. [/underlined]
1 Start D.R.C.
2. Note that at normal the hunt is 1/8 & 1/4o and at setting there is a slow oscillation over a range of 3.8 degrees.
3. Switch to normal and note M.W. reading tilt M W in an Easterly direction and hold it until the reading increases by 5o. Return M.W. to vertical after two minutes take reading: – Repeat in a westerly direction, [deleted] (until readings) [/deleted] difference between the wo readings should not be more than 10o.
4. Note M.W. reading and switch to setting, Hold M.W. in easterly direction until the reading increase by 40o Switch to normal and return M.W. to vertical keeping it swinging at an amplitude of 3o until the repeaters return to there previous readings.
Note : – That at all times the repeaters are within 1o of M.U. take the time of [deleted] (degree) [/deleted] decrease in reading of 20o.
[page break]
5/ Repeat that in westerly direction
6/ Times taken in above should not be more than 7 mins and should not differ by more than 3 mins
7/ Check V.S.C. is at zero and note repeaters readings. Set VS.C. to 10o East and note that repeaters increase decrease by 9o – 11o. Set V.S.C. to 10o West and note that repeaters decrease by 9o 11o,
8/ Repeat the above settings and this time restrain the pointer from turning with the card
[underlined] Electrical Engine Speed Indicator. [/underlined]
[underlined] Generator MK.II (EESI) [/underlined]
[drawing of a generator]
[page break]
[underlined] Note. [/underlined]
In any piece of electrical apperatous [sic] the important thing is the amount of current (amp) there will be a certain figure for which the operators will be most efficient. The amount of current depends on (Voltage)(V) and the resistance (ohms) The bigger the voltage the bigger the current the bigger the resistance the smaller the current amp = volts 1/1 ohms or c=v/r
[2 drawings of circuit diagrams]
[underlined] Series. [/underlined] [underlined] Parallel. [/underlined]
Resistance can be convected [sic] together in two ways in series or parallel (see shitl [sic]) when joined in series the total resistance = the separate resistance added together. In a parallel connection the total resistance
[page break]
turned upside down = each of the separate resistances turned up side down and added together
[underlined] Note: – [/underlined]
In a parallel circuit the total resistance is smaller than the smallest resistance used.
[underlined] Cables. [/underlined]
1 Uni.
2. Du.
3 Tri.
4 quadro
5. quinto
6 sexto
7 Septo
8 Nono.
1) Cel = Cellulose.
2). Met = Metal
Note.
Tri = cel = three leads cellulose fsk [sic]
Uni = Met 1 lead metal finish.
[underlined] Continuity Tester. [/underlined]
Used for checking whether a lead is continous [sic]
Method Of testing a Break.
Disconnect a section of lead from its terminal blocks
[page break]
2) Twist two loose end together at one end.
3). Connect the continuity tester to the other end of the corresponding leads
4. Press bottom, if lamp lights the leads are OK.
[underlined] Warning [/underlined]
Do not expect the tester to tell you anything about the continuity of instrument
[underlined] Note [/underlined]
Before using the tester, remember to check it.
[underlined] Continuity Tester. [/underlined]
[annotated drawing]
[page break]
1 Megohm = 1 Million Ohms
[underlined] Wee Meggar. [/underlined]
1 Used for testing insulation
2. Method of use see diagram
Warning: – Dont use as continuity tester.
Never join both terminals of an instrument to a wee meggar.
[underlined] D.ial Control. [/underlined]
[annotated drawing]
[page break]
[underlined] Tank Unit. [/underlined]
[2 drawings]
[page break]
[underlined] Bridge Megger [/underlined]
Three positions
1 Meg: – Used a wee megger i.e. to test insulation
2 Bridge : – To measure resistance
3 Vanley : – Not required in the service.
[underlined] When using as a Megger [/underlined]
1 Selector switch at “Meg”.
2. Connections at “loop” terminals.
3. Turn handle = readings as in notes on Wee Megger
[underlined] When Used As A Bridge. [/underlined]
1 Selector switch at Bridge
2. Connections at “Loop”.
3. Ratio switch at x1.
4. All resistance switched at 0.
5. Turn handle
6. Adjust resistance switches till pointer exactly infinity
[underlined] A. Method Of Adjusting The Resistance Switches [/underlined]
1. Put switch to 9,000 if too big try 900 if too big try 90 if too big try 9 etc.
2 Now set the reading as near as possible
3. If reading is less than 1,000 turn ratio switch to (1/1 100)
[page break]
4. If reading is less than 100 turn ratio switch to (÷ 10)
5. Now get the reading as near as possible and divide the result by 100 or by 10 as indicated by the ratio switch
6. For resistance longer than 9,999 turn ratio switch to (x10) (or x100)
[underlined] Earthing test (Instrument) [/underlined]
[drawing]
[underlined] Test for Instulation [sic] Between Wires [/underlined]
Zero Reading – No good.
Infinity Reading – Inselction [sic] Perfect
Any Ready above 2 Megohms – Satisfactory
[drawing]
[page break]
[underlined] Earthing Test. (Cables) [/underlined]
[drawing]
[underlined] Electrical Engine Speed Indicator MK.II. [/underlined]
Indicated speed of rotation of the crank shaft
[underlined] Generator. [/underlined]
Permanent magnet D.C. type.
Voltage 1 Volt / 100. R.P.M.
“ “ “ 200 “ “ “ in some types.
Operates one or two indicators, milled wheel one or two
Brushes of gold alloy.
[underlined] Indicator. [/underlined]
Flexible Drive MK. VII.
[page break]
Sperry Gyropilot
What type of oil to use.
How to adjust pressure.
3 What to do if vacuum is low
4 When must a drain trap be fitted
5 How and when to clean oil filter
6 Where are air filters
7 What is procedure if an oil gland leaks.
8 [deleted] Follow [/deleted] Purpose of follow up indicies
9 Where are they.
0. How to lat and remove air from zero motor
11 How to test over icole [sic] valves
12 “ “ asemble [sic] B.O.V.
13 “ “ centralise a B.O.U.
14 “ “ fit follow up cables
15 “ “ check after fitting
16 “ “ engage gyropilot.
[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
A name given to the resource
Elizabeth Humphrey's training notebook
Creator
An entity primarily responsible for making the resource
Elizabeth Humphrey
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
SHumphreyE2098310v10006
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
Description
An account of the resource
A notebook used by Elizabeth Humphrey during her training as an instrument technician.
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.
Format
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123 handwritten pages
Contributor
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Anita Raine
David Bloomfield
ground personnel
training
Women’s Auxiliary Air Force
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/416/7653/MTwellsE171780-151026-04.1.pdf
46cabe6f22cd289c48b6f56bc21d2985
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
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IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
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
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Transcription
Text transcribed from audio recording or document
[inserted] LAC Twells [/inserted]
Form 714
ROYAL AIR FORCE
Rough Notebook for use in Laboratories and Workshops.
[page break]
[inside cover]
[page break]
[3 pages calculations]
[page break]
[calculations]
Airscrew efficiency
Efficiency = Thrust HP [Horse Power] / Brake HP
Engine develops 1000 HP
Airscrew develops 800 HP
Airscrew efficiency = THP x 100% / BHP = 800 x 100% / 1000 = 80%
[page break]
[underlined] EMERGENCY AIR [/underlined]
[deleted] Compres [/deleted] Air bottle on rear of front spar filling point in the bomb compartment. Pressure 1,200 lbs / [symbol for square]” Works the U/C [undercarriage] when valve is turned on but not the flaps until selected control valve on starboard at font of port spar.
[diagram of emergency air / hydraulic system]
[page break]
[underlined] Hydraulic System [/underlined]
The Dowty gear type pumps fitted on inboard engines. Supply the light pressure oil nessesary [sic] for the following resource U/C & [indecipherable fragment] FLAPS Fuel jet Hot and Cold air for [indecipherable word] The following selector [deleted fragment] valves fitted in the system direct the light pressure oil independantly [sic] to each source on [underlined] 1 [/underlined] [underlined] U C [/underlined] control valve.
Fitted on right hand side of Pilots seat and has only two pos [positions] for lever,
up or down
2 [underlined] BOMB DOORS [/underlined] Fitted on left hand side of Pilot and is a simalar [sic] valve as U.C
3 [underlined] FLAPS [/underlined] Fitted in front of the [two indecipherable words] pedestal right hand side of pilots seat the plunger moves up or down for the opperation [sic] of flaps this valve however is provided with a neutral position which forms a hydraulic lock to both pressure and return lines of flaps so enabling flap to be set in any given angle.
[underlined] Hydraulic Accumulators [/underlined]
This is fitted in the system charges with an initial air pressure of 220 lbs/[symbol for square]” to absorb the increasing pressure caused by the opperation [sic] of either the Fuel jet or Hot and cold air and so prevent chattering of the valves in the A.C.O [automatic cut out]
[page break]
When the hydraulic is idling sufficient pressure (i.e 850 lbs [symbol for square]”) is stored in the [indecipherable word] to opperate [sic] the Hot and Cold fuel jetts [sic] with out the A.C.O cutting in. The [indecipherable word] will also maintain any small leak at the [deleted] system [/deleted] jacks or in the pipe line after the cut out To test internal air pressure make a selection of one of the resources so allowing the air in pressure to become slack and the air pressure will only register on the gauge
[underlined] Emergency Air System [/underlined]
Compressed air at a pressure of 12,000 lbs [symbol for square] is stored in a bottle [deleted fragment] fitted on the rear face of the front spar and controled [sic] from a valve on the starboard side of the spar will opperate [sic] [deleted word] the U/C. or [underlined] Flaps [/underlined] should the Hydraulic system fail.
[underlined] Lower U/C [/underlined] Open control valve the air will be directed to via the emergency air valve and non return valve [indecipherable word] the down side of the jacks as the air does not pass through the normal hydraulic lines or selector it is not necessary to select U.C down when using this system
[underlined] Flaps [/underlined] When lowering the flaps by this system a selection of the control valve must be made as the air enters the normal hydraulic pressure line before the control valve and is then directed along the normal lines to the jack
[underlined] Note [/underlined] When lowering the U/C the flap selector must be kept in neutral [underlined] Flaps to be opperated [sic] once [/underlined]
[page break]
[5 pages calculations]
[page break]
[underlined] STARTING AND TAKE OFF DRILL [/underlined]
[underlined] 1 [/underlined] Twist cross balance cock to be shut for normal use
[underlined] 2 [/underlined] Swich [sic] on Fuel controls gauge and leave on during flight
[underlined] 3 [/underlined] Test each emersed [sic] pump by ameter [sic] before starting reaching 2 to 4 amp [sic] otherwise pump US [unserviceable] leave immersed pump on, and 2 tanks on until after take off
[underlined] 4 [/underlined] Start engines on No 2 Tanks
[underlined] 5 [/underlined] Warm up run up and Take of [sic] on No 1 tanks
[underlined] 6 [/underlined] Wach [sic] for Fuel pressure warning lights during take off and if red light appears turn the appropriate tank selector cock to No 2 tanks an [sic] land as convenient
[underlined] 7 [/underlined] If take off is OK change over to No 2 tanks and swich [sic] off emmersed [sic] pump in No 1
[page break]
8 Transfer fuel from No 3 tanks to No 2 as soon as space is available. swich [sic] of [sic] emmersed [sic] pump when No 3 tank is empty
[underlined] 9 [/underlined] Cross balance cock is for emmergancy [sic] use only when it is required to run all engines from one tank only. one tank is to be on when cross balance cock is open and emmersed [sic] for that tank must allso [sic] be on
[underlined] 10 [/underlined] If a prop has been feathered or and [sic] engine failed it [sic] master fuel cock must be [deleted] shut [/deleted] turned off
[diagram of fuel pump switches]
[page break]
Action to be taken if Damage to
[underlined] Fuel Tanks [/underlined]
Should slight damage be sustained the gauge should show a slow leak run all engines of [sic] leaking tank.
[underlined] 1 [/underlined] Swich [sic] on immers [sic] pumps in damage [sic] tank
[underlined] 2 [/underlined] Open cross balance cock
[underlined] 3 [/underlined] Turn appropriate selector cock to leaking tank
[underlined] 4 [/underlined] Turn the other tank selector cock off. When the leaking tank has been emptied run all engines [indecipherable word] off the same tank on opposite side in order to balance U/C
SERIOUS DAMAGE
Indicated by needle dropping quickly and will not be possible to run all engines of leaking tank. To maintain balance of U/C however it will be nessesary [sic] to run the engines [deleted] on the [/deleted] off the same tank on the opposite side.
[page break]
[underlined] FUEL JETTISON SYSTEM [/underlined]
[diagram of fuel jettison system]
[page break]
[underlined] Fuel Jettison [/underlined]
2 valves are fitted in each No 1 tank for the purpose of jettisoning fuel they are Hydraulic opperated [sic] and controled [sic] by a rotary valve situated on the port side of pilot seat (RED HANDLE).
Opperation [sic] of the control allows Hyd. pressure to open the air vents and fuel jettesson [sic] valves Fuel is then jettessoned [sic] through a colaspable [sic] tube which extends when the jettesson [sic] valve opperates [sic]. When the required amount of fuel has been jettessoned [sic] the [inserted] CONTROL [/inserted] valves should be returned to its original position thus allowing the springs to return the valves to the closed position the oil displaced being directed to atmosphere
during the action of jettessoning the following instructions must be carried out speed reduced to 150 to 115 M.P.H and flaps lowered 15 [symbol for degrees] 20 degrees [symbol for degrees].
[inserted] [indecipherable word] [/inserted]
[double underlined] GRAVINER FIRE SYSTEM [/double underlined]
A 3 pint Grav Fire Est containing methyl bromide is mounted on the bulkhead behind the each engine when the Ext is opperated (sic) the methyl bromide is sprayed in the form of a gas around the spark plugs and into the chokes of carb. This gas has a smothering and cooling affect on the fire but has no dettremental [sic] affect on the engine.
[underlined] OPERATION [/underlined]
[underlined] 1 [/underlined] Push button on the starboard [underlined] of [/underlined] instrument panel. one per engine.
[underlined] 2 [/underlined] Flare [indeceipherable word] two of these switches mounted on each engine bulkhead if either of these switches ar [sic] subjected to a temp of 140 to 150 C the ext for that engine is opperated [sic
[underlined] INERTIA [/underlined] mounted on starboard side of nose of fuselarge [sic] this switch opperates [sic] the ext for all engines when the
[page break]
deceleration of A/C exceds [sic] 6G
[underlined] GRAVITY SWITCH [/underlined] Mounted on starboard side of nose of F.U opperates [sic] when A C is upside down or U/C is locked down.
[underlined] [/underlined]
[underlined] 1 [/underlined] Port side of Nose, 1/2 GALL
[underlined] 2 [/underlined] Port " of Pilot seat 1/2 GALL
3 Navigators Position Starboard side 1/2 GALL
4 Front Spar Starboard Side 1 GALL
[underlined] 5 [/underlined] Flare station Starboard side 1/2 GALL
[underlined] 6 [/underlined] Rear gunners station starboard side [underlined] 1/2 GALL [/underlined]
[underlined] [/underlined]
[underlined] ACTION TO BE TAKEN IN EVENT OF FIRE ON ENGINE [/underlined]
[underlined] 1 [/underlined] Turn off fuel [inserted] at t master [/inserted] on that engine open throtal [sic] fully. If fire does not go out switch of [sic] ignition feather the prop press button (deleted) [underlined] 2 [/underlined] [deleted] for fire extinguisher if onboard turn off cabin heating system. Do not atempt [sic] to restart engine.
[page break]
Action in the event of Fire in Fuselare [sic] Warn the rest of crew on intercon [sic] to wear oxygen masks turn oxygen to counteract methyl bromide fumes atack [sic] fire with extinguishers with as many of the crew as are avalble [sic] When fire is extinguished open windows to clear fumes.
[underlined] [/underlined]
[Anti icing diagram]
[page break]
[double underlined] OXYGEN [/double underlined]
[diagram of pressure gauges]
PRESURE [sic] 18,00 [deleted] 0 [/deleted] square "
Ground test when flow indicator is not fitted. Sel regulator to 30 place end of thick rubber [deleted] pipe [/deleted] tube near ear when if economiser is working normally [underlined] slow [/underlined] puffs of oxygen will be fell [sic] and heard at 5 to 9 puff per minute.
[underlined] FLOW INDICATOR FITTED [underlined]
Sel regulator to 30 connect up mask and breathe slowly flow indicator needle should flick across with each breath as bag empties If you suspect lack of oxygen turn to emergency
[underlined] [/underlined]
[underlined] PORTABLE OXYGEN BOTTLE [/UNDERLINED]
7 em A/C supply last 10 mins Amount indicated on gauge
[calculation]
OXYGEN WILL LAST
20,000 4 HRS
30000 2 1/2 HRS
[page break]
[double underlined] PYROTECHNICS [/double underlined] [underlined] A.P. 1661 [/underlined]
[underlined] FLAME FLOAT [/underlined] YELLOW AND RED
SMOKE FLOAT YELLOW - GREEN
ALUMINIUM SEA MARKER MARK IV
[deleted] BLACK [/deleted] SILVER WITH YELLOW BAND
MARK V ALUMIUMIUM SEA MARKER DROP
[deleted] MARINE DISTRESS [indecipherable word] [/deleted]
[underlined] MARINE DISTRESS SIGNAL [/underlined}
[underlined] 1 1/4 INCENDIARY BOMB {/underlined]
[underlined] [/underlined]
[underlined] Flame Float [/underlined] rec outer body painted red inner body on float yellow punch attached to laib vane ring uses Nav by night at sea airsea rescue work immergency [sic] flare path when ditching Seting [sic] and launching Pirces [sic] sealing disc with punch and remove remove safty pin and noze [sic] cap launch tail forst [sic] Precaushing [sic] must be launch if sealing disc is moved
[page break]
[underlined] Smoke float [underlined]
body green tail ring and fins yellow half inch round nose. pistol adapther [sic] secured in tail uses Nav aid by day at sea air sea rescue work seting [sic] and lawnching [sic] remove saftey [sic] pin and launch tail first precautions ensure that arming vane is free to rotate replace pin if not used.
[underlined] [/underlined]
Aluminium sea marker MARK IV
Streamline in shape painted aluminium and half inch red band round nose uses to mark position at sea and provide a target for bombing at sea seting [sic] and launching remove transport pin and launch tail first replace pin if not used
MARK V [deleted] send [/deleted] round in shape teliscopic [sic] and painted [deleted] all [deleted] aluminium uses same as MK IV
[page break]
Extend fully and launch nose first, colapse [sic] if not used 14lb [underlined] destructor incendiary [/underlined] painted red with instructions on the side
Uses For the destruction of A/C down in enemy localloy [sic] Take off [deleted] ad [/deleted] Tape and remove cap and strike hard dispose of bomb as soon as nose is struck
[underlined] Signal Cartridges [/underlined] 1 1/2"
[underlined] reconition [sic] classified in 5 [/underlined] groups
[underlined] A [/underlined] double star identified by two coloured tryangles [sic] on case
[underlined] B [/underlined] Changing [deleted] coill coller [/deleted] coullor [sic] bands on cartridge case
3 Single [deleted] coullr [/deleted] coloured identified by single coloured band on cartridge case cartridge case [deleted] on [/deleted] has a milled band in the case of a red signal
[page break]
[underlined] D [/underlined] Smoke puffs identified by a coloured serpentine on cartridge case
[underlined] E [/underlined] Illuminating case longer than other groups. wide white band round cartridge case uses Signaling [sic] and [deleted] recon] [/deleted] [deleted] recoggnition [/deleted] recognition
[underlined] [/underlined]
[underlined] MK 1 TO 4 RECCO FLARE WITH MK II 42 FUSE [/underlined]
[underlined] [/underlined]
[table detailing fuse usage]
Mark 1 to 5 black case with 1/2" red band four fins around body at tail.
[underlined] [/underlined]
MK 5 ALCCO FLARE
Not to be droped [sic] below 5,000 ft Fuse Capsule marked in numbers
[table detailing fuse usage]
To launch [deleted] fit [/deleted] conect [sic] static line to cable on fuse and launch tail first Mark V has the words delay on side uses for lighting up target area for th [sic] purpose of identification by night in No 42, MK 2 Fuse is secured into nose and the appropate [sic]
[page break]
delay capsule inserted With MK V Flares a delay capsule normaly [sic] for use at an altitude [deleted] 2000 feet [/deleted] a capsule 2000 feet less is used launching as for photo flash. precautions as for photo flash.
[double underlined] Photo Flash [/underlined]
Round in shape with four fins at tail body black fins and tail red half inch band round nose and the word flash in white. [underlined] Uses [/underlined] lighting up of target for night photo.
Seting [sic] and launching An 848 fuse is screwed into the nose and an appropate [sic] capsule inserted all capsules prefice [sic] with the letter P Place photo flash on flare chute tail first and suspend by means of bag provided on the release mech. atatch [sic] static line to arming vane cover and remove safty [sic] pin launch by triping [sic] mech on either manuly [sic] or elect [underlined] Precautions [/underlined] ensure that the nesserary [sic] capsule is in position prior to launching asetain [sic] that release mech is cocked before placing flash in position replace safty [sic] pin and disconect [sic] static line before removing from chute.
[page break]
[deleted] HYDRAULIC SYSTEM [/deleted]
[underlined ELECTRICS [/underlined]
V = PRESSURE
I = AMPS CURRENT
FUSES 5.10.20.25/ [underlined] 40.60 [/underlined]
R = POWER (IY46Gw = 1HP) Sizes of [1 indecipherable word] 4.7.19.37.64.
Fuses on Lancaster are [deleted] are [/deleted] all in bottom of Electrical Panel just downwards of front space
Battery are 12 volts 40 ampers [sic] The lead acid Accum situated behind the rear [deleted] spar. [/deleted] of front spar [underlined] 10 hour [/underlined] rate the rate that you can discharge accum with eff to test Accum with voltmeter swich [sic] [deleted] on [/deleted] at the 10 hour rate (8 amp) for 5 mins then take reading if voltage is [deleted] ft [/deleted] below 24 volts should be charced. [sic]
Two generators fitted to inner engines start round 29 1500 W.
[circuit diagram]
[page break]
[hydraulic diagram]
[underlined] DOWTY AUTOMATIC CUT OUT [/underlined]
[hydraulic diagram]
[page break]
[pressure theorem]
[underlined][/underlined]
[Density theorem]
[underlined] [/underlined]
[specific gravity theorem]
[underlined] LAWS OF FLUID PRESSURE [/underlined]
[underlined] 1 [/underlined] PRESSURE TRANSMITTED [2 indecipherable words] EQUALLY IN ALL DIRECTIONS
[underlined] 2 [/underlined] PRESSURE IS ALWAYS AT RIGHT ANGELS [sic] TO SURFACE
[underlined] 3 [/underlined] PRESSURE AT A POINT IN A FLUID = [theorem]
4. LIQUIDS ARE ALMOST INCOMPRESSIBLE
[page break]
[double underlined] PNEUMATICS [/double underlined]
[schematic diagram of pneumatics in an aircraft]
[page break]
[underlined] AEROFOILS [/underlined]
[underlined] BENOULLIS [sic] THEOREM [/underlined]
The total energy of a fluid is constant, Thus once this is principally Kinetic energy and pressure energy then an increase in speed will cause a decrease in pressure and vice versa (Venturie Effect)
[diagram and chart illustrating Bernoulli's Theorem]
[page break]
AIR RESISTANCE (DPRG)
Depends on [underlined] 1 [/underlined] Shape and altitude
[underlined] 2 [/underlined] Frontal area [underlined] 3 [underlined] Air density (.077 lb square " at sea level) 4 (Air speed) [underlined] 2 [/underlined]
[underlined] Typs [sic] of drag [/underlined] (Eddy resistance) [deleted] reduce [/deleted] reduced by Form drag - due to shape (streaming
Foneness Ratio = Length
Max width
Best at 4 or 3 [indecipherable word]
[underlined] 2 [/underlined] [underlined] Skin Friction [/underlined]
Due to nature of surface
air viscosity = reduced by polishing and flash riviting [sic] ect [sic]
[underlined] [/underlined]
[underlined] 3 [/underlined] Induced drag - due to production of lift reduced [indecipherable word] by using high aspect ratio tapering ect [sic]
[underlined] [/underlined]
[diagram showing total drag]
[page break]
[circuit diagram]
[underlined] [/underlined]
[circuit diagram entitled PARALELS]
[underlined] [/underlined]
[circuit diagram entitled MAGNETIC RELAYS]
[electrical diagram]
To save length and weight of cable [indecipherable word] and voltage drop and to keep [underlined] the cockpit clear of heavy cable [/underlined]
[page break]
The unit of EMF is the volt measured with a volt meter connected in paralel [sic] with the [indeceipherable word] circuit, Current is measured in Amps by means of an ammeter connected in series with the circuit [underlined] Unit [/underlined] of res [underlined] is the Ohm [/underlined] and depends upon length and gauge
[underlined] OHMS LAW [/underlined]
[calculation]
[circuit diagram]
For a current to flow in a circuit it is nessery [sic] to have 1 EMF 2 CONDUCTIVE MATERIAL COMPLETE CIRCUIT
[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
Notes written during Ernie Twells' engineering training. There are calculations, diagrams and notes.
Creator
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Ernie Twells
Format
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One notebook of 38 pages handwritten notes
Language
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eng
Type
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Text. Training material
Text
Identifier
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MTwellsE171780-151026-04
Coverage
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Royal Air Force
Contributor
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Nicki Brain
Margaret Carr
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