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https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/97/936/MArcher[Ser -DoB]-160418-010001.jpg
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https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/97/936/MArcher[Ser -DoB]-160418-010004.jpg
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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
Archer, Dennis John
Description
An account of the resource
Two items. An alphabetic list of war slogans and an aircraft/rank chart.
The collection has been loaned to the IBCC Digital Archive for digitisation by Denis Archer and catalogued by Nigel Huckins.
Publisher
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IBCC Digital Archive
Date
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2016-06-09
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.
Identifier
An unambiguous reference to the resource within a given context
Archer
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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Plane chart and guide to insignia of rank
Description
An account of the resource
Chart divided into 11 sections showing 55 aircraft diagrams of British and German bombers, troop carriers, fighters and flying boats as well as British trainers and fleet air arm. Each aircraft has top, side and front quarter views as well as a description of capability. Centre top panel shows rank officer and other rank insignia for the Royal Air Force. On the reverse, fold marks. Includes envelope with title, description and aircraft silhouettes on front and bank on the reverse.
Creator
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Ronald Walker
Format
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Display chart and envelope
Language
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eng
Type
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Text
Text. Training material
Identifier
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MArcher[Ser#-DoB]-160418-01
Coverage
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Royal Air Force
Wehrmacht. Luftwaffe
Royal Navy
Publisher
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News Chronicle
IBCC Digital Archive
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
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https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/110/1077/MBubbGJ1477939-160322-01.1.pdf
74bc95ec7572d80b6af1bef26370eed5
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
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Bubb, George
G J Bubb
Description
An account of the resource
13 items. Collection covers the wartime service of Leading Aircraftsman George Joseph Bubb (b. 1911, 1477909 Royal Air Force), an instrument fitter on 44 Squadron. the collection contains notebooks from training courses, a service bible and 1946 diary as well as the contents of a scrapbook which include personal documents and photographs of people and bombing operations.
The collection has been loaned to the IBCC Digital Archive for digitisation by Dave Pilsworth and catalogued by Nigel Huckins.
Publisher
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IBCC Digital Archive
Date
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2016-03-22
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. Some items have not been published in order to protect the privacy of third parties, to comply with intellectual property regulations, or have been assessed as medium or low priority according to the IBCC Digital Archive collection policy and will therefore be published at a later stage. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal, https://ibccdigitalarchive.lincoln.ac.uk/omeka/collection-policy.
Identifier
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Bubb, GJ
Transcribed document
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Transcription
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[underlined] TABULATION OF INSTRUMENT REPAIRER COURSE [/underlined]
Form
18Y5 Volume 1 General Information of Aircaraft Insurments i.e. Installation etc.
18Y5 Volume 2 Modifications i.e. additions to Instruments or equipment etc.
Y00 Inspection Form (To be signed after each inspection)
[page break]
[underlined] AIRCRAFT MAINTENANCE [/underlined]
All RAF aircraft are inpeced periodically in accordance with specially drawn up schedules. These inspections are under three headings. 1) Daily Inspection
Carried out every day and the aircraft is serviceable for 24 hrs from time of the inspection.
2) Minor Inspection.
Carried out in accordance with U.M.O’s usually after every 300845 hrs.
3) Major inspection
Complete overhaul Is carried out at the end of a flying cycle usually 240 to 320 flying hours. The major cycle is divided into 6 or 8 minor periods, a minor inspection being carried out at the end of each. Thus a 240 major inspection sub-divided into 6 minor periods, would have one major and 5 minor inspections to the cycle. Some items do not require checking every minor inspection and where an item
requires checking every other minor a star is put against the assembly group number in the 17.1.R form. two stars would indicate every third minor and three stars every fourth. Major items are indicated by black capital letters as small letters underlined.
[underlined] FORM Y00 [/underlined]
This has two main sections.
1) Daily Inspection Sheet is used to record signature of airmen carrying out the (D. In) and aircraft cannot fly until the D.1 certificate has been completed
2) Change of Serviceability and Repair is used to record any change of state of an aircraft. When an aircraft is U/S for any reason that reason is stated in this log. Any members of ground or aircrew can put an aircraft U/S but [deleted] permen [/deleted] competent N.C.O or Officer can make it serviceable. All entries must be made in ink or copying ink pencil.
[page break]
[underlined] MAINTENANCE INSPECTION RECORD FORM [/underlined]
Is used to record all work done on minor and major inspections. All items are listed separately, and [deleted] to [/deleted] as each one has been inspected and found satisfactory, the airmen records his initials in column “A”. Should a defect be discovered it is indicated by a cross in column “A” and when rectified is signed for in column “B”, by group 1 tradesman. If an airman is taken off an inspection before completion, he draws a double line below the last item inspected by him, in the appropriate column and signs on it. The airman continuing the inspection initials each following item if satisfactory.
[underlined] A.P. 12Y5 VOLUME 1 – 2 [/underlined]
Is the instrument manual of the Raf Details of all instruments are given with instructions on installation maintenance and calibration. Volume 2 is made up of amendment leaflets to Volume 1.
[underlined] DIRECT TYPE PRESSURE GAUGES [/underlined]
[drawing with annotation]
[underlined] BOURDON TUBE [/underlined]
Iis [sic] a ‘C’ shaped tube, with an elliptical cross-section. One end is fixed and left open, the other end is closed and free to move. Any pressure applied within the tube, will try to make the cross section circular, which will result in the tube straightening out and thus causing a movement of the free end
[underlined] BOURDON TUBE MECHANISM [/underlined]
Connected to the free end is a link, which in turn is connected to the tail of the
[page break]
quadrant gear. In mesh with the quadrant is a pinion to which is attached a pointer. A hair-spring is fitted on the pointer spindle to take up slackness
[underlined] DIRECT TYPE PRESSURE GAUGES
FUEL, OIL AND AIR [/underlined]
Air, oil and fuel is fed direct to the Bourdon tube causing movement. Gauges differ only in range, colour of bezel and strength of Bourdon Tube
[underlined] Fuel [/underlined] – Range 0-5 or 0-10 lbs per sq. inch
Colour of bezel – [underlined] Red [/underlined]
[underlined] Oil [/underlined] – Range 0-200lbs per sq. inch
Colour of bezel – [underlined] Yellow [/underlined]
[underlined] Air [/underlined] – Range 0-250 lbs per sq inch
Colour of bezel [underlined] Black [/underlined]
[drawing of spigot union]
[drawing of hydraulic choke]
[drawing of Nipple adaptor union]
[drawing of layout or brake pressure gauge]
[drawing of spherical union]
[drawing of transmitting gauge (suction)]
[page break]
[underlined] BRAKE PRESSURE GAUGE [/underlined] (Sec. 11 Chap 15)
Range of Instrument 0 – 300 lbs [square] “ Colour of Bezel – Black, three nipple adaptor unions at rear (See standard notes)
[underlined] SUCTION GAUGE [/underlined]
Has an edge-ways scale capsule type mechanism. Range 0 – 10” HG. Colour of Bezel. Black (see standard notes) Spherical type union
[underlined] HYDRAULIC PRESSURE GAUGE [/underlined] (SEC II CHAP 10)
(See standard notes)
Range 0 – 200 lbs [square] “. Colour of Bezel Black nipple adapter union
[underlined] HYDRAULIC CHOKE [/underlined]
Is fitted in the pipe connecting the gauge to the system in order to protect the gauge from damage sue to rapid action of pressure Instal [sic] with arrow in direction of flow when installing the pipe should be primed and the choke connected in
the correct manner The connections should be left slack and the two halves of the choke unscrewed half a turn. This allows the fluid to by-pass the restriction for the purpose of priming. With the gauge slackened fluid should now be forced through the system, until it is seen to be leaking at the gauge connection hand tighten the gauge connection followed by the choke and the lack with lacking-wire. The pipe line is now primed. The filter on the inlet side may be cleaned with clean petrol if the two parts of the choke are unscrewed. The choke sealing must not be adjusted. hipple [sic] adapter unions are used and the filter is cleaned on a minor
[underlined] INSTALATION DIRECT TYPE PRESSURE GAUGES [/underlined]
With the exception of the suction gauge, the above instruments are secured to the panel by means of 2 – 2 SA nuts and bolts
[page break]
and possibly distance pieces. The suction gauge is fitted from the [underlined] front [/underlined] of the panel and is secured by 2 HBA nuts and bolts and a clamping plate. When installing ensure the pipe-line does not exert a strain on the instrument.
[underlined] TRANSMITTING TYPE PRESSURE GAUGE [/underlined]
(See Standard notes) [underlined] FUEL ‘ OIL [/underlined] (SEC II CHPTS 2’8
The two instruments differ only in range and colour of bezel.
[underlined] Fuel [/underlined] Range 0 – 10 lbs [square]”. colour of bezel – Red
[underlined] Oil [/underlined] “ 0 – 300 lbs [square] “ “ “ Yellow
[underlined] Installation [/underlined]
Ensure that the instrument has the correct length of capillary by checking ref. no and test the instrument on the portable Pressure Gauge Callibrater [sic]
[underlined] Maintenance [/underlined]
Daily Inspection – inspect for visible defects and security – clean glass (VD-S,C.G)
Every Minor Inspection – Callibrate [sic] with
pressure gauge calibrator
Every second Minor Inspection – Examine capillaries for kinks, dents and damage
[annotated drawing]
[underlined] TRANSMITTING THE PRESSURE GAUGE
PRESSURE GAUGE CALLIBRATOR
(DEAD WEIGHT TESTER) [/underlined]
Is used to test accuracy of pressure gauge up to 200 lbs per [square]. The pressure of oil is used to support a weight and at the same time to give a reading on the gauge under test. To avoid weight and bulk, each weight is a fraction of its indicated value. The plunger disc
[page break]
weighs 2ozs and its surface area resting on the oil 1/8” sq.in, therefore, if 1/8”sq.in is taken as a basic, the plunger weighs in effect 1lb and this 8:1 ratio as maintained. Various weights are available to represent certain pressures. Direct type gauges are connected straight up, transmitting gauge by means of a hollow bolt adapter Use anti-freezing oil.
[underlined] FUEL PRESSURE WARNING LIGHTS [/underlined] MK 1A 0-10lbs MK 1C 10-20lbs
Is fitted to give the pilot warning by the illumination of a red lamp, when the pressure falls below a safe volume. Consists of a pressure unit, resistance unit, warning lamp, electric leads, fuse, and switch. The supply can be either 12 or 24 volt and is cut down by the resistance to the required 6volts for the lamp
[underlined] Installation. [/underlined] The lamp fits into a housing which is mounted on the
[annotated circuit diagram]
[underlined] CIRCUIT FOR FUEL PRESSURE WARNIGN LIGHT [/underlined]
[annotated drawing of a pressure unit]
[underlined] PRESSURE UNIT [/underlined]
[page break]
instrument panel. The pressure unit must be adjusted to the correct volume for the particular type of engine.
[underlined] Adjusting proceedure [sic] [/underlined] [circled number] 1 [/circled number] ascertain from filter in change of aircraft [circled number] 2 [/circled number] Fit pressure unit onto calibrator [circled number] 3 [/circled number] Put required weights on and adjust until they are raised. [circled number] 4 [/circled number] Adjust pressure unit until the light just flickers on [circled number] 5 [/circled number] how if the pressure is increased the light should go out [circled number] 6 [/circled umber] If the pressure is decreased the light should come on [circled number] 7 [/circled number] Lock grub screw with lock nut or seal with shellac
[underlined] Maintenance [underlined]
Daily Inspection. Switch on the lamp should light that is with engines nit running See that the system is secure and connections are correct
Minor Inspection. Check wiring for security and fray
[annotated drawing]
[underlined] RADIATOR TEMPPERATURE THERMOMETER
PRINCIPAL [/underlined] VAPOUR PRESSURE [underlined] RANGE 40”C – 140”C OR 50”C – 150”C
[annotated drawing]
[underlined] OIL ‘ AIR TEMPERATURE THERMOMETER
NOTE [/underlined] Bulb of Air Thermometer is 18ins long and is coppered
[page break]
[underlined] RADATOR TEMPERATURE THERMOMETER [/underlined] (SEC III CHPT 1)
(See Standard Notes)
Colour of bezel – Blue. Range 50 – 100oC or 40 – 140oC. Copper Capillary 1mm bore.
[underlined] Installation ]/underlined] As for other Capillary Instruments The instrument is secured to the panel by 2.2BA nuts and bolts and possibly distant pieces. Avoid passing the capillary over heated parts of engine or aircraft. Ensure the loop adjoining the bulb is held by the special clip and that the copper washer is in position when the bulb is fitted. Lock nuts with locking wire.
[underlined] Maintenance [/underlined]
Daily Inspection underlined VD.S.C.G
Minor Inspection Test function on ground test
Second Minor Inspection Check capillary for kinks, dents and security
[underlined] OIL AND AIR (MK II) TEMPERATURE THERMOMETERS [/underlined]
(see Standard Notes)
Range – [underlined] Oil [/underlined] 0 – 100oC [underlined] Air [/underlined] – 35o – 0o – 55oC
Bore of Capillary is 006’
[height and air speed chart]
[underlined] COMPRESSIBILITY CORRECTOR CARD [/underlined]
[annotated drawing]
[underlined] MARK III AIR TEMP THERMOMETER [/underlined]
(Cont) [underlined] OIL AND AIR MK II TEMPERATURE THERMOMETERS
INSTALLATION [/underlined] Similar to other capillary instruments and ensure that the
capillary(steel) does not pass nearer
[page break]
than Y” to the compass
[underlined] Maintenance. [/underlined] Daily Inspection – VD.3.C.G should be temperature of the
day
[underlined] Minor Inspection [/underlined] – Check oil temperature for function on ground test
Second Minor Inspection – Check capillary for kinks, dents and security
[underlined] COMPRESSIBILITY CORRECTOR CARD.
For air temperature Mk II[/underlined]
Compression of air around the bulb in the sun shield causes an increased temperature. A card showing the required correction to be applied to the reading is mounted in the panel close to the instruments.
[underlined] AIR TEMPERATURE THEMOMETER [/underlined] MK III
Similar to MK II air temp but the bulb assembly is different Consisting of a 12” bulb made of copper plated steel, sweated through out it’s length to a base of Monel Metal. A then cover also of Monell Metal is fitted
closely over the bulb to increase the rate of transference of heat between base plate and bulb.
[underlined] Installation [/underlined] – Similar to MK II, except that the bulb assembly is flush mounted and recessed into the plane about 3/4”. It’s secured by 10 – 4BA fixing screws and insulated washers which hold the unit in position as well as insulating it from the A/C.
[underlined] Maintenance. [/underlined] As for MK II Air Temp
[underlined] ho [sic] [/underlined] correction card.
[underlined] MASTER THERMOMETER
Range [/underlined] 0o – 220oC – [underlined] Scale [/underlined] – sub divided into 5oC [underlined] Late [/underlined] Ensure that the N.P.L. certificate accompanies the Thermometer
[underlined] Important [/underlined] – when not on use keep in still housing.
[page break]
[annotated drawing]
[underlined] THERMOMETER CALIBRATOR [/underlined]
[annotated drawing]
[underlined] MK I AIR TEMP THERMOMETER [/underlined]
[underlined] DIRECT READING AIR TEMP THERM MK I [/underlined]
Is of the liquid in glass type (Benzene) and is superceding [sic] other types on multi-engine aircraft. The glass bulb is best [sic] at right angles, so as to project through the side of the aircraft. The bulb is protected by a sun shield and the vertical part (cradle) fitted on the Observen’s [sic] panel is fitted with a scale – YO to 40oC
[underlined] Installation [/underlined] The backing plate rubber washer (for insulation purposes) and the sun shield should be attached to the aircraft skin and the thermometer placed so that the bulb projects aprox [sic] 1” through the skin The cradle is fastened to the cabin wall by bolts provided and distant pieces. The glass is marked with a datum line at 0oC The scale should be periodically checked against this point
[page break]
[annotated drawing]
[underlined] MECHANICAL ENGINE SPEED INDICTOR [/underlined]
[underlined] MECHANICAL ENGINE SPEED INDICTOR [/underlined]
(See Standard Notes) (Sec 1 Chpt 1)
[underlined] Installation [/underlined] – The instrument is secured to the panel by 3.2BA nuts and bolts and distant pieces. The drive should be placed along the shortest possible route, sharp bends less than 9” rad being avoided. Ensure that the oil escape hole is at the engine end. No part must pass within 11” of the compass. Support along the whole length at intervals and lock union nuts with lockingwire.
[underlined] Maintenance [/underlined] The flex drive should be periodical examined for wear and tear, and greased with heavy grease. The shaft may be withdrawn from the casing, after carefully removing one of the slip washers. No strand should be badly worn or broken, and the end connections should be secure. Gear boxes should be periodically examined for wear and greased with anti-freezing grease. The drive must have a 1/4” end play.
[page break]
[underlined] Daily Inspection [/underlined] V.D.S.C.G.
[underlined] Minor Inspection [/underlined] Check, functioning on ground test
[underlined] Record Minor Inspection [/underlined] Examine flex drive
[underlined] AIRCRAFT CLOCKS
MK II [/underlined] luminous 8 – day movement. To wind rotate bezel. Centre second hand and dummy hand and minute hand are for time of trip (hour hand set by winding bezel clockwise, minute hand by rotating knob. Lever at top right corner [undecipherable word] up and bezel is rotated to set hands.
[underlined] MK IIC [/underlined] 8 – day movement has no second or dummy hand. Set hands by pulling out knob.
[underlined] MK IID [/underlined] 8 – day movement has centre second and dummy hour and minute hand operated by two smaller knobs in centre of glass. Push winding knob in to set hands.
[underlined] MK IIIA [/underlined] 8 day movement has time of trip dial and second hand Has coloured “tell tale” (red for recording, white for waiting) For recording time of trip, operate by knob at 4 o’clock, successive pressings of knob at 4 o’clock will [inserted] start [/inserted] stop and return to zero the time of trip hand and centre second hand. The knob at 8 o’clock is rotated for winding and by pulling out for setting.
[underlined] PSYCHROMETER. [/underlined]
This instrument is to enable to find the relative humidity of the air at various altitudes for the purpose of compiling weather reports. The pychrometer [sic] consists of the liquid and glass thermometers. The bulb of the air is kept dry whilst the other is left wet by a wick
[page break]
dipping into a tank of distilled water therefore under certain conditions the wet bulb (Thermometer) will give lower readings compared with the dry bulb due to the evaporation of the water on a dry day. This instrument is fitted on the strut of the starboard side with the dry bulb [underlined] forward [/underlined]
[underlined] COMPASSES
“P” TYPE [/underlined] :- consists of 1) Rotatable Grid Ring. 2) Fixed Rubber lie in fore & aft line of A/C. 3) Freely pivoted magnet system 4) Bowl completely filled with liquid and de-aerated 5) Aft marking and scale on securing – lug in 0o
[underlined] “O” TYPE [/underlined] :- consists of 1) Rotatable [underlined] Azermuth [sic] Circle [/underlined] 2) Fixed Rubber Line in Fore and Aft of A/C 3) Truly pivoted magnet system (Compass Card) 4) Bowl completely filled with liquid 5) Clamping device for securing in mounting (O5 – 0.5A STANDARDS)
[chart showing types, uses and A/C]
[page break]
[underlined] Reasons for using Alcohol – Distilled water [/underlined]
1) Low freezing point
2) Low viscosity
3) Helps to take weight off the pivots
4) Damps down movement of magnetic system
[underlined] Requirements of an A/C Compass [/underlined]
1) Must be apperiodic [sic] (dead beat)
2) Must have a large magnetic moment & a small moment of inertia
3) No liquid swirl
4) C.G. below pivoting point (1/20”)
5) Liquid to withstand the temperature change of -50oC & 50oC
6) Device for allowing 12% volume change
7) Must have anti vibrational device
[underlined] “P” TYPE COMPASS [/underlined]
[annotated drawing]
[page break]
[underlined] COMPASSES, CORRECTOR BOXES & COEFFICIENTS “A” “B” & “C”
Coefficient “A” [/underlined] – any error that is the same on all headings – corrected by rotation of compass
[underlined] Coefficient “B” [/underlined] is any deviation or variation from E – W – corrected by Connector Box
[underlined] Coefficient “C” [/underlined] is any deviation or variation from N – S – corrected by Connector Box. Any deviations or variation left over are noted on Corrector Card
[underlined] Installation [/underlined] [circled number] 1 [/circled number] Use only [underlined] Brass [/underlined] screws nuts & washers. [circled number] 2 [/circled number] All magnetic materials must be kept well away from compass [underlined] at least 18” away [/underlined]. [circled number] 3 [/circled number Ensure that it is in the Fore and Aft line of A/C
[underlined] Daily Inspection [/underlined] – Clean glass, Check for visual defects – check freedom locking of lined [sic] Ring & Azemuth [sic] Circle (Clean apties [sic]) – Check Corrector Box for security
[underlined] 40 hr [/underlined] – As D.I. & examine for [circled number] 1 [/circled number] [underlined] Discolouration [/underlined] [circled number] 2 [/circled number] [underlined] Functioning of A.V.M. [/underlined]
[underlined] 40 * hr [/underlined] As 40 hr & [circled number] [underlined] Pivot Fraction Test [/underlined] [circled number] 2 [/circled number] Damping Test
Corrector Box is fitted under mounting of “P” Type compasses and in 0.5 standard “O” Type.
[underlined] Pivot Fraction Test [/underlined] [circled number] 1 [/circled number] Bet N to N [circled number] 2 [/circled number] Deflect 10” and hold for 30 sec. [circled number] 3 [/circled number] Allow pointer to return [underlined] NOTE READING [/underlined] [circled number] 4 [/circled number] Deflect to 10” in oposite [sic] direction hold 3 sec [circled number] 5 [/circled number] Allow pointer to return [underlined] NOTE READING [/underlined] – Add the two readings together and [underlined] total should not exceed 2o [/underlined]
[underlined] Damping Test [/underlined] [circled number] 1 [/circled number] Bet N to N [circled number] 2 [/circled number] Deflect 90o and hold 30 seconds [circled number] 3 [/circled number] Allow to return – should take about 5 – 14 secs. [circled number] 4 [/circled number] Deflect 90o opposite direction [circled number] 5 [/circled number] Hold 30 secs and allow to return – time should be as before
[boxed list and times]
[page break]
[underlined] BOMB SIGHT MK IXC [/underlined]
[underlined] 1 [/underlined] Set Wind Speed – Zero } To pack into Case
[underlined] 4 [/underlined] “ Air Speed – Max } To pack into Case
[underlined] 5 [/underlined] “ Terminal Velocity [infinity symbol] } To pack into Case
[underlined] 6 [/underlined] “ Height 3500ft } To pack into Case
[underlined] 3 [/underlined] “ Direction 90o } To pack into Case
[underlined] 2 [/underlined] “ Enemy Speed Zero } To pack into Case
[underlined] 7 [/underlined] Fold height bar } To pack into Case
To remove from case :- If equipped with crass levelling bracket, remove this first To remove B/S Pull back small catch at rear front of B/S.
[underlined] Crass levelling Bracket [/underlined] – provides a mean of A.V.M. for the B/S.
[underlined] Azemuth Bracket [/underlined] – as crass levelling bracket but also incorporates a means of giving an indication to pilot as to how many 0o the aircraft has to be turned to bring target in the drift-wires & A/C Fore and Aft line.
[underlined] DRIFT RECORDER [/underlined]
[underlined] Purpose [/underlined] To indicate the drift of the A/C over the ground
[underlined] Construction [/underlined] Consists of a periscope type optical system – also movable chart an graticular [sic] on lens, fixed scale – with centre zero Max 30o – flag operates by movement of penal holder – Computer on top of folding cover
[underlined] Installation [/underlined] Drop plump line from nose and tail and connect with a long piece of string extending 30ft in front of A/C. make several marks on the ground in the sight of recorder choosing a mark which you require. Make mark opposite and describe two arcs and with another centre scribe two more arcs and were arcs intersect draw a line which will be at right-angles to the fore and aft line, line up intersecs [sic] to a parallel and set scale at zero by loosening the two side screws.
[page break]
[underlined] BOMB SIGHT MK IXC [/underlined]
[underlined] BACKLASH TEST [/underlined]
Air Speed 107 MPH or 120 MPH
Wind Speed 38.5 MPH or 60 MPH
Ground Speed 100.0 MPH or MAX
[underlined] DRIFT [/underlined] should read 21 & - 15’ or 30 & - 15’
[underlined] DISTANT READING COMPASS MK.1 [/underlined]
This compass introduced to do away with the errors of the ordinary magnetic compass. These errors are overcome by the pivotting [sic] of the magnet. It is regially [sic] pivotted [sic] in jewel bearings top and bottom and is a solid bar
The compass is also gyroscopically stable. This gyroscope is of unusual feature it is of the three phase squirrel cage induction motor. It is driven at 12 – 13,000 [inserted] per min [/inserted] revs. The A.C. current is derivided [sic] from a rotary converter and taken to the gyroscope As any toques to the gyro will cause precession to the outer ring which in turn will cause the inner frame to rotate due to the action of the frame motor. The system used in this compass is one of remote control, the master unit being in the tail of A/C and instruments in
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the case of A/C, this is bought about by means of repeater contacts and repeater motors. When the inner frame rotates, rotating with it is a large gear wheel is enmeshed with repeater contacts. Impulses are sent to the V.S.C from there they are distrubuted [sic] to the repeater motor by means of the two separate sets of 60 1 ratio gear
[underlined] Consists [/underlined] of Master Unit, VSC, Repeater, Suppressor Distributor Boxes
[underlined] PROCEEDURE FOR STARTING D.R.C. [/underlined]
1) Set the “on – off” switch to on and the normal setting switch to setting
2) Allow about 5 mins to elapse until M.th oscillates about the constant heading
3) Set the normal setting switch to normal and the system should be ready for use
[underlined] Procedure for before Flight [/underlined]
1) As for starting above
2) Set V.S.C to zero
3) Check that all repeaters are synchronised correctly, that is, they should read the M.ll reading & and A error
4) Check the “hunt” on the scale of the M ll, should be between 1/8 and 3/4 of a degree
5) With the “normal setting switch” to setting till the M ll in an easterly direction, note that the readings – increase on easterly and decrease on westerly
6) Set local variations on V.S.C. if required by local orders
[underlined] Switch “on off switch” to on and normal setting switch to setting for D.I and above [/underlined]
[underlined] Functioning Test [/underlined]
1) As for Starting proceedure [sic].
2) Check the normal hunting 1/8 – 3/4 decree [sic]
3) Turn normal setting switch to setting and note that M ll reading is between 3 and 8 degree.
4) Set normal setting switch to normal
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and note M ll reading tilt M ll in an easterly direction and when the scale reading has changed by 5o return to the vertical and after 2 minutes note reading, repeat by tilting to the west. The two final readings should not differ by more than 2o. (The movement in this test is due to the Angle of Dip) – ([underlined ] PIVOT FRICTION [/underlined])
5) Switch the normal setting switch to setting and tilt the M ll to the east holding it to it’s limit of travel until the reading changes by 40o, switch back to normal and return M ll to the vertical allow to swing to and fro.
Time the M ll by its travels over the first 20o back to its original heading and note that at all times the M ll and repeaters are within 1o degree of each other.
6) Repeat the above in a westerly direction
7) The time intervals [inserted] of recordings [/inserted] by operations for 5 and 6 should not differ by more
than 3 minutes and neither should take more than 7mins to return ( - DAMPING TEST)
8) Set the V.S.C to zero and note repeater readings, Set V.S.C to 10o East and note the repeaters have changed by 9 – 11o, repeat the setting to 10o West and note the change of readings again
9) Repeat the above by holding knob of pilot’s repeater – there should be no change – [underlined] SWITCH OFF [/underlined]
[underlined] Synchronising Repeaters [/underlined]
1) Start D.R.C as before
2) Set V.S.C to zero
3) Set all repeaters as near as possible to M ll Reading (thought they can only move in 3o movements) plus the “A” error
4) Adjust V.S.C to final readings of repeaters, correct if neccessary [sic]
5) Loosen the two screws holding the scale and set lubber line to zero tighten screws. – [underlined] Switch off [/underlined]
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[underlined] ENGINE SPEED INDICATOR MK 1
GENERATOR SHUNT RESISTANCE [/underlined]
[2 annotated drawings]
[underlined] 1. INDICATOR [/underlined] [underlined] 2. INDICATORS [/underlined]
This is an electrical means of measuring the crank shaft speed of engine, when engine is situated some distance from the panel and a mechanic type would be impracticable
[underlined] Installation [/underlined] bolt securely to panel and fix into anti-vibration mounting. Care should be taken to ensure that cables are connected correctly, if instrument read backwards it is not necessary to unsolder the lead, but just to reverse the interior of the plug, this is done by unscrewing screw.
[underlined] Maintenance. [/underlined] grease the flex drive on all minor inspections. The brushes and commutators of generators are cleaned on minor inspections also. When indicators are suspected of under reading, check with voltmeter or
strobescope. Check calibrate as A.P. 1275 section I chapter II
[underlined] ENGINE CYLINDER THERMOMETER. [/underlined]
[annotated diagram]
[underlined] USED ONLY IN AIR COOLED ENGINE [/underlined]
[underlined] COMPENSATING LEADS MUST NOT BE CUT [/underlined]
[underlined] Installation – Instruments [/underlined]
Usually mounted in A.V.M. mounting held in by two screws only. The position of the thermo – couple is dependant [sic] upon the manufacturers of the engine. Remove the wire shorting the terminals at the back of the instrument, connect the compensating leads red to red blue to blue Allow to stand on open circuit with Master Thermometer by its side for 1/2 hr, then set the temperature of the day on the
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instrument by means of screw.
[underlined] Maintenance D.I. [/underlined] Ensure that the leads are secure and the instrument is reading the temperature of the day [underlined] Minor Inspections [/underlined] check functioning on ground run.
[underlined] ELECTRICAL FUEL CONTENTS GAUGE. [/underlined]
[circuit diagram]
[underlined] SIMPLIFIED CIRCUIT [/underlined]
[circuit diagram]
[underlined] CIRCUIT FOR 5 TANK SYSTEM [/underlined]
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[underlined] Installation [/underlined] Unslacken screw on arclip [sic] remove arclip [sic] and instal [sic] instrument from front of panel, place arclip [sic] back over instrument, clamp arclip [sic] to instrument and the you tighten screws, which forces arclip [sic] on instrument. See that rubber ring is between instrument and panel. Work on 12 volt system only.
[underlined] PRESSURE HEAD [/underlined]
[diagram]
[underlined] LAYOUT OF PRESSURE HEAD [/underlined]
[underlined] Inspection [/underlined] switch on pressure head circuit for [underlined] not more than [/underlined] 5 mins, test head by feeling for warmth which will ensure that element is working correctly. Mouth of tube and static slots should be kept clean and free from dirt on 40hr. Inspection also check for security.
[underlined] For Insulation Test see Bridge Megger [/underlined]
[underlined] REFLECTOR GUNSIGHT [/underlined] MK. IIIA
[3 drawings]
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[underlined] GUNSIGHT [/underlined] (CONT) This is a typical example of reflector gunsights, which are clamped with special fittings to various guns, to be found mounted in A/C and consists of the following parts 1) Case to which is attached the optical unit, dimmer switch and lamp 2) The optical unit comprising of a translucent ring, and bead graticule [sic] and lens system 3) The reflector and hood complete with dimmer screen 4) The dimmer switch and lamp
[underlined] Maintenance [/underlined] Check electrical circuit for continuity and also check the insulation resistance to earth. When a new lamp is fitted, care must be taken to ensure that the lamp is positioned correctly, a line, a white mark on the lamp, with a corresponding mark on the holder. Care must be taken not to disturb the harmonization of the sight
[underlined] Before Flight Inspection [/underlined]
1.) Ensure sight is secure in it’s mounting
2.) Ensure that the clamping nuts are secure and tight
3) Ensure that the lens and reflector and dimming screen are clean. [underlined] Use Selvit on all lens [/underlined]
4) Ensure that the electrical system is functioning
5) Ensure that there are spare bulbs in the rack and all are serviceable
[underlined] ELECTRICAL TESTING APPARATUS [/underlined]
[underlined] Continuity Tester [/underlined] Consists of case, switch or push-button, battery and bulb. Used for testing low resistant circuits
[drawing]
[underlined] BRIDGE MEGGER [/underlined] Correct to .01 ohms Range to 100MO – accurately
[underlined] WEE MEGGER [/underlined] Correct to 10,000 ohms Range to 20MO – roughly
[underlined] WEE MEGGER [/underlined]
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[underlined] Wee Megger [/underlined] Used for high resistant circuits
1) Continuity of circuit test – reading should be zero – [underlined] For Resistances of over 10,000 ohms. [/underlined]
2) Earthing test – reading should be infinity
3) Insulation test reading should be infinity
Used for insulating and earth testing
A) Reading Infinity equals perfect insulation
B) Reading Zero shorting or bad insulation or good continuity
C) Reading M.O. equals value of insulation
[underlined] Insulation Test [/underlined] – connect line and earth to cable cord – reading should be infinity or a minium [sic] of 3 m.o. If climate is damp 1/2 m.o
[underlined] Earthing Test[/underlined] = connect line to cable cord and earth to airframe or casing of instrument on test
[underlined] Bridge Megger [/underlined] – can be used as the Wee megger but is designed primarily for
measuring unknown resistances accurately from 1/10 ohms to 100 m.o. Also for Darley [sic] Testing (not used in R.A.F.)
[underlined] Insulation Test on Pressure Head [/underlined] (40hr & 40*) Try must head hot reading should be 1/2 mo and cold 3 m.o.
[underlined] SIMMONDS FUEL CONTENTS GAUGE MK IIIA. [/underlined]
[annotated drawing]
(SIMMONDS) [underlined] Free Float Fuel Contents Gauge MKIIIA [/underlined]
Consists of three main parts 1.) [underlined] Tank unit [/underlined] This consists of a long resistance wire
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against which a light, hollow nickel silver ball is kept lightly pressed by means of a spring loaded plate. At the top of the tank unit is a small solenoid which operates the spring loaded damping plate. On depressing the push switch the circuit to the solenoid is made. The clamping plate is attracted by the solenoid releasing the hollow ball which will float or drop to the surface of the fuel
2) [underlined ] Indicator [/underlined] is a moving coil ohmmeter connected electrically to the tank unit. The current flowing in the circuit depends on the position of the ball on the resistance. This is regulated by the amount of fuel
3) [underlined] Push Switch [/underlined] – a wo position three contact switch controlling the clamping plate and indicators. In the half depressed position contacts 1 and 2 are made. In the fully depressed
position contacts 2 and 3 are made. Contacts 1 and 2 release ball to level of fuel, contacts 2 and 3 camp ball and complete indicator circuit
[underlined] Mk IIIB Simmonds Fuel Contents Gauge [/underlined]
Differs from Mk IIIA in that [circled number] 1 [/circled number] Hinged in opposite direction so that ball is normally free
[circled number] 2 [/circled number] Two position switch “in and out” When connecting switch use two terminals on opposite side. As soon as switch is depressed both circuits are completed (Solenoid and Indicator) The solenoid attracts the hinged bar which clamp the ball and gives a reading.
[underlined] Maintenance – Daily Inspection [/underlined] W.D & S. check reading and functioning. [underlined] 30HR , 30*HR [/underlined] – Examine all leads and connections. Check cork sealing washer on tank unit for serviceability
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[underlined] THE DESSYN SYSTEM [/underlined] – MK IV [underlined] FUEL CONTENTS GAUGE [/underlined]
[annotated drawing]
[underlined] Fuel Contents Gauge Mk IV [/underlined] (Dessyn)
Its an electrical means of measuring fuel contents and consisting of – [circled number] 1 [/circled number] Tank unit [circled number] 2 [/circled number] Electrical leads [circled number] 3 [/circled number] Indicators
[underlined] 1. Tank Unit [/underlined] is similar in construction to the Mk II except that a completely circular resistance is employed and five terminals are used.
[underlined] 2. Electrical Leads [/underlined] – from transmitter to indicator five core cable is used, from A/C supply to indicator two core cable is used
[underlined] 3 Indicator [/underlined] is similar in design to an electric motor, the armature being a permanent magnetic to which the pointer is attracted. The instrument is so designed that the armature of the indicator (and so the pointer too) will alway [sic] follow the same
position as the brush on the transmitter. The dial has a scale of nearly 300o giving clear reading with accuracy. There are seven connections to the indicator 1, 2 & 3 are the phase connections, 4 & 5 are the supply from the accumulator 6 & 7 are the limiting resistance terminals. The tank unit is identical except that terminals 4 & 5 are missing 6 & 7 being supply. The limiting resistances reduce the working current to avoid danger of short circuit to the tank. The leads and terminals are numbered to reduce the possibility of wrongly connected circuits. When switched off the indicator pointer will always assume a vertical position [underlined] and not zero [/underlined]
[underlined] Maintenance [/underlined] – Daily Inspection W D & B test for correct functioning when switching on
[underlined] 30HR [/underlined] [circled number] 1 [/circled number] Check all electrical connections for tightness. [circled number] 2 [/circled number] Ensure that the cork sealing washer fitted under the tank unit is petrol tight. Presence of petrol leak will show a light grey deposit around the poterntioometer [sic], If a leak is found remove the tank unit and replace cork washer, sealing with HERMITE.
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[underlined] TELEGONS [/underlined]
[annotated drawing]
TRANSMITTER INDICATOR
[underlined] TELEGON TESTING LAYOUT [/underlined]
[annotated drawing]
[underlined] TELEGONS [/underlined]
The telegon system is American, and is used to transmit a mechanical movement electrically, the electrical construction of transmitted and indicator are identical.
The transmitter is magnetically coupled to an instrument mechanism, which will vary with the nature of the instrument. Engine instrument transmitters are situated in an anti-vibrational breeze box in the engine nacelle. Connections to the indicator are made by five core cable in the breeze wiring system.
The telegon system operates on 2HV [sic] aircraft accumulator supply through a dynamotor. This supply is 110V single phase A C at 400 cycles. This system may be applied to almost any type of instrument the mast usual being [circled number] 1 [/circled number] Oil is Fuel Pressure. [circled number] 2 [/circled number] Oil & Caburetter [sic] intake temperature [circled number] 3 [/circled number] Fuel & Oil contents [circled number] 4 [/circled number] Flap and under-carriage positions [circled number] 5 [/circled number] Manifold (Boast
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[underlined] Telegon Four Dial Indicators [/circled number] – the most usual type being [circled number] 1 [/circled number] Engine Indicators [circled letter] A [/circled letter] Oil pressure [circled letter] B [/circled letter] Fuel pressure [circled letter] C [/circled letter] Oil temperature [circled letter] D [/circled letter] Caburretter [sic] air temperature [circled number] 2 [/circled number] Position indicator [circled letter] A [/circled letter] Flaps [circled letter] B [/circled letter] Port wheel [circled letter] C [/circled letter] base wheel [circled letter] D [/circled letter] Starboard wheel
[underlined] Telegon Testing [/circled number] – for single dial indicators and transmitters.
[circled number] 1 [/circled number] Set up avometer [sic] for testing resistance values up to 10,000 ohms.
[circled number] 2 [/circled number] Check avometer [sic] zero.
[circled number] 3 [/circled number] Connect single leads on telegon – tester to avometer [sic] terminals
[circled number] 4 [/circled number] Connect socket no.1 to indicator and tester
[circled number] 5 [/circled number] Connect plug no.1 to breeze socket and test transmitter through its wiring
[circled number] 6 [/circled number] Set following number and letters on tester
[box chart showing switch numbers and resistance]
[underlined] Testing [/circled number] – for four dial indicators
[circled number] 1 [/circled number] Set up avometer [sic] for testing resistance values 10,000 ohms.
[circled number] 2 [/circled number] Check avometer [sic] zero.
[circled number] 3 [/circled number] Connect single leads on telegon – tester to avometer [sic] terminals
[circled number] 4 [/circled number] Connect socket no.1 on tester to plug No.1 on indicator
[circled number] 5 [/circled number] connect socket No.2 on tester to plug No.2 on indicator
[circled number] 6 [/circled number] Set following number and letters on Tester
[underlined] Maintenance [/underlined] – same as for ordinary English instruments but with additional testing resistance of coils – continuity and insulation tests
[table]
[underlined] Daily Inspection [/underlined] – switch on main supply and all that dynamotor operates. Check readings of all dials, S, D & B and switch off. [underlined] Rate [/underlined] above readings on DI applicable only when engines have not been run. On engine run-up pointers
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Should travel smoothly over dials.
[table of transmitter readings]
[underlined] BREEZE BOX [/underlined] (Transmitting Box)
[drawing of breeze box]
The Breeze Box provides an anti-vibrational mounting for the Telegon engine transmitter. It is mounted in the rear of the engine nacelles
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[underlined] BREEZE WIRING [/underlined]
Consists of the following [circled 1] Flexible consolidated conduit system assembled in sections. [circled 2] Mautiple [sic] plugs sockets and junction boxes. Circuits are identified by code lettering detailed in the reference hand book. Leads and mouldings are numbered or lettered for assembly purposes. Sections or single leads are replaceable. Spray-proof screened conduits are used and the system is waterproof.
[underlined] Maintenance [/underlined] [circled 1] Examine all conduits for damage and junction box for security [circled 2] Blacken coupling nuts before fixing or removing any sockets using a strap wrench [circled 3] Grease threads with D.T.D. 143 (an animal grease) or lanoline [circled 4] Fault finding carried out with a Wee Megger and Continuity Tester
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[underlined] TESTMETER TYPE “D” OR AVOMETER [/underlined]
[diagram of testmeter] [underlined] ANTI-PARALLAX MIRROR [underlined]
Z. VOLTE AND AMPS ZERO ADJUSTMENT
Q. DUMMY KNOB
R. OHMS ZERO ADJUSTMENT FOR 1000 [symbol] RANGE
P. OHMS ZERO ADJUSTMENT FOR 1000 [symbol] RANGE
[underlined] D.C. SWITCH [/underlined] [amp & volt tables]
The type “D” Tester provides a mean of measuring a wide range of A6 & D6 volts & current as well as resistance values in one instrument.
[underlined] Explanation of Control [circled 1] A6 & D6 switches
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Are used for setting of various voltage, current and resistance values (for range of scales and controls see below
[circled 2] K1 & K2 multiplies switch.
[circled 3] P. adjustment for zero on Ohm’s scale 10,000 [symbol] range.
[circled 4] R. as above at 1,000 [symbol] range
[circled 5] Z. for zero adjustment of volts and amps scale
[underlined] Operation [/underlined] Instrument should always be laid on flat surface.
[circled 1] To measure volts and amps & set pointer to zero by Z. If measuring D6, turn A6 switch to D6 all adjustments are to be made with D.6. switch, if measuring A.6. turn D6 switch to A.6. all adjustments made with A6 switch. If voltage and amperage values are not known set range switches to highest value, use K.2. Readings on switch may then be decreased as necessary, until correct range is obtained. Multipliers switch (K1 & K2)
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will give multiplication in every case except A. 6. 300 volts where the readings will be doubled and quadrupled ie K.1 will give twice full scale deflection on 300 volts K. 2 will give four-times full scale deflection on 600 volts.
[circled 2] To measure resistance values – connect ends of leads together with A. 6 switch to D.6, set D.6 switch to 10,000 [symbol] multipliers to K. 2 adjust knob “P” until pointer reads zero D 6 switch to 1000 [symbol] adjust on knob “R” until zero is obtained, repeat this until pointer is balanced at zero on both 1000 [symbol] and 10000 [symbol] ranges. If balance cannot be obtained replace internal Avometer cell.
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[underlined] AUTO-SYN [/underlined]
[diagram of transmitter]
Provides for a means of electrical transmission for the following instrument mechanisms
[circled 1] Tachometer (E.B.I.) [circled 2] Oil Pressure Gauge [circled 3] Fuel Pressure Gauge [circled 4] Oil Thermometer [circled 5] Manifold Pressure (Boost Gauge) [circled 6] Fuel Contents Gauge [circled 7] Fuel Flow Indicator [circled 8] Wheels. Flaps etc indicators. The Auto-syn system consists of [circled 1] [underlined] Transmitter [/underlined] – is mounted on an anti-vibrational panel, similar to the Breeze Box, as near as possible to the attachment position. The Transmitter consists of a gauge
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mechanism, having a quadrant in mesh with the motor spindle of the Auto-syn motors
[circled 2] [underlined] Indicators [/underlined] (single) – has a mechanism similar to the transmitter, except that instead of a pinion a pointer is attached to the shaft which operates over a suitable dial
[circled 3] [underlined] Indicators [/underlined] (dual) – consists of two Auto-syn motors mounted in line. The shaft of the foremast being hollow. The spindle from the rear motor passing through it. The pointers are marked 1 & 2 and 3 & 4. The Auto-syn system operates on 24 volts. A/c accumulator supply through a dynomotor, this supplies A. 6 at 26 volts – 400 cycles at 52 volts – 800 cycles as required.
[underlined] Transmitter Mechanisms [/underlined] – fitted with quadrant coupling [circled 1] Oil Pressure simple Bourdon tube [circled 2] Fuel Pressure – diaphragm type [circled 3] Manifold Pressure – diaphragm type in a pressure tight housing with linkage [circled 4] Tachometer centrefugal mechanism driven by a short flexible drive [circled 5] Oil Temperature – simple
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Bourdon tube having a bulb and short capillary working on the vapour pressure principle – no bends in the capillary are to be less than 4” rad [underlined] [indecipherable word] [/underlined]. Fuel, Oil and Manifold pressure gauges have direct type connections. All the above mechanisms are fitted on the anti-vibration mounting on the engine.
[underlined] Transmitting Mechanisms [/underlined] – operating through a magnetic coupling. [circled 1] Fuel contents fitted on fuel tank. It has a flack operated gear system. The Auto-syn motor is completely separate from the gear mechanism. This ensures fuel does not enter the Auto-syn motor. [circled 2] Fuel Flow has a vane mechanism operated by fuel flow
[underlined] Transmitter Mechanism [/underlined operated by special linkage. Position a gear and sector mechanism operated by Flaps, wheels, and Bomb doors etc.
[underlined] Transmitter Wiring Chart [/underlined]
[page break]
[Terminal connection Table]
[underlined] DUAL INDICATOR WIRING CHART [/underlined]
[ Rear and front Motor Table of wiring]
nos 1 & 2 are the motor leads, nos 3, 4 & 5 are status leads
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[underlined] Recognition [/underlined] [circled 1] Type of instrument shown on small plate attached to transmitter unit.
[circled 2] By colour coding
[circled 3] By code numbering indicator and transmitter
[circled 4] Type of connection to transmitter
[underlined] Maintenance [/underlined] As for Telegons
[underlined] MK IV ENGINE SPEED INDICATOR AND GENERATOR [/underlined]
This instrument operates on 3 phase. A. 6, in contrast to the MK II & III Engine Speed Indicator which are D. 6 operated. There are two main parts [circled 1] Generator [circled 2] Indicator
[underlined] Generator [/underlined] – is drawn from the engine by a flex-drive and is mounted on the engine bolt-head. A gear Box to step up the revs of the flex-drive is built in the generator casing. Connection to the Indicator is made by three core cable from terminals 1-2-3 on the generator.
[underlined] Indicator [/underlined] – is a synchronous motor designed
[page break]
[diagram]
To run at the same speed as the generator. The motor drives a magnet attracting a copper drum to which the pointers indicating hundreds and thousands of R.P.M are geared. The indicator is connected to the supply from the generator by three terminals 1, 2 & 3 on the rear of the case.
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For clock-wise rotation of the generator, connect red to T1, blue to T2, and green to T3. For anti-clockwise rotation of generator connect red to T1, green to T2, blue to T3.
[underlined] Maintenance Dial [underlined] S. D & B If pointers are not on zero and engines [underlined] not [/underlined] running, slight tapping of the glass should return the pointers.
[underlined] 30HR [/underlined] , [underlined] 30HR [/underlined] [symbol] – [circled 1] Examine flex-drive for signs of excessive wear. [circled 2] Remove inner cable and lubricate with anti-freezing grease (stores ref. 34A/49). [circled 3] Replace, ensuring that locking nuts are secure and locked with locking wire. [circled 4] Examine gear-box on generator for wear, then lubricate with grease high-smelting point (stores ref 3HA/84 & 89) [circled 5] Examine all electrical connections for security
[underlined] Calibration [/underlined] – carried out against a Stroboscope.
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[underlined] OXYGEN [/underlined]
MK VIIA [symbol] OXYGEN VALVE
[diagram of valve]
[underlined] OXYGEN EQUIPMENT [/underlined]
Oxygen equipment is installed in all A/C through out the R.A.F. with increase of altitude the air density decreases with a resultant decrease of O2 available for the aircrew. Exhaustion and fatigue would soon follow if an additional supply was not available. The apparatus allows adjustment for the varied heights.
Each A/C will need the following
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equipment [circled 1] Banks of cylinders for storage of oxygen. [circled 2] 1 or more regulators [circled 3] High pressure and low pressure pipe lines with various connecting pieces and fittings [circled 4] Bayonet plugs and sockets. [circled 5] Oxygen masks with flexible tubing
In addition an a/c may have flow readers, line valves, and portable sets. Recent changes in installation for the larger type of a/c are the modific to facilitate the changing of O2 bubbles in the aircraft. This is known as insitu installation
[underlined] Cylinders [/underlined] Mk V & Vc – both filled to a pressure 1800 lbs [symbol] Made of seamless steel capacity 750 litres. A brass collar around the neck is marked with the date of last test for pressure, if more than 2 years of age return to stores. Mk Vc bottle differs from the Mk V in that it is bound with wire to prevent fragmentation of bottle when struck by canon shell etc.
[page break]
[diagram of layout if MK VIIIB pilots and crew]
[underlined] LAYOUT OF MK VIIIB PILOTS & CREW [/underlined]
Each bottle is fitted with Mk VIIA [symbol] valve or a Mk V three-way connecting piece.
[underlined] Mk [/underlined] VA or VB [underlined] Cylinder [/underlined] these are portable cylinders. Capacity 75 litres – pressure 1800 lbs [symbol] These are used on portable sets Mk I or IA and are fitted with a Mk IX A [symbol] regulator. [underlined] Mk [/underlined] VII & VII A [underlined] Transport Cylinders [/underlined] – these are used for transit of O2 from the manufact to the unit. It is fitted with a standard valve for which a key is used, when
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changing open very slowly – capacity 1600 litres at 3600 lbs [symbol] weight 240-290 lbs.
[underlined] Cylinder Valve Mk [/underlined] VII A [symbol] – fitted to cylinder in normal systems where these are taken out for charging. When using always open fully to prevent leaking over gland. Oil as grease must not be used as a lubricant if too stiff strip and lubricate with special fluid graphite.
[underlined] Line Valve Mk [/underlined] VIII – this valve is used as a means of cutting off the whole supply when not required. It is especially useful in the insitu installations also when cylinder valves are not easily accessible, similar internally to Mk VII but has an inlet and outlet union for fitting in pipe lines also a base plate for installation.
When installing ensure that the lower inlet union is onto the cylinder as the other connection allows oxygen to leak over the glands. The
[page break]
valve is also used on the charging line. Again the lower connection is towards the bank of cylinders.
[underlined] High Pressure Tubing [/underlined] – used between cylinders and regulators 1/4 or 3/16 O.D. copper tubing. With soft soldered spherical nipple. Unions are made with two, three or four-way connection pieces Mk III III A or IV.
[underlined] Mk [/underlined] III [underlined] Connecting Pieces [/underlined] – 2, 3 or 4-way – Plain connection pieces for junctions in H.P pipe line – Core 3/32” approx.
[underlined] Mk [/underlined] IV [underlined] Connecting Pieces [/underlined] 2, 3 or 4-way. Used for junctions in H.P pipe-lines where a non-return is needed in one or more of the junctions. It is similar to the Mk III but the bore is screwed to take a captive ball type N.R.V in one or more of the ways.
[underlined] Mk [/underlined] III A [underlined] Connecting Pieces [/underlined] 23, 3 or 4-way, similar in design and supercedes Mk III and IV connecting pieces. The bore is 1/4 seam approx.
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so that a filter unit or a Mk I N.R.V. can be fitted. Can be fitted into any way required. The filter unit is normally fitted in a two-way piece between the line-valve and the regulator and before changing line-valve (insitu) Always indicate where N.R.V or filters are fitted by attaching labels to pipe-line.
[drawings of MK III, IV and V connecting pipes]
[page break]
[underlined] Mk [/underlined] V [underlined] Three-way Connecting Piece [/underlined]
This replaces the Mk VII A valve in the cylinders in insitu installations. One way contains a Mk I ball type NRV. held in by the nipple of the pipe connection of the charging pipe line. The other end is open to the supply pipe line an arrow indicates direction of flow.
[underlined] Mk [/underlined] VIII A [underlined] Regulator [/underlined] – Contains all the necessary controls and indicating apparatus. The oxygen enters the high-pressure inlet passing through a filter Here a pipe is T’d off to the supply indicator (line carries choke) which is a Bourdon tube type pressure gauge calibrated in a full bottle in 1/8th diversion. The oxygen then passes through to the reducing chamber where the high [inserted] pressure [/inserted] is reduced to 35 lbs [symbol] In case the pressure builds up there is a safety valve fitted blowing off at 80-100 lbs [symbol] The rate of flow. from the chamber is controlled by the regulator valve. When this valve is closed it has
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a slight leak which will give a reading of 5,000 ft. After leaving the regulator valve the oxygen passes through to the delivery indicator which has a moving vane type of mechanism. Dials calibrated in multiples of 5,000 ft from 0-40,000 ft when the control valve is adjusted and the pointer reads say 15,000 ft, the resultant flow will be equivalent to the requirement of 15,000 ft.
The flow leaves the regulator through a filter and then by the low pressure pipe line to the bayonet unit
[underlined] Mk VIIIA [/underlined] [symbol] For Pilot (No Economises)
[underlined] Mk VIII A [/underlined] For Crew (“ “)
[underlined] Mk VIII [/underlined] For Pilot (with Economises)
[underlined] Mk VIII [/underlined] For Crew (“ “)
[underlined] Low Pressure Safety Valve Mk I [/underlined]
Fitted so that when the arrangement is such that the pressure may build up in L.P pipe-line it would “blow-off” at about 35 lbs [symbol] chief use, when used in two
[page break]
[diagrams of Mk II Economiser]
[page break]
positions with economisers and 1 regulator MK VIIID
[underlined] Bayonet Sockets [/underlined]
These provide a quick means of attachment and release for the bayonet union plug attached to the flexible tubing the mask
[underlined] Mk [/underlined] III A plain bayonet socket without valve used when regulator controls supply to one socket only
[underlined] Mk [/underlined] III B. Bayonet socket with a valve (N.R.V.) Oxygen will only flow when the plug is attached. It is used when two sockets are available from one regulator. Oxygen will not leak when the other is in use. A slight leak is incorporated to prevent a pressure build-up in L.P. tubing when neither socket is in use
[underlined] Mk [/underlined] III c – similar to Mk III B but without calibrated leak. On the Mk X system use Mk III A on pilot’s position so that the pressure will not build up in
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L.P. system Use a Mk III B or III a sockets in all Mk X systems, other than the pilot’s.
[underlined] Mk [/underlined] IV – used on the end of the flexible tubing from Economisers and is fixed on the tubing by a [indecipherable word]. Will only fit the Mk IV plug as on the end of type E, E[symbol] & G
[underlined] Mask Type “D” [/underlined] – arranged for use with flying helmet and microphone it has rubber tubing connection from Mk III B [symbol] plug.
[underlined] Mask Type ‘E’ & ‘E [symbol]’[/underlined] – is similar to type D but it is used with Economiser. It has an inspiratory and exspiratory [sic] valve to enable it to be used with Economisers. It has Mk IV bayonet plug to fit into Mk IV socket on the Economiser flexible tubing. Type ‘E’ has a single need valve for inspiration and expiration. Type ‘E [symbol]’ has a separate inspiratory valve embodied. Must be airtight and fit closely to face
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[underlined] Mask Type ‘[indecipherable letter]’ [/underlined] similar to type E [symbol] but has a disc type respiratory valve
[underlined] Cut-off Valve Mk I [/underlined] – fitted in LP pipe line between regulator and economiser. It prevents damage to economiser and subsequent waste of oxygen by cutting of the flow when the Mk IV bayonet socket is pushed inti the clip. It is spring loaded, the spring being covered to prevent inginees of [indecipherable word]. Seals are affected by means of rubber washers on the plunger in both on and off positions
[table]
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[diagram of oxygen layout Mk X A]
[page break]
Mark X Regulator [/underlined] – this is the latest type used in aircraft oxygen installations where only one regulator is required this is controlled by the pilot:
This regulator controls the flow for the entire crew. It is similar in principal to the Mk VIII series but has a modified reduction chamber and is fitted with filters and drain plugs.
The oxygen supply is carried to the “On Off” valve which is rendered leak proof by means of bellows that are fitted round the operating spindle. It is fitted with a drain plug.
When the valve is open, the supply flow to the reduction chamber via a filter and also to supply indicator. The spring control of the reduction chamber is adjustable by means of the Flow as Regulator knob. The high pressure is reduced to medium pressure the valve of which is dependant upon the spring
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tension. Both high pressure and low pressure are fitted with drain plugs. The reduced pressure leaves the reduction chamber by a filter and lubricating box. This box is fitted with a safety valve operating pressure 80-100 lbs [symbol] and three outlet leads. One goes to the delivery indicator which is a Bourdon Tube pressure gauge and has a small scale similar to the Mk VIII. The other two feed the manifolds with 1/4” copper or light alloy medium pressure tubing. The system can [indecipherable word] 8 men without Economisers or 20 men with Economisers. The Mk X A is calibrated for use with economisers.
[underlined] Medium Pressure Tubing [/underlined]
Use from [indecipherable word] box to manifolds. Copper or light alloy 1/4" tubing (O.D) If pipe connections are necessary use a Mk VI three-way connecting piece.
[underlined] Manifolds [/underlined]
Each manifold has a filtered
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inlet and four outlets, one to each member of the crew (blank-off those not required) In each of the outlets is a metered jet. When the flow control knob on the regulator is set to give a pressure in the reducing chamber equivalent to a given altitude, the jet will pass sufficient oxygen for each man at that altitude.
Mk I manifolds used where no economisers are installed. Mk I A used where economisers are installed, the difference is in the size if the jets. The Mk I being the larger. In an installation using economisers the turret position may have a bayonet socket and no economisers. In this case a Mk I is fitted to the manifold outlet, feeding the turret and the Mk clearly indicated at the connection.
[underlined] Low Pressure Tubing [/underlined]
This is used from manifolds to bayonet sockets, and economisers and
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from Mk VIII regulators and economisers 5/16” O.D. aluminium tubing, connections being made with L.P. Unions. Sealing is made by the compression of the rubber washer against the tubing and union body by means of the union nut. To seal tighten union finger-tight and then 1/2 a turn with the spanner.
[underlined] Economisers [/underlined] – This has been slowed to reduce consumption and improve conditions at high altitude as when working high. It will be fitted in due course to all installations and will save approx. 50% oxygen.
Inlet connection is from Mk I cut-off valve by means of low pressure tubing and is adjustable. Outlet is adjustable in flow positions and has a length of flex-tubing (fixed by Aerobix clips) to a Mk IV Bayonet socket. The oxygen flows from the low pressure pipe line into a rubberised canvas bag, which is
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spring loaded. From here it passes through a filter through a mica disc valve to the Mk types E E [symbol] or G mask when the wearer of the mask inhales the valve opens and she will fill up his lungs with air. As he breathes out the pressure closes the two valves and opens a respiratory valve through which the used air passes to atmosphere. During this breathing out period the bag is filling up from the R.P. pipe line.
[underlined] To Check [/underlined] [circled 1] Remove encom. [sic] from a/c and set up flat on bench [circled 2] Connect L.P of spare regulator to the inlet.
[circled 3] Turn on oxygen supply & set flow meter to 5 litres per min [underlined] MK VIIIA [symbol] or VIIIB [/underlined] 22-25,000 ft [underlined] MK VIII C or D [/underlined] or [underlined] MK VIIIA [symbol] or VIIIB (with calibrated mask [indecipherable word]). 30,000ft. [underlined] MKX [/underlined] with 1A manifold 40,000ft [underlined] MK XA with manifold [inserted] Emergency [/inserted] 40
[underlined] MK T [/underlined] A [underlined] Flow Meter [/underlined]
Is used where two bayonet sockets are needed for on Mk VIII regulator and one is a good distance away from the regulator – the flow meter is fitted in the pipe-line prior to the bayonet sockets so that the one can know the
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amount of flow at the farthest point.
[underlined] Flow Inidicator Mk II and III [/underlined]
Used in the Mk X system for each point so that each member of crew can see if he is getting oxygen supply. Similar toi Mk I A [symbol] meter but it is not calibrated.
Mk II infos crew fuselage fitting, Mk III for pilot – panel fitting.
[underlined] Portable Sets [/underlined] Mk I, IA : I B
For use by a member of the crew who cannot remain at one supply point. Consists of a 75 litre cylinder Mk V or VB with a Mk IXA [symbol] regulator fitting; this regulator has the following [circled 1] Charging connection [circled 2]”On Off” valve [circled 3] A pressure gauge calibrated and marked in terms of minutes 0-10 [circled 4] A reducing valve which reduces high pressure to approx 50 lbs [symbol] [circled 5] A bayonet socket is for a Mk 3B [symbol] or Mk I or Mk IA as the Mk IV socket and flex tube on Mk Io. The delivery will be
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controlled by a jet and vary with the altitude.
[diagram]
[underlined] Portable Set Changing Procedure [/underlined]
[circled 1] Turn on off valve off
[circled 2] Remove blanking nut and connect charging connector to charging regulator with Mk II H.P. flexible hose
[circled 3] Ensure all joints are leak-proof
[circled 4] Turn on charging regulator valve and
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then the portable set valve.
[circled 5] Allow to charge until indicator reachs [sic] or passes the 10 min mark (1950 lbs [symbol] on charging gauge
[circled 6] Turn off portable set valve and then the charging regulator valve.
[circled 7] Disconnect from charging set first replacing blanking nut
[underlined] Rack Charging Procedure for A/c Cylinders [/underlined]
Before charging a blast of hip Oxygen should be allowed through the rack to clear piping of moisture etc, also open cylinder valves and check for same defects. Inspect cylinder for state of last list and test contents for [indecipherable word] and serviceability of valve.
[circled 1] Connect up transpoint cylinder and open its valve with a key until regulator pressure gauge reads 3,600 lbs [symbol] [circled 3] Open valve 1/4 – 1/2 a turn watching to
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see that low pressure is correct
[circled 4] Shut valve when pressure reaches a steady 1800 lbs [symbol] this should take approx. 20 mins.
[circled 5] Allow to cool for 20 mins when pressure will have fallen. Open valve again and top up to 1,800 lbs [symbol]
[circled 6] Close cylinder valves and disconnect.
[underlined] In Situ Charging [/underlined]
The charging regulator is mounted on a truck and connected to a charging point in the a/c with high pressure hose, before connecting up send blast through pipe-line to remove foreign matter. Charge up to 1900 lbs [symbol] to allow for lose in cooling. Close line valve before closing charging regulator valve. Disconnect and [indecipherable word] for leaks at charging point (glass tube.)
[underlined] Installation [/underlined]
[circled 1] Keep system free from oil and grease
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[circled 2] Test for leaks with soap solution [indecipherable word] off after testing.
[circled 3] H.P/ tubing where connected to cylinders should have a loop of at least 4” Diam to prevent hardening and cracking with constant disconnecting and connecting of unions low pressure unions should be tight and leak-proof. Examine rubber washers.
[circled 4] New tubing should be washed through with Trichoethylene and dried with blast of hot air.
[underlined] Boldering nipples [/underlined]
[circled 1] Clean off and square end of tubing
[circled 2] Use soft solder and killed spirits (soldering solution)
[circled 3] Tin end of copper tubing and use blow lamp and see that solder runs well down inside of nipple
[circled 4] See that end of nipple is clear of solder
[circled 5] Wash out with 1% hydrochloric Acid solution (to get rid of the flux) and
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then wash out in boiling water
[circled 6] Test new pipe line. Cover ends with linen if not to be used immediately
[underlined] Regulator Tests [/underlined]
[circled 1] Connect one full cylinder to each regulator and ensure all H.P and L.P unions are tight
[circled 2] See that pointers are at zero
[circled 3] Turn on cylinder valve and adjust delivery to 5,000 ft. Supply indicators should not read less than 7/8 Test H.P Unions for leaks
[circled 4] Adjust delivery to 35,000 ft. Test L P connections including bezel of Delivery Indicators and gland of Control Valve.
[circled 5] Turn off cylinder valve and note that delivery does not drop below 25,000 ft until Supply is below 1/16th
[circled 6] Read Supply accurately and allow regulator to stand for one hour with cylinder valve open and control valve closed. Fall in reading should be about 1/8th
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[underlined] Daily Inspection [/underlined]
[circled 1] Check contents of cylinder. Change if less than 7/8th: In case of replacement test the following
a) Cylinder valve gland nut
b) Cylinder valve spindle outlet
c) Recess in top of valve handle
d) Joint between cylinder valve and hip tubing
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[underlined] THE ATMOSPHERE. [/underlined]
The earth is surrounded by a belt of air about 200 miles deep and consists of a mixture of gases which have a definite weight. 1 su. ft at sea level weighs approx .08 lbs. Air therefore exerts a pressure on everything it surrounds which is about 14.71 lbs per square inch at sea level and it is obvious that this pressure will decrease with an increase of height. The pressure about 3 1/2 miles up is almost half owing to the fact that air is compressible. Atmosphere pressure varies from day to day at any given point due to temperature and humidity. The unit of absolute pressure is the ‘Bar’ which is equal to 1 megadyne per sq. cm. The practical unit is the millibar which is 1/1000th part of the bar. From this name is derived ‘Barometer’ which is the name given to the standard instrument for measuring atmosphere pressure
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[underlined] Portable Barometer Mk I [/underlined] is an instrument that makes use of the fact that atmospheric pressure will support a column of H G and has a scale of contracted inches which require no setting when taking a reading. It is designed to read inches of pressure and is also used in conjunction with Altimeter calibration. For a given pressure changes of temperature and the force of gravity (change in latitude), varing [sic] headings will be given and thus definite conditions must be laid down for these two factors. Kew Type Barometer
[temperature table]
[page break]
[diagram]
[underlined] The Fortin Barometer [/underlined] differs slightly in construction in the fact that it measures to three decimal places, using a special Dennier scale which is in true inches. Before reading, the adjustable reservoir must be adjusted to bring mercury to its Feducial Point.
[underlined] The Newman Barometer [\underlined] again is of different construction and has a true inch scale which must be adjusted before taking a reading.
[page break]
[underlined] ALTIMETER [/underlined]
Are designed to register changes in atmosphere of an evacuated capsule whose position is controlled by a flat leaf spring. Any changes in atmosphere pressure on the capsule means that the spring has a movement which is transmitted by means of a suitable system of links and levers to a pointer which rotates over a scale marked in terms of height i.e. thousands of feet, Arrangement is usually made up for setting pointer to a zero position
[diagram of altimeter]
[underlined] SIMPLE ALTIMETER [/underlined]
[page break]
[underlined] Calibration Lanes. [/underlined] Altimeters may be calibrated under two lanes
[underlined] 1 Isothermal lane [/underlined] – assumes that the pressure is 1013.2 mbs and that the temperature at all places and heights is 10%. This lane requires large correction at high altitudes
[underlined 2 I.C.A.K Lane [/underlined] – assumes the pressure on the ground to be 1013.2 mbs and the temperature falls at a rate of 1.98o C for every 1000 feet from 15o on ground to -56.5o C at 36,000 ft after which it remains constant [underlined] Mk [/underlined] XIII [underlined] Altimeter [/underlined] – Range from 0.20, 0.30 0-40,000 ft. Has a simple altimeter mechanism enclosed in a moulded airtight case, there is a nipple at the rear of case for connection to a static line. Has an adjusting knob which usually rotates the main scale, and there is a small hole in the dial with lines engraved on each side, when these lines are coincident with a line seen below the hole and
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brought about by rotating the knob the altimeter should read zero, providing the pressure of the day is 1013.2 mbs. Is calibrated to the isothermal low
[underlined] Mk [/underlined] XIV [underlined] Altimeter [/underlined] – working range 0-40,000 ft Works on same principal as Mk XIII but mechanism is on a very different kind of construction. Has a moulded airtight case and nippled at the rear. Three pointers geared and indicates 100, 1000 & 10,000 ft. An adjustable barometric scale is also provided. This instrument is calibrated to the I.C.A.K Lane. The pointer and subsidary [sic] scale are so related that if zero height is indicated, the subsidary [sic] scale should indicate barometric pressure of the day at that particular time and place. A permissable [sic] error is allowed of plus or minus 50 ft. If the knob is rotated both pointers and subsidary [sic] scale move but during normal use as an altimeter only pointer move, the above relationship
[page break]
means 1). If height scale is at zero, subsidary [sic] scale will read pressure of the day at that particular time 2) If pointers are set to the height of the aerdrome [sic] above sea level, subsidary [sic] should read barometric pressure at sea level at that time. 3) If a pilot is landing at another aerdrome [sic] he can find by wireless barometric pressure at that aerdrome [sic] and set this on subsidary [sic] scale, and upon landing, his pointer should read zero.
[underlined] Altimeter Leak Tests [/underlined]
[underlined] Mk [/underlined] XIII – Apply a suction [underlined] carefully [/underlined] till pointer indicates 4,000 ft. Trap suction, pointer should not drop to below the 1000 ft mark in less than one minute (3,000 ft in one min)
[underlined] Mk [/underlined] XIV – Apply suction carefully till pointers indicate 1,000 ft, trap suction, pointers should not drop below the 950 ft mark in less than one minute (50 ft in one min.)
[page break]
[underlined] BOOST GAUGES [/underlined]
[diagram of boost gauges]
To indicate pressure of the fuel mixture in the induction system of a super-charged engine relative ti normal atmospheric pressure. The mechanism is similar in principle to a simple altimeter and is contained in an airtight case, [inserted] (MK III TYPE ONLY) [/inserted] at the back of which is a threaded nipple to connect a copper pipe, between the instrument and the induction system is a fuel trap situated usually at the lowest point of the pipe line. The instrument nipple contains a removable filter and it is so constructed that
[page break]
between the instrument and filter there is a choke to prevent damage which would be caused by an engine backfire. The pointer indicates at the positive and negative boost lbs per [symbol] relative to normal atmospheric pressure and is therefore only at zero when pressure in induction system is 14.71 lbs per [symbol] or 1013.2 mbs. When engine is stopped, pointer will read slightly above zero if barometric pressure is above normal and slightly below zero is barometric pressure is below normal.
[underlined] Types of Boost Gauges Used [/underlined] – are as follows.
Mk III c - -4- + 8 lbs, Mk III G – 4 + 16 lbs, Mk III e [symbol] -4- + 8 lbs. Mk III c [symbol] -4- + 16 lbs
[underlined] Mk [/underlined] III [symbol] type differ slightly in construction, which allows a none airtight case, but principle remains the same, (no filter).
[underlined] To Check Zero Reading [/underlined]
Method [circled 1] Draw a graph from figures given in a 1875 Sect II Chapter [underlined] 6 [/underlined] Table 1
[page break]
[diagram]
MK III [symbol] TYPE
Obtain barometric pressure of day in mbs, correct reading can be fixed by checking on graph.
Method [circled 2] a). 1 lb pressure is equal to a difference of level of 2.04 inches of h.g.
b) With a pressure of 29.44 inches h.g gauge should read zero
c) Therefore if amount of days pressure above or below 20.99 is divided by 2.04 (for practical purposes can be 1/2 ) the result will be correct boost gauge reading
[underlined] Leak Test [/underlined]
Carried out, [circled 1] Before a new gauge is installed.
[page break]
[circled 2] When a reserve aircraft is being fitted for flight
[circled 3] Before gauge is calibrated at a major inspection
[circled 4] When accuracy of gauge is suspected
[underlined] Test as follows [/underlined]
[circled 1] Remove wire locking bezel, slacken lubber mark locking screw [inserted] and tighten bezel hand tight. [/inserted]
[circled 2] Connect boost gauge to calibrating apparatus apply pressure to give reading of + 7 lbs per [symbol]
[circled 3] The time taken for pointer to fall 1/2 lb should not be less than one minute
[circled 4] If leak is outside this limit a new sealing washer must be fitted and the instruments re-tested
[underlined] AIR SPEED INDICATORS [/underlined]
This instrument indicates the speed of the aircraft relative to the air, but [underlined] not [/underlined] relative to the ground. It is a differential pressure gauge, whose pointer moves a certain distance which depends
[page break]
on the difference in pressure between still and moving air at any height. The dial is calibrated in M.P.H in and planes and knots in seaplanes and flying boats There are two L.P supplies at the back of a moulded airtight case which are mark Static (S) and Pressure (P), which are connected by 5/16 aluminium tubing and L.P unions to their respective connections ion the Pressure-head – Air Speed Indicators are filled in the Pilots, Navigators and Bomb-airmens instrument panels.
[underlined] Leak Test [/underlined] (Instrument only)
Apply suction carefully to static connection till pointer indicates 150 M.P.H and trap suction pointer should not drop more than [inserted] (13 KNOTS) [/inserted] 15 M.P.H in less than 10 secs
[underlined] Pressure Head [/underlined]
Consists of a pressure tube with an open end facing direction of travel and a static tube closed at the end, but with holes or slats cut in at right
[page break]
angles to the airflow of aircraft. In the Mk VII these tubes are set parallel with the static above the pressure. There is a special trapsion thin tube (pressure) to prevent dent entering and ice forming. In the Mk VIII the pressure tube is fitted inside the static – tube and the pressure-head is electrically heated.
[underlined] RATE OF CLIMB INDICATORS [/underlined]
[diagram]
RATE OF CLIMB INDICATOR
[underlined] Mk [/underlined] IB – range +- 4000 ft per min – this indicator is a type of differential pressure head, it’s pointer indicating the difference of pressure
[page break]
between the inside of a capsule and the outer case in one type, and between a small chamber with a diaphram [sic] and the instrument case in the other type. A nipple at the back of the moulded airtight case, leads atmospheric at any height into the interior and the two parts of the instrument are divided by chokes. which allow pressure to leak between one part and the other at a definite rate. Thus if the chokes are suitably designed the pointer will indicate the rate of change of altitude and so the scale or dial can be marked off in 1000 ft per min. climbs or dives. There is usually incorporated a zero adjusting screw, situated at the bottom right-hand corner of the case.
[underlined] Leak Test [/underlined]
[circled 1] Connect instrument to a U. tube of water and a ‘T’ piece.
[circled 2] Apply a pressure [underlined] carefully [/underlined] to give a difference in level of water of 11.4 inches
[page break]
[circled 3] Trap pressure and water should not fall faster than 1” in 10 secs
[diagram of Leak Test Layout for Rate of Climb]
[underlined] BLIND FLYING PANEL [/underlined]
[diagram]
[page break]
[underlined] TURN AND BANK INDICATOR [/underlined]
[underlined] Turn Indicator [/underlined] – Object to aid the pilot to maintain straight and laterally level flights. Instrument has two pointers. The top one operated by a pendulum weight and indicates side clip. The lower pointer indicates rate of turn, and is operated by an air-driven gyroscope. A union att he rear of the air-tight case is connected to a vacuum supply, which causes the outside air to pass through a filter and jet, impinges on the rotor. The angle of tilt of the inner ring is controlled by a spring which is attached to it. The instrument should be mounted with the top points at zero when aircraft is laterally level.
[underlined] BLIND FLYING PANEL [/underlined]
Has been adopted to standardise the grouping and types of instruments used. Holds six instruments [circled 1] A.S.I top left.
[circled 2] Mk XIV Alt bottom left.) [circled 3] Art, Horizon top centre [circled 4] Direct. Ind. Bottom centre [circled 5] T & S Ind. bottom right. These instruments
[page break]
have been chosen so that if one becomes u/s there always remains an alternative by which blind flying can be completed. The B.F.P is supported in three places by anti-vibrational mountings which use both rubber buffer and metal spring to prevent excessive vibration from effecting [sic] the instruments.
[underlined] PIPE LINE SYSTEM [/underlined]
[underlined] Installation [/underlined]
The following precautions should be taken when fitting low-pressure tubing in the system. [circled 1] The pressure head must always be facing head forward and horizontal with a/c in flying position.
[circled 2] The static holes should always be kept clean and free from burns.
[circled 3] When fitting L.P unions, the aluminium tubing should be filed off square, and pushed intio union as far as it will go.
[circled 4] A new rubber ring should be
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fitted every time union is broken.
[circled 5] When fitting unions nuts should be done up finger tight, then a extra half turn with a spanner.
[circled 6] There should be no sharp bends but elbow unions should be used.
[circled 7] Drain traps for both static and pressure lines should be fitted at lowest point of installation.
[circled 8] System should be tested for leaks at frequent intervals.
[underlined] Installation Leak Test [/underlined]
a) [underlined] Pressure line. [/underlined] Disconnect from first L.P joint behind pressure head and attach rubber tubing and apply a pressure till A.S.I reads 150 miles per hr and trap pressure pointer should not drop below the 135 mark in less time than is given by following formula. 5/8 [indecipherable word] Y = length of pipe-line.
b) [underlined] Static Line [/underlined] Disconnect from first L.P joint behind pressure head, attach tubing and apply suction till A.S.I reads 150 MPH
[page break]
trap suction, pointer should not drop to 135 mark in less time than as given by the following formula 1/2 x 1/16 (N + 1/16) secs L = length of pipe N = no of instruments
[diagram]
[underlined] PESCO SUCTION PUMP [/underlined]
[underlined] Venture Head [/underlined] – Depends for it’s action on the increase of velocity of moving air due to the conical shape of the head. This increase of velocity causes a partial vacuum in an annular groove over which the air passes, so causing the
[page break]
air to be drawn out of the pipe-line
[underlined] Maintenance [/underlined] Ensure that groove is clean and the head secure and properly aligned.
[underlined] Pesco Vacuum Pipe [/underlined] Consists of a rotor out of centre with the case, with 30 blades passing through it at right-angles to each other. Air is drawn out of the pipe-lines and discharged, thus creating a partial vacuum in the pipe-line and instrument connected to it. The pump is engine driven and is supplied with oil under pressure for a) Lubrication b) Cooling c) Sealing. The pump can be driven in either direction
[diagram of relief valve]
[underlined] A.M RELIEF VALVE [/underlined] (VENTURE HEAD)
[page break]
[diagram]
[underlined] PESCO RELIEF VALVE [/underlined]
[diagram]
[underlined] CHANGE OVER COCK [/underlined]
[page break]
[underlined] Change Over Cock [/underlined] – To enable the pilot to use either the Pesco Pump or the Venture when fitted as to change over from one pump to another on other than single-engine a/c. Consists of a metal body containing four ports over which can be rotated an inner drum covering air opening the necessary ports. The cock incorporates two filters (see diagram)
[diagram]
[underlined] LAYOUT SHOWING USE FOR CHANGE OVER COCK
[underlined] Aircraft Inspections [/underlined]. All aircraft inspections are laid down in the appropriate maintenance schedule, this is the only official guide for any particular a/c and should always be consulted. The first item on daily inspection of any instrument or piece of apparatus is check for D.D./a. This will of course be interperated [sic] differently for different instruments. When any particular inspection is carried out all groups of previous inspections must also be done.
[Table showing instrument inspections]
[Page break]
[Continuation of table showing instrument inspections]
[Page break]
[Continuation of table showing instrument inspections]
[underlined] SPERRY GYRO PILOT [underlined]
[underlined] Sperrys rule of Preccession [sic] [/underlined]
This is used to determine the direction in which a gyroscope will process if a torque is applied to it as follows :- Transfer the torque from the ring to the rim of the rotor then carry it around 90o in the direction of the spin. A push at that point will indicate the direction of the preccess [sic]. Two things govern the rate of the preccession [sic]. [cirlcled 1] The strength of the torque which if increased will increase the rate of preccessions [sic] [circled 2] The rotor speed which if decreased will result in an increase rate
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[Diagram of SPERRY GYRO PILOT OIL LAYOUT]
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[Diagram of DIRECTIONAL INDICATOR]
of preccession [sic]
[underlined] Space Gyro [/underlined]
Maintains its axis of spin relative to space always pointing towards the same fixed star.
[underlined] Earth Gyro [/underlined] This gyroscope preccesses [sic] at the same rate as the earth’s rotation and
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therefore maintains its axis of spin relative to earth.
[underlined] Directional Gyro [/underlined]
[underlined] Purpose :- [/underlined] To indicate to the pilot the course of a/c in[one decipherable word]. It is independent of acceleration error and northly [sic] turning error, to which the magnetic compass is subjected.
[underlined] Description :- [/underlined] Consists essentially of a control free gyro, having its axis of spin horizontal. The outer ring is pivotted [sic] about a vertical axis, and is used to carry a compass card, marked off in degrees and read in relation to the lubber line on the front of the case. A union at the rear of the case is connected to the suction system 31/2” H G. giving a rotor speed of 10,000 R.P.M.) Air passes into the case through a filter at the bottom and thence through the outer ring to two parallel jets impinging on the rotor. A caging knot on the front of the case is used [circled 1] To work
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the gyro for take off and landing [circled 2] To set the compass card coincident with magnetic compass [circled 3] To work the gyro when manoeuvres outside the 60o limit of climbs, dives, and rolls are executed.
[underlined] Installation [/underlined] Mounted on the B.F.P it has four alternative unions for connection to the suction system. These connections are made by means of an olive and nut, and special pieces of tubing to a distributor on the panel. For lengths up to twelve feet 3/8’ O.D. tubing is used, lengths 12’-25’ 7/16” O.D. tubing is required. A test flight is necessary after installation.
[underlined] Maintenance [/underlined] - [underlined] D.J. [/underlined] [indecipherable letters] check caging device and leave caged.
[underlined] 30 & 30* Inspection [/underlined] Clean filter by removing gauge discs. Clean discs in petrol and renew tissue part.
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[underlined] ARTIFICIAL HORIZON [/underlined]
[underlined] Purpose [/underlined] - to indicate to the pilot the altitude of the A/c in pitch and roll in relation to the horizon, also when night flying or conditions in which the true horizon is not visible.
[underlined] Description [/underlined] consists of a gravity controlled earth gyro having its axis of spin vertical and enclosed in a case pivotted [sic] [one unknown word], and which form the inner most ring. The horizon bar is pivotted [sic] at the rear of the outer [inserted] ring [/inserted] and engages with a pin on the inner ring, moving in a curved slot in the outer ring. This bar indicates the pitch altitude of the a/c in relation to a model a/c attached to the case. A curved dome is secured to the outer ring, a small extension of it in the form of a pointer registering against a scale of 90o - 0o – 90o on the case, thus indicating the Bank angle of the a/c. In a bank or roll the gyro and horizon bar maintain their position,
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while the case and model a/c move with the a/c. The rotor is spun by similar means to the D.G. air entering through a filter at the rear of the case. The preccession [sic] housing forms an erecting device to maintain the axis of spin vertical and thus ensure that the inner ring conforms to the curvature of the earth.
[underlined] Installation [/underlined] Exactly the same as for the D.G. After installation, the locking screw must be removed, and the blanking screw and washer put in its place. It is found in a canvas bag on the instrument. The locking screw must be re-inserted in the instrument on packing the instrument for transit.
[underlined] Maintenance. D.I.[/underlined] [set of initials]
[underlined] 1st 2nd Minor [/underlined – D, I and clean filter as for D.G.
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[Diagram of Artificial Horizon]
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[Diagram of SPERRY G.P. AIR LAYOUT]
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[underlined] SPERRY GYRO PILOT [underlined]
[underlined] Purpose [/underlined] To maintain a/c on true course, level fore and aft and laterally.
To increase the accuracy of bombing and aerial photography, and to increase the safety factor when flying in poor conditions.
To relieve pilot of strain and stress on long flights.
The Sperry Gyro Pilot employs a modified version of the sperry D.G. and Artificial Horizon as the control units Both units are housed in a mounting unit fitted in front of the Pilot where the B.F.P. is usually placed. The D.G. unit controls ‘course’ and rudders, while the Bank and Climb unit controls ‘pitch’ and elevators and ‘roll’ actions.
[underlined[ Method of Establishing Control [underlined]
Attached to the respective rings of the gyro are ‘D’ shaped knife edges. Placed adjacent to the knife edges and attached to the units are the pick off tubes, so arranged that the slots in the pick offs
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are half covered by the knife edged discs. The two components detect movement of the a/c relative to the gyro. The pick offs are connected to each side of an air relay on the mounting unit, and flow of air passes through the air relay unit into the units via the pick offs. The diaphram [sic] of the air relay is connected by a spindle to the piston of the B.O.V. toward air relay transmits control. The B.O.V. transmits oil pressure down to the servo motors which are the means of operating the a/c control.
[underlined] Action [/underlined] When the a/c is disturbed the gyro and knife edge discs maintain their position but the pick offs moving with the a/c pass over the knife edge discs. This unbalances the pressure in the air relay, therefore the diaphragm will move, this in turn will move the piston of the B.O.V. Thus oil is allowed to flow down to one side of the servo motor and the building
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up of pressure causes the piston of the servo motor to move, control is then applied to check the disturbance. In order to limit the control to an amount proportional to the disturbance the pick offs are geared and connected by a follow up cable to the servo-motor which centralise the pick offs to the knife edge discs.
[underlined] Bank and Climb Unit [/underlined]
Consists of a gravity controlled earth gyroscope having its axis of spin vertical. The inner ring is pivotted [sic][one indecipherable word] and controls the elevator. A vertical bale ring is also pivotted [sic] [one indecipherable word] in the case and moves identically with the inner ring. It serves to detect movement of the aircraft in pitch and has mounted at the right hand [one indecipherable word] pivot a baffle plate and knife edge disc, while the elevator pick off is attached to the unit. Also attached to the bale ring is the
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model aircraft, which in relation to the longer bar indicates the pitch altitude of the aircraft. The outer ring is pivotted [sic] fore and aft and controls the a/c totally [one indecipherable word in brackets]. The baffle plate and knife edge discs are attached to the rear pivot of the outer ring, with the pick off at the rear of the case. Rolling is indicated on the dial by movement of the model a/c in relation to the longer bar on the outer ring. Follow up is arranged by gearing the pick offs to the p/up pulley on the mounting unit, which is connected to the servo motors by cable. The follow up [one decipherable word] indicate the relative position of pick offs and knife edged plate. A [one decipherable word] gauge is fitted on the front of the unit (range 0.8 HG) also fitted are elevator and [one indecipherable word] control knobs. Level flight control knob and caging knob. At the rear of the unit are Grommet connections to the air – relays, main suction and electrical circuit
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A large filter at the base allows air into the unit there are also two spring loaded follow up clutches which contact the follow up pulleys in the mounting unit.
[underlined] Pesso Suction Relief Valve [/underlined]
[underlined] Purpose [/underlined] Is the means to adjusting the suction in the system.
1. Prevents excessive operation of the Sperry Relief Valve.
2. To protect the air system pipe lines and fittings against excessive suction . It is always fitted close to the Pesco Pump, where the suction is a maximum, approx 7”H.G. It should be used for course adjustment, which is effected by releasing the lock nut and turning the adjusting screw anti-clockwise to increase. The filter cap should be removed to enable the filter to be cleaned with petrol (filter cleaned on the 1st & 2nd minor inspection)
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[underlined] Directional Gyro Unit. [/underlined]
This unit embodies a free gyro having its axis of spin horizontal. The outer ring is pivotted [sic] vertically and controls the rudder. The knife edge plate is attached to the top pivot of the outer ring while the pick off is on the top of the unit. The directional compass card is also attached to the outer ring being used in relation to a lubber line on the case. The follow up index card is attached to the pick offs and is placed above the compass card, and indicates to the pilot the relative position of pick offs and knife edge plates. [one indecipherable word] wander is not compensated for and gyro is reset every 15 mins. A deliberate course change knob and crass level indicator are fitted in the front of the case, the latter consisting of a curved glass tube, alcohol filled and containing a steel ball. At the back of the unit are to be found the spring – loaded F/U discs electrical,
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connect, grommet connections to the air relay and main suction. The unit is secured to the mounting unit by two bolts.
[underlined] Sperry Suction Relief Valve [/underlined]
To enable a fine asyustment [sic] to be made for the suction in the system and allows for difference of suction between the two extreme ends of the suction pipe line. It is bolted to either end of the mounting unit in one of six alternative positions. The four unions are marked P for pressure, H for Bank & Climb Unit. G for directional gyro and T for Turn and Bank Indio [sic] when fitted. To adjust the suction remove the cap and turn adjusting screw clockwise to increase suction and tighten up the locking nut.
[underlined] Check Valve [/underlined]
This is fitted in the suction pipe line to protect the gyro unit against back pressure of air in the system should the Pesco Pump reverse its direction of rotation
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[Diagram of Balanced Oil Valve]
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[underlined] Air Relay Valve [/underlined]
[underlined] Purpose [/underlined] To transmit the control from the gyro to the B.O.V.
[underlined] Description [/underlined] Consists of two alloys castings bolted together and having a rendered skin diaphragm between them. The diaphragm by two metal discs and has a spindle attached to the centre which connects with the B.O.V. System. Air is drawn in through a filter at each side and then passes to the pick off in the unit. Normally the slots are half covered and the pressures in the air relay are equal. If the aircraft is disturbed then the movement of the pick offs over the knife edged plate causes the pressures to be unbalanced in the air relay. The diaphragm is deflected and causes a movement of the B.O.V. piston which allows oil to flow to one side of the servo motor. To test the A.R.V. hold it horizontal with the spindle upper most then with the [one indecipherable word]
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lightly push the spindle up release and it should fall back to its original position.
[underlined] The Oil System [/underlined]
[underlined] The Sump [/underlined]
To supply the system with oil and to collect drainage oil from the system.
Is simply a narrow container having a number of unions, filter plug, drain plug and an inspection window. Normally in most a/c a sump will be fitted which supplies oil for the operation of the hydraulic system and in this case the Sperry system may be connected to the same sump. Where such a system does not exist, the Sperry sump must be fitted below the level of the mounting unit in order to provide gravity drainage into the sump. It should be maintained 3/4 full in the daily inspection.
[underlined] The Pump [/underlined]
To provide a note of flow of oil
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throughout the system.
[underlined] Description [/underlined] Consists of an alloy casing having a phaspho [sic] bronze lining in which are two gears meshing with each other. One gear is an idler gear the other is connected to the engine crank shaft. The inlet union is the side of the pump, where the gears move away from each other. The oil is drawn in at this point and carried round by the gears and forced out at the outlet union, 180o opposite. The unions are not inter-changeable to do so would affect the lubrication system of the pump. Care must be taken therefore to ensure that the rotation of the pump coincides with the direction of the engine, to the effect there is an arrow on the back of the casing. A drain plug at the rear allows drainage of engine oil which has leaked along the driving shaft.
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[underlined] Oil Pressure Regulator [/underlined]
[underlined] Purpose [/underlined] To regulate the pressure in the system to within + or – 10lbs □” of the working pressure.
[underlined] Description [/underlined] Consists of an alloy casting having three unions leading to the pump gyro pilot and sump. Down the centre of the regulator is a hollow spring loaded plunger which covers the outlet to the pump. As the outlet to the gyro pilot is smaller than the inlet union pressure is built up when at a predetermined figure, lifts the plunger off its sitting and allows excess oil back to the pump. A channel is cut from behind the plunger to a by pass connection in the casting, whose entrance is covered by a spring loaded ball valve. This channel allows oil which has leaked passed the plunger to return into the sump outlet and thus prevents build up of pressure inside the plunger. To prevent leakage of oil passed the adjusting screw a gland consisting of
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two dural [sic]washers and asbestos yarn soaked in tallow and graphite is placed around the spindle and kept in place by a gland nut. To increase the pressure the adjusting screw should be turned clockwise.
[underlined] Oil Filter [/underlined]
[underlined] Purpose [/underlined] To ensure that the oil is clean before passing to the B.O.V.
[underlined] Description [/underlined] Consists of an alloy casting having a filter element (old type maltese [sic]cross new type wire mesh) mounted on a spindle each staggered 1/8th of a turn, this forms a number of spaces thro’ which the oil can pass. The collar securing the filter has eight bolts through which the oil passes through before going out the outlet union. The casting should be mounted with the unions at the top so that dirt which has collected in the chamber comes out when the filter is removed for cleaning on a 1st & 2nd minor inspection.
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[underlined] Two Way Back [/underlined] This is fitted between the oil filter and the mounting unit and provides a means of by-passing the oil back to the sump when carrying out any repairs or inspections in the mounting unit side of the circuit where air might enter the system. Also to enable the pilot either direct or by remote control to by pass oil back to the sump, in case of leaked of oil during flight.
[underlined] Mounting Unit [/underlined] Consists of a frame supported on the four ‘load’ type. A V.M in the cockpit in place of the B.T.P. The two units slide into this cradle and are secured by two bolts. Attached to the unit are three air relays, 3 B.O.V’s electrical connections, main suction connection drain and pressure manifolds. At one end is placed the Sperry Relief Valve and all pipe lines leading from the B.O.V.’s and mounting unit must be flexible hose.
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[underlined] Balanced Oil Valve [/underlined]
[underlined] Purpose [/underlined] To transmit oil pressure to the servo motors in order to apply control.
[underlined] Description [/underlined] The valve is operated by the air relay to which the piston is attached. The valve consists of a six load piston moving inside a valve casing on the mounting unit, and has an inlet union connected to the servo motors. In addition an exhaust union leads away the exhaust oil from the side of the servo motor opposite the side under pressure, to the sump via the speed control valve and a drain union leads away oil which has leaked over the lands of the piston back to the sump on the drain manifold. The piston is spring loaded in order to assist centralisation of the air relay and to avoid all end play on the B.O.V. piston.
[underlined] Assembly of Piston [/underlined] On to the piston fit,
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a collar, spring and second collar, ensuring that the collar of the washer engages the spring. Then fit on the small bush and the sleeve and onto the end screw the clamp. Adjust by the clamp unfit the assembly is held securely without any tension on the spring, then lock the clamp from the opposite end of the piston, fit on the large bush, screwing it on to the small bush until the two collars and spring are held between the two bushes without tension of the spring, then tighten lock nut on the small bush. There must be no compression of the spring and no end play in the assembly otherwise lagging and restricted movement of the control surfaces or oscillation of the control surfaces will occur.
[underlined] Centralisation of Piston [/underlined] Screw the piston assembly right into the casting and after starting the engines put engaging lever on and the servo motor will move over its
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full travel. Unscrew the piston assembly until servo-motor just starts to move mark datiums [sic] on casting and screws. Screw piston assembly in again until servomotor just starts to move in opposite direction. Mark a second datium [sic] on the casting coincident with datium [sic] already on screw. Mark central position between the two datiums [sic] and unscrew piston assembly until datiums [sic] on screw and casting are coincident. The lock nut should then be tightened up with a ‘C’ spanner.
[underlined] Servo Motor [/underlined]
[underlined] Purpose [/underlined] To operate the control surfaces and follow up system.
[underlined] Description [/underlined] The three servo-motors are set in one block but each is a self-contained unit. They consists of a cylinder in which the pistons are a loose fit, compression being obtained by an assembly consisting of two cup shaped washers
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(leather), supported by the metal washers and held in position on the central sleeve by two nuts which should be drilled through and secured by two tapered pins. To make the cylinders oil tight, a gland is provided at each end consisting of dural [sic] and metal washers, held in place by a spring in the gland nut. So that manual control is possible, a by pass channel has been cut between the two ends of the servo cylinders and in the centre of this a simple on and off switch, connected to the engaging lever in the cockpit. With the lever on the sides of the servo motor are isolated from each other and movement of the B.O.V causes servo-action. With the lever off any movement of the manual controls causes the oil to flow around the by-pass. Incorporated in each is a relief or override valve which enables the pilot to regain manual control in an emergency
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without using the engaging lever to disengage the auto control. These valves are spring controlled to lift at 25lbs □ “ above the normal working pressure of 150lbs □ “. For installations with pressure above 150lbs □ “ the valve is screwed in fully until the spring is fully compressed.
[underlined] Testing Override Valves [/underlined]
1. Connect two direct-type pressure gauges to the manifold block or servo motor union.
2. Start up a/c engine and put engaging lever on.
3 .Apply manuel [sic] control until gauge reads 25lbs □ “ above working pressure, when the valve concerned should blow off.
4. Repeat by testing in the opposite direction adjusting by the grub screws if neccessary [sic].
[underlined] Manifold Block [/underlined] This is fitted close to the mounting unit and has two purposes.
1. It forms a junction between the flexible
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base from the B.O.V. and the ridged metal pipes from the servo motors.
2. By tapping in the two pressure gauges at the side unions access is obtained to each servo motor pipe line for testing the override valve. This gauge indicates to the pilot the working pressure of the system. It is of the direct Bourdon Tube type and is connected into the main supply line at the pressure manifold, bung inserted on a small panel on the mounting unit.
[underlined] Drain Trap [/underlined]
[underlined] Purpose [/underlined] to provide gravity drainage from the drain manifold when the mounting unit is below the level of the sump and to prevent air being drawn into the system.
[underlined] Description [/underlined] It consists of a copper float carrying a needle valve which is normally kept closed by a spring bearing down on the top of the flow. Two ounces of oil always remain in the trap, [one indecipherable word]
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when this quantity has increased by the flow of oil by the drip tray and manifold the float is raised and the valve opened. This allows oil to flow back to the sump, the float falling and the valve closing as the oil drains off. As the valve closes before all the oil is drawn off, air cannot be drawn into the system. The drain trap should always be fitted below the level of the drain manifold but not more than 5ft below the level of the pump. The outlet union at the base is connected to the sump pipe-line.
[underlined] Non Return Valve [/underlined]
This is fitted in the return pipe line from the drain trap to the pump. It’s purpose is to prevent any Blow back of oil into the drain trap should the pump reverse due to engine back fire. This will only happen if there is sufficient oil in the trap to lift the float at the time of the blow back.
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[Diagram of Servo Motor]
[underlined] Speed Control Valve [underlined]
[underlined] Purpose [/underlined] To provide the pilot with a variable rate of control depending upon varying weather conditions and different types of a/c. The same rate of control is obtained irrespective of the working pressure.
[underlined] Description [/underlined] Consist of an alloy casting having three inlet unions connected to the exhausts of the B.O.V.’s and one outlet union connected to the sump. The valve screws into the casting and terminates into a slotted shank which regulates the flow
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of oil to the sump. Behind the shank is a spring loaded plunger the land of which covers and uncovers the inlet from the B.O.Vs and thus allows oil to pass through the valve. Should the pressure build up in the system, the plunger is forced back and the land blanks off the inlet union, thus stopping the flow of oil except for a small quantity allowed to flow over the two dampers on the land. Thus prevents stoppage of the control. The dual setting 0-6, indicates the amount by which the valve is open. The return channels permit drainage oil to return into the sump outlet and a gland of leather and dural washers prevents leakage of oil passed the adjusting spindle. On a D.I. the valves should be set to the figure laid down of if unknown to 3 & 4. They are fitted below the mounting unit.
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[underlined] Daily Inspection [/underlined]
1. Check oil level in sump – 3 /4 full.
2. Check for air in servo motors as follows :- set a/c controls central and put engaging lever [underlined] on [/underlined]. Apply light pressure to controls each way and they should act as though locked. If there is any servo action it will be accompanied with movement of F/U indices and there is air in the servo motors which [underlined] must [/underlined] be removed during the engine run up.
But the engaging lever “off” and start up engine. Move each control to the extremity of its travel, holding it for 30 secs at each end to allow oil to wash the air along the pipelines to the sump. Repeat the operation with control in the opposite direction. In the initial check do not confuse springiness of the control with the resilient action of air in the servo.
3. Check the vacuum it should 3 HG
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at 1000 REM and 5” HG at maximum ground [one indecipherable word].
4. Check oil pressure, it should be ± 10lbs per □” of working pressure.
5. Uncage Bank and Climb Unit – if a/c not level the gyro should slowly move towards an indication of the a/c’s altitude.
6. Set and uncage Directional Gyro to coincide with the compass card.
7. Open Speed Control Valve to the figure laid down.
8. Using the control knobs set the F/U indices to match the gyro indications.
9. Set level Flight Control knob to “Off”.
10. Engage gyro pilot “O”. Test operation by moving Control knobs and noting that controls move in the correct direction at approx equal speed way and do not oscillate or hunt, but come to rest immediately. It is possible the elevators will move faster down then up owing
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to the state of balance.
11. Disengage Gyro Pilot.
[underlined] 1st Minor Inspection [/underlined]
1. Inspect all piping and fittings including flexible. Tighten and replace all pipe and oil fittings where necessary to stop leaks. Replace any flexible hose showing signs of seepage at joints or connections or pimples on the surface. Tighten the servo motor packing glands if leakage is observed.
2. Inspect all cables all connections and pulleys should be free and no sign of fraying should be visible.
3. Check follow up pulleys on mounting unit with both units removed. If necessary add a few drops of anti freezing oil to the F/U springs.
[underlined] 2nd Minor Inspection [/underlined]
1. Clean or change all filters.
2. Drain, rinse out and refill sump.
3. Inspect all the AVMs on the mounting
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unit for deterioration of rubber – replace if necessary.
4. Check override valves for blow-off pressure.
[underlined] Filters [/underlined]
[Description of Air and Oil Filters]
Oil Sump
[underlined] Follow Up [/underlined]
[underlined] Purpose [/underlined] To limit the amount of control so that it is proportional to the amount as the aircraft assumes its original position.
[underlined] Description [/underlined]
When the aircraft a disturbance the action between the pick-offs and
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cut off discs causes servo action in which the piston would move through its full range and apply full control irrespective of the amount of the disturbance. In order to limit the servo motor action it is necessary to return pick off central with the cut off disc. This is done by mounting the pick off on a quadrant which is geared through a differential and clutch drive to a F/U pulley on the mounting unit which is connected by cable to one end of the servo-motor piston. Hence when the servo-motor moves the quadrant causes the pick-off to centralise over the cut-off thus limiting the flow of oil to the servo-action and the amount of control applied.
[underlined] Installation of Follow-Up Cable [/underlined]
Fit the follow-up pulley on to the axle of the serrated disc taking care that the clutch pin engages and that
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change by 9-11o – repeat to [underlined] West [/underlined] and note change of readings.
9. Repeat above holding knob on pilot’s repeates [sic] – there should be no change in readings.
10. [underlined] Switch-off [/underlined[]
[underlined] SYNCHRONISING REPEATERS [/underlined]
1. As for starting.
2. Set V.S.C. to zero.
3. Set repeaters as near as possible to M.U. readings plus “A” error (note repeaters can only move in 3o movements.
4. Adjust V.S.C. to final readings of repeaters.
5. Loosen the two screws holding scale and set rubber line to zero – tighten screws and [underlined] switch-off [/underlined].
7. [underlined] Switch-off [/underlined].
[underlined] FUNCTIONING TEST [/underlined]
1 .As for starting.
2. [Indecipherable sentence.]
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[Blank page]
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[underlined] DIRECT READING COMPASS [/underlined]
[underlined] Starting [/underlined] “On and off” switch to [underlined] “On” [/underlined]
Normal Setting Switch to [underlined] Setting [/underlined]
[underlined] Allow to run for 5 mins [/underlined] (until M.U. has a comparative steady reading)
Normal setting switch to [underlined] Normal [/underlined]
System should be then ready for use.
[underlined] DAILY INSPECTION [/underlined]
1 .As for starting
2. Set V.S.C to Zero
3. Check repeaters – should be synchronised with M.U. – i.e. should be M.U. reading plus “A” error
4. Check the “hunt” on M.U. scale - i.e. should be between 1/8 and 3/4 of a degree.
5. Switch to [underlined] “setting” [/underlined] – tilt M.U. to [underlined] East [/underlined] – readings should increase – repeat to the West – readings should decrease.
6. Set for local variations on V.S.C. if required.
7. [underlined] Switch-off [/underlined]
[underlined] FUNCTIONING TEST [ /underlined]
1. As for starting.
2. [Indecipherable sentence]
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3. Switch to [underlined] “setting” [/underlined] – M.U. should then “hunt” between 3-8 degrees.
4. Switch to [underlined] “normal” [/underlined] - note M.U. reading – tilt M.U. to [underlined] East [/underlined] until scale has changed by 5o – return to vertical – after 2 minutes rate reading – repeat to [underlined] west [/underlined] – difference between final readings should not differ by more than 2o (Angle of Dep.)
5. Switch to [underlined] “setting” [/underlined] – tilt M.U. to East to limit of its travel until reading changes by 40o – switch to [underlined] “normal” [/underlined] and allow M.U. to return to vertical swinging to and fro time M.U. over the first 20o back to original heading – note M.U. reading and repeater readings should not differ by more than 1o.
6. Repeat to the [underlined] West [/underlined].
7. Time intervals of 5-6 should not differ by more than 3 mins and neither should take more than 7 min to return.
8. Set V.S.C to zero – note repeater reading, set V.S.C. 10o East – repeaters should
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[underlined] Inspections [/underlined]
[underlined] Between Flights [/underlined]
1. Set Clutch Lever “IN”. Ensure correct engagement by full movement of control column.
2. Set Main Control back to “OUT” position.
3. Set steering Lever central.
4. Set Altitude Control to zero.
5. See Test Lock is locked at “Flying” position. [circled number 6] Check oil level in Resevoir [sic].
[underlined] Daily Inspection [/underlined]
[underlined] R.E Plate [/underlined]
Remove cover. De-centralise and test motor for freedom. Inner ring must not have excessive end play. Play of .005” is permissible on outer ring. Oil all moving parts with one drop of anti-freezing oil. Check cork washer for deterioration. Examine all Bawden Cables – ensuring that they do not foul when the plate is rotated. Remove any surplus oil from the cover and replace. When re-centralising, there should not be any [one indecipherable word] in gimbal system.
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[underlined] Aitenon Plate [/underlined]
Remove cover and centralise cap. Fit centralise clip and decentralise. Test motor for freedom. Both rings should be free and without play. All weights must be secure. Apply one drop of anti-freezing oil to each moving part. Remove centraliser clip ensuring that the centralises lock the system. Remove surplus oil from cover and replace.
[underlined] Compressor [/underlined]
Examine for leaks and security of pipes. Ensure unions are locked.
[underlined] Oil Cooler [/underlined] [underlined] Automatic Valve [/underlined]
Test for security Examine for security.
[underlined] Oil Reservoir [/underlined]
Check level of oil top up if necessary. Check security of all unions! If Mk V lock tops on gauge.
[underlined] Chemical Air Drier [/underlined]
Change as necessary, but just before a flight.
[page break]
[underlined] Main Control Lock [/underlined]
Test for freedom of movement and leave in OUT position.
[underlined] Automatic Test Lock [/underlined]
Leave Mk IV locked in FLYING position. MkIV ensure that BakeliteBlanking cap is fitted Test for security and visable [sic] defects.
[underlined] Air Intake Throttle [/underlined]
Examine for security and visible defects.
[underlined] Steering Lever & Steering Control [/underlined]
Test for freedom and leave in central position.
[underlined] Pitch Altitude Control [/underlined]
Test for functioning and leave in zero position.
[underlined] Pressure Gauge [/underlined]
V.D. & B.
[underlined] Turn Regulator [/underlined]
Remove cover, test [one indecipherable word] for freedom and [two inserted words] on valve [/inserted] with one drop if necessary. Make the contact switch and decentralise the gimbal system. Ensure correct operation
[page break]
[underlined] Servo Motors [/underlined]
Test for freedom of movement by movement of control column. Check for security and visible defects.
[underlined] Clutches [/underlined]
Set to IN, ensuring that they are correctly engaged, set to Out and make sure of clearance (on clutch tongues) at 40/1000. Leave at IN.
[underlined] [one indecipherable word] Inspection [/underlined]
[circled 1] Clean all main filters with petrol and watchmakers brush.
[circled 2] Apply one drop of oil to pitch altitude control.
[circled 3] Test clearance on clutch tongues should be 50/1000.
[circled 4] Flush out automatic valve, oil cooler and oil pipe lines.
[circled 5] Flush all main valves with 40% anti-freezing oil and 60% petrol. Connect rubber tubing to inlet and with valve central force solution through also with controls at other two extremes
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Instrument course notebook
Description
An account of the resource
166 pages of instrument course including notes with details and hand-drawn colour diagrams of aircraft instruments and gauges including pressure gauges, warning systems, clocks, compasses, bomb and gun sights, flight instruments and telecoms equipment.
Creator
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George Bubb
Format
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Cover and 83 double pages
Language
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eng
Type
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Text
Text. Training material
Identifier
An unambiguous reference to the resource within a given context
MBubbGJ1477939-160322-01
Coverage
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Royal Air Force
Publisher
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IBCC Digital Archive
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Spatial Coverage
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Great Britain
Contributor
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Anita Raine
Tricia Marshall
Gemma Clapton
David Bloomfield
ground crew
ground personnel
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/110/1078/MBubbGJ1477939-160322-02.1.pdf
8c66263bade7e2b33a613146df0da748
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Bubb, George
G J Bubb
Description
An account of the resource
13 items. Collection covers the wartime service of Leading Aircraftsman George Joseph Bubb (b. 1911, 1477909 Royal Air Force), an instrument fitter on 44 Squadron. the collection contains notebooks from training courses, a service bible and 1946 diary as well as the contents of a scrapbook which include personal documents and photographs of people and bombing operations.
The collection has been loaned to the IBCC Digital Archive for digitisation by Dave Pilsworth and catalogued by Nigel Huckins.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
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2016-03-22
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. Some items have not been published in order to protect the privacy of third parties, to comply with intellectual property regulations, or have been assessed as medium or low priority according to the IBCC Digital Archive collection policy and will therefore be published at a later stage. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal, https://ibccdigitalarchive.lincoln.ac.uk/omeka/collection-policy.
Identifier
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Bubb, GJ
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
[underlined] BUBB. G.J. [/underlined]
1477939-020001
[page break]
BUBB. G.J. 1477939
ENTRY 35.
BERRYFIELDS, MELKSHAM. SEPT 2.21 1943.
[underlined] CAMERA COURSE [/underlined]
[page break]
Formula for batteries
BATTERIES
Formula [underlined] LEAD. ACID CELL [/underlined]
Formula [underlined] CHARGED [/underlined]
Formula for [underlined] DISCHARGED [/underlined]
Formula for [underlined] ALKALINE CELL [underlined]
[page break]
[underlined] Batteries [/underlined] or [underlined] Accumulators [/underlined] are used for storing electrical energy in the form known as. D.C. the capacity of the battery is the quantity of energy it can store and is expressed as ampere hours. There are two common types of storage batteries – [underlined] lead acid [/underlined] having lead plates with diluted sulphuric acid as electrolite [sic] . – the [underlined] Alkaline [/underlined] type having nickel and cadmium or nickel and iron plates with caustic potash as electrolite [sic] ([underlined] caustic potash [/underlined] is supplied as a granulated powder or solid and is a caustic.)
[underlined] Lead Acid [/underlined] . The battery consists of several cells, each cell having a number of plates spaced alternatively positive and negative with their pieces of insulating material between them, each positive plate in a cell is connected to one
[page break]
terminal and each negative is connected to the other terminal. The cells in the battery are connected by metal strips [underlined] in series [/underlined] (positive to negative) when charged positive plates are charged chemically into [underlined] lead peroxide [/underlined] and in colour a deep reddish brown. The negative plates become [underlined] salt lead caused [/underlined] spongy lead [/underlined] coloured silvery grey. The electrolite [sic] should have a specific gravity between 1.27O – 1.285 according to type, when discharged all the plates are changed to [underlined] lead sulphate [/underlined], a dirty grey in colour, the specific gravity of the electrolite [sic] has now fallen to 1.150, the voltage of a single cell on open circuit will vary between 2.3 volts charged and 1.8 volts when discharged, so that a 12 volt battery when fully
[page break]
charged, will read on open circuit 13.8 volts and when discharged 10.8 volts. Cells must never be discharged below 1.8 volts.
[underlined] Charging [/underlined]
The capacity of a lead acid battery is usually given at a 10 hr rate for a continuous discharge so that a 12 volt 4O A.H. battery should give for 10 hrs 4 amps of current and the battery should not be charged at a higher rate than 4 amps, unless there are special instructions. Capacity depends upon surface area of positive plates and is roughly .04 amps per square inch. Positive plate always has negative each side. Voltage to allow for the charging is 2.5 volts per cell. Temperature during charging should not exceed 100 ̊ F, if it does it reduces the current The battery
[page break]
is fully charged when each cell in it has maintained for about 1 hr the correct S.G. and P.D of 2.7 volts obtained whilst the cell is charging. Batteries must only be charged in series. Before charging check level of electrolyte in each cell, this should be at least 3/16” above the plates, top up with pure distilled water only. Keep vents clear. The advantages of a lead –acid battery are. Low internal resistance giving high P.D.
Big capacity relative to weight and size
[underlined] Do not [/underlined] short circuit, heavily discharge for long periods, discharge below 1.8 volts or S.G. 1.150, charge too fast, treat rough or leave in a discharged condition for any length of time.
[page break]
[underline] Alkaline Cells [/underlined] . positive plates – nickel oxide and negative cadmium and or iron. Containers are welded steel with terminals fitted in insulated collars, to prevent short circuiting. The electrolyte is a solution of caustic potash and pure distilled water to a S.G of 1.190 when fresh. S.G. does not change with charge and discharge so it is no indication of the batteries condition. After about 18 months the S.G. will have fallen to 1.160 it is then poured away the cells rinsed out with pure water and refilled with fresh solution. The voltage of a single alkaline cell on open circuit will vary between 1.4 volts charged and 1.1 volts discharged.
[underlined] Charging [/underlined] is done similarly as the lead acid cell, but is accomplished at higher amperage.
[page break]
Normal charging amperage is stated on makers label and varies with design. A safe rate is 1 ½ times the capacity divided by eight. The battery is fully charged when each cell has maintained for an hour a P.D. of 1. 7 volts. Top up with distilled water, keep vents clear, allow 1.5 volts to charge it.
Advantages, high rates of charge and discharge possible without harm, no deterioration if left discharged for some time, strong construction giving longer life
[page break]
[underlined] MOTORS. [/underlined]
Simple electric motor consists of a curved permenant [sic] magnet, known as the [underlined] field magnet. [/underlined] Between the poles is a shaft free to notate on bearings, on the shaft is a [underlined] ‘former’ [/underlined] upon which wire is wound, this is the [underlined] armature [/underlined] the ends of the armature windings are attached to brass segments, forming a collar around the shaft these are the commutators, each segment is electrically insulated from the others and current is fed to the segments and so through the armature by brushes of coppered carbon or other suitable substance. When current is switched on the combined magnetic fields cause rotation of the shaft, its speed depending on the voltage supply and load reversing the supply polarity will reverse the motor. Because the field of strength in the permenant [sic] magnets cannot
[page break]
be made very large and decreases with time a strong magnetic field is produced by coils of wire, wound round an iron core. In a series wound motor the field coil and the armature windings are in series. The characteristics in a series motor are, big starting torque, speed variable with load or voltage variation, but is good for a steady load. In a shunt wound motor the field coil and armature windings are connected in parallel to each other, this gives a different characteristic to the series motor as follows, small starting torque, steady speed, irrespective of slight current variation or of load. From then it will be seen that a series motor is very suitable for photography where immediate high operating speed is necessary and the load on the motor is steady. The series motor
[page break]
used in the F.24 and G.45 cameras have a speed of 6,000 revs per minute and, 5,700 revs per minute respectively The shunt motor is used in the Torpedo Training Camera F.46 at 6,500 R.P.M. and the T.35 Electrically controlled at 3,500 – 4000 RPM.
[underlined] Care and maintenance [/underlined] of electric motors consists of bearing lubrication cleaning the commutators and renewing or adjusting the brushes combined with general cleanliness. In camera the lubrication should be as little as possible, surplus oil always being wiped off, the commutator can be cleaned with a soft cloth and motor spirit or meths, aviation spirit is not to be used, brushes require little attention, but when renewed make sure that good contact is made. G 45 camera motor has a type of centrifugal governor, which operates a switch
[page break]
cutting in a resistance and limiting the motor speed. There are two adjustments one coarse and one fine, the coarse adjustment should not need tension after leaving the depot or works, it is regulated by altering the tension of a spring controlling the C.F. weight. Increased compression of the spring requires more R.PM to throw out the weight and produce the movement which separates the spring contacts.
[underlined] Fine Adjustment [/underlined] – is by grub screw to set the position of the fixed contacts, this needs only about a ¼ of a turn.
[underlined] F 24 Motor Maintenance [/underlined] – bearings examined and oiled every six months every 12 months partly dismantle clean casing, examine brushes, renew if down to 3/8 nh or less, the friction clutch of F.24 motor adjust by the spring compression between two drums
[page break]
when motor shaft is held, the extension shaft can, by an effort, be turned by hand
[underlined] F46 Motor Maintenance. [/underlined] one drop of oil in top bearing weekly, monthly if camera not in use, examine brushes
[page break]
[underlined] AIR – CAMERA. F. 24 [/underlined]
This camera may be used as “hand held” or fixed camera having various mountings as follows,
[underlined] Type 16 [/underlined] for flying boats, hand or electrical operation, stows on the bracket and can be hand held or mounted on a bracket outside the hole in use camera secured in mounting by two spindle ended screws, has adjustable handgrips and trigger release, tubular sights.
[underlined] Type 21 [/underlined]
has two adjustable handgrips and trigger release, tubular or frame sights for 8” cone interchangeable stows in frame.
[underlined] Type 25 [/underlined] . for mounting on camera rails in aircraft, camera secures y screws. camera will tilt and lock in a gimble system – fitted with levels and fore and aft scales.
[page break]
has big shock absorbers, quick release fitting and drift scale
[underlined] Type 24 [/underlined] – similar, smaller, going out of date.
[underlined] Type 26 [/underlined] – similar to 25, but has extension arms giving clearance for oblique photography and long cones
[underlined] F24 [/underlined] is used for either vertical or oblique photography and with an electrical timing control for making ‘mosaics’, the camera is made on the unit system for interchangeability of parts – these parts are, the [underlined] body magazine, shutter, gear-box [/underlined] and [underlined] lens cone [/underlined]
[underlined] Camera body. [/underlined] – houses the shutter frame and provides a mounting for the magazine, lens cone, and gear-box and includes the register glass
[underlined] Magazine [/underlined] – houses the spools of exposed and un-exposed films it has
[page break]
two parts, the spool carrier and the magazine couple, the mechanism for releasing film during winding for measuring and operating an exposure counter and film wind indicator are part of the spool carrier the cover makes the assembly light-proof, except for the aperture left for making the exposure, which is covered on the inside by the pressure [inserted] pad [/inserted] exposures are 5” square with a 3/16” margin for clearance 125 exposures are made on 56 feet of film, loaded in a dark room. The pressure pad is supported by a bar secured to it by a hinge, the bar is hinged at one end and has a projecting piece at the other end, this piece goes through a slot in the magazine and rests on the meshing lever. Light proofing of the slot is obtained by two large steel washers having between them a felt pad and
[page break]
a spring. Pressure is adjusted by moving an end of the spring along the toothed rack below the pressure bar. Feed spool roller has an adjustable friction loader, the receive spool roller is geared to the film measuring roller and has a friction drive.
[underlined] Magazine Friction Test [/underlined] – have magazine level and spare spool in receive side, put tester between feed spool holders with its weight at feed and arm at right . angles and away from feed adjust tension so that arm will just fall from horizontal with light tapping. Testing receive spool holder, the weight is put to “receive” and arm at right angles over the bridge, spare spool in feed side, adjust friction drive so that when turned by measuring roller gear, the weight arm just
[page break]
lifts and falls again
[underlined] Universal Shutter Mk I [/underlined]
Is a fixed slit variable speed focal plane self capping type. Two interchangeable blinds are supplied and are easily changed by sliding the brass rod at each end through the slot in the correct roller and then making adjustments The blinds are, [underlined] Type B. [/underlined] 3/8” slit, exposure speed 1/150 – 1/300 of a sec. [underlined] Type C [/underlined] 3/16” slit, exposure 1/350th – 1/500th of a sec. Adjustments on main blind, when replacing worn blind or changing blind. A) Initial tension 15 turns counter clock. B) With trailing edge of blind 90 ̊ over pinion roller when in set position, the toe of the brake lever should be in the root of the cam, allow to run back and toe should be on the highest part of the cam. C) Anti-acceleration spring tension – disengage
[page break]
A.A. gear wheel from pinion and release tension, re tension gear – wheel anti-clockwise a ¼ turn for B, 1 ¼ turns for C – re-engage gear and pinion. Pinion fractions should not slip when drawing blinds, but can be by hand if roll is held.
[underlined Capping Blind [/underlined] . Tension with 6 turns of roller spindle anti-clockwise. Blinds should be renewed when cracks or wear on material begins to show light.
[underlined] Gear-Box [/underlined] . has the following component. worm wheel with spring clutch gap wheel with cam and contact plate, driving pinion, handle with snail clutch, locking lever, locating lever, meshing lever, release block and post main blind pinion locking post. A worm gear driven by flexible drive operates the gear box when power is used. Adjustments :- by eccentric bear of meshing lever, if
[page break]
all other points easy running, 2.) of locating pin by eccentric bearing
[underlined] Lens Cable [/underlined] – mounts the lens the correct distance from focal plane and has mechanism for adjusting the diaphragm opening sizes 3 ¼” & 5” wide angle, 8” 10” 12” & 14” and tele-photo 20”, 30”, 36” & 40”. Capital F usual indicates focal length and indicates the cone’s size, F/2.9 = stop number = [underlined] FOCAL LENGTH APERTURE [/underlined]
[underlined] Testing [/underlined] (1). Load camera with complete length of waste film, having 100 exposures on receive spool operate 6 exposures. (3.) Remove magazine and pencil line across aperture H. (4) Fit magazine and operate once, pencil again as in (3) and so on to end of film (5) Unload and measure overlap of marked spaces, this must not exceed a ¼” if variable or camera fails to wind over last few feet that remain tension is incorrect. Ref.. 1355 Vol 1 Part 2 Chapter 1. Para 76-93 for [underlined] Maintenance [/underlined]
[page break]
[underlined] Push switch control [/underlined] is used for remote operation of the camera from the cock-pit or observers position. This has a feeder type counter and a green lamp to show camera re-wind.
[underlined] RUNNING FAULTS [/underlined]
(1.).[underlined] NO EXPOSURE MADE AND FILM NOT WOUND [/underlined]
Indicated by failure of green lamp in electrical control to light. or, when hand or semi. automatic operation, by film wind indicator failing to rotate.
1.). Magazine fouling meshing lever.
2.). Faulty or broken spring tooth.
3.). Broken meshing lever spring.
4.). Broken release post spring.
5.). Faulty timing or push button switch in electrical control.
II.). [underlined] EXPOSURE MADE BUT FILM WOUND [/underlined]
1.) Broken spring in main or capping blinds.
[page break]
Graph of [underlined] F.24 TYPE E. GEAR-BOX. DUAL VOLTAGE [/underlined]
[page break]
2.). Main blind pinion slipping.
3.). Failure of spring post of locking lever to hold the shutter in the wound position when hand operated.
3.). [underlined] CAMERA. “RUNAWAY” [/underlined]
Indicated by continuous rotation of film wind indicator or continuous burning of green lamp.
1.). Broken spring on locking lever
2) Failure of time switch in control box.
3.) Push button or switch jammed
4.) [underlined] MOTOR FAILING TO OPERATE CAMERA [/underlined]
Indicated by failure of film wind indicator to rotate on power, but can be operated by hand.
1.). Broken or faulty clutch spring on worm wheel.
2). Faulty motor or clutch in motor
3). Broken pin on worm in camera or motor driving shaft.
5.) [underlined] INCORRECT SPACING OF NEGATIVES [/underlined]
1.). Incorrect tension on feed or receive spool pinions.
[page break]
2). Damaged film spool
3.) Failure of locating lever spring.
[underlined] T.35. ELECTRICAL CONTROL OF. F 24 [/underlined]
This is to enable photographs to be taken at pre-determined intervals of time, range of time interval is from 2 secs to 50 secs being controlled by [underlined] interval setting [/underlined] knob which moves over a scale. The control is mounted on a cast base and is made up of units designed for easy dismantling necessary wiring from the plugs is in the base, circuit being made to the components by spring contacts. Units are :- (1) [underlined] The movement [/underlined] consisting of a DC shunt motor coupled through a friction drive to an escapement which is geared to the timing wheels. A push [underlined] exposing button [/underlined], a [underlined] counter [/underlined]and [underlined] warning light contacts [/underlined] are on the same framework. (2) [underlined] The Base [/underlined]
[page break]
with plug connections, warning lights, pilot’s indicator lamp plug, and the wiring. (3) [underlined] The Main Switch [/underlined] with delayed action control and a safety switch. (4) [underlined] The Camera Contacts [/underlined] for operating camera release solenoid, there is a front cover and back with wedge fittings. (5) [underlined] The Timing Gear [/underlined] in the movement consists of an escapement, vibrating about 240 times per minute, (that is 120 oscillations) a brass outer case driven by a crown wheel from the motor and two timing wheels geared to a driving pinion on the escape wheel shaft, the front timing wheel turns anti-clockwise and the rear clockwise Between the timing wheels is the radius arm turning on the same bearings but free from the wheels, a triangular steel plate against each wheel acts as a friction loading between wheels
[page break]
and radius arm to take up play. The base of the radius arm is fitted with a metal shoe which works the delayed action on the main switch The top as a projecting steel pin at right angles through it (the wiping pin) Pivotted [sic] to the top of the radius arm are two catch claws at an angle of about 160 ̊ from each other so that when one claw engages with the teeth of the front timing wheel, the other is just clear of the rear wheel. Engagement of the claws is controlled by what is known as the heart shaped cam and trip plate, contacts in the form of spring buffers projecting up from the base of the radius arm close the red warning light circuit for about 4 secs. The heart shaped cam is operated by the trip plate which is spring loaded to each side of the
[page break]
radius arm, the plate is free to move up and down in the slot in the radius arm and also has side play so that it can rack the claw as it moves over the cam. With front catch claw engaged the radius arm will turn anti-clockwise till the trip plate comes up against a fixed stop which in some models is made capable of adjustment, the radius arm continuing it’s rotation a little, causes the trip plate to move over the cam on the claw shaft, which then pivots and disengages the front claw but engages the rear claw in the clockwise timing wheel. Radius arm moves clockwise until reaching the variable stop positioned by the interval setting knob, the time taken by the radius arm to travel from rest to the variable stop may be any interval between about 1 sec and 25 secs
[page break]
thus giving 2-50 secs complete cycle. The exposure contacts are closed by the wiping pin about 2 ½ secs after the warning light contacts are closed and remain closed for slightly over ½ sec. this action takes place [inserted] generally [/inserted] just after the radius arm has reached the fixed stop and begun to travel clockwise
graph for [underlined] TYPE 35 ELECTRICAL CONTROL OF F.24 CAMERA [/underlined]
[underlined] REAR VIEW [/underlined]
[underlined] The Main Switch [/underlined] has delayed action so that the machines arm will always stop in the same position, although the main switch was turned off some seconds before. In [one indecipherable word] model this ensures that as soon as the main switch is turned on an exposure will be made for the switch is spring loaded and has on the under side[sic] of the knob two dowel[?] holes which fit a peg on the body of the unit to turn on the switch, draw knob out and twist quickly 180º, allow to re-engage to prevent it returning by accident. If safety switch has been included in the circuit between exposure contacts and operating solenoids to counteract the closing[?] of the camera contacts if bumps[?] cause main switch to close or camera contacts to close, this does not affect the operation of the push switch. The push exposure switch is operated
[page break]
by pushing the white centre of the interval setting knob, this completes a circuit to the operating solenoid in the F.24 [one indecipherable word]box and makes one exposure re-winding camera ready for an other[sic].
[Diagram of camera mechanism?]
[page break]
[underlined] The Counter [/underlined] – is a large disc numbered around its edge from 0-125 by fives with a knob for resetting. The disc is mounted by a spring friction plate upon a free running gear wheel with 130 teeth. A lightly sprung [one indecipherable word] prevents the wheel turning backwards. In operation the wheel is turned one tooth at a time by a spring tension lever operated by the counter solenoid, the solenoid draws the lever back and the spring returns it and moves round the gear[?] wheel. The movement of the counter lever can be limited by loosening three screws and adjusting the [one indecipherable word] and eccentric stop respectively.
[underlined] Exposure Contact Unit [/underlined] - consists of one or two phosphor bronze strips bent over at the ends. The strips are fixed to metal blocks which are separately pivotted[sic] and tensioned by long springs mounted on the unit
[page break]
body. The block holding the shortest[?] strip pivots about the centre of its length while the other pivots about a 1/3rd from the top, this causes friction between the contacts which are situated at the back of the metal blocks being insulated from them with leads taken to an attached terminal block contacting steel spring strips at the base.
[underlined] Action [/underlined]
The [one indecipherable word] pin comes down on the bent part of the strip, bends them forward and slips through the “gate” cut in them . Wiping[?] pin now changes its direction and returns to press up on the bent over strip making the camera release contacts.
[underlined] Maintenance [/underlined] – contacts are all self-cleaned. Test for [one indecipherable word] and insulation – keep screws tight, lubricate very sparingly with anti-
[page break]
freeze[?] oil, keep a log book with running times, intervals, height and faults if any. Every three months or when required dismantle, clean and examine.
[underlined] N.B. [/underlined] Take care to adjust escapement if hair-spring has been loosed from balance staff or its end[?] unpinned. Impulse [inserted] pin [/inserted]dead between balance staff and pallet staff when spring normal.
[diagram]
[underlined] ESCAPEMENT MOVEMENT {/underlined]
[page break]
[vertically printed] [underlined] TYPE 35 No. 19 [/underlined]
[underlined] ELECTRICAL CONTROL OF F24 [/underlined]
[underlined] REAR VIEW [/underlined] [/vertically printed]
[diagram]
[page break]
[underlined] Y[?] 35: [/underlined] 15 & 6 two sec minium [sic] intervals for several cameras with distribution for P.R.U’s only. 11 & 12, 1y:18 now modified to 19 & 20.
[underlined] [one indecipherable word] 19 & 20 [/underlined] Are for use with night camera. Y.504 for altitudes between 2,000 ft & 22,000 ft. This control operates the electro. Magnetic release of the flare [one indecipherable word] so launching the flash at the instant the bomb release is operated and control started. A photograph of the area beneath (about 6,300 ft square from 10,000 ft height) is obtained about 6 secs before bomb impact, which is accurate enough for plotting the a/c position relative to the target, To prevent film “fogging” two frames are wound over about 8 secs before flash explosion and two frames, including exposure about 4 or 5 secs after flash explosion, failure of control or camera means that the aircrew
[page break]
will lack positive evidence of their success of attack. The differences are the camera contact phosphor bronze strip is re-shaped to contact on both transits of wiping pin and give time for two frames to be wound over by high speed gear-box. Push switch in knob for dial lumination. Single exposure main switch and solenoid operation. A plug and socket each for bomb release and flash release circuits. Fixed stop gives 12 sec interval between main contacts making on left hand transits. Red[?] warning flashes to show that flash is released. Green shows time for level altitude and connects to pilot’s indicator.
[underlined] Action [/underlined] Bombs and flash are released together and controls start clockwise notation to meet variable stop and returns after pre-set
[page break]
Interval, wiping pin closes camera contacts for about 2 ½ secs and camera winds over two[?] frames. Green light and pilot’s warning light glow. Trip plate reaches fixed[?] stop flash explodes about now and arm returns and after about 4 ½ secs makes camera contacts and operates camera winding over two frames, control switches off.
[underlined] Night Photography Mk[?] III – Simplified [/underlined]
The layout consists of – lens core with 8” focal length lens stopped to f2.9, aperture is always at that setting. A light [two indecipherable words] type is fitted to the base of the cone to prevent light from the exploding flash being directly thrown onto the film and ‘fogging’ it. Except for the shutter other parts are standard F.24 equipment. Control T35 19 & 20 is used and
[page break]
pilots indicator may have the word “level” shown in read.
[underlined] Procedure for Use [/underlined]
Test bench[?] to be level and camera mounting installed with camera levelled off or set to operational tilt, the angle being taken from table supplied, depending on height and speed. Give[?] several testing cycles in workshop and after installation [inserted] in A/c [/inserted] test again, first making certain that bombs are safe and/or bomb doors closed. That photo flash is not in shute and magazine if fitted, is not loaded – remove if loaded. Turn Y35 knob to start control, run a complete cycle and after fitting magazine wind over one frame by pressing release [one indecipherable word] (The photographer will have written start and a/c details on this exposure), before fitting magazine to a/c. A rubber draught excluder and heater[?] muff are fitted to camera, the
[page break]
muff is switched on when a/c is airborne. When bomb aimer intends to take the photograph he must put his No 3 shute flare selector switch to CAMERA” before pressing bomb release
[underlined] NOTE [/underlined] Variations in the use of the Universal shutter and type N [one indecipherable word] may be found in different Bomber Groups, but principle is similar
[page break]
[underlined] TORPEDO TRAINING CAMERA TYPE F.46 [/underlined]
Replaces P.39 for torpedo attack training and conformation of the results of the attack. The second special camera is mounted in the cock-pit to record photographically the instrument dials at the moment of release. This is the airspeed recording camera. The F.46 may be mounted in the wing on type 2Y mounting or may be under the fuselage or wing where special mounting type 30 is required Type 30 is a steel cradle to which type 2Y is bolted either above or below. If under-slung in the lower position the usual plain top plate of the camera is replaced for one with the dove tail fitting so that the camera is held by a stop grip. Type 30 mounting secures beneath the wing or fuselage to the lugs provided for the light series
[page break]
bomb racks which it replaces when the aircraft is on torpedo practice or attack. The F.46 is made up of interchangeable units, principal items being the body, lens heaters and optical flats magazine and mechanism panel which carries the motor and gearing, switches, wiring and shutter with its operating gear.
[underlined] The body [/underlined] is a strong casting having a lens mount in front, slides for the mechanism panel while the rear is cut away to make the aperture or focal plane. The surface of the aperture is burnished to provide a smooth face for the film to slide over. In the body are three spring contacts for the heater curcuit [sic] and watch lamp circuit. The watch holder fits in a slide beneath the body and is spring locked to it. On the side are the shutter manual control lever, the magazine catch and
[page break]
the safety catch for booth[sic]
[underlined] The lens [/underlined] is a [indecipherable symbol] 5’ wide angle with Extra Maginal [sic] Illumination (E.M.I.). This unit and heater assemblies are held in a tube which secures to the body by a flange, neither lens or mounting should be moved or disturbed from its position on the body. The [one indecipherable word] diaphragmets[?] adjust the aperture is between the lenses and the setting ring is bracketted [sic] to the outer setting ring which has a spring locating pin pressing into notches to hold the ring at the required aperture setting. Spring loaded plugs make the contacts for both heaters. The front heater is of cross-wires bedded on a ring of insulation, the rear heater has the element wound around slots in the periphery of the insulation ring, vents are cut in the ring to allow free
[page break]
circulation of the warm air. A thin piece of insulation is stuck round the ring to prevent electrical contact with the lens holder tube.
[underlined] The Front Heater [/underlined] consists of a clamp ring, shim ring, broad sealing washer of rubber or linotex, the filter flat, enamelled sealing washer and possibly packing ring or rings. If the clamp ring does not compress the sealing washer add packing rings. In the rear assembly are the retaining ring, clear optical flat, seating[?] ring and heater.
[underlined[ The magazine [/underlined] consists of the cover and bottom panel which supports all mechanism, is day light loaded, usually 4 exposes. The bridge piece on the panel mounts the pressure pad and spool holders. Three one-to-one gears form the drive from re-wind dogs[?] to receive spool, which has a spring loaded [one indecipherable word], coloured
[page break]
datum marks on the dog plates of both drives must be aligned with the datum on each unit before fitting magazine to body. The pressure plate should depress with the weight of over 1 ½ lbs but under 2. Flat[?] friction spring bearings and each spool should be adjusted to give even feeding from the feed spool without slack and reasonably tight winding on the receive spool.
[underlined] The mechanism panel [/underlined] forms the left hand side of the body and part of the base where the gear frame to the film re-wind dogs is positioned. On the side is the Y pin plug. The front of the [inserted] panel [/inserted] supports the [inserted]motor [/inserted] [one indecipherable word] type shutter and mechanism. The side of panel holds the release solenoid and bracket for part of the gearing, whilst the remainder of the gearing is on the bottom
[page break]
panel, with the change-over switch and three knife contacts for the heaters and watch lamp circuits. The connections engage when panel is pushed in and screwed up. The shunt motor (6,500 RPM) mounts vertically and drives a twelve toothed pinion, through a loose self-aligning coupling. Motor can be withdrawn without touching the gearing, brushes and [one indecipherable word] are visible for inspection and a shield is fitted around to prevent sparks fogging the film. Epicyclic [?] gearing gives reduction of 1400-1. Re-wind dog-wheel 4 revs in about 51 secs loaded.
[underlined] The shutter [/underlined] is a louvre type operated by a solenoid, the blades are grooved on one edge with a strand of wool stuck in for light proofing. A spring loaded rack turns the blades 90° to spin the shutter, the rack being depressed by a spring
[page break]
panel[?] on the solenoid carriage. As the blades reach the open position the panel[?] is tripped by an adjustable trip rod, so allowing the shutter to close. Exposure time is about 1/100th of a sec. and cannot be adjusted to much less without great loss of light and intensity. When the armature reaches its’ full travel, it closes a pair of contacts known as the release switch the exact instant of closure can be adjusted by means of a screw bearing on the lower contact so as to vary the distance between them these operate the release solenoid. The change-over switch before and during operation keep the motor contacts open and the shutter lamp circuit closed. When the release solenoid operates it allows a cam to turn under the spring pressure of the set-off lever
[page break]
this forces the switch lever out of the cam depression and operates the change-over switch to break the shutter contacts and make the motor contacts, motor starts and re-wind continues for one revolution of the cam. When the switch lever again drops into the cam depression motor circuit breaks, shutter and lamp circuit makes at change-over switch, release solenoid armature has locked the cam and camera is ready for further exposure.
The above sequence of operations is begun by pressing the torpedo release switch so energising the solenoid and watch lamp circuits, at the same time a second parallel circuit exposes the [underlined] air-speed recording camera [/underlined] in the cock-pit, this photographs the A.S.I and other instrument so recording their readings at instant of release. This small camera takes
[page break]
a picture 1½” x 1” on standard 35mm 8 exposure film. F 4.5 for mk I and 5.6 mk II they will focus to a minimum distance of 4 feet for nearer objects put scale to 4 feet, remove set screw from lens mount and turn lens mount anti-clockwise the distance stated in the table in A.P.1355 vol II B.34. A special holder for this camera has solenoid release arm. Re-wind of camera 1½ complete turns of winding handle. [underlined] The test adaptor [/underlined] is a skeleton magazine cover so that film wind can be watched. Film should wind over evenly and should not rock the pressure pad, if it does gently adjust the spring tension pressing the film on the spools. A sighting unit is for harmonizing the camera with the torpedo aiming sights. It is in two parts, framed ground glass screen and a plain mirror set at
[page break]
45° in a mounting which slides into the frame. A vertical hair line is ground on the glass for centering [sic] [underlined] Installation and Maintenance [/underlined] 1355 vol I Part II [one indecipherable word] Y 83.85 para. And 91.96
[page break]
[underlined] CINÉ CAMERA GUN G 45 [/underlined]
[detailed diagram]
[page break]
This can be used with suitable mountings in place of any existing British aircraft Machine Gun for training as for recording actual combat.
[circled] 1 [/circled] With type 2Y wing mounting and 32 adaptor plate in place of a fixed gun [circled] 2 [/circled] With type 29 mounting and 32 adaptor plate in place of Dickens[?] gas-operated m. gun
[circled]3 [/circled] With type 31 adaptor plate and modified gun-handle and switch mounts on the V.G.O. [one indecipherable word] in place of the magazine. [circled] 4 [/circled] With 33, 34 & 35 adaptors it replaces usually the upper right hand Browning in [two indecipherable words] type 4, Boulton-Paul and F.h type 16 Turrets respectively
Extensions lenses are always used in turrets with F.2”. Cameras in 12 & 24 volts – 18 having red label.
G.45 builds up in 10 units some [one indecipherable word] inter-changeable with similar units
[page break]
of same voltage. The body with gears lens unit and claw unit are not inter-changeable.
[underlined] The [circled]1 [/circled] body and [circled] 2 [/circled] lens units are optically matched to each other and must not be otherwise fitted to different ones. Lenses are of 2”, 2.2” or 2.4”. indicated by coloured bands on mounting yellow for 2” green 2.2” red for 2.4” all have f 3.5 and an infinity of over 30 ft. G.45B has optional stop f.6.3all lenses are fitted with heaters.
[circled] 3 [/circled] [underlined]Magazine container [/underlined] is hinged at top of body and can be loaded from top or through a door inside of body. When using side door take care not to foul the claw.
[circled] 4 [/circled] [underlined]Magazine [/underlined] is just a spool carried with 4 toothed sprocket to work footage indicator and a grooved pressure pad behind the gate. Feed spool is lightly friction loaded and
[page break]
in G.45B the receive spool holder has spring device to check reversal.
[circled] 5 [/circled] [underlined] Motor [/underlined] passes 16 frames per sec. at about 5.YOO R.P.M. G.45B is adjusted to 20 frames per sec. [one indecipherable word/symbol] repairs to be made.
[circled] 6 [/circled] [underlined] Claw Unit [/underlined] for drawing film over the exposure aperture and is driven by the large intermediate gear through a small pinion carrying on it’s shaft a cam and an eccentric pin. The pin works in a slot in the lever on which is mounted a spring loaded claw, as this claw moves down it draws the film with it and on it’s return upwards is forced by it’s shape, out of the perforation of the film which is kept still during the operation by the register pin held in engagement with the next hole but one by the action of the cam
[circled] 7 [/circled] [underlined] The shutter unit [/underlined] is a sector shutter
[page break]
driven by a pinion and helical gears from the intermediate gears. Has a normal open sector of 45° for “cloudy” and a reduced aperture of 13½° for “sunny” . Sector is reduced by a solenoid which causes magnetic & frictional drag to be exerted on the auxillary [sic] shutter blade against the pull of a coiled spring so that the auxillary [sic] shutter is [one indecipherable word] until the pin on it reachs [sic] the end of a slot in the main shutter and both turn [one indecipherable word]
[circled] 8 [/circled] [underlined Electrical wiring [/underlined] can be removed as a unit, all connections to other parts being made by plugs or contacts. This unit carries the thermostat control which operates at 65°F + 5°. Adjusts by small grub screw in front of body after removal of the lens unit.
[circled] 9 [/circled] [underlined] The intermediate gears [/underlined] are:- large motor gear, driven by armature pinion of the motor and having frictionally
[page break]
Connected to it is a small pinion. A large rewind gear with friction driven core[?] to magazine. A small intermediate pinion and a large intermediate gear driving the claw & shutter.
[circled] 10 [/circled] [underlined] Motor Speed Test [/underlined]. Load with waste film mark film with pencil at top edge of magazine aperture – run for 10 secs mark again, repeat several times. Amount of film passed in 10 secs to give 16 frames per sec is 4 ft + 3”. G45B will be 5ft + 6”. Depress plunger of release solenoid when not in use – this released spring tension.
[underlined] Maintenance – Sect II – 1Y49 Chap. 10 Para 103-114
[underlined] Footage Indicator [/underlined] includes the –“sunny-cloudy” switch. Footage is operated by a solenoid which draws down one
[page break]
end of a spring-loaded pivotted[sic] lever the rising end of the lever lifts a lightly sprung pawl resting on a toothed wheel. When the circuit is broken the pawl returns and moves the wheel round one tooth. Another pawl prevents the toothed wheel from returning backwards. Friction loaded pointer for zero setting. Adjustment for one tooth movement by screwed stop and/or solenoid position.
[underlined] Titling [?]Unit [/underlined] is operated by clock-work and is fully wound by six turns of the handle. When releases this exposes about 9” of film which photographs the title and details of the pictures previously written in black pencil on the ground side of a cellon tablet, this is placed in the slot on the front of the lens a second slot can be used to insert a clean cellon tablet for
[page break]
varying the lighting intensity for varying the exposure. Speed control is by a pre-set mechanical governor. Camera arrangements similar to G.45. Maintenance similar to camera. Repairs on squadrons only very minor. Replacements nil
[underlined] [one indecipherable word] Unit or Harmonyed [?] must be treated with care and will then need little attention. Do not breathe upon or finger the stainless steel mirror [one indecipherable word] clothe[sic] or camel hair brush only to be used for cleaning. Do not carry the unit loose in the pocket or leave lying about – use the box
[underlined] Type 29 Mounting. [/underlined] This is used with type 32 adaptor plate and provides a free gun mounting in the shape of a dummy gun and is designed from the Vickers “K” Gun. It incorporates all the external wiring circuits including footage indicator Type 44. Dummy barrels carry ordinary bead[?]
[page break]
and ring sights which are adjustable for harmonization and a socket is provided for a reflector gun-sight. Camera secures by type 32 adaptor. Footage indicator works similarly to type 45, plugs into mounting and is a replaceable unit. Electrical circuits are the same as for a fixed camera gun, except that push-button firing switch is replaced by two micro-switches in series with each other and operated by the cocking handle and trigger.
[underlined] Action. [/underlined] On drawing back cocking handle a spring loaded sear secures it and a friction loaded sleeve presses back the locking spring. When cocking handle released [inserted] new[?] [/inserted] spring of front switch contact breaks. When pressing back sleeve [one indecipherable word] releases button and makes contact in rear[?] switch. When trigger is pressed sear is rocked
[page break]
cocking handle returns forward under tension of long return spring running round a pulley [?], sleeve does not move from it’s position because the locking spring is held by a locking plate on the heel of the sear lever, when cocking handle reaches the end of its travel it depresses leaf spring of front micro-switch and makes contact, both switches are now made and camera runs so long as trigger is depressed. A rubber pad and a steel collar makes a shock absorber for cocking handle return. When trigger is released sear is rocked in opposite direction under its spring tension so that the locking plate on the heel releases the locking spring, which pushes the sleeve forward so pressing up the stud so breaking the circuit, camera stops. In this movement the locking spring [one indecipherable word] over the top of
[page break]
the locking plate and prevents the trigger being pressed again until the cocking handle is re-set
[underlined] Maintenance ]/underlined] Sect 3. Chap 2 Para 49-51
[page break]
[blank page
[page break]
[Coloured drawing of an animal holding a stick with caption “The Camera Gremlin” and a signature]
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Camera course notebook
Description
An account of the resource
64 pages of course notes. Inside front page ' Bubb G J 1477939, Entry 35, Berryfields, Melksham, Sept 2-21 1943' Contains information of batteries and motors in general then specific notes on F24 camera and controls, night photography MkIII, torpedo training camera type F46, cine camera gun G45. Last page has hand-drawn colour cartoon figure of camera gremlin.
Creator
An entity primarily responsible for making the resource
George Bubb
Format
The file format, physical medium, or dimensions of the resource
Cover and 32 double page notebook
Language
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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
MBubbGJ1477939-160322-02
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Melksham
England--Wiltshire
Temporal Coverage
Temporal characteristics of the resource.
1943-09
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
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
Karl Williams
David Bloomfield
Trevor Hardcastle
Tricia Marshall
gremlin
ground crew
ground personnel
superstition
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/110/1079/MBubbGJ1477939-160322-03.2.pdf
3af8e2d4f48d11c69a7fec7722b429f8
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Bubb, George
G J Bubb
Description
An account of the resource
13 items. Collection covers the wartime service of Leading Aircraftsman George Joseph Bubb (b. 1911, 1477909 Royal Air Force), an instrument fitter on 44 Squadron. the collection contains notebooks from training courses, a service bible and 1946 diary as well as the contents of a scrapbook which include personal documents and photographs of people and bombing operations.
The collection has been loaned to the IBCC Digital Archive for digitisation by Dave Pilsworth and catalogued by Nigel Huckins.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2016-03-22
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. Some items have not been published in order to protect the privacy of third parties, to comply with intellectual property regulations, or have been assessed as medium or low priority according to the IBCC Digital Archive collection policy and will therefore be published at a later stage. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal, https://ibccdigitalarchive.lincoln.ac.uk/omeka/collection-policy.
Identifier
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Bubb, GJ
Transcribed document
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Transcription
Text transcribed from audio recording or document
[Front cover]
1477939 LAC. BUBB
GROUP A
Form 714.
ROYAL AIR FORCE.
Rough Notebook for use in Laboratories and Workshops.
[page break]
[blank page, inside of front cover]
[page break]
[diagram of Fahrenheit and centigrade scales]
[underlined] MERCURY IN STEEL THERMOMETER [/underlined]
[hand drawn diagram of a thermometer]
[underlined] BOURDEN TUBE [/underlined]
[hand drawn diagram of a Bourden tube]
[hand drawn diagram of a bi-metal strip]
[underlined] RADIATOR THERMOMETER [/underlined]
[hand drawn diagram of a thermometer]
[underlined] Vapour Pressure Thermometer
Water B P. [/underlined]
Boiling Point at 10,000 ft is 92o C
Boiling Point at 20,000 ft is 86o C.
[page break]
[underlined] ENGINE CYLINDER THERMOMETER [/underlined]
THERMO COUPLE
[two hand drawn diagrams of thermo-coupling]
[underlined] MAGNETISM [/underlined]
[eight hand drawn diagrams of magnetic fields]
[page break]
[underlined] ELECTRICITY [/underlined]
Matter is made up of one or more of the 92 elements on this earth. The smallest particle of any element is an ATOM. Every atom consists of nucleus around which revolves small units of negative electricity called ELECTRONS
[two diagrams of helium and hydrogen atoms]
A [underlined] Conducter [sic] [/underlined] is a [underlined] substance [/underlined] in which there are a number of free electrons. A [underlined] Current [/underlined] of electricity is said to flow when these free electrons are made to move along the conductor by the application of a force called an ELECTROMOTIVE FORCE (E.M.F.)
E.M.F. is measured in VOLTS
An insulator contains very few free electrons and so a flow cannot be so easily set up.
Conditions for a electric current to flow are a complete circuit of conducters [sic]and E.M.F.
An E.M.F. causes a fall of pressure as potential along a conducter [sic] and between any two points in the circuit, there will be a [one indecipherable word] [underlined] potential difference [/underlined] (P.D.) which is also measured in [underlined] VOLTS. [/underlined]
page break]
[underlined] Resistance [/underlined] is the opposition to a conducter [sic] to the flow the electrons.
Resistance is measured in OHMS.
Thin wire has a greater resistance than thick wire.
Resistance of a wire is based upon material and increases with length and temperature.
The electrical energy carried by a current in a circuit is converted into [underlined] Heat [/underlined]
[underlined] Energy, Magnetic Energy [/underlined] and may be converted into [underlined] Chemical Energy. [/underlined] eg. breaking up water into hydrogen and oxygen.
The quantity of electricity is measured in [underlined] Conlombs [sic] [/underlined]
Current strength or quantity per sec is measured in [underlined] amperes [/underlined]
1 AMPERE = 1 CONLOMB [sic] per sec.
i.e. 6.23 x 1018 electrons per sec.
Work = Distance (ft) x Force (lbs)
= Volume or Quantity x Pressure
Power = Work per sec.
(1 HP = 550ft per sec)
Electrical Power = Elect [symbol] work per sec.
Electrical Power = Elect [symbol] quantity x Elect pressure per sec.
Watts = Amps x Volts.
1 KILOWATT = 1000 AMPS (1 HP = 746 watts)
1 BOARD OF TRADE UNIT = 1 KILOWATT for 1 HOUR
100 WATTS for 10 HOURS
[page break]
[underlined] Resistances [/underlined]
[six hand drawn electrical diagrams]
The ammeter has a very low resistance and is connected in series with the circuit.
The voltmeter has a very large resistance and is connected in parallel with the conducter. [sic]
[page break]
[underlined] OHM’S LAW [/underlined]
This states that for a given conducter [sic] the current flowing is proportional to P.D applied.
[table showing Volts, Current and V/I]
Thus we show V/I is constant. If the above figures are for copper then for a similar gauge iron wire V/I = 14 . Thus V/I for Iron is 7 times as great as for copper. These ratios express the resistance of the conducter [sic] in ohms.
Therefore ohm’s law can be written
V/I = R. I = V/R V = I x R
WATTS = I x V
[page break]
[underlined] Costings of Work Done by Electricity [/underlined]
The rate at which work is done by electricity is measured in [underlined] Watts [/underlined] the cost is measured in kilowatt hrs = 1000 watts for 1 hr = A Board of Trade Unit = 1 B.O.T.O [sic] = [underlined] 1 UNIT [/underlined]
Find the cost of supply a 500 watt fire. 100 watt lamp. 100w Radio for 5 hrs a day - 7 day week @ 1D per unit 2/-1/2
How many 60w on 5 amp @ 240 volts.
60 = 5 x 240
60 = 1200
20
[page break]
[underlined] MAGNETIC OF CURRENT [/underlined]
[a page of hand drawn magnetic diagrams]
[page break]
Current in the coil makes on face N the other south. Coil moves to bring it’s north opposite south of permenant [sic] magnet and south opposite north. It turns against the hairsprings so that the pointer measures strength of current
[hand drawn diagram of an electric motor]
[underlined] ELECTRO MAGNETIC INDUCTION [/underlined]
[hand drawn diagram of an electro magnet]
When a magnet is plunged into a coil current flows in one direction. When magnet is removed current is reversed. There is only an induced current when lines of force are being cut. The size of the [inserted] induced [/inserted] E.M.F is proportional to the rate at which lines of force are cut.
[underlined] Lenz’s Law. [/underlined] The direction of an induced
[page break]
E.M.F. is such as to oppose the motion producing it.
[underlined] The Simple Dynamo [/underlined]
[hand drawn diagram of a simple dynamo]
Rotating coil in a magnetic field is the easiest way of continuously cutting lines of force and hence of producing a continuous induced E.M.F.
The size of the E.M.F. depends upon 1.) Speed of rotation 2.) Strength of the magnetic field 3.) The number of turns on the coil.
[underlined] D. C. Dynamo [/underlined]
[hand drawn diagram of a brush and commutator]
A commutator is joined to each end of the coil - note that the gap between the two halves is opposite the brushes when the coils vertical. As the induced E.M.F changes its direction the brushes make contact with the reverse ends of the coil. The current therefore always flows out at one brush and always flows in at the other, although it continues to alternate in the coil itself.
[underlined] Modifications to the Simple Dynamo [/underlined]
1) A soft iron armature is used to increase the effect of the magnetic field the iron is laminated in order to reduce eddy.
[page break]
[underlined] PRIMARY CELLS [/underlined]
1.) [underlined] SIMPLE CELL [/underlined]
[hand drawn diagram of a simple cell]
Bubbles will eventually form (HYDROGEN) on Copper plate and so stop current.
2.) [underlined] LACLANCHÉ [sic] CELL [/underlined]
[hand drawn diagram of a Leclanché cell]
3.) [underlined] DRY CELL [/underlined]
[hand drawn diagram of a dry cell]
[underlined] SECONDARY CELL [/underlined]
[hand drawn diagram of a secondary cell]
[underlined] On Charging [/underlined] - By passing an electric current through + plate it becomes lead peroxide, - plate is reduced to spongy lead.
[underlined] On Discharge [/underlined] - Both plates tend to become lead sulphate (white.)
[page break]
[five hand drawn diagrams of electrical circuits]
6 Compare Current passed by
a) Two 3 [ohm symbol] in series
b) Two 3 [ohm symbol] in parallel
at a pressure of 24V.
[hand drawn diagram of an electrical circuit]
[page break]
currents
2). Many turns of wire on H shaped armature
3). Turns are distributed round the core
[hand drawn graph showing electrical output of coils]
The curve is made smoother by circular pole pieces.
The curve is made smoother by diagonal slotting.
Electric magnets used instead of permanant [sic] magnetics.
More than one pair of poles.
[underlined] 2. Phase A.C. [/underlined]
[hand drawn diagrams of electric generation]
[page break]
Suppose two separate but similar A.C. supplies to be plotted on the same graph. It is unlikely to have the maximal of the would occur at the same time. The result shown in the graph could be obtained by having two coils mounted on the same axis at right angles to one another and rotating in the same field. The ends of the coils would be lead to separate slip rings. The result would be two phase A.C. Alternatively the coils could be stationary and the field magnets made to rotate (The Rotor). Advantage equals small currents for field excitation can be fed through brushes and slit [sic] rings while large currents and voltages from the armature are led away through stationary leads.
[underlined] 3. Phase A.C. [/underlined]
See next page.
[page break]
[underlined] Mark IV ENGINE SPEED INDICATOR [/underlined]
Consists of 1 3 phase A. C. Generator 2 Indicator (A.C. Induction Motor Type)
[underlined] 3. Phase A. C.Generator [/underlined]
Consists of 4 pole permenant [sic] magnet which rotates between 3 Stator Coils. 3 seperate [sic] A. Cs will be produced within the coils differing in phase by a 120o hence 3 phase A. C.
It can be seen by fig 2. that the total algebraic sum of the 3. E.M.Fs is zero.
Also it is seen that since the 3 coils of the indicator have equal resistances (i.e. it is a balanced lode) then no wires are necessary to take current back to generator.
[hand drawn diagram of a 3 phase generator]
[hand drawn graph showing 3 phase output, fig 2 mentioned above]
[page break]
[underlined] INDICATOR [/underlined]
A.C. INDUCTION MOTOR
[hand draw diagram of an A.C. induction motor]
4 Pole permenant [sic] magnet surrounded by copper sleeve rotates against tension of hairspring carrying the R.P.M pointer.
[page break]
[underlined] The Atmosphere
Composition [/underlined] An ocean of air round the earth. Air is a mixture of 79% Nitrogen 20% Oxygen 04% Carbon di-oxide water vapour and dust.
[underlined] Air Pressure [/underlined] At S.L. 1 cu. ft of air weighs .08lb. Air pressure is the [underlined] total [/underlined] weight of a column of air to the top of the atmosphere. It can be measured by the mercury Barometer ([one indecipherable word] type very accurate) aneroid Barometer (without liquid therefore portable).
[underlined] The Altimeter [/underlined] the Altimeter is fitted in all aircraft and it measures the height of the aircraft above sea level. [underlined] It is an aneroid Barometer [/underlined] with the scale calibrated in feet. This is possible because air pressure [underlined] falls with height [/underlined] 1 in of mercury per 1000 ft or 1 [indecipherable character] millibar 30 ft. The air tight case is connected with the static tube. [deleted] Atmen [/deleted] At mean S.L. air pressure is 14 lbs per [square symbol] “ or 30” of mercury or 1013.2 millibars.
[underlined] Calibration [/underlined] since the pressure at a height is affected by the temperature of the an altimeter has to be calibrated by assuming certain atmospheric temperatures etc.
A formula connecting height with
[page break]
pressure can be worked out knowing 1 M.S.L. pressure 2 M.S.L. temperature. 3 Temperature at a given height.
[hand drawn table of temperature and pressure]
[page break]
[underlined] Conversion HG - MB [/underlined]
[hand drawn graph of Inches of Mercury and Millibars]
[page break]
[underlined] BOOST GAUGE [/underlined]
1/2 LB [square symbol] “ = 1” H.G. (APPROX)
HENCE 1” HG ABOVE 30” DEDUCT 1/2 LB [square symbol] “
1” HG BELOW 30” ADD 1/2 LB [square symbol] “
[page break]
[underlined] The Gyroscope [/underlined]
[two hand drawn diagrams of a gyroscope]
[underlined] Properties of Gyroscope [/underlined]
1 The rotor tends to maintain its plane of spin in space.
2 A force tending to twist the outer ring (torque) causes precession of the inner ring. Torque on inner presses outer ring.
[underlined] Sperry’s rule of precession [/underlined]
Replace the torque by push on rim of the rotor. A point 90o in direct of spin will by [sic] in direction of precession.
[underlined] Earth Gyro.[/underlined]
If the inner ring is purposely unbalanced by a weight it can be made to precess the outer ring round in step with earths rotation.
[underlined] Connection between Size of Torque & Speed of Precession [/underlined]
The size of torque required :- Increases with 1 rate of precession
[page break]
2 Speed of Rotor 3 Weight of Rotor, 4 Diameter of Rotor.
Simple fractions - Cent - Fahren - inches to miles - Ohm’s law - amps, watts, volts.
Electricity - accumulator - dynamos. Electric Motors. AC - DC. Generators. - Atmosphere. [two indecipherable words]
[page break]
[underlined] Installation of Follow Up Cable [/underlined] (Cont)
the loop in the end of the spring slips over the pin projecting from the mounting unit.
The servo-motor piston must be placed in an extreme position so that the cable may be attached to the short end. Attach the cable to the piston by a shackle, the pin of which must locate in the slot of a Clevis plate underneath the servo-motors. Pass the cable around free pulleys where necessary and lead it to the rear of the mounting unit. Before attaching cable to the pulley rotate it round until it is fully wound and release 1/4 of a turn. Pass the cable once round the pulley and through the hole provided and mark where it passes through the hole. (Disconnect the pulley and cable and then solder the nipple on the end of the cable). Apply opposite extreme [one indecipherable word] holding tension on pulley, now pull slack cable through the pulley and tie knot where marked. Tin the cable before
[page break]
cutting off the waste correct installation may be checked by the direction of movement of the follow up pulleys or the follow up indices.
1 Elevator [underlined] down. [/underlined] [symbol] index moves up: [symbol] pulley moves anti - clockwise
2 Right aileron [underlined] up. [/underlined] - [symbol] index moves right. [symbol] pulley moves anti - clockwise.
3 Right rudder. [symbol] index moves left. [symbol] pulley moves anti - clockwise. The servo - motor piston must be central before this check is carried out.
[page break]
[hand drawn diagram of a automatic control pipe lay-out]
[page break]
[underlined] Mk IV Auto Pilot - George
Compressor [/underlined] This is the eccentric type of rotary compressor, having the two compression chambers set at 180o apart. Each chamber contains a light alloy rotor with 10 steel blades. Free to slide in slots. The blades are thrown out by centrifugal force into contact with the linings of the compressor. This is drawn in as the space between the rotor and the casing increases and when the space is decreasing, is compressed and forced out at high pressure. Oil is admitted to the chamber through two jets size 42 thousandth front and 63,000th rear and is required to seal the compartment for air tightness and to lubricate. There are three unions, air inlet, oil inlet, and delivery from which air at 60lbs per [square symbol] “ is emitted. Filters are fitted in the inlet union oil and air. Before fitting new compressor check the following. 1 Correct type 2 Removal of inhibitor [deleted] gun [/deleted] [inserted] oil [/inserted] by washing out with anti - freezing oil 3 Check gland asbestos yarn gasket etc 4 Check copper washers for correct size and
[page break]
anneal.
[two hand drawn diagrams one of an Oil Reservoir and Separator and one of an Automatic valve]
[underlined] Oil Reservoir & Seperator [sic] [/underlined]
The lower part of this is for the oil, the upper part being the seperator, [sic] air & oil from the compressor impinge on the wall of the reservoir the oil falling to the bottom to be re-used, and the air going up through the union to the next
[page break]
component, the chemical Air Dryer. From the lower part, oil is fed through a filter to the oil cooler which has a finned radiator. The oil then passes to the Automatic Valve which can be situated between the reservoir and the cooler or between the cooler and compressor. If the reservoir is fitted lower than the compressor the valve ensures an oil supply to the compressor on starting. If the compressor is lower than the reservoir the valve prevents the former from being flooded with oil when it is not in use. It is fitted in the lowest part of the oil system. Oil changed on each minor. Automatic Valve and Oil Cooler flushed with 50 - 50 anti - freeze and petrol and system re - pressured [inserted] [underlined] NB [/inserted] [/underlined] There are fibre washers on Oil Reservoir. Oil level [inserted] to be [/inserted] maintained. Arrow of Auto - valve points in direction of Compressor.
[page break]
[five hand drawn diagrams showing Chemical air Dryer, Automatic Test Cock and Main Control Cock]
[page break]
[underlined] Chemical Air Dryer [/underlined] (To prevent freezing up)
The Chemical Air Dryer consists of an inner and outer container, the former being filled as follows, 1 gauze disc, 2 silica Gel, (To within approx 1/2” from the top) 3 gauze filter, 4 Half inch cotton wool and then the perforated lid. Recharging must be done immediately prior to flight. 1 Wash container with hot water and allow to dry before using. 2 Silica Gel must be returned to stores in tins provided when u/s. Silica gel is u/s when colour changes from white to brown.
[underlined] Test Cock. [underlined]
This is a three - way cock having two positions. In the test position air is supplied to the units from an outside source. In the flying position, air from the a/c compressor passes straight through the cock to the main control cock. 1 On a Mk IV ensure that cock is lock [sic] in flying position on D. I and between flight inspections. 2 Mk IV A Check that locking tab is in position on
[page break]
D. I and between flight Inspection. If it is necessary to strip the cock ensure when replacing together that plunger is put in the correct way - blanked - off end to the top of Test Cock.
[underlined] Main Control Cock [/underlined]
This has three positions, 1 [underlined] Out [/underlined] :- the jets and centraliser are connected to atmosphere by annular groove air passes back to regenerated system through a choke which is fitted to maintain a pressure so that; a There is always an adequate supply of oil to the compressor b So that [one indecipherable word] seperation [sic] is ensured.
2 [underlined] Spin [/underlined] :- air is fed to the jets, relay valve, torque valve and steering control. The centraliser pipe-line is still exhausted to atmosphere.
3 [underlined] In [/underlined] :- air is fed to the above components and the centralisers, to de-centralise the gymbal system and feed the main valve
1 With datums coincident on the
[page break]
inner and outer barrels M.C.C is then in the out position.
2 The handle can be fitted in any six positions
3 Name plate fitted with the “Out” in line with the handle when datums are coincident.
4 Ensure distance pieces fitted between name plate and outer casing
[hand drawn diagram of an Air Intake Throttle]
[page break]
[underlined] Air Intake Throttle
Purpose [/underlined] To maintain and regulate a pressure not exceeding 60lbs [square symbol] “ in the system, and to act as a non-return valve to prevent air from Compressor (Oil Reservoir & C.A.D) carrying oil along regenerative pipe lines.
[underlined] Description [/underlined]
Has three connections, to Compressor, Regen & Supply systems. Consists of a sylphon bellow the outside of which is sealed off. Inside is a powerful spring which normally holds them open, a piston runs down the centre and when engine is not running, a small return spring pressing against a collar on the piston holds the piston on the seating and gives a non - return action. When engine is started the piston is drawn of its seating as the Compressor commences to draw air in.
The lower connection (supply) feeds the air round the bellows. As pressure increases in the system this pressure will increase and the bellows
[page break]
will be contracted against tension of spring the piston will then be forced up off its seating and air supply to Compressor will be cut off.
An inlet or breather at top of A.I.T. allows an additional supply of air to be sucked in when starting - up it also acts as a compensator for slight leaks. An arrow indicates direction of flow to Compressor.
Is situated on teed piece between A I Cock and Main Control Cock.
[underlined] Steering Control [/underlined]
Is used by Bomb aimer or Pilot can do a course change. Filter in inlet (centre connection) gauze and cotton, through which air passes into the two compartments beneath the knife edge valves which are held in position by a spring. Air leaves the compartment by the two outside unions at base and on to course change valve via turn regulator.
When steering control is operated, the pulley rotates the rotor arm which forces
[page break]
[underlined] STEERING CONTROL [/underlined]
[hand drawn diagram of steering control system]
[page break]
one of the leak valves resting on the springs in the compartment. This valve depresses the knife edge valve and so prevents air from entering. At the same time air escapes through the leak valve and so pressure in compartment will fall. This will effect the the [sic] pressure on that side of the course change valve, and as the pressure on oposite [sic] still remains at 60lbs [square symbol] “ the valve will move and through links and levers will apply torque to the inner ring of gyro which will precess outer ring. As rudder control valve is connected to outer ring there will be a movement of the rudder via the servo.
The filter is cleaned on every Major inspection.
[underlined] Steering lever [/underlined] To enable pilot to change course of a/c - is connected to steering control by a bowden cable.
[underlined] Steering Control [/underlined] - Test before installation by applying pressure of 60 lbs and attaching U tube of wow water to outlet - allowance of 1/2” on each side
[page break]
[underlined] AILERON CENTRALISER [/underlined]
[hand drawn diagram of an Aileron Centraliser]
[page break]
[underlined] Servo Motors
Follow Up [one indecipherable word] Guide [/underlined]
[hand drawn diagram of a disc with numbers on and a corresponding chart of numbers and letters]
[underlined] Clutches
D I [/underlined] 1 Take clutch lever out and test a/c controls by moving pulley in all all [sic] directions (reason to prove a/c controls are OK.) Put clutch lever in move each a/c at control singly should hear clutch slip in. Test a/c controls with clutch in. [underlined] Leave clutch in [/underlined]
There is an overide [sic] on the servo. Movement of a/c controls with clutches in is not so great as when clutches are out.
[underlined] Stripping of Servo Motor Clutches [/underlined]
1 Remove 2 BA nuts and locking tap from top of operating spindle
[page break]
2 Remove split pins and take out clutch locking assembly pins, remove clutch claw arm.
3 Remove spring tension assembly with box spanner.
4 Remove clutch plate from splined shaft with special tool (Extractor)
5 Remove follow - up pulley and dowel plate by means of two 4 BA screws taking care not to damage flange underneath.
6 Remove stop plate assembly.
[hand draw diagram of a R. E. Centraliser assembly]
[underlined] R. E. CENTRALISER [/underlined]
[page break]
[two hand drawn diagrams of Clutch Cable Layouts]
[underlined] CLUTCH CABLE LAYOUT [/underlined]
[page break]
[hand drawn diagram of a Rudder and Elevator Unit]
[underlined] RUDDER AND ELEVATOR UNIT [/underlined]
[page break]
[underlined] RUDDER & ELEVATOR UNIT [/underlined]
[hand drawn diagram]
[underlined] The Gyroscope [/underlined] is pivotted [sic] 15o off the vertical and also off centre. [underlined] The Azimuth Balance [inserted] Adjustment weight [/inserted] [/underlined] is attached to the inner ring and controls the amount of precession on the outer ring. [underlined] The Out of Balance weight [/underlined] precesses the inner ring to [inserted] conform to [/inserted] the earth’s curvature. [underlined] The Azimuth Balance [/underlined] helps to precess outer ring to the earths rotation. [underlined] Watts weight [/underlined] 1. Counteract the effect of centrifugal force on out of balance mass when [inserted] flying straight [/inserted] 3 To give extra stabilisation.
[underlined] Cross Balance Weight [/underlined] is to steadily
[page break]
balance outer ring. [underlined] Top and Bottom balance weight [/underlined] is to steadily balance inner ring
[hand drawn diagram of component layout]
[underlined] PRECESSION OF OUTER RING CAUSED BY AIRCRAFT TURNING AND FOLLOW UP [/underlined]
[page break]
[underlined] PRECESSING VALVE AND TORQUE MOTOR [/underlined]
[hand drawn diagram of a Precessing Valve and Torque Motor]
[page break]
[hand drawn diagram of a Relay Valve]
[underlined] RELAY VALVE [/underlined]
[page break]
[hand drawn diagram of Elevator Movement Mechanism]
[underlined] ELEVATOR MOVEMENT
Aileron Plate [/underlined]
Force of Gravity Control Weight counteracts the forces in either direction of fore and aft of the a/c.
[page break]
[underlined FILTERS
Rudder and Elevator Plate. Subsidiary Main [/underlined]
Rudder Main Valve. 3
Elevator and Elevator Valve 3
Relay Valve 1
Course Change Gear 2
Spinning Jet 1
Centraliser 2
Servo motor pipes 2
[underlined] Components [/underlined]
Anti Intake Throttle 1
Compressor (Air & Oil inlets.) 2
Oil Reservoir Outlet 1
Chemical Air Dryer 1
Steering Control 1
[page break]
[underlined] CABLE LAYOUT MK IV [/underlined]
[hand drawn diagram of a cable layout]
[page break]
6. Look for cable fraying or cracking and test spring tension of Spring Tensioner.
[page break]
[underlined] BREEZE WIRING CONDUIT [/underlined]
[hand drawn diagram of components]
[page break]
[underlined] Fault Finding [/underlined]
FAULT
1 Indic reads above zero when empty.
2 Pointer does not move off vertical when switched on or tank being filled.
3 Pointer comes 180o in advance when switched on and rotates correctly.
4 Pointer gives a fixed reading when tanks are known to be empty.
CAUSE
Bent plunger.
Broken supply lead.
Brush not contacting resistance.
Bad contact at indicator.
Crossed supply leads.
Locating [inserted] pin [/inserted] dislodged from brush.
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Instrument course notebook
Description
An account of the resource
56 pages of course notes. Contains basic theory of thermometers, electricity, magnets, dynamos and batteries. Has more detailed notes on the atmosphere and gyroscopes followed by detailed description of Mk IV autopilot and all its component systems including flight controls. Includes hand-drawn colour diagrams.
Creator
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George Bubb
Format
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Cover and 32 double page notebook
Language
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eng
Type
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Text
Text. Training material
Identifier
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MBubbGJ1477939-160322-03
Coverage
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Royal Air Force
Publisher
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IBCC Digital Archive
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Spatial Coverage
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Great Britain
Contributor
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Alan Pinchbeck
David Bloomfield
ground crew
ground personnel
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/167/2215/MAllenDJ1880966-150702-04.1.pdf
e41eee99049826540e5e8c9e9c907856
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
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.
Identifier
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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.]
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
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
The nature or genre of the resource
Text
Text. Training material
Identifier
An unambiguous reference to the resource within a given context
MAllenDJ1880966-150702-04
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Spatial Coverage
Spatial characteristics of the resource.
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/186/2555/MMarshallS1594781-150826-01.1.pdf
95afc25084dc9fc73345caa814c151f2
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Title
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Marshall, Syd
S C Marshall
Description
An account of the resource
Ten items. The collection contains two oral history interviews with Warrant Officer Sidney Charles Marshall (1924 - 2017, 1594781 Royal Air Force), his decorations, training notes, photographs and a photograph album. Syd Marshall was a flight engineer with 103 Squadron and flew operations from RAF Elsham Wolds.
The collection has been loaned to the IBCC Digital Archive for digitisation by Syd Marshall and catalogued by Barry Hunter.
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IBCC Digital Archive
Date
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2015-05-08
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. 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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AMarshallS150508
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Permission granted for commercial projects
Transcribed document
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Transcription
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MAX: CLIMB
2850 R.P.M.
+9 Boost
[Inserted graph]
MAXIMUM CLIMB CONDITIONS
ALTITUDE THOUSANDS OF FEET
RATE OF CLIMB
ENGINE FAULTS.
1/ [underlined] Mag drop. [/underlined] Plugs-gap too small or none at all. Cracked insulator. (Life 100hrs changed at 50hrs.)
2/. [underlined] C.B. points. [/underlined] Burnt points, weak spring, pick up corroded. worn [sic] heel, oil or dampness, seized arm, incorrect gap. Weak spring changes from blue to straw collour [sic].
3/. Leads give about 300 drop (approx.)
Mag U/S will give heavy 6 or 800 drop. (Change mag.)
[Page break]
[Table showing fuel consumption of MERLIN XX with R.P.M.]
[Page break]
[Underlined] MET: [/underlined]
[Underlined] Cirrus. [/underlined] 20,000’ – 30,000’ +
[Underlined] Cirro Stratus. [/underlined] 20,000’ – 30,000’ +
[Underlined] Cirro Cumulus. [/underlined] 20,000’ – 30,000’ +
[Underlined] No danger of icing. [/underlined]
[Underlined] Cumulo Nimbus. [/underlined] – Dangerous air currents up to 100mph. Drop in temperature at night & clackling [sic] on intercom.
[Underlined] Cumulous. [sic] [/underlined] up to 20,000’ very bumpy.
[Underlined] Operation of Lancaster fuel system. [/underlined]
1/. [underlined] With all tanks full. [/underlined]
a.) Take-off with No 2 tanks selected.
b.) Climb as required & fly for 20 over 1 hour, still on No 2’s.
c.) After this time change to No 1’s. & switch on No 3’s.
d.) Use No 1’s until contents are approximately level with No 2.
e.) Use No 2 & No 1. alternately to keep contents level until 100 gallons are left in No 2’s.
f.) Drain No 1’s so that No 2’s are left for landing.
[Table inserted]
2/. [Indecipherable word] fuel in No 3’s. [indecipherable word] 2 full, No 1 more than No 2.
a.) Run up & take off as before on No 2’s.
b.) Change to No 1’s after 10 mins.
c.) Use No 1 until level with No 2’s & then alternately.
[Page break]
Points to note.
Ditching exits - which way to turn handle.
Crash axes. – position.
Controls Port side.
U/C warning lamp.
George pressure gauge.
[Page break]
[Underlined] Measurement of Fuel Consumption. [/underlined]
[Table of fuel consumption]
In range flying G.P.H. gives no indication of how the A./C [ aircraft] has been handled.
A./C travels 300 track miles at an average G.P.H of & 180.
I.A.S of 167 at 12000 feet. Find T.M.P.G. & A.M.P.G.
a) in still air.
b.) in following wind of 50 mph.
c.) in head wind of 50mph.
[Calculations]
[Page break]
[Underlined] G.S.T. [/underlined]
[Underlined] NAVIGATION [/underlined]
[Underlined] 3 Navigation methods [/underlined] – Astro nav: D.R.compass. Maps.
[Underlined] Plotting chart. [/underlined] - Mercators.
[Underlined] Topographical [/underlined] - Conical.
[Underlined] Bearing. [/underlined] – line of direction – compass, true magnetic.
[Underlined] Rhumb line [/underlined] – line on mercators map, cutting all meridians at the same angle & giving a constant bearing.
[Underlined] Prime meridian [/underlined] – from which all others are taken.
[Underlined] Position. [/underlined] give lat: & long: or map reference.
[Underlined] Isogomal [/underlined] – joins all points of equal variation.
[Underlined] Isobar. [/underlined] – imaginary line joining all points of equal barometric pressure.
[Underlined] Air speed [/underlined] – relative to air flow.
[Underlined] Drift [/underlined] angle between course & track.
[Underlined] Variation [/underlined] angle between true & magnetic.
[Underlined] Compass. [/underlined]
[Underlined] Main parts. [/underlined] Bowl, grid ring, Magnetic system.
[Underlined] Oscilation [/underlined] of needle prevented by alcohol & damping wires
[Underlined] Luber line. [/underlined] fixed datum. placed fore & aft of A/C.
3/. 400 or less in No 1’s & No 2’s full.
a.) Take-off & continue on No 2’s for one hour.
b.) Change to No 1’s & alternate each hour.
[Underlined] Calculating T.A.S. [/underlined]
With static vents I.A.S. = R.A.S.
I.A.S. = Speed read on dial when instrument error has been taken into account.
At sea level I.A.S. = T.A.S.
At altitude T.A.S. x altitude correction factor = T.A.S.
[Table showing altitude correction factors for Thousands of feet]
[Page break]
[Diagram of STROMBERG. CARB:]
[Page break]
[Underlined] STROMBERG CARBURETTOR [/underlined]
Air pressure led to chamber ‘B’ from boost venturi, being at a lower pressure that [sic] that led to ‘A’ from Impact tubes via A.M.C, causes diaphragm to bulge, & so open poppet valve connected to it, allowing fuel to flow into chamber ‘D’. With ‘C’ at nozzle pressure (5lb/□.), pressure builds up in ‘D’ until stab of equilibrium is reach [sic] in pressure difference in both sets of chambers. Thus an increased depression in ‘B’ will be transmitted to ‘D’ & cause a greater amount of fuel to flow.
A build up of pressure in ‘D’ will also be felt on the enrichment needle diaphragm, opening needle & allowing extra fuel to flow into delivery.
[Underlined] Vapour vent. [/underlined] is led back [sic] No 2 tank from petrol recovering chamber.
[Underlined] Accelerator pump. [/underlined] any increase in pressure above butterflies due to throttle opening is felt on pump diaphragm causing it to bulge & force out additional fuel, it recharges again under conditions of low pressure.
[Underlined] Automatic mixture control unit [/underlined]. air at intake pressure is led to an aneroid operated A.M.C. situated in the pipeline from the impact tubes to chamber ‘A’. As air pressure decreases, the aneroid expands, moving down the needle and reducing pressure to ‘A’. A bleed from ‘A’ to ‘B’ allowing a constant flow of air ensures operation of this. This in turn reduces the amount of valve opening & ؞ the amount of fuel allowed to pass from spray nozzle.
Fuel is pumped into carb at pressure of 15lbs/□”.
[Underlined] RUNNING UP [/underlined].
[Numerical points obscured]
Slow run 1200 – 1500 R.P.M. Check mags for dead cut.
Temperatures to 15°C or rise of 5°C (oil.) 60°.C. (Coolant.)
Inserted] Open rad: shutters.
Select zero boost. (2,300. rpm.)
Select 2,000 R.P.M.
Advance throttle to obtain +4lbs boost. No increase in R.P.M should indicate that C.S.U. is functioning correctly.
Raise R.P.M. to max: No change in boost will indicate boost control working correctly.
Advance throttle to gate. (2800. +9.)
[Page break]
[Underlined] Coolant temperatures. [/underlined] °C.
Maximum for take-off 60°.
Max: for cruising 105° - 115° Short period only.
Max: for climb, level flight or combat 125° (135° for 5 mins.)
Normal 80° - 100° C.
[Underlined] ANCILLIARIES DRIVEN FROM ENGINES [/underlined]
[Table showing each ancilliary part driven from each of the 4 engines]
D.C. Generators & Dowty hydraulic pumps are in parallel, if either engine cuts out, hydraulic & electrical services continue to operate at half capacity.
[Underlined] LUBRICATION SYSTEM. [/underlined]
[Missing word] [Underlined] tank. [/underlined] – capacity 42 [number deleted] gallons. Filled to a maximum of 37 1/2 gallons of oil. Normally about 30 gallons.
[Underlined] Consumption [/underlined] – Normal 1 1/2 or 1 gallons/hrs. [sic] Maximum 2 3/4 gallons/hour. Hot well, fitted inside oil tank to facilitate rapid heating of oil in engine without the need for heating entire contents of tank. Base of hot well is [underlined] not [/underlined] drilled so as to [sic] for a stack pipe. This allows at least 2 gallons of oil for feathering purposes.
[Underlined] Filler caps [/underlined] – port side, beneath leading edge.
[Underlined] Dip sticks [/underlined] long for inners, short for outers, due to tank shape.
[Page break]
[Underlined] LANCASTER ENGINES. MERLIN 20 & 28 [/underlined]
[Underlined] Leading particulars. [/underlined]
[Underlined] S/C Gears. [/underlined] M = 8.15 – 1. S = 9.49 – 1.
[Underlined] Rated altitudes [/underlined] M = 10,000 feet. S = 17,500 feet.
[Underlined] Prop rotation [/underlined] – Right hand tractor.
[Underlined] C/Shaft. [/underlined] – Left hand (from rear.)
[Underlined] Consumption [/underlined] - T.O 115 gallon per hour/engine. Cruising 64 gallon per hour/engine.
[Underlined] Oil [/underlined] D.T.D 472B. Grade “X”.
[Underlined] Coolant. [/underlined] – 70% Water – 30% Glycol. (D.T.D. 344. A.)
[Underlined] Firing Order [/underlined] A. 1 4 2 6. 3 5 B. 6 3 5 1 4 2.
[Underlined] Propellor [sic] [/underlined] D.H. Hydromatic. Type 5. 500.
[Underlined] ENGINE CONDTIONS & LIMITATIONS. [/underlined]
[Table showing Engine conditions with associated limitations on R.P.M., Boost, Gear and Time]
[Underlined] Oil temperatures in °C. [/underlined]
Minimum for take-off. 15°C (or increase of 5° if above.)
Max for cruising. 90°C. (100° short period emergency.)
Emergency max. 105°C – Danger point.
[Underlined] Oil pressures in lbs/□” [/underlined]
High pressure 45 – 90.
minimum 30.
Low pressure 6 – 10.
[Page break]
[Underlined] OPERATIONAL CLIMB [/underlined]
[Graph showing throttle revs., airspeed and heights]
Select 2650. + 4. at end of take-off climb to full throttle height when throttle lever will be at the gate. Change to ‘S’ gear leaving throttle at gate & bring revs up to 2850. Boost will rise to +9. Climb at these settings irrespective of drop off in boost above R.A. until 20,000 feet is reached. Fly for sufficient time to use 150 gals (1,000 lbs) or 1hr to lighten plane before continuing climb. I.A.S. 160 mph.
[Underlined] ENDURANCE FLYING [/underlined] 3,000’. & below.
1800 r.p.m. I.A.S. 135m.p.h. Boost? Maintain flying speed & rpm by varying throttle.
[Page break]
[Underlined] MAXIMUM CLIMB [/underlined]
[Graph showing settings in maximum climb at different heights]
Select 2850 +9 after end of initial take off climb. Boost will be maintained automatically up to R.A. (10,000’.) When boost has fallen by 3lbs change to ‘S’ gear. [ word missing] will take control until R.A in ‘S’ gear (17,500’.) from then on boost will gradually fall off.
[Underlined] CRUISING OVER 3,000’. [/underlined]
[Underlined] Ideal conditions, [/underlined] throttle lever at gate, piston forward, butterfly wide open. Cut down rpm to get 160-170 I.A.S.
If revs in [deleted letter] ‘S’ are below 2,300 change to ‘M’.
If revs in ‘M’ are above 2500 change to ‘S’.
Max permissible R.P.M. in ‘M’. above 12,000’ is 2,500.
Never exceed +4lbs boost. Always fly at recommended I.A.S. ‘M’ or ‘S’ 160-170 mph. Always fly at recommended altitude 8,000’ to 16,000’. Fly in cold air whenever possible (intakes.)
[Page break]
9/. Momentarily take throttle through gate. (3,000 +12.)
10/. Throttle back to +9. Check mag drop. Should not exceed 100 rpm.
11/. Throttle back to 0 boost.
12/. Check 2 speed blower – momentary increase in boost & drop in R.P.M. (red light should come on)
13/. Throttle back to 1500 rpm. Snap throttle back to Slow running to check for engine cut out ([underlined] 20 [/underlined]-450 to 650) (28-600-800.)
14/. Advance throttles slightly to clear engine.
15/. I.C.O to OFF position.
16/. Mags off as prop stops turning, petrol off & I.C.O to on-position.
[Deleted] [Underlined] STARTING UP. [/underlined]
1/. Check position of cross-balance cock, note freedom of movement.
2/. Ground – Flight switch to flight.
3/. U/C locked down, bomb doors closed, flaps neutral.
4/. U/C indicator & flap indicator ‘ON’. [/deleted]
[Underlined] STARTING UP. [/underlined]
1/. Cross balance cock [underlined] OFF. [/underlined]
2/. G/F switch to [underlined] Flight. [/underlined]
3/. Switch on Engineers [sic] panel. [underlined] ON. [/underlined] Check fuel contents & warning lights (if fitted.) Select tanks & switch on booster pumps (No 2.)
4/. U/C lever [underlined] locked down [/underlined]. Bomb doors [underlined] closed [/underlined], flaps [underlined] neutral [/underlined].
5/. U/C & flap indicators [underlined] ON. [/underlined]
6/. Brake pressure min: of [underlined] 150lbs. [/underlined]
7/. Boost out out [sic] [underlined] up (not pulled.) [/underlined].
8/. S/Ch in [underlined] ‘M’ Gear. [/underlined]
9/. Air intakes [underlined] cold [/underlined].
10/. Throttles [underlined] 3/4" open [/underlined].
11/. Props [underlined] max. R.P.M [/underlined].
12/. Ground Flight switch to [underlined] Ground. [/underlined]
13/. I.C.O to [underlined] I.C.OFF position. [/underlined]
14/. Master fuel cocks [underlined] ON. [/underlined]
15/. Ignition & Booster coil [underlined] ON. [/underlined]
16/. Contact ground crew (External acc & priming.)
17/. Press starter button & Put [sic] I.C.O [underlined] ON [/underlined] as engine fires. (OFF again if engine fails to pick up. [sic]
[Page break]
[Underlined] SUPERCHARGER [/underlined]
S/Ch fitted to give extra power at sea level & maintain sea level power at altitudes. Centrifugal impellor [sic] driven from rear of crankshaft. It contains one upper centrifugally loaded clutch for m. gear & two lower pack clutch gears for ‘S’ gear. Clutches allow gear changing & absorb high loads during acceleration. Cam shaft turned by piston, operated by scavenge oil, changes gears by means of forked rods. [deleted] Sevo [/deleted] Servo piston is controlled by a rotary valve, which is in turn operated by a pneumatic jack which is electrically controlled.
[Underlined] Boost Regulator maintenance. [/underlined]
Every 50 hours – (minor inspection) a teaspoonful of Anti freeze type ‘A’ oil to lubricate landed valve & sleeve.
[Underlined] Economical Climb [/underlined]. Booster pumps off at 2000’.
I.A.S. 160 – 170. Boost +4. R.P.M. will vary with altitude of aircraft. Above 10,000’ boost will have to be maintained by manual opening of throttle. Change into ‘S’ gear when boost falls by 2 lbs below that desired. Booster pumps on at 17,000’.
[Underlined] DISPERSAL DRILL [/underlined]
[Underlined] PRE-STARTING. [/underlined]
[Numerical points obscured]
Chocks in position, Pitot head, Static vents, Cockpit, turret & wheel covers off cable cutter covers. Jury struts.
Visual inspection of hinged leading edge, engine cowlings, tyres for creep, cuts, etc: & rudder hinges. Oleo leg extensions.
Check state of fuel tanks from Form 700.
Enter A/C & check.
[Numerical points iobscured]
[Underlined] Axes [/underlined], First aid kit, external dingy [sic] release, dip sticks, D.R. Compass for freedom of movement.
Fire extinguishers. Portable oxygen bottles.
Pyrotechnics – flame floats & equipment properly stowed.
Security of hatches.
Oxygen main cock [underlined] ON [/underlined].
Emergency air. 1200lbs/□”.
Initial hydraulic acc pressure.
G/F switched to Flight.
Cross feed cock. off.
Check fuel contents gauges & booster pumps with ammeter.
Select No 2 tanks
[Page break]
12/. Test trimmers for freedom of movement.
13/. U/C locked down.
[Underlined] Pilot & Engineer. [/underlined]
1/. Brakes ON note pressure.
2/. Bomb doors closed.
3/. Mixer box to I/C position.
4/. Auto control clutches IN.
5/. Flap gauge & U/C indicator lights ON.
6/. Altimeter to zero.
7/. Flap lever in Neutral.
8/. Air intakes to cold.
9/. R.P.M. Levers to max.
10/. S/Ch to ‘M’.
11/. Master switch to Ground.
12/. Booster pumps ON.
13/. Contact ground crew.
14/. I.C.O. to off, master fuel cock ON. Ignition & booster coil on.
15/. As engine fires switch on I.C.O. Booster coil off. Oil pressure.
16/. Warm up 1200 to 1500 rpm.
17/. Check mags for dead cut. [Underlined] SEE BACK. [/underlined]
[Underlined] Cut-out [/underlined] used for take-off if load exceeds 61.500 lb A.U.W. if this is to be used it should be checked on run up. Put cut-out at slow running & open up to gate just long enough to note boost.
Captain of air-craft calls up each member of A/C in turn to check equipment.
[Underlined] Taxying [/underlined], follow ground crews [sic] signals, Engineer watches Stbd: side of track. Rear gunner watches for overtaking aircraft. Test brakes. [Underlined] Never [/underlined] turn with a wheel locked.
Keep inboards at 1000 (approx.) rpm & use outers to turn etc:
Use brakes as little as possible with safety.
[Underlined] Take Off. [/underlined]
Pilot gives order – pause & carry out.
1/. Engines opened up to clear.
2/. Opened up to T.O.B. on “Ready for take off”. After check temps etc:
3/.
4/.
5/. 100’ U/C up.
6/. 1,000’ return cut out & Select +9, 2850 r.p.m.
[Page break]
7/. Flaps up slowly as possible while Pilot re-trims.
8/. Select climbing R.P.M. & Boost.
9/. 2,000’ booster pumps off.
10/. 4,000’ oxygen on (night only).
[Table of Pilot and Engineer intercoms and actions for take off]
[Underlined] ECONOMICAL CLIMB [/underlined]
[Graph of heights, throttle settings, boost & rpm]
Select 2650r.p.m & +4 boost when Pilot asks for climbing power. This will be controlled by regulator up to R. ALT (10,000’.) above this it is maintained by manually opening throttle until lever is at gate. When boost then falls by 2 lbs, change into [deleted] s [/deleted] ‘S’ gear. & continue to control manually at +4 up to F.T.H in ‘S’.
[Page break]
[Underlined] LOW LEVEL CRUISING [/underlined]
Reduce R.P.M to 2650.
Select +4 boost.
Select 1800 r.p.m.
Never use more than + 4 boost. If Boost tends to rise throttle back. [Underlined] Ignore I.A.S. [/underlined]
[Underlined] Target area [/underlined]
Select tanks containing most fuel. Switch on 4 main booster pumps. Continue cruising conditions.
[Underlined] Return [/underlined] ???([underlined] 3 or 4 engines. [/underlined])
Trim to desired angle of descent (Pilot.)
Boost below + 4.
160 I.A.S.
Control I.A.S. by r.p.m.
2,300 in ‘S’ [deleted letters] raise to 2,500, change to ‘M’.
When 1800 r.p.m is reached I.A.S will rise – carry on.
Below 3,000’ keep boost below + 4 with throttle ignore I.A.S.
[Underlined] Descent. (2 engines.) [/underlined] ??!!!!*√∏*
Will maintain height of below 10,000 ft
R.P.M. 2850. Boost + 9. I.A.S. ? Change ‘M’ 12,000ft.
If height is lost with +9 in ‘M’ pull cut out.
[Underlined] Landing [/underlined]
[Inserted] Auto control “out”. Clutch “out”. [/inserted]
Pre landing check. S/Ch in ‘M’. Air intakes cold. Brake Pressure 150 lbs/□” (minimum). Booster pumps [underlined] on [/underlined]. Select tanks with most fuel.
[Diagram of approach to landing showing flaps, rpm, speed and undercarriage instructions.]
[Page break]
[Underlined] AFTER LANDING [/underlined]
Select flaps up.
Open rad: flaps.
Check brake pressure.
Couple up Aldis lamp if required.
At dispersal check mags & S/Ch blower.
I.C.O off mags off. Master & Selector cocks off.
Switch off electrical services & G/F switch to “flight”.
Select flaps down.
Return I.C.O. to [underlined] ON [/underlined]. Rad: flaps to auto.
[Underlined] DE [inserted letter] S [/inserted letter] CENT. [/underlined]
[Diagram showing angle of descent with booster instructions, I.A.S. and R.P.M. instructions.
[Page break]
[Underlined] Clark’s viscosity valve [/underlined].
Allows rapid warming up of oil by means of bye-passing [sic] the oil cooler until oil has reached a temperature which allows free lubrication of engine & then controls minimum temperature of oil.
[Underlined] Overheating of oil [/underlined]. Blocked impact tubes. Blocked radiator. Shortage of oil.
[Underlined] Loss of oil pressure. [/underlined] – No oil, gauge U/S, damaged capillary. Shared pump drive.
[Underlined] Low oil pressure. [/underlined] – Worn bearings (main or big end.) Faulty gauge. Dirt under relief valve. Dirty filter. Leaky pipes. Damaged or worn pump gears.
[Underlined] Fluctuating pressure [/underlined]. Air bleeding in suction side of pump.
[Underlined] Dry Sump system [/underlined] 1. Pressure & 2. Scavenge pumps. Scavenge pumps have 20% greater capacity than pressure pumps to maintain a dry sump.
Oil flows from tank to pressure pump.
From 4 crankcase web into gallery pipe & so crankshaft bearings & forward to c.s.v & Pesco pump.
Branch line from pump lubricates fuel pump [inserted] seal [/inserted] & on S.I. engine, the Heywood compressor also.
[Underlined] Low pressure [/underlined] – through external pipe to reduction gear. Also rearward to cam shaft, S/C rear bearing, S/C gears. etc: Fuel, oil & water pump lubricated by the fluid they carry. Linkwork at rear hand lubricated.
[Underlined] Lower spindle of coolant pump [/underlined] is greased by groove cup. (Silcaline grease.)
Scavenge system taken from sump through filters to S/Ch gear change (if ‘20’ to carb butterflies) then to viscosity valve back to tank.
[Underlined] Coolant System [/underlined]
[Underlined] Glycol [/underlined] to reduce freezing point. (-14°C.) Water is best coolant.
[Underlined] Drain [/underlined] at base of pump & radiator screws.
[Underlined] Capacity [/underlined] approx 12 gallons.
[Underlined] Thermostat [/underlined] at outlet of header tank. Allows coolant to warm up quickly & controls the minimum temperature. Coolant passes through radiator from 85° all coolant goes through at 105°.
[Underlined] Radiator [/underlined] pressure tested to 30 lbs/□”.
[Page break]
[Underlined] Cabin heating [/underlined]. From ‘B’ block return to inlet side of pump.
[Underlined] Carburettor [/underlined] jacket from ‘A’ block return to inlet side of pump.
[Underlined] Circulation [/underlined] – Header tank, thermostat, (radiator or bye [sic] pass)
Pump, - inlet rails, through blocks to outlet rails, back to header tank.
[Underlined] Pressure system, [/underlined] if punctured temperature of coolant will fall to boiling point for that height. When coolant becomes short, temp: will remain the same but oil temp: will rise. Pressure is caused by heat generated in system & allows running temperatures of over 100°C. Pressure is maintained by [underlined] Teddington thermostatic [/underlined] relief valve. Blows off at max: of 30 lbs. Allows air to pass in at 2 1/2 lbs below in atmospheric pressure. Keeps pressure sufficient to stop boiling.
[Underlined] Temp: gauge [/underlined] connection & connection to thermostatic rad: shutter control at outlet of header tank.
[Underlined] Rad: flaps [/underlined] open 105°C, close 99°C.
[Underlined] Thermostat [deleted] ic [/deleted] [/underlined] becomes operative & starts to pass coolant through radiator at 85°C & all coolant passes through rad at 105°C.
[Underlined] S.U. Carb: [/underlined] A.V.T. 40/
[Underlined] Setting of needles [/underlined] should be checked against measurements and conditions laid down in A.Ps. (AP1590. G. VOL I.)
[Underlined] Slow running [/underlined]. Fuel from main jet taken up S.R. tube air is bled into top of tube to emulsify fuel and out to edge of butterflies (when nearly closed) via S.R. box.
R.P.M. 456 – 600.
[Underlined] Diffusors [/underlined] each has a disc jet at its base though which fuel must flow. It is regulated here by needle valves. Air is admitted to top of diffuser at intake pressure & forms an emulsion which passes via the main delivery to the choke.
[Underlined] Accelerator pump [/underlined] used to overcome time lag of fuel, in reaching induction when throttle is opened.
[Underlined] Enrichment aneroid [/underlined] does not move until Boost pressure exceeds +4 1/2 lbs, beyond this needle is progressively lifted to give rich mixture.
[Underlined] Altitude mixture control [/underlined]. progressively reduces size of jet to keep mixture strength constant.
[Underlined] Hot coolant [/underlined] is passed round the jacket, & scavenge oil through the butterfies [sic] to prevent icing
[Page break]
[Graph of BHP and Altitude in 1000ft.]
[Page break]
[Graph of MERLIN XX & XXII WEAK MIXTURE CONDITIONS ‘M’ GEAR & ‘S’ GEAR with B.H.P. and Altitude in 1000ft.]
[Page break]
[Calculations]
[Page break]
Fuel system 150.
Engine General 50.
Carburettor & Propellor 100.
Engine ground testing 50.
Engine air handling 150.
Log keeping 50.
Airframe general 50.
Jettisoning, ditching, dingies [sic] 100.
Hydraulics, Pneumatics, Electrics 100.
Anti icing, Oxygen, F.Es . inspection of A/C. 100.
Manufacturers [sic] course 50.
Fuel calculation (consumption.) 50.
Total 4,000.
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
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Flight engineer's training notes for a Lancaster
Description
An account of the resource
Handwritten notes for Lancaster systems made during Syd Marshall's training to become a flight engineer. It includes detail on start up procedures, fuel and carburettor systems, climb rates, cruising, and cabin heating.
Format
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24 handwritten sheets
Language
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eng
Type
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Text
Text. Training material
Identifier
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MMarshallS1594781-150826-01
Coverage
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Royal Air Force
Royal Air Force. Bomber Command
Creator
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Syd Marshall
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
aircrew
flight engineer
Lancaster
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/191/3582/MOHaraHF655736-161121-04.2.pdf
8e1011302fabe671238d69509ff3d98d
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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O'Hara, Herbert
Paddy O'Hara
H F O'Hara
Description
An account of the resource
59 items. The collection concerns the wartime career of Flight Sergeant Herbert Frederick O'Hara (1917 – 1968, 655736, 195482 Royal Air Force). Herbert O'Hara served on 12 Squadron at RAF Wickenby between February and May 1944. His aircraft was shot down over France in May 1944 and he evaded until he was liberated in September 1944. He was then commissioned. The collection contains service records and two logbooks, notification of him missing as well as correspondence from and photographs of French people who helped him evade. In addition there is an account of travelling across the Atlantic for flying training in Florida as well as notes from his aircrew officers course at RAF Credenhill. Finally there are a number of target and reconnaissance photographs and six paintings.
The collection has been loaned to the IBCC Digital Archive for digitisation by Brian O'Hara and catalogued by Nigel Huckins and IBCC staff.
Publisher
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IBCC Digital Archive
Date
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2016-11-21
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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O'Hara, HF
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
HOHara
P/O H.F.O’HARA
ROYAL AIR FORCE.
(VOLOUNTEER [sic] RESERVE.)
[underlined] 195482 [/underlined]
‘B’ FLIGHT 12 SQUADRON ‘C’ WING
A.C.O.S.
Notebook for use in Schools.
44 COURSE
ROYAL AIR FORCE
STATION,
CREDEHALL,
HEREFORD.
[hand drawn crest]
91/5074. Wt.2037. 600M.Bks. 6/43. J.D. & CO.Ltd.
[page break]
F/L SPINK OFFICERS MESS
Kings Reg (KR) CL 20 Sect 1 AP 128 Standard rules for Officers Mess
Officers mess Started circa Cromwell
[underlined] Membership [/underlined]
[underlined] Full members. [/underlined] All commissioned officers of the fighting services if their duties to compel them to work on the Station. Only [underlined] full [/underlined] members may serve on the mess committee.
[underlined] Affiliated members. [/underlined] Civilians of officer Status. e.g. manager of a branch of M.A.P.
[underlined] Honourary [sic] members. [/underlined] Embraces all officers Army Navy or RAF who may be serving in the neighbourhood eg. Local welfare officer, D.A.P.M. on local important inhabitants.
[underlined] Management [/underlined]
Managed by PMC and mess committee. PMC is appointed by station commander, normally Senior lising [sic] in member. Also Mess Secretary, Officer 1/2 Service Room (8am Off) messing officer essential members of committee must be voted in by members. Additional members may be appointed by committee – sports gardening etc. Meeting must be regular and minutes kept each meeting.
Expenditure permittes [sic] £20 in four months, anything over this must have sanction of meeting.
[page break]
[underlined] Rules [/underlined]
Station Commander may make any rule according to his whim or fancy altho’ suggested rules laid down in AP128.
[underlined] Dress [/underlined]
Officers may not appear in public room unless properly clothes. Wearing of sports or civilian clothes depends on CO’s local rules. In public room should never carry raincoat etc. unless inadequate cloakroom facilities.
[underlined] Drink [/underlined]
No treating. No liquor in sleeping quarters
[underlined] Gambling [/underlined]
Forbidden, bou [sic] auction bridge (normally using bridge book)
[underlined] No Pets [/underlined]
No dogs cats birds etc.
[underlined] Complaints. [/underlined]
Complain to mess committee never openly critisice [sic] mess servants report them to Mess Sec. Help servants re. cigarette ends etc.
[underlined] Mess Bills. [underlined]
Must be paid by 10th of month after the month the bill relates to. Subscription must not exceed 1/2 days pay per month Messing must not exceed 2/- per day. [underlined] Drink [/underlined] off over HO [sic] – no restrictions, stewins [sic] F/lt & below wine bill must not exceed £5 per month. S/Ldn & above no restrictions.
To find out amount of wine bill check DAILY CHARGE book. Usually in anteroom.
Subs. 1/3 Days pay. 9d Messing 1/- Breakages 6d library 2/- laundry 1/6 maintenance.
Guest Night.
Go into anteroom 1/2 hr before dinner, approved sen. off. Say “Good Evening” then hounge around but do not smoke. When dinner announced PMC will approach CO who’ll lead way into mess usually in seniority (within reason). In hall Stand behind chair awaiting padre to say grace When P.M.C. sits sit down. After dinner port passes right to left never hold it up. When all glasses charged. P.M.C. Says “his Vice The King.” Vice Stands says “Gentlemen the King.” Then says on indicates you may smoke. Do not leave without permission of P.M.C. or unless P.MC. leaves. Last person to leave – his Vice.
Mess Meetings.
Every 4th month. Give motive in writing of any matter for may request committees attentive drawn to. Essential all except those on duty to attend. Extraordinary meeting at wishes of CO or if more than 1/5 of members desire one. CO has final yeah or neigh on all notices passed.
[page break]
DRESS & SALUTING
Ref A.P. 1358 Dress Regs A.P. 837 Sec 53 AP 818A Drill.
KR CL.6
Adjutant responsible for dress on station
Cap F.S. Square slightly tilted so as to be 1” above rt. eyebrow.
“ Dress square [deleted] but [/deleted] stiffner retained (Hereford & Cranwell only) Greatcoat 14” reach to ground braid 1/2 “ apart bottom braid on extreme cage. Collar turned down 3 buttons on rightside fastened. Collar up all five buttons buttoned Service jacket 3 3/4 from lowest braid to cuff and 3/16” between braids.
Wear plain clothes for 24 hrs or more off duty If proceeding on leave should not leave camp wearing civilian clothes.
A junior officer when addressing a senior officer while on duty will saluting.
All officers below squadron leader will salute all officers of squadron leader and above.
If Nat. Anthem played as Royal Salute during ceremonial parade all officers salute.
If played on ceremonial parade no royalty present all officers in the vicinity [deleted] but not on parade [/deleted] will merely stand to attention, bar senior officer present who will.
At colour hoisting all officers present, on, or observing, or being in view of ensign salute when
General Salute played.
Two salutes permissible for all officers.
1. Giving – as per airmen
2. Returning – elbow slightly f’rd.
N.B. Always salute regimental colours, armed party, funerals.
CONDITIONS OF SERVICE [AIRMEN]
Ref AP837 Sec 43
Everybody etering RAF does so in a trade. Five groups I – V of standard of technicality of particular trade. Rates of pay as laid down in 837
Remustering of airmen.
Term used to denote change in trade of airmen / airwomen (in an officer’s case he changes his branch.) All remustering require authority of [deleted] officer [/deleted] A.O. i/c records at group.
[deleted] De clgth [/deleted] Re classification.
Js [sic] The transition up or down between AC2, AC1, LAC, AP 1112 50% AC1 70% LAC (figures purely exp. may vary)
AC2 to AC1 after 2 years now and AC1 to LAC longwhile ACH/GA) reclass, by merit.
Once LAC eligible for promotion to N.C.O. such for prom for suitable LAC to T/Cop by station commander to fulfil establishment for T/Cop to T/Sgt requires A.O.L.
[page break]
[underlined] Aircrew promotion [/underlined] AMO 3/45
All aircrew trades
Sgt. after twelve months F/Sgt – another twelve W/O
On 25 each month nominal roll sent to A.O.C. of people recommended for prom.
Poss. aircrew N.C.O.s to have accelerated promotion after nine months by A.O.C. to 10% of each trade under the command.
Redundancy.
Acting rank & pay stained for 12 months if above new trade directed to 552.45 482/45 ([indecipherable word])
ORGANISATION OF RAF
KR & AC1 Ch. 2 & 3 AP 837 Sec 2 AP 837 Page II
Air Council
[deleted] trade [/deleted] laid down to prevent overlapping of authority
Air Council consisting of 6 Service members and five civilian.
Members as fellows.
President – Secretary of State for Air
One for Lords
One for Commons. Parliamentary under secretary of State for Air (2)
Chief of Air Staff
Air member for Personnel
Air member for Supply & organisation
Air member for training
Adimus on technical research & accounts finance etc (2.)
RAF Tech. Officer Yc Research & Development
Permanent under secretary of State for Lui
The above decide on policy and pass this on to Air Ministry
[organisation chain of command]
[page break]
Commands asmidstm [sic] commands as passed out by Air Council
both from admin a [missing text] point of view
Groups work in same manner but with less scope of manner and administer to stations
Stations bases of the weapons & carry out [deleted] little [/deleted] orders pushed out having little or no free hand in doing so.
Squadrons comply with Stations instruction
F/C merely unit of Squadron.
S.Ad. O. Senior Admin Off deals with personnel.
Commands.
1 Fighter Commands
2 Bomber Commands
3 Coastal Commands
4 Transport Commands
5 Flying Training Commands
6 Tech Training Commands
7 Maintenance Commands
8 Northern Ireland Commands
Page 2 A.P. 837 Abbreviations as follows
S.A.S.O. Senior Air Staff Officer
S.O.A. Staff Officer Ye Admin
P.F.O. Physical Fitness Officers.
General Responsibilities of Officers.
1 Generally to be proficient at particular job
2. Be sure of RAF organisation
3. Sense of loyalty above & below
4. Knowledge of service life & tradition
5. Pride in service
6. Coved [sic] at all times in dress etc.
[page break]
PROMOTION OF OFFICERS
AMO A 1251/42
There are kinds of promotion as follows:-
a PEACE ESTABLISHMENT to Full Substantive rank
b. TIME (OR HOLDING) to ban [sic] Substantive rank
c. WAR ESTABLISHMENT to Temporary rank
d. ACTING to Acting rank.
b TIME [underlined] GD [/underlined] 6 months from P/O to F/O [underlined] 2 years from date of appointment to F/L. [/underlined] Possible to defer F/O by 3 months this adverse reposts.
ACCTS. 6 months from P/O to F/O and remain F/O
MED. Comm. as F/O after 12 months F/L, after [inserted] another [/inserted] 9 years S/L
N.B. W/O with 15 years service and 1 year as W/O promoted to F/O.
By holding when temporary branch or acting rank for more than 3 months [inserted] or more [/inserted] qualify for new Sub rank of rank below.
Up to W/Cdr – 3 months
G.C. & Air Comm – 6 months } G.D. rank only.
A.V.H. – 12 months
c. TEMP RANK. Depends on ABCD assesment [sic] 9 mths as F/O qualifies 12 mths as F/L
d. ACTING Purely acting and if sick or wounded for 4 months or over lose acting rank. Unpaid for first 21 days P.O.W. hold acting rank.
Resigning
Liable to be called up under [deleted] National Service [/deleted] Armed Forces Act.
LONDON GAZETTE
Gazette notice to obviate long waiting period due to Gazette being up to 4 months behind. This is merely a list of names similar to posting notice & sent to unit who P.O.R. promotions as normally.
CONFIDENTIAL REPORT F1369.
Chief difference between officer and airmen is that airmen gets his proficiency stated in his 1580 and kept on station with his docs. In case of officers C.O.s of stations render the F1369 to Air Ministry on [circled] 1 [/circled] all officers who have completed 12mths service as an officer on the same station or group [circled] 2 [/circled] When officer posted out of group providing has completed 8mths service within that group, [circled] 3 [/circled] On request of Air Ministry. All these reports are strictly confidential & no copy kept on station. Assessed on series of numbers 1 – 9. [deleted] 9 Above average 8 – 6 [/deleted] 9 Exceptional 6.7.8. Above average 5 [deleted] 4 3 [/deleted] average 4 – 2 below average 1 Indifferent. These grading completed under series of headings – character etc. All adverse reports must be initialed [sic] by officer in question, & officer has [deleted] opiler [/deleted] option of rendering his own statement on the report.
[page break]
ACCOUNTS – OFFICERS
PAY
Payable by Air Ministry through [inserted] paying [/inserted] agents monthly in arrears
Lloyds A – R. Glyn mills S – Z. This is pay only.
Advances of pay possible ie. sick in hospital, report, P.O.P. etc. this will be recovered from pay as soon as possible.
INCOME TAX
Taken provisionally by agents monthly based on information as based on F63
£264 rough pay of P/O per an.
[underlined] 25 [underlined] Uniform allowance for complete years wear from [inserted] 6th April [inserted]
239
24 } 1/10 Earned Income allowance
[underlined] 80 } [/underlined] Personal allowance for single man
£ [underlined] 135 [/underlined] Nett Taxable Income
On first £165 pay 6/6 in £
“ amount above £165 “ 10/- “ “
For single officer income tax – £44.4.0
If pay ins. deduct 3/6 in the £ of promininsenms [sic] paid i.e. £3.10.0 for [inserted] £20. [inserted]
ALLOWANCES
If you are married no children 4/- per day } F/O & P/O
“ “ “ “ “ 1 “ 6/6 “ “} F/O & P/O
with 2/- extra for very day } F/O & P/O
If you are a F/L married with 1 ch. 7 [deleted] 5 [/deleted] [inserted] c [/inserted] /6 & 2/- for each extra.
GENERAL ALLOWANCES
[underlined] TRAVELLING [/underlined] Made out on F1771.
Time it time you leave RAF Stn to time you arrive at RAF Station of destination. London taxi allow W –S 3/6 – inter St 2/1
If travelling [deleted] under [deleted] 5.10 hrs 4/-
“ “ over 10 hrs – 24. 8/-
“ “ overnight travel £1 (lasts 24hrs)
LEAVE
Leave & ration allowance 3/5 per day
TEMPORARY DUTY
Paid on TDC F95 if have had to [deleted] spend [/deleted] supply accomodation [sic] at own expense. Take TDC with you get signed & certified by adjutant of unit unable to supply accomodation.[sic]
BATTING
Paid monthly in arrear (2/- per day) thru paying agents.
PAY PARADE
Two officers one watching pay clerk & entries, t’other checking cash paid Study certificate, carefully before signing.
[page break]
NON PUBLIC FUNDS.
Every four months such accounts have to be audited by audit board, to study expenditure & as to whether accounts have been properly handled. PSI, C.O.’s BENEVOLENT Fund, Sgts Mess.
WAAF
Started 1938
Mob. 1939 1300 only Clerk. equip assist. M.T. drivers. few trades only not prepared for on mobolisation.[sic]
Waaf. Off. only Waaf admin (G) code & Cypher
Waaf medical officers doc & dentals have same rak & pay as RAF director of WAAF
Air Chief comm. [underlined] Lady Welch [/underlined] & Duchess of Gloster [drawing of rank bands]
.WAAF only drew 2/3 of RAF equivalent pay
“ may not be put in guard room, & no WAAF detention base.
“ officers may put RAF on charge
Flt/O may only give max 7 days CC 3 days extra duties cannot award deductions of pay unless a.w.o.l. N.C.O only admin.
Squ/O 14days CC. 3 days extra duty. of N.C.O. rep. on Ses. rep
All sections of WAAF now liable to court martial – all ranks. max. pun. 28 days CC.
[page break]
PUBLICATIONS & ORDERS
Publications
Two types
AP837. KRaAC1 Manual of Air Force law held on each holding unit & available in flight officer for perusal by any member of RAF. Technical pub. as required
Manual of Air Force.
Contains Acts of H.P. also full directions for running peacetime RAT [sic]. Maybe comended [sic]
Publications are basic [inserted] some as inf. [/inserted] lines along which RAF should run. Orders amend publications. Orders are received each 12months after issue & either incop [sic] in a publication or are cancelled.
[underlined] TYPES OF ORDERS [/underlined]
1. [underlined] Standing [/underlined] (General)
2. [underlined] Operational [/underlined] Standing Orders
3. [underlined] Admin [/underlined] “ [underlined] N.B.O. [/underlined] AMO Series N – Standing order making allowance for war time org. not allowed for St. Orders
1 For war time A.M.O. series N (see note NB)
2 & 3 Normally draw notice to a particular clause in a publication. Authorised by Group ADC but signed by Station Commander [deleted] & signed Station Standing Orders [/deleted]
STATION STANDING ORDERS.
ROUTINE ORDERS Discipline & Gen Admin. eg. Command or Group
Routine Orders & D.R.O.s
Newsporter [sic] DRO’s signed by Accountant Officer.
AIR. MIN CONFID. ORD. & A.M. LETTERS.
Both do same job except confid. ord. have restricted public & are interpretation of ambiguous orders. & rules of procedure.
P.O.R.
Personell [sic] Occurrence Reports.
All births deaths marriages, promotions & releases.
Ensure on new unit fill in 840 so that may be POR & on strength of station.
A.P. are issued from AH to Commands only.
For demanding PUBL.
Demand on 2471 & 2471A Record of Publications Raised in duplicate, one set to you for sig [inserted] together with pub. [/inserted] then sent to unit from which demanding pub.
Change of Command or Publications Officer
Nece. [sic] to have all pubs. on station checked. Muster of all [underlined] pubs [/underlined] every three months March June Dec. indep. by off. i/c pubs together with 2 other off. and cert. prep. in trip & a signed cop[deleted] y [/deleted] [inserted] ies [/inserted] sent to command (under KR 2240)
If confid. pub last. spec. sig. to A.M. Court of inquiry prob. result. command.
Also checked if pub off. abs. from unit for more than 14 days.
[page break]
F/L EVANS. INTRODUCTION TO AIR FORCE LAW
In event of conflict between AF. and civil law over any matter the CIVIL law is the law upheld.
If man found guilty and served sentence by court martial of AF law, he is liable again to civil law and tried by civil court for same offence. But the reverse is not [deleted] holding [deleted] effective.
Law set out in A.F. Law & AF Act.
AF Act gives [deleted] write [/deleted] right and liabilities governing [deleted] by [/deleted] members of AF. greater body of AF Law is contained in Manual of AF Law.
Manual of AF Law.
1 Introductory chap. [deleted] A. Spec. Founder [/deleted]
2. AF Act Belf [sic] – Statute law of land.
3. Displinary [sic] proceedure [sic]
May always quote manual at C.C.
Secs 4 – 44 Specify offences possible committed by airman and his punishment. Nece. for C.O. to bring these secs. to airmans notice every 3 mths.
39A. Flying discipline
41 Civil off. punish under AF Act.
42 Reddness [sic] of grievance by officer slightest off. poss. to “service to “ is the King
43 Reddness [sic] of grievance of airman only so to AOCin C at Command
Rules of Proceedure [sic] R.P. 2592
RP give guidance to admin. af. A.F. Act giving full proceedure. [sic] Guiding notes given maye quoted at C.C. etc. In case of confusion between AFA & RP. AFA prevails. Given spec. changes, forms, etc. set out in RP. Also oaths & declarations.
Kings Regs & A.C.I.
Copied almost word for word from K.R. & A (AWAY) C.I. hence lase [sic] amount of military phrases. Contains the rules govern. detailed admin. of A.F. Also amplified AFA. [underlined] K.R. over rule all other rules in AirForce. [/underlined]
Copy of K.R. amended to date [deleted] and [/deleted] in orderly room & available to any airman
ARREST & CUSTODY
Close or Open arrest possible.
Close arrest put into custody or locked within room
Open “ not limited by lawls. [sic]
Officer may arrest any inferior or may even arrest and senior if he is engaged in quarrel fray or disorder.
An N.C.O. or W.O. may arrest anybody of inferior [deleted] ity [/deleted] rank.
An aircraftman has absolutely no powers of arrest.
[page break]
The arrest of an Officer.
[underlined] Close [/underlined] So confines to his rank [deleted] work [/deleted] under escort of same or higher rank, then informed in writing of nature of arrest. Must be given a copy of the charge and A.M. and Group H.Q. immediately informed. As escort must be detailed and a roster drawn up, and instructions for escort drawn up all by adjutant.
[undelined] Open [/underlined] A.M. & group again informed immediately – if overseas send signal. Letter written stating nature of arrest & given copy of charge. May not go beyond station limits unless with spec. permission of C.O. Cannot enter mess, not attend any form of camp entertainment or place of assembly. Cannot appear outside his quarters except in uniform. Can be released in which case AM & Group notifies, so strictly A.O.C. should given final permission for release. [deleted] his also [/deleted] Cannot be released [deleted] form [/deleted] without permission of A.O.C.
If arrest altered from close to open vice versa, then AM & group notified & officer himself.
N.C.O. or W.O.
Close. Confined to [deleted] conpant [/deleted] [inserted] quarters [/inserted] with escort of same rank & again notified of nature of arrest (not necc.[sic] in writing.) All likely weapons removed. Al data of arrest entered in final report.
Open. Charged preferred & restricted to station limits. a W/O may not use sageants [sic] mess and a F/Sgt or Sgt may only use mess for meals, not use bar A corporal may not use corporals rooms or NAAFI liquer [sic] bar Aircraftmen never placed under close arrest unless serious charge.
An A/M should never be placed under close arrest unless insobad [sic] drunkedness, violence or to ensure safe custody or for the maintenance of discipline. Must always be informed of type of arrest, & person placing victim under arrest must avoid all contact with accused.
C.O. may keep accused under open or close arrest may change arrest to close or open or release him without predudice [sic] to re arrest, or release him completely, if on investigation finds no grounds for charge.
[underlined] KR IIII [/underlined]
Sets out details of arrest for officers, N.C.O. or airmen.
Drunkedness.
Degree of Drunkedness is the [deleted] desion [/delted] desicion [sic] of any for responsible man
M.O. may only be called in if accused be obviously ill, or if he asks to see M.O. on grounds of sickness, or if any doubt his condition maybe due to something other than alcoholic drink.
Charging a drunk & placing under arrest.
Place a guard room under close arrest, remove boots avoid personal contact, charge referred immed [sic] on 160
[page break]
[inserted] FPB [/inserted]
Only entitled to one blanket irrespective of weather alto in cold weather may retain boots
Must be inspected every two hours & by guard commander. Orderly off. must inspect every 2hrs.
Should not be brought before C.O. until 24hrs after arrest or until sober
Desertion or A.W.O.L.
Desertion implies intention to stay away & not return or to avoid some particular A.F. duty.
A.W.O.L. of officer.
As soon as officer AWOL must notify A.M., pay authorities & A.O.C. and to end of seven days if still absent descrip [sic] report to A.OC. & A.M. When returned all people advised of A.W.O.L. notify of return.
A.W.O.L. of airman
1. Absentee report daily – stan adj & Sub. command.
2. Inventory of kit made & kit stored in safe place
3. Struck of ration strength after 24 hrs.
4. P.O.R. absence end of 7 days
5. On eighth day descrip. Report sent AP of Area, RAF Police Burnham Bucks. Records Glos. & Unit Accountant Officer.
6. End of 21 clear days C.O.I ing [sic] set up
Time Limits of Custody.
When man handed in Guard. [deleted] report [/deleted] Charge must be referred. Guard Comm. Should [inserted] try [/inserted] see this is done. if no charge etc. referred in 24hrs. notify his superior off. If no charge within 48hrs. must be released. A C.O. must deal with every charge within 48hrs of it being brought to his notice. If delayed over 48hrs must send letter to A.O.L. explaining delay. If case not disposed of summarily or a court mart. not converred [sic] form 1 must be rendered to Group H.Q. This should be rendered every eight days
A guard commander cannot refuse to take a prisoner under arrest.
PRINCIPLES OF PUNISHMENT
AP 837
A C.O. has full powers of punishment. disciplinary action over everybody under his command.
A Subordinate comm. is an officer comm. a unit but sub. to C.O. [deleted] or [/deleted] Stn. Commander for discip. Purposes.
SUMMARILY
Is to deal with charge without refer to a C.M.
A [underlined] summary [/underlined] punishment is any punishment affecting pay [deleted] [indecipherable word] [/deleted] N.B. When a mans pay is affected the accused may elect court martial.
[page break]
A minor punishment is one that gives no option of C.M.
[punishment chart breakdown]
Fines for drunkedness
First offence 5/-
2nd “ 10/-
3rd “ 15/-
4th “ £1 * may apply to A.O.C. to fine up to £2 for repeated offences.
Charges no longer W.O.A.S.
Field punishment
C.O. can give [deleted] [circled number 1] up to 28 days [circled number 2] penal forfiture [sic] of pay [/deleted]
[underlined] FIELD PUNISHMENT [/underlined]
C.O. can give up to 28 days penal forfiture [sic] of pay
[underlined] G.S.B. [/underlined]
It takes a Wg/Co or above to Sanction relinquishing of G.C.B.
[underlined] C.O.’s power to increase or vary punishment. [/underlined]
A C.O. cannot increase punishment but may semit [sic] or decrease it before punish. compl.
If an award is illegal the superior Officer may cancel award & delete entry in record. If award is made in excess of amount allowed C.O. may reduce it and amend records as required.
If award is too severe the C.O. may remit the whole of the punishment or in art – and amend the records
C.O. has no power under AF Act to pass punishment on officer or W/O. Merely takes summary of evidence & sends to Group AOC at GP can deal with F/L – W/O but not Acting S/L (Sect 47). Begin award summary reduction of pay for less & forfiture [sic] of senwity [sic] As summary punish accused may elect CM minor punish poss. service rep or rep & so cannot require C.M. For officers may award reproof. (C.O.)
[page break]
OFFICERS & AIRMAN’S DOCUMENTS AP837 Set 56
OFFICERS DOC.
F48 MEDICAL HISTORY ENVELOPE
confidential doc. kept by M.O.
F373 OFFICERS RECORD CARD
Kept by SHQ (Adjt.) Not confid. kept in dup. one on stat. one at group. record of comses etc.
F381 RECORD OF LEAVE
Also record of clok coup. & travel warrents. also in dup. one at St. one at Group.
F506 RECORDS OF PUBLICATIONS
Inventory of A.P. held by owner of card.
F1788 RECORD OF DEFENCE TRAINING
Est. 1942 but rarely properly kept. General.
F5000 RECORD OF AIRCREW TRAINING
Envelope of full a/c training from ACSB
AIRMEN’S DOCUMENTS.
Airmen all ranks from W/O down.
F48 MEDICAL HISTORY ENVELOPE
F1580 RECORD SHEET
Record of airmen, kin, address etc. all his movements from station to station & all promotion, also G.C.R. On back certain spec. times Character & trade eff. assessed at – [circled number] 1 [/circled number] 31st Dec [circled number] 2 [/circled number] On posting [circled number] 3 [/circled number] On being declared illegally absent [circled number] 4 [/circled number] On release exceeding one month [circled number] 5 [/circled number] On discharge [circled number] 6 [/circled number] On death. Signature should by C.O. but often delegated to S. Ad. O. or Sect Off. prov. Not below rank of S/L. KR 2140 for Character KR 2141 for trade Efficiency. Seen by airmen annually
F121 General CONDUCT SHEET
Blue paper
F64 PAY BOOK
F295 AIB PASS.
B. means of leaving address at Guard room.
F678b Record of all leave 48 Hr & over together with railway warrant
F506 } As per officers also. F373
F1788 } As per officers also. F373
F5000 } As per officers also. F373
[page break]
EQUIPMENT PROCEEDURE
AP837 Paras 321/369
All stores classed in A.B.C. category.
AB are on inventory
C are expendable [therefore sign] not held on inventory
F674 [underlined] Interval demand & issue voucher [/underlined]
(blue) Raised in trip. Send orig 7 dup. to St. & draw equip Stores part IV number & note quantity actually issued, & dup. ret. To inventory holder & sign in approp. place & pass onto St. acc. Entered in A in U ledger & so put on inventory
F673 [underlined] Internal exchange voucher [/underlined] as name suggests.
F675 (red) [underlined] Internal receipt & return voucher. [/underlined] trip. as 674 to ret. Equip to st. note on inv. in pencil equip. ret. When st. acc. rec. orig & dup. adjust ins.
F21 [underlined] conversion voucher [/underlined] trip. to trans. Equip from one ind. to another
F37 Loose leaf folder – Green – Several sheets. dep. on [underlined] Inventory [/underlined] inv. First page shows inv. holders & no of pages Held by off. holding inv after first signing as taking over.
F668 [underlined] Loan Card [underlined] transfer responsib. to own. of lc. ensure e/c surrent & on posting of holder. Equip ret. & struck off.
Loss of Damage of Equipment
AP 837 anus [sic] 321/869
Action possible
1 CHARGE against individual
2. DEALT with as a collective charge
3. Written off as a charge against the public by C.O. under KR
4. Referred to higher authority for decision.
1. Charge against individual.
Invearipute [sic] first if it appears loss due to negligence the loser put on charge & if found guilty made to pay. 664B. If amount over £1 must be signed by C.O. if below £1 signed by subord. comm. prov. not below S/L. Revised in trip. orig acc. off. dup stores. This can be written of invent. Poss . to charge an off. any Sum without limit as considered fit by A.C. In case of O.R. can be (KR 151) limited to equiv. of 14 days pay, except in case of arms. Etc. KR 1853
2. Collective charge.
Only poss. in case of barrack equip or barrack hut itself. Only poss upto 1/- per head but A.O.C. increase to 2/6 per head.
3. Writing off against p.f.
C.O. will ask acct. off. if requires invest. & poss to write off. max poss write off. C.O. £10. A.O.C. £50
[page break]
INVESTIGATION OF CHARGES
Four principle forms:-
1. [underlined] F252 Charge Form [underlined] gives 1. Details of Charge 2 Conveys [deleted] details [/deleted] [inserted] information [/inserted] of charge from one person to another
2. [underlined] F281 Unit Offence Report [/underlined] 1. Details of all unit offences 2. Form on which sub. comm. disposes of all charges.
3. [underlined] F160 Guard Report [/underlined] 1. Contains details of persons in close arrears awaiting trial 2. Form on which C.O. disposes of cases
4
ORDERLY ROOM PROCEDURE
Investigation by C.O. into applicants complaints and charges all done in orderly room. C.O.’s own office. Should be in S.S.O. times of orderly room. Sub. comm. to get his cases dealt with before C.O. in case he passes any onto the C.O. must have his orderly room earlier than C.O.
[underlined] (Sub. comm first) [/underlined]
Applications. – lising [sic] out. camp leave.
Complaints – unfair treatment
Charges – taken in turn. [underlined] all changes dealt with first by Sub. Com. [/underlined]
N.B. Any charges performed first by any of the military authorities or civil police, first dealt with by sub. comm before C.O.
A Sub. comm. cannot deal with a charge against a W.O. or a P.O. can only take evidence & pass on to C.O. Cannot dismiss charge.
Inside O.R.
Present C.O. (with adj to arrest him)
Sub. comm. with docs relating to case
Sequences of O.R.
1. [underlined] Witnesses & accused marched in [/underlined] (accused without cap) civilian witnesses and officers requested to enter.
2. [underlined] C.O. arrangnes [sic] the accused [/underlined] C.O. identifies accused and reads out charge
3. [underlined] All witnesses – (bar first) marched out [/underlined]
4. [underlined] Accused asked if he wishes evidence taken on oath. [/underlined] If not done proc. invalid.
5. [underlined] Witness for proseccution [sic] give evidence in turn [/underlined]
6. [underlined] Witnesses cross examined by accused [/underlined] (Witnesses always marched out after evid. & cross examination)
[page break]
7. [underlined] When evidence complete accused asked if he wishes to make a statement [/underlined]
8. [underlined] Accused may call his witnesses & the accused may question them [/underlined]
9. [underlined] C.O. makes up his mind & when decided he is guilty may call for documents. [/underlined]
10. [underlined] Having made award accused marched out & award to complete when he leaves the room. [/underlined]
[deleted] when the c.o. may do it [/deleted]
What sub. commander may do after hearing all evidence
1. May dismiss charge
2. May award punishment within his power giving the right to C.M. for a fine for drunk or case of A.W.O.L.
3. May remand for C.O. always does this if he has not suff. power to deal with case himself.
4. If accused elects C.M. must remand to C.O.
If C.O.
1. May dismiss case
2. Award punishment within his power giving right to C.M.in appropriate
3. May adjourn to have summary of evidence taken.
4. An airman must always be informed by number of days pay forfeites [sic]
CIVIL OFFENCES.
Can be held in custody for 4 days without bail or trial. The chief constable decides whether to may offence [deleted] pe [/deleted] dealt with by civil courts, or [deleted] do [/deleted] hands over to military.
C.O. has obligation to report to civil police any offence committed on his camp contrary to civil code.
In all cases that go before assizes an officer Should be in attendance, but in courts of summary juristriction [sic] (police courts) an offices _ should attend of C.O. decides or if officer is required as witness or if event requires him to attend.
Whenever airmen convicted neccessary [sic] to obtain certificate of conviction. If serious the entry is written on his docs. if not serious merely pined on. If N.C.O. convicted must sent cert. of conviction together with report to A.O.C.
[page break]
RAF ABBREVIATIONS:-
[table of RAF abbreviations]
COURTS OF INQUIRY
[deleted] An assembly of [inserted] one or more [/inserted] officers [deleted] Fg [/deleted] warrant officers to investigate any matter that the C.O. considers is unusual and report on it. [/deleted]
An assembly of one or more officers [underlined] and [/underlined] /or one or more warrant officers directed to record evidence and if required make a report on any matter the C.O. feels it fit, or neccessary. [sic]
Formal investigation is an investigation by one officer or warrant officer.
Summary investigation [deleted] by [/deleted] report by officers investigating the case.
Assembling a court of enquiry [deleted] is [/deleted] has as assembling authority the Air Council is [inserted] C.O. of [/inserted] any unit of the RAF Comp of court.
1 President (usually T/L is above) he president should be of equal if not higher rank than any other person conserned
2 – If Flying Accident must have a G.D. president – if fatal wing co.
[page break]
Two occasions of which a W.O. cannot sit on court of enquiry
1. If officer concerned
2. Returned P.O.W.
A W.O. may investigate all enquiries concerning
1 Personal injuries must be below rank of W/O.
2. Accidental deaths “ “
Terms of reference.
1 Informs court what is required of it.
2. Issued by assembling authority
3. Must to deplueat [sic] & state whether evidence is to be taken on oath or not.
ASSEMBLY.
1 Date time & place must be set in.
2 Must be full details of member stating [2 indecipherable words]
3 Witnesses who’ll be required to [indecipherable word]
4. State whether or not evidence on oath
5 [2 indecipherable words] made to be investigated & reported in.
Rough Specimen.
The following details of officers is detailed shall assembly at - - - - & at 1730 hrs
To [indecipherable word] The report [indecipherable word] to assess loss & allocate responsibility
(Names of members) 998877 3/L PERCY PAUNCH RAF Hendon
The following witnesses shall attend.
All evidence is directed to be taken on oath.
[page break]
Service Witnesses are detailed to attend.
Civilian “ “ not compelled “ “
Taking of Evidence on Oath.
1 When assembling authority directs
2. Illegal absence
3. Case of recovered P.O.W.
In the case of a senior officer evidence cannot be taken on oath.
[deleted] Death of an [/deleted] All evidence is admissible if revelant [sic]
The proceedings are completed on a F2. If flying accident use form F412
[deleted] Edu [/deleted] Evidence is in narrative form, and must be signed by person giving evidence at bottom of each page.
Finding of court must be supported by evidence & finding cover scope of all points in terms of reference
If the character of a person is likely to be affected by evidence being given warn him why to attend. When he is present give him opportunity to X question witness, call witnesses & make statement.
After all the evidence is completed & court are of the opinion the person is to blame, but before they make any finding, they must inform him of their opinion.
The assembling authority must send a copy of the proceedings who has been blamed. Again he is invited to make a statement why he is not to blame
[page break]
ROUTINE DUTIES
KR various. AP 837 Sect 2
Officers detailed in appendix of SRO for duties. Falls into 3 categories
Station Duty Officer
Stands in for C.O. [inserted] A.W. Homs [sic] [/inserted] S/L and above acts when O.D. has not sufficient auth. A.O.C. permiss. necc. if use F/L.
Orderly Officer.
Acts for adjutant after working hours usually P/O or F/O With A.O.C. permission use W/O.
No duty must be charged without consent of adjutant.
“ O.O. may do this duty more than 3 times in succession.
“ “ “ “ “ “ as punishment.
O.O.
Important duties
1. Report to adj. on signing on & ask if any spec. instruct.
2. Carries out all duties required by St. regulations & any sthus [sic] thought fit by C.O.
3. Inspects barrack huts with O.S.
4. “ Guard room, its occupants & signs form 160
5. “ institute premises at times laid down
6. “ rations on arrival at station
7. Superindents [sic] issue of rations from NAAFI
8. Checks airmens meals & notes complaints
9. Raises & lowers ensign.
Action on Complaint. Takes airmens name rank number & complains & hands over to revelant [sic] authority
10. Checks for fires & lights after L.O.
11. Sleeps in spec. room with phone
12. Supervises guards
13. Visits all fines & reports on.
14. Inspects all secret & confid. docs
15. Receives all ref. mail.
Summary of evidence
Endorse across top of foolscap
S of E. against [underlined] 1234567 [/underlined] AC1 Plank J.
Summary of evidence taken on oath at C.O. request. (or if applicable at wish of accused.)
Evidence of each witness is preferred by his full description.
“ “ witness taken in narrative form.
After evidence daw line.
State (if applicable) that witness desires to crossexamine.[sic]
Draw another line.
[deleted] Writte [/deleted] Write cross examination in question and answer form and tabulated.
When next witness X examined the number of the question will follow on.
Witness also numbered.
If [deleted] accused [/deleted] [inserted] witness [/inserted] on reading thru evidence wishes o alter statement, the text is question may not be altered but a fresh statement made pointing out correction.
[page break]
SUMMARIES OF EVIDENCE
S of E. is to written record of evidence against an accused person and if he [inserted] the accused [/inserted] wishes a record of evidence in his favour
Purpose.
1 To assist the C.O. to determine whether the charge should be dealt with by C.M.
2. To enable accused [deleted] to be [/deleted] [inserted] if [/inserted] brought to trial to [deleted] enable [/deleted] know what is alleged against him. and by whom, a prepare his defence.
Should be commenced, if possible completed, the same day as the C.O. orderly room, and may be prepared by any officer detailed by the C.O.
Service witnesses are detailed by C.O.
Civilian “ “ subpoened. [sic] form 768A.
When taken on oath.
[circled number] 1 [/circled number] When C.O. directs [circled number] 2 [/circled number] the accused demands
When accused enters:-
1. Inform him summary of evidence is being taken & what he is being charge with.
2. If other offences are disclosed charges maybe altered, or new charges made out, or all charges dropped entirely.
3. If C.O. has not directed evidence taken on oath, must ask accused if he wishes evidence taken on oath.
4. Inform him he may cross examine witness.
5. He may make a statement after proper caution.
6. “ “ call witnesses in his defence.
7. Cannot claim to be represented by council or defending officer.
8. He cannot claim to be advised by you.
Rights of accused.
1. Present throughout proceedings [deleted] 2. 3 [/deleted]
2. Informed by changes
4 possible to drop changes
4 Entitled to evidence on oath
5 “ cross examine
6. “ to make a statement
7. “ “ call witnesses.
See previous page
Witness for proscetu [sic]
Statement by accused
Witness for defence.
Send proceedings to C.O. under confidential cover.
C.O. may when he gets proceedings & reading this 1./may dismiss change. 2./ dispose of it summarily 3./Send on with application that there be a court martial 4./ May not be satisfied with S/E & refer back for taking of [deleted] are [/deleted] an additional summary.
[page break]
Normal rules of evidence applicable to civil court
1 Must be no irrevalancy [sic] must have [underlined] direct [/underlined] bearing
2. [deleted] Now [/deleted] no opinion expressed.
3. No leading questions
OFFICIAL COMMUNICATIONS
AP837 See 3.
General rules for forming correspondence.
1. Separate communication for separate subjects
2. Leave one inch margin same both sides
3. Quote reference of app. file and date
4. All pages & paragraphs to be numbered consectively [sic]
5. Subject heading in capitals at head of communication
6. In hand written communications all names of places and persons to be in block capitals
7. Only authorised abbreviations to be used
8. When referring to (A) an officer, state rank initials surname personal number (B) an airman/airman number, rank, surname, initials, trade, and trade group.
9. Use 24 hour clock System of time indication.
10. For letters to civilians follow normal civilian practise
11. Signature to be in manuscript & legibly written
12. The officer Sipay [sic] a document is responsile for accuracy of contents.
13. Nr Stations & units correspondence on important matters to be signed by C.O. routine matters maybe signed for C.O.
14. Be brief, consise, [sic] clean, and [deleted] containers [/deleted] courtious [sic], correct
[page break]
Two types
1 Special [inserted] Official [/inserted] formal letter for correspondence to A.O.I. inter service and for all personal applications by individuality.
Written in first person with conventional beginning ending, and lay out.
Royal Air Force.
MUCH BINDING IN THE MARSH
21 July 1954
[1” margins]
[deleted] Sir [/deleted]
[underlined] APPLICATION TO LIVE OUT
AIR MARSHALL A HARRIS (45) [/underlined]
Sir,
I have the honour to request to live out.
State [circled number] 1 [/circled number] reason.
[circled number] 2 [/circled number] address.
[circled number] 3 [/circled number] method of recall
[circled number] 4 [/circled number] travel organisation
I have the honour to be,
Sir,
Your obedient Servant.
[underlined] Archibald Harris [/underlined]
Air Marshal
Officer Commanding
Royal Air Force.
MUCH BINDING IN THE MARSH
All other types use informal letter normally letter written in third person. Often called memorandum. AP837 P.94
FROM. O.C. NO. 12 SQDN.
TO OFFICER COMMANDING
RAF STATION, PING PONG
DATE 21 JULY 1966
REF 125/100/A22
[underlined] COMBATANT TRAINING
AT PICCADILLY TUBE STATION [/underlined]
1 In reply to your letter SEAC/105/2/AIR
dated 14 July 1945 -----------------
-----------------------
2 -------------------
------------------
-----
3 ---------------------
----
Joe Soap
F/O
for S/LDR.
COMMANDING
No. 12 SQUADRON
[page break]
D.O. LETTER (Demi Official)
ROYAL AIR FORCE
HENDON.
21 July 1948
DEAR JOE,
I thought your vodka drank in the officers mess last night for the Royal Toast particularly [indecipherable word], unless this improves I’ll get peeved.
YOURS (Sincerely)
Geoff.
Comments of person receiving letter. [authors doodle]
CIVILIAN.
ROYAL AIR FORCE,
WIGGLEBUM.
21 July 1945.
Dear Madam,
I cannot be held responsible for the condition of your daughter, and decline to take any steps to find her ex husband
Yours faithfully.
[underlined] CE Toad. [/underlined]
POSTOGRAM
Written on special form FIG24
Blue green in colour
Used [deleted] to [/deleted] replace cables or telegrams.
Only priority treatment is that it is handled first at dispatching & receiving end, otherwise treated the same by GPO as normal mail.
[page break]
Minute Sheet (first page in each file)
Uses
1. Conducting business between Stations.
2. Telephone message.
3. Decisions.
Treatment of Correspondence.
AP 837 Sect 3.
Central Registry deals with open correspondence, all secret & confidential correspondence is dealt with by an officer usually assist. adj., if correspondence too large for one person – secret registry.
All correspondence filed under subject headings
Three main types
1 Buff – open file } N.B. Ex
2 Green – confidential file } N.B. Ex
3 Pink – secret file } N.B. Ex
Decision to open new file is with officer I/C the section in branch concerned.
Upto 200 enclosures per file, earliest at bottom. Al attachments to letter are lettered alphabetically revelant [sic] to enclosure relating to them – 1A 1B – enclosures relating to letter 1.
Branch number method.
[deleted] Aft [/deleted] After prefix put number obtained by consulting (Sec 3) previously prepared code e.g.
ACOS / 105 / AIR if written ACOS / C105 / AIR – confidential in which 105 represents training policy
Then if the subject is regarding a special branch of this training a further reference is obtained e.g.
ACOS / 105 / [underlined] 1 [/underlined]/ AIR if secret ACOS / S105 / [underlined] 1 [/underlined] AIR (secret)
Files not in use kept in central registry. When is enclosure & put in particular file, file cover is ammended [sic], to show date of new addition, as follows:-
[example of addition to a file]
The above shows the record of a letter received at central Reg. 24/7 Sent by clerk (initials A.B.C.) to CNI. noted contents decided they related to duties of F/L Parker so crossed this his line of entry & readdressed it to Parker. B/F System
Jo [sic] a series of index cards of which there are 31 – one for each day of month. If today 24, clerk in cent. Reg. takes out card 24 [deleted] th [/deleted] & notes if any files required [underlined] P/A. [/underlined]
Put on file meaning put away usually when reaches maximum of 200 enclosures,
[page break]
To address letter for dispatch put comm. in envelope marked –
AIR HQ 22 GROUP AIR / S105 / AIR.
and send to Central Registry who’ll put it in larger outer envelope and sent by registered of D.R.L.S. If confidential same proceedure [sic] except that it may be sent by normal GPO mail.
LEAVE WARRANTS & PETROL
AP837 Sec49 & AMO’s
Privilege
Leave in privilege is not an entitlement
Personnel on flying duties 61 days per annum & 4 passes of 48 hrs is maximum.
All other personnel 28 days & 4 passes of 48 hrs
Leave year commences 15th August each year
Leave should be taken every three or six months & may not be carried on from one period to the next.
Officers may be granted upto 14 days COMPASSIONATE leave by A.O.C. over 14 days by permission of A.M.
For airmen & airwomen permission up to 4 days by station commander, over 14 days by A.OC.
Embarkation up to 14 days by C.O. [underlined] all ranks [/underlined]
Dis-embarkation varies from 14 – 28 days according to service overseas.
Sick leave only on ucomm. [sic] of medical board.
Spec. leave for taking of exams up to 28 days in connection with civilian career – counts against priv. leave.
Confinement leave also counts against priv. upto 10 days.
Warrants.
Adj. responsible that journeys prop. auth. & warrants prop. execut. Duty war. (green 1 only to be used by person. trans. on duty (F413)
Free warrants (while off green O.P.) allowed form per eyar [inserted] + 1 for sick leave [/inserted] Cannot get free warrant for 3 days or under.
If destin. Over five miles from station free bus warrant maybe issued.
Petrol (duty)
If trav. on duty & desire to travel by road form 1651 issued signed by M.T. officer & C.O. Should be carried as authority Petrol comp. issued on back of form. Mileage noted so that claim may be made & claim must be made within 2 months at 1 1/2 D per mile.
Petrol. place of duty – pace of residence
C.O. issues necc. cert & then apply to local petrol. controll. [sic] who issues enough plt. one jour. each way each working day. Not more than 700 miles per month. Not for cars cap. under 20 miles per fill.
[page break]
Leave. Petrol.
If obt. cert. from C.O. no other method of leave. or loss of time. for all leave over 24 [deleted] da [deleted] hours. 400 for ops types 200 for other person.
RATIONS & MESSING
Organisation. Cert. conti. A.M. at groups, stations, have catering off.
Universal messing –same rations for off. as men. Off & Serg – mess may cook food as they please Airmen may only have food as per diet sheet.
Rations
[circled number] 1 [/circled number] RIK. Rations in kind from RASC
[circled number] 2 [/circled number] Comm bought at NAAFI
Messing roughly 1s/7 per day. New A.M.O. every four months gives ration entitlement. Small groups have spec allow. to make up for cut. [deleted] as [/deleted] for only small numbers.
Off. entitiled to 1 1/2 D less a day than airman. Whereas is issued to full 1/7 value has to pay back via accounts off. the odd 3 1/4 D.
6% paid back by NAAFI on all purchases as form of rebate
S. Ad. O.
Is app. by C.O. to be respon. for rations & messing he is also P.S.M.C. Pres. Stat. messing Comm.
St. Adj
Respon. for supp. to cater. off acc. returns of st. of each mess.
Acc. Off.
Deals with St. messing account & settles same with NAAFI etc.
M.O.
To only man who may condemm [sic]. any dubious food.
Ord. Off.
Insp. rat. when issued. Sup. cutt. [sic] of meat. Sup distrib to mess & ch. woght. [sic] Att. airm. cook. homs. for complaints, cleanliness, & fairness of disturb. Cat. Off.
Respon. [inserted] to S. Ad. O. [/inserted] for airmans & airwomans messes, may never be made messing off. or off. mess com.
St. Mess Comm.
[deleted] Heading [/deleted] Headed by P.M.C. usually chief Wing C. Off. rep. from all mess. on ST. meet each week keep minute book which is sent with diet sheet to C.O. for approv.
[page break]
WELFARE OF AIRMEN
Know the men under you, but at same time do not make yourself ‘cheap’. Listen to their troubles, but have hem approach you this N.C.O. as laid down.
Directorate of Air Force Welfare at A.M. respon. to Director of Air Personnel. Duties affect Waaf & RAF at home & overseas. Air Commands Groups and Stations welfare delegated to S. Ad. O. On station usually have welfare committes [sic] usually with S. Ad. O. as president. Should be fully representative. Publications on Welfare – RAF guide to service, Comrades in Arms etc. should be issued to all newly commissioned officers – also RAF Journal & Target each month. Funds :- RAF. B.F. to relieve distress for service personnel or their dependants. All applications for relieve investigation by Sold. Sailor & Airmen’s Family Assoc. Usually app. first invest by padre. C.O.’s Benevolent Fund is a fund which may be used for granting loans, kept & audites [sic] as per non public fund. War service WSG Grants – available to any man or officer this being called up into services. Highest amount £3 per week, or emal [sic] grant - £10.
Legal advos [sic] or on every station sim. to poor mans [indecipherable word] – available to all ranks up to rank of sergeant. Solidiers Sailors & Airmen’s Help Socy [sic] for serving airmen airwomen. & A.C.O., dealing with their families S.S.A. Families Assoc. which works closely with RAFBF.
Royal Air Force Assoc sim. to Rit. Legion.
[underlined] Service Institute [/underlined]
Event. orig [sic] Naafi 12 officers – 3 from each service & 3 business men. Non profit yet turnover £25 million All profit – after all esp and make good loses – handed back to services. During war time pay back 6% to station based on turn over of NAAFI on station & is paid into P.S.I. which is expended on collective benefit of all air/men women on station. Usually managed by S. Ad. O. Pres. Station Insp. who must not be below rank of F/L.
[page break]
Words of Command.
Sqdn W/O Markers – markers number – No 1 stand fast Nos 2 – 3 left turn, 13 paces interval quick march, markers stand at ease. 12 Squadron on parade. Squadron attention – Rt Dress – Eyes front Stand at Ease. N.C.O.’s I/C flights call the roll. Squadron attention N.C.O. I/C flights. Squadron stand at ease. N.C.O. about turn rejoin your flight quick march Squadron Attention hands over Squad Comm
Squad Com Squadron stand at ease, Sqn Attention. Fall in flight comm. Flight com salute fall in & take over.
Flight Com Stand at ease
Squadron Pell off by flights
Flight Com answer A.B.C.
Squadron Com A & C Stand at Ease B. Stu! [sic] at ease. Squadron attention – hands over
Flight Comm bang [sic] on N.C.O. Stands flight at ease turns round & stands at ease.
[page break]
44 COURSE,
2 OFF. MESS.
A.C.O.S.
RAF Stn.
CREDEN HILL
HEREFORD
Creden hill
Hereford.
[ink drawing of squadron badge]
Dublin Core
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Title
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Notes for officers course
Form 619
Description
An account of the resource
A note book belonging to Herbert O’Hara containing his notes on Royal Air Force rules and regulations, organisation and management.
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Herbert O'Hara
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One handwritten booklet
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eng
Type
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Text
Text. Training material
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MOHaraHF655736-161121-04
Coverage
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Royal Air Force
Spatial Coverage
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Great Britain
England--Hereford
England--Herefordshire
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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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Anita Raine
Trevor Hardcastle
David Bloomfield
Absent Without Leave
guard room
military discipline
promotion
RAF Credenhill
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/178/5758/MBriggsR1893726-160226-02.1.pdf
886aae8c2fdde98a626ebd9e713affc8
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The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
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Briggs, Roy
R Briggs
Description
An account of the resource
24 items. One oral history interview with Roy Briggs (1893726 Royal Air Force), his logbook, service material, training material, official documents and 12 photographs. Roy Briggs trained as a wireless operator and flew four operations with 576 Squadron from RAF Fiskerton. He also took took part in Operation Manna and Operation Exodus as well as Cook’s tours over Germany.
The collection has been donated to the IBCC Digital Archive by Roy Briggs and catalogued by Barry Hunter.
Publisher
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IBCC Digital Archive
Date
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2016-01-28
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Briggs, R
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.
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
[underlined] 1893726 F/S BRIGGS R [/underlined]
CLASS 61 A
NAVAL NO. s400
R.A.F. Form 619
ROYAL AIR FORCE
Notebook for use in Schools
[page break]
[blank page]
[page break]
[underlined] TECHNICAL [/underlined]
[underlined] MOLECULE [/underlined] Smallest part of a compound which can exist as that compound
[underlined] COMPOUND [/underlined] a combination of two or more elements.
[underlined] Element [/underlined] is one of 92 subtances [sic] making a compound
[underlined] ASTOM [/underlined] Smallest indivisible part of an element
Proton positive charge Electron is negative charge.
[diagram]
A substance with a large number of free elections is a good conductor of electricity, a substance with very few free elections is a bad conductor or insulator
ELECTRIC CURRENT
a uniform motion of free electrons in a conductor
OHMS LAW STATES THAT
the current is directly proportioned to applied force and inversely protortional [sic] to the resistance of the curcuit [sic], provided
[page break]
the temperature remains constant
[diagram]
[formulae]
[underlined] Ammeter [/underlined] always connected in series with curcuit [sic], and must have low resistance
[underlined] VOLT METER [/underlined] always connected in parallel with E M F to be measured. and should have a very high resistance
COULOMB = UNIT OF ELECTRICAL QUANTITY 1019
JOULE = UNIT OF WORK
The total work done in Joules = Coulombs x volts
WATT is the unit of electrical power Joules/SEC = watts or the rate at which work is done
Amp = Colilombs/sec Coulombs = amps x Sec’s. Joules = Amps x Secs x Volts WATTS = AMPS X VOLTS
[page break]
1 horse power is equal to 746 watts
W = V x I W = 12 x R W = V2/R
[diagram] is used to vari [sic] current
POTENTIOMETER or POTMETER
[diagram] is used to vari [sic] Voltage
PRIMARY AND SECONDARY CELL
Primary is dry and is only used once, Secondary cell are wet and are reused
[diagram] + Carbon – zinc
Electrolyte Sal Ammoniac 1 ammonium [deleted] clor [/deleted] chloride Voltage 1.5 Polarisation/Hydrogen film on cordon
[page break]
Manganese Dioxide is mixed with carbon powdered to depolarise, is used in pourus [sic] pot
[diagram]
1.5 VOLTS 15 M.A. (MAX CURRENT
Fuses are used to protect the power supplies to a curcuit [sic]
INERT CELL [diagram] for putting in distilled water
[diagram] inept use as Grid Bias Battery or in field Telephone
PRIMARY cell Disadvantages. cant be [deleted] Distill [/deleted] recharged, very small current [deleted] [indecipherable word] [/deleted] from it (15 min) for any time.
Local action. Advantages, portable (dry & can be stored (inert cell)
[page break]
Maxwell’s corkscrew rule [symbols]
lines of force in a Solenoid [diagram]
Electro magnetic induction or (EmI)
SECONDARY CELLS or ACCUMULATORS
Types lead acid and Nickel-Ackaline [sic]
LEAD ACID ACC [diagram] – is grey coulour [sic] + is chocolate Brown
When plates discharge they alter to lead Sulphate the discharged V is 1.8v
fully charged on charge 2.6 to 2.7
[brackets] fully charged off load 2.1V to 2.2V
on load 2V [brackets] 1.270 S.G
[brackets] Discharged on load 1.8
off load 1.85 to 1.9 V [brackets] 1.190 S G
[page break]
S.G. The weight of the volume of liquid, is the same as the weight of water
Specific Gravity 1.840 Sulphurate acid is diluted with distilled water S.G. used in the RAF 1.270
DIFFERENT TYPES OF RAF
GROU[inserted]N[/inserted]D STATION ACC lead acid
2v7AH celluloid container used with Wave meters
2v9AH Glass container for use with R1084
[brackets] 6v 80AH Black moulded composite container
12v 55AH [brackets] are M.T Accs
[brackets] 6v 180 AH
6v 230 AH
12v 100 AH [/brackets] Trolley accs aero engine starting on ground
A/c acc maximum capacity for minimum size and weight, capable of heavy discharge, and fitted with unspilable vent
[brackets] 2v 14AH 2 1/2 square
2v 20AH rectangular
6v 20AH 3 2v20 in Series
12v 15AH has wing nut terminals
12v 25AH Sleeve connections
12v 40AH [/brackets] A/c type B.
[brackets] 12v 25 lug type fitting heavyer [sic] Buss bar
12v 40 [/brackets] A/C type D
Type D capable of heavyer [sic] discharge and Heavyer [sic] S.G.1285 than type B 12.25 charged at three amps 12.40 5 amps
[page break]
initial charge, inspect acc for cracks etc very carefully, and particular attention to vent to see if seal is broken, (and saves hydration) if doing an initial charge get the makers instructions and obey them
1.840 to 1350
1840 seal distilled water, protective clothing and n[inserted]e[/inserted]utralizer for Sulphurate Acid, (Sodium [deleted] Carbate [/deleted] Carbonate and Ammonia) the mixing vessel should either be glass or glazed earthenware. or lead lined container. hydrometer & Thermoter [sic] and a mixing rod. never add water to 1840. Pour the distilled water into mixing vessel first then allow 1840 to trickle in slowly, and mix with mixing rod. temperature should be 60o Far (increased decreased S.G.) S.G goes down -001 for every 2 1/2o above Sixty
fill accs with Sulphr[deleted]ate[/deleted][inserted]ic[/inserted] Acid and allow to stand for at least twelve hours. all topping up must be done with Sulphur[deleted]ate[/deleted][inserted]ic[/inserted] acid during initial charge. plates must be covered by 3/16 of Sulphuric Acid
[page break]
[underlined] HYDROMETER [/underlined]
[drawing]
10 hr rate is the rate at which [deleted] an acc [/deleted] current can be taken from an acc to bring it from a fully charged to a fully discharged condition in ten hours to obtain maximum efficiency
Initial Supply source of Supply is a metal rectifier 36 v 50a DC rectifier 1800v type B charging board (Switch [inserted] fuse [/inserted] [deleted] Variable ammeter [/deleted] ammeter variable resistance terminals)
Type B [symbols]
Maximum number of cells on type B [deleted] be [/deleted] is twelve to a curcuit [sic], 36 2v 20 12 6v 80 6 12v 40 to a charging board. +/1 positive lead to be as short as poss. accs must be connected in Series with each other and
accs must stand on parrafin [sic] wax wooden grids, on lead covered benches, lead should be earthed. see that vare resistance is
[page break]
fully over to left. see that ammeter is in correct curcuit [sic]. switch on rectifier fully charge when cell begin to gas, when the Voltage is between 2.6 and 2.7 per cell. when the S.G is at the Value given by makers instruction and voltage and S.G have remain [sic] constant for one hour.
POSITIVE – NEGATIVE
Charged chocolate brown – Discharged lighter brown
Slate grey – Dark grey
use moving coil centre zero voltimeter centre zero moving coil double scale test each cell separately
[underlined] Sulphation [/underlined] is a formation of hard Lead Sulphate on plates of accs. (on charging acc, charge the acc until S.G is 1270 or 3)
Signs of Sulphation, when the S.G does not rise on charge, High voltage on charge. Plates have a white crystalline deposite [sic]
cause of Sulphate. By allowing the acc to stand in a discharged state to [sic] long. by persistant [sic] undercharging or by persistantly [sic] discharging to [sic] Slowly, it May be cured by a long slow charge. 1/4 to 1/3 normal rate
[page break]
[underlined] Shedding [/underlined] is the last of active material, caused by overcharging. iE charging at to [sic] high a rate, for to [sic] long a period or discharging at to [sic] high a rate
[underlined] Hydration [/underlined] is a deposit of impurities on the plates caused by exposing them to the air mainly though [sic] careless topping up. it can be cured by a prolonged charged [sic]
NICKLE ALKALI
Electrolyte caustic potash = potassium hydroxide + plate N1 (OM) 2 -ve Cd + FE
basis metal is Nickle steel container +ve plate is thickest of two. the positive plate is alway [sic] locking the container making of + potential S.G. not be below 1160 and not above 1220 S.G best S.G. is 1.170 at 60oF
V1.25 nickle alkali is stronger and more robust than lead acid cell. has much longer life. and doesnt [sic] suffer from [inserted] lead [/inserted] acc faults (sulphation hydration Shedding) recommended by makers to charge at ten hr rate. doesnt [sic] suffer so much from temperature changes (.001 for every 4o above or below)
Disadvantages low voltage, gasses as same as put on charge. only way to tell if its charged is by volt
[page break]
reading. Nickle alkali cells are clumbersome must not be discharged below 1v 7v on charged
[underlined] Milnes Unit [/underlined] is a 120 volt H.T. supply its capcity [sic] 600 m a hours. it replaces ordinary H.T. Battery on the ground. where high anode current may be required.
its [sic] the HT supply for R1084
composed of 96 nickle alkali cells are arranged in 24 banks of 4 cells in series the S.G. of the Milnes Unit should be 1190 at 60oF theres [sic] a layer of mineral oil a 1/4 of an inch thick in each of the 96 cells to protect the electrolyte from Carbonic acid gas
fully charged on charge 1.75v per cell
fully charged off charge 1.25v per cell
fully charged on load 1.1 to [deleted] [indecipherable number] [/deleted] 2v
fully discharged on load not below one [deleted] [indecipherable word] [/deleted] [inserted] 1V [/inserted]
[page break]
OSCILATORY CURCUIT [sic]
[drawing]
Carbon Microphone
[drawing]
Electro Magnetic Microphone]
[drawing]
Electro Magnetic earpiece
[drawing]
[page break]
SIMPLE RECEIVER
[diagram]
Radiations are know [sic] as Electro Magnetic Wave
Need freq of 40000 c/p/s (or 40 kc/s (approx.) and are known as Radio freq or R F
Audable [sic] freq are 30 to 16000 c/s
[diagram]
Only the audio freq comes out of the detector
HETRODYNING mixing of two freq to produce a thrid [sic] freq, which is the difference of the other two
[diagram]
[page break]
[diagram]
Super-sonic Heterodyning or Super Het getting a higher frequency from Mixer
[diagram]
You need a large number of tuned OCT as you cant [sic] use large number of controls, you change your Signal to fixed tuned CCTS
[diagram]
C.W. [symbol] RF only MCW [symbol]
R/T Radio Telephony
[page break]
[deleted] Advantg [/deleted] Advantages of Super Het. Selectivity
1084 LT is supplied from 2v90 power consum [sic] 2a, HT 120v consumtion [sic]30 m a [deleted] b [/deleted] 2 HT batteries in [deleted] par [/deleted] [inserted] parallel [/inserted] emergency or normaly [sic] a miles unit, or Mains Battery eliminator Type A [underlined] Note [/underlined] eliminator must be on and neon inside glowing befor [sic] set is switched on Grid Bias three 6v Batteries in Series giving 18v [inserted] Power supply 40 ma fuse in NT + [/inserted] Freq range 120 AAcs to 20 mes 11 sets of coils four coil in a set,
120 to 20000 Kcs
TUNE
[underlined] 1 [/underlined] insert correct coils
[underlined] 2 [/underlined] check power supplies
[underlined] [deleted] 3 [/deleted] [/underlined] Super het setting for M C W & R/T
[underlined] 1 [/underlined] Super Het switches in ([underlined] 2 switches [/underlined])
[underlined 2 [/underlined] Filter out (used for C.W.
[underlined] 3 [/underlined] Het osc off (used for CW on Super Het)
[underlined] 4 [/underlined] R.F osc on
5 S.F Volume con to Seven
6 RF osc Vol con to Maximum (8)
7 RF Vol con to Maximum (8)
[page break]
[underlined] 8 [/underlined] All S.F. switches except SF [underlined] 1 [/underlined] and Det [underlined] 2 [/underlined] to Standby
[underlined] 9 [/underlined] Set RF ganged condenser to chart
[underlined] 10 [/underlined] Set Second R.F trimmer to reading at Bottom of chart, first and third approx. same setting
[underlined] 11 [/underlined] /set RF osc to full line [deleted] of [/deleted] [inserted] on [/inserted] chart
[underlined] 12 [/underlined] RF osc fine tuning set at [underlined] 100 [/underlined]
[underlined] 13 [/underlined] Switch on
[underlined] 14 [/underlined]A[inserted]d[/inserted]just R/F main Tuning to max Signal
[underlined] 15 [/underlined] Tune R/F ganged condenser to Signal
[underlined] [deleted] 16 [/deleted] [/underlined] reduce S.F. volume control if to [sic] loud
[underlined] 16 [/underlined] adjust 1st 3rd & 2nd trimmers to Max Signal
[underlined] 17 [/underlined] Switch all S.F. switches to Tune repeat 14, 15, 16
[underlined] Tuning checks [/underlined] RF osc fine tuning at 100 and [underlined] max [/underlined] signal at 100, 1st 3rd & 2nd trimmers for Max [deleted] curcuit [sic] [/deleted] signal
[page break]
R1084
[diagram]
1ST SF = 40 Mcs
2ND SF = 167 Mcs
(180 Kcs on cons)
2 R.F.A.s 4 SFA and the Isolator are Tetrode
RF osc, mixer 2nd Det AF amp output
BFO are triode
[calculations]
[page break]
TUNEING [sic] R1084 straight for [deleted] WC6 [/deleted] [inserted] MCW [/inserted] & R/T coils and power Supplies as for Super Het
[underlined] 1 [/underlined] [deleted] SF [/deleted] Super Het switches out
[underlined] 2 [/underlined] filter out
[underlined] 3 [/underlined] Het osc out
[underlined] 4 [/underlined] RF osc off
[underlined] 5 [/underlined] SF vol con zero
[underlined] 6 [/underlined] F/F [inserted] osc [/inserted] vol con zero
[underlined] 7 [/underlined] R/F vol con Max 8
8 Set RF ganged condenser to chart
[underlined] 9 [/underlined] Set 2ND R/F trimmer to reading at bottom of chart first and third trimmer approx the same
[underlined] 10 [/underlined] Switch on
[underlined] 11 [/underlined] adjust RF ganged condenser 1, 3, 2 trimmers to max signal
R1188
[diagram]
[page break]
[underlined] Controls [/underlined]
X xtol gate selectivity control
[symbol] xtol phasing control should be adjusted to min back ground raise when x is in position [underlined] 1 [/underlined]
TR Transmitt [sic] receive switch when on Transmitt [sic] the remote TX is switched on RX is off
S R.F vol con max for R/T M.C.W. and used only on C.W.
left hand [symbol] Main tuning Control Dial in Mcs
(.54 mcs to 31 mcs Freq Range)
[inserted] R [/inserted] Wave change switch six ranges no [underlined] 1 [/underlined] the lowest
Y Aerial trimmer adjusted to Max Sig when Set is tuned in
[symbol] Band spread tuning used on Ranges 3,4,5,6. gives fine tuning [underlined] note [/underlined] main tuning is accurate when Band Spread tuning is at its high freq end
NFB AVC BPO Selector switch NFB – feed back gives high quality on R/T
[underlined] A.V.C. [/underlined] atomatic [sic] Volume Control used for normal R/T and M.C.W.
[underlined] B.F.O. [/underlined] Beat free osc used for C.W.
V off on off sw and Vol con operated for MCW and R/T, placed at max for C.W.
H Het osc con adjust the freq of Beat note
N noise limiter [inserted] on C.W. [/inserted] normaly [sic] off. is adjusted to a few degrees away from point at which it affects the signal – when interference and static is encountered
[page break]
Tuning to R/T switch on place vol con at 3/4 S to max TR to R
SIMPLE TRANSMITTER
[diagram]
PA is to protect MO from aerial, to increase power, and to mix RF from MO and [deleted] R [/deleted] A.F from modulator which amplifies the signal from Mic
Frequency Stability
[drawing] quartz has a Piero electric effect
El[inserted]e[/inserted]ctro Magnetic Earpiece
The diaphragm is permanently attracted by the magnet, and this attraction will be either increased or decreased according to direction of current i.e. according to the A.F current Thus it will vibrate at the freq of alternating current
[page break]
Electro magnetic Microphone
The diaphragm cut the magnetic field, or compresses it. as the diaphragm moves the Magnetic field moves and cuts the coil. we therefore get an E.M.F.
[table of Tx and Rx Diodes]
[page break]
T.R. 1196
[diagram]
Freq Range 4.3 to 6.7 mc/s
Communication Range Air to Air 35 mls and Air to ground 50
1p freq is H60 mcs
Power Supplies a motor generator input 24 output 6.3v L.T for Tx 7 Rx 275 v HT Rx) (250v Tx HT)
full A.V.C. on R.F amp and F.C. half on 9.F. amp
A.1134. is used as an [deleted] AF [/deleted] intercom amplifier on Bomber Aircraft.
Power supplies L.T. 2v20 HT 120v GB 4 1/2 v dry Battery which is kept inside the A1134.
The Af amp is a triode and fuels two output (Pentode). The two out puts are in a curcuit [sic] known as push pull which gives a large output
[page break]
[diagram]
SIMPLE GENERATOR
Strength of EMF depends on the speed of movement of conductor, strength of Magnetic field.
[page break]
V.H.F. or Very high Frequency [deleted] at [/deleted] RAF band of VHF 100 to 126 mgs
X tal Range 5.5 to 70 mgs/100 to 120 miles at 1
Advantage of VHF over H.F.
Practically no interference
Communication only over optical Range
100 miles with A/C at 1000 ft
Exclusive
1 Kc Fundamental or 1st Harmonic
2 Kcs 2nd Harmonic
3 Kcs 3rd Harmonic
[diagram]
INPUT Power supply 230v 50 c/s A/C
OUTPUT H.T. 300v & 1000v
L.T 6.3v & 7.5v
Emergency p.u: Meadows Petrol Electric Set
Power output 50 watts
[page break]
100 to 124
on Modulator unit reading 55 m g when [deleted] sk [/deleted] speaking it should go up to [deleted] 20 [/deleted] 150
G1 and G2 must not have a difference of 2 ma
[diagram]
Precautions before Tuneing
Close rear door
Switch to half power
Switch to local
see that plug Mic is out
Controls to zero except Neut
Check x tal 5.5 to 7 m c/s
Main facts
99 to 126 m c/s
40 – 50 Watts output
A.C. Supplies 230v 50 [indecipherable letter]
Remote Control
Checks after tuneing [sic]
(1) That C1YC2 = [deleted] 6 [/deleted] 170 m g (if not adjust couple)
Max dif C1YC2 = 6 MA G [indecipherable number] GR = 2 m/a
Switch to Mon 3 to 8 MA
(3) HT off and on Note mets reading
4 Local modulation quantity, quality
5 White lines on tuneing [sic] control must all be in approx. some [indecipherable word]
Loud speech 190 ma
Average 100 to 150 ma
[page break]
R1132 is a VHF ground receiver, is a Super Het
[diagram]
Pu Type 4A M.G. fun from 6v80AN acc output some [deleted] input to A1132 [/deleted] as type 3 input 6v 7 amps 220v 30ma 6.3 v 35 amps
PU type 3 used from mains input 200 to 250v
50 c/s AC output 200 to 220 v 50 to 55 ma (HT) DC
6.3v, 3.5 amps (LT)AC
R1188 (RCA – AR77E) later version R1556 (R CR, AR881)
[diagram]
freq 540 kcs 31 mgs a/c mains 105 to 250v
50 to 60 c/s power 70 watts
[page break]
TR1143A[diagram]
[page break]
type 5A test set used for tuneing [sic] Tx and Rx
[diagram]
A CE G J K are off B is Rx AVC D Tx anode
F Tx output [deleted] [indecipherable letter] [/deleted] H.T. Volts H LT volts M check oscillator
Test Set type II
[diagram] Tune for dip when you test for Modulation reading should go down
Power Supplies HT 60v DRY L.T 1.5v Dry
Test Set type 98
[diagram]
[page break]
[underlined] PANEL TYPE 4A [/underlined]
[diagram]
PANAL [sic] TYPE 3A
[diagram]
[page break]
TR 1143
TRANSMITTER
[underlined] 1 [/underlined] insert x tal & 5A meter plug – 5A to Trans anode
2 Select channel to be tuned 3 S/R switch to T
4 left P switch to release position 5 reengage P switch
[underlined] 6 [/underlined] turn meter sw to posn 1 and tune TC [underlined] 1 [/underlined] for max reading
[underlined] 7 [/underlined] repeat with 2,3,4,5, [underlined] 8 [/underlined] Turn meter sw to posn [underlined] 6 [/underlined]
9 adjust 4,3,2,1 TC for max in posn [underlined] 6 [/underlined]
10 turn TC [underlined] 1 [/underlined] clockwise to reduse [sic] reading by 10 per cent
[underlined] 11 [/underlined] If still above 50 reduce to 50, if below 35 in posn 6 u/s for air use [underlined] 12 [/underlined] left Psw to release posn
13 Turn controls fully clockwise tighten milled whales
14 Rv engage “P” sw [underlined] 15 [/underlined] Check that meter still reads the same sw off remove meter plug
Receiver
[underlined] 1 [/underlined] insert x tal 540 Kcs below Tx [underlined] 2 [/underlined] Insert Tx xtal in 50 – set 5A tuneing [sic] approx., vol con man, check osc:- minimum Reading 40 sw to Rx AVC. [underlined] 3 [/underlined] Insert meter lead select channel
4 left P sw, loosen wheels by not more than 1 1/2 5 re engage P sw, check that xtal in 5A is [deleted] 5 [/deleted] 40 Kcs above Rx
[underlined] 6 [/underlined] Set TC7 at mid way put on phones. [underlined] 7 [/underlined] rotate TC6 for a slight dip or note in phones [underlined] 8 [/underlined] rotate TC7 to give dip in meter or loudest note in phones.
[underlined] 9 [/underlined] reduce TC6 for further dip [underlined] 10 [/underlined] rotate TC8 for improved dip, if no change leave it in Same posn at TC7 [underlined] 11 [/underlined] [deleted] [indecipherable word] [/deleted] release sw tighten wheels
[underlined] 12 [/underlined] re engage “P” sw and check that signal is still heard [underlined] 13 [/underlined] sw off and disconnect and sw off type 5A
[page break]
RADIO [deleted] [indecipherable word] [/deleted [inserted] VEHICLE [/inserted] TYPE 105A
Mobile DF waggon used as fixer or homer has in vehicle [deleted] to [/deleted] Panal [sic] type 7A R1132A TR1143A six v accs 12v accs charging board, petrol electric set, [inserted] Dipole [/inserted] Aerial System, Power unit type 4A, Prismatic compass, 5 wooden poles, P.U. Type 15 60 ft steel tape measure, and Six inch ordance [sic] map
INTERNAL COMBUSTION ENGINE
four strokes if the piston equals to revolution of shank shaft which equals one cycle of operation
the strokes are [symbol] 1 Induction Stroke [symbol] 2 compression [symbol] 3 expansion [symbol] 4 Exhaust the strokes in detail
Induction Stroke
1 inlet valve open
2 exhaust valve closed
3 piston moving down
4 gasses being [inserted] shown [/inserted] into cylinder
5 the crank shaft completed 1/2 revolution
[deleted] Expansion [/deleted] Stroke Compression
[underlined] 1 [/underlined] with valves closed
[underlined] 2 [/underlined] piston descending
3 gasses being compressed
4 near top of stroke spark occurs
5 the crank shaft has completed one rev
[page break]
[diagram]
[page break]
Expansion
[underlined] 1 [/underlined] both valves closed 2 gas ignited and expanding [underlined] 3 [/underlined] piston being forced down 4 near bottom of stroke exhaust valve open 5 crank shaft completed 1 1/2 revs
Exhaust
[underlined] 1 [/underlined] exhaust Valve open [underlined] 2 [/underlined] inlet valve closed
[underlined] 3 [/underlined] piston moving up [underlined] 4 [/underlined] burned gasses being forced out 5 crank completed two revs
black smoke from exhaust denotes a rich mixture blue smoke from exhaust denotes oil being burn [sic] in combustion comber, spilling at carbu denotes a weak mixtures
[page break]
[diagram] [calculations]
[diagram]
[page break]
STEEL IRON [inserted] COBALT [/inserted] ETC FERROUS METAL
(copper anti Magnetic)
Magnet have a north and South poles. Like poles repel and unlike poles [deleted] attack [/deleted] attract
Magnetic lines of force move from North to South
Permeability Soft Iron strengthens magnetic field, hard Steel lowers Permeability
Retentivity the holding of magnetic free soft Iron low, Retentivity of hard Steel is High
Flemings Left hand rule, first finger in direction of current flow 2nd finger in direction of magnetic field and thumb shows the mo[inserted]ve[/inserted]ment of conductor
[deleted] Field [/deleted] MOTORS
FIELD [symbol] PERM E. Mag
Armature
Commutator
Brushes
[page break]
if winding clockwise current in polarity South is nearest
[diagram]
Galvanometer or aglvo
[diagram]
[table]
[page break]
[blank page]
[page break]
[blank page]
[page break]
[underlined] R/T [/underlined]
[underlined] PROCEDURE [/underlined]
[underlined] R/T messages [/underlined] three main parts HEADING TEXT ENDING
[underlined] HEADING [/underlined] call, Precedence Designation, Transmission Instructions, Address, Group Count
[underlined] TEXT [/underlined] SUBJECT
Vectors Direction to fly Angels height
a/s air speed 250 followed by any further instructions, and then any further information
Vector one two three angle twelve a/s two fifty
[underlined] ENDING [/underlined] Over Out
[underlined] Pilots Personal Number [/underlined]
Given to pilot on arrival at Station, always a number between fourteen and ninety nine. When under training pilots are given numbers over 100, numbers under 14 are given to V.I.P’s. Pilots relinquishes number when leaving a Station.
P.P.N is only used between Air and ground, and is [deleted] sko [/deleted] spoken as two separate numerals.
CHOICE OF R/T CALLS SIGN
O/S should have two syllables [circled 2] should begin and end with explosive consonants. [circled 3] must not be names of places or towns etc
[page break]
ACKNOWLEDGING R/T MESSAGE
[circled 1] REPEAT message back [circled 2] Roger [circled 3] Wilco
“Roger” I have received and Understood your last transmission
“Wilco” I have received your last instructions and Will comply
When pilot receives Vector Angles A/S he will always repeat back.
P pitch (pitch voice slightly higher than normal)
A accuracy (make sure you know what you are going to say
R rhythm
I intensity
S speed
D/R POSITION
is a weather report
V isability in miles
A amount of cloud in [deleted] th [/deleted] tenths
T Height of top of cloud in thousands of feet
B of cloud in thousands of feet
DARKY ORG[deleted]Z[/deleted]ANIZATION
Hello Darky (3) this is Major Dog (3) are you receiving me (2) Hello Major Dog (2) this is Darky (2) Hello Nemo (2) this is Darky (2)
[page break]
CODE WORD ABB
SCRAMBLE scr Take off and [deleted] orbit [/deleted] [inserted] circle [/inserted] Base
SCRAMBLE 234 scr 234 Take off and [deleted] set [/deleted] [inserted] fly on a [/inserted] course of 234o
ANGELS A Height in thousands of feet
ORBIT [symbol] Circle and search (usually Port or STBD)
VECTOR V Change direction to … (followed by 3 figures)
VECTOR PORT V prt Change direction left (number of degrees given
VECTOR Starboard V Sta Change direction Right (number of degrees given
Steer str Set magnetic course [deleted] indicated for home [/deleted] [inserted] (used only when homing [/inserted]
Quilt qlt above [inserted] the [/inserted] cloud
Popeye pop In the cloud
Mattress mat Below [inserted] the [/inserted] cloud
[deleted] pancake [/deleted] pk [deleted] Return to base refuel and rearm [/deleted] Land
[deleted pancake ammo [/deleted] pk ammo [deleted] I am going to land owing to shortage of ammo [/deleted] [inserted] Land and rearm [/inserted]
[deleted] Pancake fuel [/deleted] pk fuel [deleted] I am going to land owing to shortage of fuel [/deleted] [inserted] Land and refuel [/inserted]
[deleted] Pancake hurt pk hurt I am going to land because I am hurt [/deleted]
[deleted] Bandit (S) bt (S) Identified enemy a/c (usually bomber) [/deleted] [inserted] type unknown [/inserted]
[deleted] RAT (S) rt (S) Identified enemy fighter aircraft [/deleted]
[deleted] Hawk (S) hk (S) Identified enemy dive Bomber [/deleted]
[deleted] Snappers snp (S) Identified enemy fighter bomber [/deleted]
[deleted] Bogey Bogies bg Unidentified A/C, Investigate with caution [/deleted]
[deleted] Tally Ho T/H Enemy Sighted (never acknowledged [/deleted] [inserted] A/c and identified as hostile [/inserted]
[deleted] Booty bty Protected shipping or convoys [/deleted] [inserted] Convoy or protected shipping [/inserted]
[deleted] indecipherable word] tst Unidentified A/C detected by sea bound Radar [/deleted] [inserted] located ship [/inserted]
[deleted] Teamlines tls Standard [/deleted] beam approach
[deleted] liner lin fly at most economical cruising speed [/deleted]
[page break]
fly as slowly as possible without loseing [sic] height
[deleted] saunter [/deleted] san [deleted] fly at lowest speed to maintain height [/deleted]
[deleted] Buster [/deleted] bus fly at [deleted] maximum cruising [deleted] [inserted][deleted] normal full [/inserted] [/deleted] Speed
[deleted] Gate [/deleted] gat [deleted] fly at maximum speed (no of min given not more than five [/deleted] [inserted] [deleted] increase speed flat out for maximum of 5 min [/inserted] [/deleted]
Oranges Sweet osw Weather [deleted] is good [/deleted]. at Base is good
Oranges Sour osr Weather [deleted] is bad [/deleted] at Base is Bad
[deleted] Pigeons [/deleted] pig [deleted] you course from base and distance in miles is … [/deleted] [inserted] the magnetic bearing and distance of your Base from you is – o – mls [/inserted]
Base B Home Airfield
Roger R I have received and understood your last transmission
Wilco W I have received and understood your last instrucion [sic] and will comply
R Code of Signal strength
R [underlined] 1 [/underlined] Hardly perceptible – [deleted] Undr [/deleted] Unreadable
R2 Weak – readably [sic] now and then
R3 Fair – Readable but with difficulty
R4 Good – Readable
R5 Very good – Perfectly Readable
WUN
TOO
THUR – EE
FIY – IV
SIX
SEV – EN
ATE
NINER
ZERO
[page break]
rurm are you receiving me
rulc receiving you loud and clear
rur 4 receiving you Strength 4
msg message
s/off off Switching off, off
L/O Listening out
ksl Keep sharp look out
nft Night flying test
a/b Airborne
A/c Aircraft
u/c Undercarriage
A/s Air Speed
U/S Unserviceable
S/by Stand by
Imm Immediate (ly)
vic Vicinity
xmt Transmitt [sic]
xmn Transmission
T/xmn Tuning Transmission
s/a Say again
sn Section
flt Flight
sq Squadron
prt Port
sta Starboard
req request requested requesting required
[page break]
app approach ed ing
em Emergency
pr Practice
inv Investigate
r/w Runway
proc Proceed (ed) (ing) procedure
bmb Bomber
formn Formation
fr from, friendly
ech Echelon
pat Patrol
ch channel
dis disperse (ed) (ing) dispersal
rep repeat (ed) (ing)
yr your
as assist ed ing assistant
coop co-operate ed ing
ov Over (not the ending over
und understand ing understood
pos position ed ing
F/P Flare path
F/B Forward Base
F/L Flood light
H/B Homing or Home Bearing
S/L Search light
P/L Patrol line
C correct
[page break]
A/A Anti Aircraft
B/B Balloon Barrage
L/ab line abreast
L/ast line astern
L/[deleted]AH[/deleted][inserted]ah[/inserted] line ahead
SBC Signals Book Correct
N Log when no answer is received
? Logged when what is received is not Understood
SQUADRON ORG
[organisation chart]
[page break]
4 sections [organisation chart]
6 Section [organisation chart]
[inserted] Point to Point [/inserted]
Precedence (pro word) a word used to take the place of Pro-sign as used in other method of communication, [underlined] RESPonce [sic] [/underlined]
an answer is what is made by operator when a signal is sent to him
reply a message arriving out of previous acknowledgement a message to indicate that a previous message has been received and understood, Receipt indication that signal or message has been received
[page break]
Pancake pk Land
pancake ammo pk ammo Land rearm
pancake fuel land and refuel
Bogie bg Unidentified a/c approaching and investigate with caution
Tally Ho T/H A/c sighted and identified as hostile (never acknowledged
Boaty bty convoy or protected shipping
Toast tst Unidentified a/c located by ship borne radar
Tramlines tls Beam approach
Liner lin Fly at most ecomical [sic] speed
saunter san fly as slowly as possible without losing height
Buster bus fly at normal full speed
Gate gat increase speed flat out for maximum of 5 min
pigeons pig the magnetic Bearing and distance of your Base in – o – mls
Bandits bt identified enemy A/C type unknown
Rats rt identified enemy fighter A/C
snappers snp enemy fighter bomber
Hawk hk dive bomber
Priorities
[page break]
14 fighter groups split up into Sectors
TYPICAL SECTOR
[diagram]
Difficult Communications
[list of numbers and letters]
[page break]
[underlined] FIGHTER OPERATION ROOM [/underlined]
[diagram]
[page break]
[underlined] Fighter operations Room [/underlined]
The deputy controllers have panell [sic] type 4A, ([underlined] 1 [/underlined]) conducts all practic [sic] flights, (2) gives initial vectors to a/c before handing over to controller. Ops A has a telephone to group, receives all operational information from group, writes information down in form “A” which she hands to the controller.
Ops B receives form a from Controller and (one) Tannoys squadron to scramble (2) files form A (3) she gives all operational information [deleted] from [/deleted] to group (4) is in communicatio9n by landline with homer D.F. (5) she supervises the tote
D.S.O. he has panel 10A He is responsible for all radio equipment
TRUE [deleted] Magnetic [/deleted] Bearing black marking on loop used for fixing
Class 1 2o 2 4o class 3 6o
TIME QUADRANT C/S BEARING class SERIAL No
H/B read on Red scale [deleted] true [/deleted] [inserted] magnetic repisnicol [/inserted] Bearings
first fix 2 1st bearing 1st bearing 2nd fix 3rd fix if no first bearings
[page break]
VHF EQUIPMENT LAYOUT IN A FIGHTER SECTOR
[diagram]
Channel allocation of TR1143 in day & Night fighters
DAY
A offensive sweeps [inserted] opps room for /inserted] offensive sweep ops [underlined] 1 [/underlined]
B D/F Homer & flying control tower ops 2
C Groupo guard
D CONTROLLER & Fixer
GROUP SECTOR ops Room
NIGHT
A D/F Homer [inserted] Flying control [/inserted]
B GCI
C World guard 116.1 mc/s
D Controller & D/F fixer
E Group guard (1)
F Group guard (2)
G GCI adjacent sector
H 2nd (sector adjacent second)
[page break]
Priority
[underlined] Most immediate [/underlined] OU a member of air council or A.D.C.
No time delay
Emergency Air att OA any body who is in charge
no time delay
O emergency G.C. and above
15 min at each Station
O-P immediate a.c. adj can authorize
30 min at each Station
P Important S/L rank
45 min
Realtime
D [deleted] Defeff [/deleted] Deferred 48 hrs to overseas or 9 O/C next morning in this country
[underlined] Transmission instructions [/underlined]. Do not answer Read back. Relay to. [underlined] Address [/underlined] to Action [symbol] Information [symbol] [underlined] Date line [/underlined] Group Count
[underlined] TEXT [/underlined] Subject, Acknowledge
[underlined] Correction [//underlined] means when correction is being made to previous message, Correct Version
[page break]
All befor [sic] or All after used for part of messaged [sic], Disregard this xmission out (figures or numerals. I spell. Silence generally Control Station: Unknown Station c/s Verify Wait if [deleted] yo [/deleted] used alone, used for few second, long wait. Wait out. Words twice
Signals Office Organisation
Traffic [inserted] office [/inserted] clerk, signals officers, room cypher operating room. T/P room. PBX
Date place stamp. priority stamps. NODECO. Acknowledge
PERSONAL to be delivered to officer only named in address. Signal Service, not to go outside Sig organisation
For Exercise NOT W/T not to be sent by W/T or R/T along any part of journey. Not W/T secret by T/P lines only.
FORM 797 MESSAGE LOG
DATE PLACE
[table]
METHOD
OUT
W/TT/P
Signature & remarks
P cypher
[page break]
Form 2526 1A is a message form.
Security Classification
TOP [deleted] SERE [/deleted] SECRET always sent by cypher. Decoded only by officer
SECRET, Confidential, Restricted may be sent by P/L along any [inserted] land [/inserted] line, if land line is secure enough. if land line not secure enough messaged [sic] must be cypher up and sent by W/T
[deleted] Unrestricted [/deleted], [inserted] Unclassified [/inserted] can be send [sic] by P/L by any means. either so important that time cannot be spent coding or so unimportant that it doesnt [sic] matter
Originators Instructions
O.T.P. one time progress means only one cypher to be used. To provide a permant [sic] cypher to safe guard another cypher
[diagram]
[diagram]
[page break]
IN operator 1, 8, 9, 10, 11, 12, 15, 3
Superintendant [sic] 7
Traffic Clerk 4, 5, 6, 19
OUT
Originator 7, 8, 9, 10, 4, 11, 12, 13, 14.
Traffic clerk 18, 19, 5, 5, 3.
Superintendant [sic] 2.
operator 16, 17
If message goes by two route, operator uses 17.
A through message, if in & out by W/T
in operator 1, 8, 9, 10, 11, 12, 15
Super 7, 2
[deleted] Traffic [/deleted] out operator 16, 17.
Traffic clerk 6, 5, 19Traffic clerk in message 4,5,6,19 4 5 6 19
out 18,19, 6, 5, 3 3 5 6 1819
through message 6, 5, 19 5 6 19
[page break]
R/T GROUND TO AIR CALL SIGN
with certain exceptions noted below, the use of code names as airfield R/T ground to air call signs is to be discontinue forthwith
In futer [sic] the R/T ground to air civil call sign will consist of the Airfield place name followed by suffic [sic] denoting facility offered. Where a place name proves unsuitable a shorter version of the name [deleted] must [/deleted] may be engaged and H.Q informed
Tower – Airfield control FIXER – VHF Stn
Homer VHF D/F Homer Station
[deleted] NAVIAD [/deleted] NAV AID VHF D/F Stn providing vectors, but not suitable for use as fixer or homer
Director – GCA stacking and marshalling of A/C
Talkdown – GCA final landing
Approach VHF approach control
Caravan Air field controller caravan
Quadrant R/T Radio Range
Target Air fixing and bombing range
Marine Control surface craft in landing area at flying boat Bases
MET Transport command and VHF meteorological channel
Code name will continue to be imployed [sic] in fighter command for the control
[page break]
of aircraft in Sectors, and in flying training command for normal training purposes. In overseas commands code names will be employed at the discretion of A.O.C. But on channels used by transport, place names will be used.
Classe
Dificulty [sic] not in immediate danger
W/T OP
Emergency with help may be OK again
Dublin Core
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Title
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Roy Briggs training notes
Description
An account of the resource
A notebook containing Roy Brigg's handwritten notes. It covers electrical theory, batteries, radio transmitters, radio procedures and fighter operations.
Creator
An entity primarily responsible for making the resource
Roy Briggs
Format
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30 handwritten sheets
Language
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eng
Type
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Text
Text. Training material
Identifier
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MBriggsR1893726-160226-02
Coverage
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Royal Air Force
Royal Air Force. Bomber Command
Publisher
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IBCC Digital Archive
Contributor
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Tricia Marshall
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.
operations room
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/178/5760/MBriggsR1893726-160226-04.2.pdf
5c40fc5678923d91954ad7b4681b0093
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
Briggs, Roy
R Briggs
Description
An account of the resource
24 items. One oral history interview with Roy Briggs (1893726 Royal Air Force), his logbook, service material, training material, official documents and 12 photographs. Roy Briggs trained as a wireless operator and flew four operations with 576 Squadron from RAF Fiskerton. He also took took part in Operation Manna and Operation Exodus as well as Cook’s tours over Germany.
The collection has been donated to the IBCC Digital Archive by Roy Briggs and catalogued by Barry Hunter.
Publisher
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IBCC Digital Archive
Date
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2016-01-28
Identifier
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Briggs, R
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.
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
[underlined] 1893726 Sgt R. BRIGGS COURSE 242 [/underlined]
Form 619.
ROYAL AIR FORCE.
Notebook for use in Schools.
[page break]
[blank page]
[page break]
Responsibilities of a Wop
[hierarchy of notes of responsibilities before, during & after flight] [very chart]
[page break]
H/F D/F and Flying Control Hours of op 24 hrs Fre 3 to 10 mgs
[hierarchy of notes describing the subject]
[page break]
PROCEDURE
[list of wireless codes & meanings]
[page break]
[continuing list of wireless codes & meanings]
[page break]
SQUEAKERS
[diagram showing low power transmitters around a barrage perimeter]
The warning given is best described as similar to Air raid and is transmitted on all RT Freq being used at the time Bomber Freq 6410 to 6470. Times of operation Plymouth Hull Liverpool continuously 24 hrs a day other sights [sic] during dusk till Dawn except when [underlined] 1 [/underlined] Viserbility [sic] within 4 miles 2 When one or more ballons [sic] is flying in cloud There are no squeakers on normad ballon [sic] sight, a nomad ballon [sic] is any ballon [sic] not flying in barrage
[page break]
PLAIN DRESS
[table under the word HEADING showing radio telephonic report]
[page break]
Message Layout
[table continued from adjacent page]
[page break]
MOUNTAIN WARNING SYTEM [sic]
[diagram & notes showing the warning system]
M/F D/F Organisation
[diagram showing this organisation]
[page break]
MF DF
Three or more stations all on one frequency Each station has a call sign of its own One of the stations is selected for control and normally all working is done through that station Therefore the C/S of control becomes the call sign of the whole section
There are 16 such sections throughout the British Ilse [sic] so situated that the whole of the approaches are covered
Each section is known by a letter.
Freq 500 to 200 Kcs Range in miles 300 by day 200 by night Times of operation 24 hrs a day.
Facilities [underlined] 1 [/underlined] pass Fixes The class is taken by the longest side of Cock Hat. [underlined] 2 [/underlined] True Bearings must not be ask for are only passed instead of Fix although control passes them the can be from any one of the section. [underlined] 3 [/underlined] use can use it for W/T
[page break]
identification. How to identify M/F DF C/S2 V A/C C/S2 [underlined] 15 sec [/underlined] A/C C/S K When to identify by W/T IFF. U/S. 2 If flying below 2000 ft 3 If making early or Late return 4 If coming in off of track 5 When shadowed by unidentified A/C 4 Recognised organisation in case of distress
TFCC. TRAINING FLYING CONTROL CENTRE
Navigation Exercise
[underlined] 1 action by WOP HF [/underlined]
(A) Take off on D/F 1, give airborne signal QRV INT QMF answere [sic] QMF = TOO (B) one monitored HF DF station be contacted for QDM every thirty min. (C) First half hourly contact can be Base HF DF one but not before 30 min from WT go. (D) only HF DF stations with in 60 miles of A/C to be contacted 2 [underlined] Action by Wop M/F [/underlined] only one MF DF Fix Bearing or contact to be obtain [sic] on one flight – except in an emergency TFCC monitor some MF DF section those that are monitored are given at Briefing. [underlined] 3 General notes and action by Wop [/underlined]
[page break]
On all changes of Freq wop must give signal QOF followed by C/S of station to which he is changing freq (B) all messages from A/C to Ground are repeated to A/C for Ramsey to monitor (C) all operators must listen [sic] at ½ hr and hour to Group Broadcast 7BB 7BB 7BB – 1 to 9 – VVVVVV for 2½ min =& timing signal. When intending to change receiver to Group Broadcast give QYF & Group C/S. If there is a message ABC1 V 7BB F QTC CAB3 IMI E Wop must acknowledge all messages for his A/C on the nearest monitored HF DF station BC2 V CAB3 – RNR1 V 7BB TOO W/T serviceable but A/C u/s give landing signal on nearest monitored HF DF 9G0 When [deleted] wh [/deleted] within 20 mls of Base on last leg of flight w/op will change to DF2 and if nessarsary [sic] get homing QDM. Wop Will alway [sic] pass landing signal on DF2
[page break]
Distress Procedure
IFF TO [inserted] over sea [/inserted] DISTRESS
IMMEDIATE M/F DF SOS3v A/C C/S3 [inserted] CHAPT [/inserted] [underlined] 15 sec [/underlined] [inserted] FIX [/inserted] A/C C/S K A/C C/S v MFDF C/S RRR SOS K SOS3 v A/C C/S3 R [underlined] clamp [/underlined] Key NON IMMEDIATE MFDFC?S2 v A/C C/S2 – O- [inserted] Bomber Code [/inserted] [underlined] 15 sec [/underlined] [inserted] QTF [/inserted] A/C C/S K M EVERY TEN MIN MFDF C/S v A/CC/S – O --- A/C C/S K
CACELLING [sic] Distress
C/S v C/S CANCEL DISTRESS – 1030 K
If you want Non immediate distress put O before cancell [sic] distress OP & P can also be used cancelling O MFDF C/S2 v A/C C/S2 – QQZ – O – K
OVER LAND DISTRESS
R/T DARKY ORANISATION [sic}
Hello Darky Hello Darky This is RACEHORSE LOVE2 MAYDAY MAYDAY MAYDAY
PUNDITS
A pundit is a flashing Beacon flashing two letters charactirstics [sic] in red 6WPM X12 R1234 X They are part of an airfield equipment and is always with in R/T range of Airfield Facilities. Pin Point Fixes, Visual line bearing On demand Air field direction Airfield name
[page break]
and servicability [sic] to demand [deleted] to [/deleted] beacon scircle [sic] signal on downward ident light Q and letter of period.
OCCULTS
A flashing beacon flashing one letter in white. Facilities Pin Point Fixing. visual line bearing.
SANDRA
Is the use of low power [deleted] sh [/deleted] searchlights at aerodrome
1 Homing with cloud [diagram] 2 Homing with no cloud [diagram] 3 DIVERSION [diagram] 4 WARNING [diagram]
M F Beacons
15 Fixed beacons sending same call sign on same frequency from same place. Hours of operation 23½ hrs out of 24 Freq 200 to 1000Kcs
[page break]
MF DF BEACONS
Facilites [sic] [underlined] 1 [/underlined] Relative Bearing [underlined] 2 [/underlined] Fixing [underlined] 3 [/underlined] Running fix [underlined] 4 [/underlined] Visual Homing
[2 diagrams]
Visual Homing [underlined] 1 [/underlined] make sure that beacon is going to work will you want to use [underlined] 2 [/underlined] Identify Beacon [underlined] 3 [/underlined] tuning of beacon. 4 Take bearing and make note of it. 5 then change meter deflect to low 6 check Balance, 7 set loop at 000˚ and lock it. 8 switch to visual, 9 instruct pilot to intersect needles. [underlined] 10 [/underlined] turn A/C to left slightly if needle swing to right
[page break]
course right if needle fall to left pilot must continue left until needle rebalance, and then continue so as you can sence [sic] .
Needle dropping [underlined] 1 [/underlined] Passing over signal 2 The loop base plug out 3 Beacon transmission stopping 4 Loop damaged by flak 5 R1155 u/s D/F circuit Check sence [sic] of loop every ten minutes and decrease or [deleted] int [/deleted] increase meter amplitude, When listening to group broadcast tell pilot to keep on course give bearing to navigator which you took at first and find out weather [sic] it agrees to within 5˚ of course
Advantages. Can get nav aids if TX is u/s. [underlined] 2 [/underlined] nav aid if under WT silence 3 Nav aid if MF DF channels full 4. Any number of a/c can get same bearing at same time from same place
Disadvantage. [underlined] 1 [/underlined] QE [underlined] 2 [/underlined] coastal refraction and night effect [underlined] 3 [/underlined] meackoning 4 jamming Range 200 by night 300 by day
[page break]
Limitation. Height. Obstruction such as mountains. Weather classing of loop 1st 0 to 7 2nd 7 to 15 3rd over 15
[underlined] DAILY INSPECTION (F700) [/underlined]
[underlined] Aerial system. [/underlined] Type J test plugs make sure they are clean. inspect HF TR9 & IFF aerial for tautness and connected. Trailing aerial make sure winch is fixed, try track Rachet [sic] and free position. Chlamping [sic] ratchet make sure it screws down. Make sure earth plug is OK clean and secure, check Cord and leads. Loop aerial check for Clean and secure of plug and security of all equipment. Check sence [sic] of loop. Make sure that you have Q.E. and loop turns 360˚. SBA aerial make sure its [sic] not dented bent and that it is secure.
[underlined] R1155 [/underlined]
Check all controls and make sure they do what they are suppose to. Tune on ranges make sure you can hear RT. MeM. & CW. Make sure plug tight. Pull receiver out.
[page break]
[underlined] T1154 [/underlined]
Check plug and wires connection tune up on all three ranges check vernier make sure readings are correct check plugs interlock. 750 milliamp fuse spare’s valves
[underlined] A1134 [/underlined]
Check plugs and connections check ABC switch powers supply 120v over 100 2v over 2.1 on load
Spares. Valves for RX & [deleted] [indecipherable] [/deleted] TX [deleted] 12 [/undeleted] 2:12 6 2v spare trailing aerial. Ten foot lead. Spare wire and clipers [sic] spare fuses screwdriver
[underlined] Fuses [/underlined] Change fuses with spares ODD and SOD’S the pilots [sic] morse key your own key the aldis and four shields longdex relay. Pilots RT remote control IFF remote control 47 or 52 res. Longdex relay now and again. Dinghy TX and equipment inspection lampd and leads. Checking of crews headset. Spare bulbs for aldis and pilot lamps
[underlined] Internal and external lighting [/underlined]
Formation navigation landing light check reostat [sic] on all the internal
[page break]
light test for security also call light. Make sure of main lights. On air test check all readings. Intercom check each point from every other point
[underlined] IFF [/underlined]
Check power supplies, check D curcuit [sic]. Pilots and your distress switch. Check all plugs and external connection. Check aurally Check inert and det [sic] switch
[underlined] Power Supply [/underlined]
Check 120v vibrating unit if fitted LTPU LTPU Check all plug all sockets all leads, Check starter relay of HTPU Check 750 ma fuse in HTPU
[page break]
LOOP CALIBRATION CHART
[table of loop calibration figures]
LOOP SWINGING
[underlined] 1 [/underlined] Select Base (A) Harding standing (B) Free from metallic surrounding
[underlined] 2 [/underlined] Select Beacon (A) Position about 100 miles away (B) Make sure it is opperating [sic] for duration of loop swinging [underlined] 3 [/underlined] Tune Beacon (A) Identify (B) Get dead space [underlined] 4 [/underlined] Acquire bearing of Beacon, from the Nav (354) [underlined] 5 [/underlined] Head A/C on to 354˚ (Loop should read 000˚) [underlined] 6 [/underlined] Head A/C on to Compass heading of 360. Take Bearing 002
[page break]
[underlined] DARKY ORGANISATION [/underlined]
Freq [sic]6440 Darky Watch kept on. All Bomber Command airfields. Specially selected airfields of other commands. Occult sites. R.O.C. Posts 24 hour watch. Airfields 24 hour watch Occult kept for duration of the flashing of beacon, gives rough fix B.C airfield facilities Rough fix [deleted] shea [/deleted] searchlight homing airfields lighting. Componant [sic] parts of weather reports. Special instructions & medical aid. Diversions to other airfields. Other airfields the same. ROC Post Rough fixing. Course to steer to a selected airfield
FLYING CONTROL
QDM Weather reports, state of landing ground, W/T Link, Height to fly, obstruction.
BASE OPPS
Height of cloud base, Barometric Pressure messages
GCN Enemy A/C GGB unidentified A/C
[page break]
DINGHY SIGHTING
[latitude & longitude table with notes of actions dependant on position]
GOING OUT REPORT TO GROUP IN BOMBER CODE GIVE GEE CO ORD COMING BACK ALLOTED MF IMMEDIATELY EARLY RETURN ALLOTED MF
ENEMY SIGHTING ARE SENT THE SAME AS DINGHY SIGHTINGS WINDS P PASSED TO PRESENT F FUTURE NOW TO ½ HR X BOMBING WINDS DIRECTION 180 SPEED 20 WINDS TO BASE HEIGHT 96 POSITION 23 TAKE AWAY YOUR HEIGHT FROM KEY
SIGNAL STRENGTH QSA [underlined] 1 [/underlined] HARDLY PERCEPTABLE 2 WEAK 3 FAIRLY GOOD 4 GOOD 5 VERY GOOD SIGNAL READABILITY QRK [underlined] 1 [/underlined] UNREADABLE 2 READABLE NOW AND THEN 3 READABLE WITH DIFFICULTY 4 READABLE 5 COMPLETELY READABLE
[page break]
[blank page]
[page break]
T1154
This transmitter is a general purpose transmitter fixed for CW MCW & RT transmission. The transmitter consists of three main curcuit [sic] [underlined] 1 ]/underlined] MO 2 PA 3 modulator and sidetone [sic] fre [sic] Range [underlined] 1 [/underlined] Blue 10 to 5.5 mgs (HF) 2 Red 5.5 to 3 mgs (HF) 3 Yellow 500 to 200 kc (MF) [underlined] Valves [/underlined] V [underlined] 1 [/underlined] MO VT105 indirectly heated triode V2 & 3 PA VT104 directly heated Pentodes V4 modulator VT105 ind H triode
[underlined] MO Curcuit [sic] [/underlined] Consists of a hartly type oscilator [sic] – VT 105 there are three separate tuned curcuits [sic] one for each range selected by the range selector switch consisting of fixed inductance and a variable condenser. Precaution to ensure a stable pre output [underlined] 1 [/underlined] completely screened to stop other oscilation [sic] effecting [sic] the curcuit [sic] [underlined] 2 [/underlined] Indirectly heated valve to prevent small changes in filiament [sic] voltage effecting [sic] fre [sic] [underlined] 3 [/underlined] Low power working (approx. 200v) [underlined] 4 [/underlined] allowance is made for temperature variation by means of the vernier fine tuneing [sic] if temperature decreases the componance [sic]
[page break]
contract so [underlined] decreasing [/underlined] inductance and capacity of valve’s therefore [underlined] increasing [/underlined the frequency ([mathematical formula]) This is only used when working a click stopped fre [sic]. to decrease pre move vernier up
[underlined] PA Curcuit [sic] [/underlined] valves 2 and 3 VT 104 directly heated pentode a pentode valve is used to prevent it from breaking into self oscilation [sic] due to feed back through the inter electrode capacity – therefore no nutralization [sic] unit is nesersary [sic]. The HF ranges are tuned by variable condenser and a variable nine position tapped aerial inductance the MF has three tuning controls anode tap switch, (18 to 24). Aerial tap switch (1 to 17), and fine tuning. The anode taps give a pre [deleted] of [/deleted] variation of 17 Kcs. The variable permeability fine tuning (from dust core) has a fre [sic] coverage of 20Kcs, for fine tuning between the anode taps.
[underlined] Modulator and sidetone [sic] curcuit [sic] [/underlined] V4 modulator valve VT 105 [indecipherable word] triode
[page break]
is a low pre oscilator [sic], [deleted] osc [/deleted] ocsilating [sic] at 1200 Kc the curcuit [sic] oscilates [sic] all the time the transmiter [sic] is working weather [sic] the key is up or down in Tune CW and MCW position of the transmiter [sic] master switch When the key is pressed the phones are connected to the modulator curcuit [sic] (by means of the Keying relay) to enable us to hear what we are sending, [deleted] alth [/deleted] although the modulator is oscilating [sic] it is no indication that the rest of the set is serviceable. The second fuction [sic] of the sidetone [sic] curcuit [sic] is to modulate our CW output at 1200CPS for MCW. The third function of the curcuit [sic] is to provide amplification of the mic [sic] speech fre [sic] to be superimposed upon the CW output when on R/T Position, of TR master switch. Either EM or Carbon mics [sic] can be used :- with EM mics [sic] the A1134 is used for High impeadance [sic] curcuit [sic] A1134A for Low Impeadance [sic] curcuits [sic]
[page break]
With Carbon mics [sic] the 6.3 LT is used to energise the mic [sic] the is also sidetone [sic] in the RT position
[diagram of T1154 Block Circuit]
[page break]
[drawing of R1155 Block diagram (Comm [sic])]
[page break]
R1155 BLOCK DIA
The R1155 is a ten valve super set, capable of receiving CW and MCW on the following range of fre [sic] Range [underlined] 1 [/underlined] 18.5 to 7.5 mgs (HF) 2 7.5 to 3 mgs (HF) 3 1500 to 600Kcs MF) 4 500 to 20 Kcs MF) 5 200 to 75 Kcs Where applicable ranges are coulour [sic] coded to link up with T1154 coulour [sic] extra ranges are coulred [sic] black. Note There is no receiver coverage between 600 and 500 or 1500 and 3000Kcs Valves V 1 & 2 VR99 A Tri Hex DF switching V3 VR100 Pentiode (Vari Mu) RF amp VR99 Tri – Hex FC V5 & V6 VR100 Pentodes Vari Mu 1st & 2nd 1 Famp V7 VR101 DDT AVC & BFO V8 VR 101 DDT Detecor [sic] output meter VR102 Double Triode visual switching V10 VI 103 cathode ray tuning indicator Power Supplies Heaters take 6.3v HT 217volts communications receiver Both fixed and Trailing aerials
[page break]
are connected to receiver via an external switch device, and trans The correct aerial for connection is selected by the pre range switch and master switch
RF Stage This has a tuned grid curcuit [sic] and is RF transformer coupled to the mixer, the secondary of the RF transformer is also tuned and this is the grid curcuit [sic] for the Hexode portion of V4 Freqency [sic] Changer The incoming signal amp by V3 is fed to the control grid of Hexode portion of V4. The screened grids are internally joined and screen the internal ejector grid which is directly connected to the grid of triode portion. The triode portion is the RF oscilator [sic] and always works 560 Kcs above incoming signal (when correctly tuned) the signal and osc [sic] fre [sic] are mixed in the
[page break]
Hex portion and the diferent [sic] fre 560Kcs apears [sic] in the anode curcuit [sic].
IF Stages These consist of pre tuned parallel rejector [sic] curcuits [sic] and are tuned to 560 Kcs they give maximum amplification only of freq [sic] of 560 Kcs and freq [sic] very near the incoming signal receive little or no amplification, thus overcoming second channel interference therefore giving a greater degree of selectivity and by means of Valves 5 & 6 the to IFA a greater degree of senceativity [sic]
AVC and BFO [underlined] BFO [/underlined] This is the triode portion of valve seven which is an independa [sic] oscilator [sic] oscilating [sic] at 280.5 Kc. The first harmonic of this pre ie [sic] 561 Kc is fed into the Detector portion of valve eight where it beat with signal of 560 coming from valve 6 so producing our 1 Kc note. The BFO oscilate [sic] basicly [sic] at 280.5 for this reason :-
[page break]
a pre of 561 Kc is desired but if the BFO was to oscilate [sic] at this pre there would be a tendency for the IF stages at 560 and the BFO at 561 Kcs to pull each other off freq [sic] due to the fact that both freq [sic] are so very near each other. Therefore the BFO oscilates [sic] at 280.5 which is far removed in freq [sic] from the IF stages, and in the anode curcuit [sic] of BFO we have a curcuit [sic] pre tuned to 561Kcs the Het adjuster (a variable condenser) provide a three Kc variation of the BFO freq [sic]. The Het switch is used to make or break the HT to BFO curcuit [sic] on for CW off for R/T. [underlined] AVC [/underlined] The two Diodes in V7 provide our delayed A.V.C. – the delayed voltage is thirteen volts the to [sic] Diode are connected to form one Diode.
Audio Freq amplif [sic] AFA is effected [sic] by V8 this valve is a DDT. One diode is used for DF
[page break]
the other diode acts as a detector and detect in the case of CW signs the 1 Kc AF being the differese [sic] between 560 & 561 Kcs mixing in detector stage – and in the case of R/T it detects the AF componant [sic] which is modulating the 560Kc carrier wave the triode portion mearly [sic] amplifies and passes on to phones the AF componant [sic]
[underlined] D/F Curcuit [sic] [/underlined] Fixed & loop aerial trimming condensers These are provided to ensure maximum senceativity [sic] accuratly [sic] is obtained when sencing [sic] bearings. Fixed aerial trimmer [underlined] 1 [/underlined] Tune in a known signal between 200 & 500 Kcs [underlined] 2 [/underlined] Meter Deflection high [underlined] 3 [/underlined] Balance needles [underlined 4 [/underlined] switch to aural and take bearing [underlined] 5 [/underlined] Reduce Loop scale Reading [underlined] exactly [/underlined] 30˚ [underlined] 6 [/underlined] hold aural sence [sic] switch [underlined] left [/underlined] and adjust fixed aerial trimmer with an insulated screwdriver for a fade out of signal Loop Aerial trimming condenser [underlined] 1 [/underlined] Tune in a known signal
[page break]
[diagram of R1155 comm & DF]
[page break]
near 1500 Kcs [underlined] 2 [/underlined] Balance needles [underlined] 3 [/underlined] take an aural Bearing 4 Reduce loop scale reading exactly 90˚ (max signal position – check by magic eye) 5 hold sence [sic] switch right and adjust trimmer for maximum note in phones [underlined] 6 [/underlined] inspect trimmer and if fully in mesh add the small fixed condenser in parallel if fully out of mesh add small fixed condenser in series
[diagram of in mesh] [diagram of out of mesh]
BFO Adjustment excluding permeableity [sic] tuning of inductare [sic] inside BFO screening can. [underlined] 1 [/underlined] tune in a strong signal (BBC) by magic eye 2 Het switch one 3 insurt [sic] a small screwdriver in het adj [sic] and turn until a 1 Kc note is heard in Phones (check note against that of sidetone [sic] N.B. If the BFO requires further adj [sic] return set to maintainance [sic] section. A Marconi screwdriver
[page break]
will not fit fixed or loop aerial condenser or Het adj [sic] Emergency Back Tuneing [sic] – Magic eye U/S A(1) Tune incoming signal to dead space in receiver (2) T1154 master switch to R/T press key and tune MO for dead space having first tuned PA stage B(1) Tune incoming signal to dead space in receiver (2) set up MO to approx [sic] frequency [sic] (3) place tip of Telephone plug on second pin from batton [sic]on left of centre receiver plug (P2) [underlined] 4 [/underlined] Switch to tune and lock key [underlined] 5 [/underlined] adjust MO for dead space of very loud signal heard 6 Tune PA stage in normal manner
MARCONI POWER SUPPLIES TYPE 47
[diagram]
[page break]
The type 47 is used with a 12V A/C system, and has a total resistance of 13 [omega symbol], and is connected in positive lead between Acc [sic] & LT PU. its purpose is to reduce the input voltage to the LT PU to 10.5 volts to give a stable and correct 6.3 LT output. All the type 47 resistance is switched in or out of curcuit [sic]
[diagram of type 52]
Type 52 is used with 24 volts system and has a total resistance of .735 [omega symbol] and is connected in positive lead between AC ACC and LT PU the portion 3 to 6 only is switched in or out of curcuit [sic] and its value is .355 of an [omega symbol] – the portion one to three is alway [sic] in curcuit [sic] its value is .38 of an [omega symbol]
[page break]
LONGDEX RELAY AND TYPE 52
[diagram]
The Longdex relay is used in conjunction with the A/C ACC cut out type E or F (E-12v F- 24v). This cut out has two extra cut out for the Londex relay known as the aux contacts. The leads to the longdex relay solenoid are connected directly to the cut out via the two aux contact so that the full Acc voltage is passing through the coil, due to the charging from the EDG the solenoid becomes an electro magnet and its magnetic pulling effect upon switch A is enough to over come the tention [sic] of the spring thus opening the curcuit [sic] and
[page break]
bringing in all type 47 or the portion 3 to 6 of type 52 to drop the input to the LT PU down to 10.5 or 18 volts. In the event of break in type 47 remove two 5 amp Longdex relay fuses, With regards to type 52 for a break in portion 1 to 3 insert 40 amp emergency fuse, and for a break in portion 3 to 6 remove the two 5 amp longdex relay fuse’s
SIMPLE ANSON PARALLEL CHARING SYSTEM
All the equipment comprising the electrical system together with fuse’s and where situated in curcuit [sic] are shown in diagram if either EDG or any of its assosiate [sic]equipment including 60 amp main charging fuse goes U/S A reduce reading in volt meter will follow. When LT PU starts up and the HT PU a downward ficker [sic] in volt meter will show this fact. The purpose of the 3 [omega symbol] res
[page break]
diagram of simplified anson parallel charging circuit]
[page break]
in longdex relay line is to prevent the Acc being charged through the longdex relay line in the event of either of the main Charging fuse’s blowing
A1134
VR35 Double Pentode VR21 TRIODE 4 pin plug 2 mic [sic] leads for crew & 2 for Wop The other plug crew & Wop phone leads and leads to T1196 and R1155 Switch on EM for R/T on T1154 and CM for Tinselling
T1154 supplies plug [underlined] 1 [/underlined] 220v HT +- 6.34 – 1200 –ve 6.3 HT starter 24v LT starter plug 2 1200HT+ plug 3 Telephone + Key Key relay Bias
Plug 4 220v O 220visual 6.3+- MF & HF aerials
TUNING 1154 TO CLICK STOPS [underlined] 1 [/underlined] check power supplies 120 HT 2v LT 2 plug in crystal & phones to monitor switch on select crystal [underlined] 3 [/underlined] select click stop [underlined] 4 [/underlined] switch to tune press key rotate MO for dead space. 5 TUNE PA recheck MO for deadspace [sic] 6 Tighten screw 7 move vernier make sure dead space two from bottom 8 switch
[page break]
[diagram of Anson A/C w/t & electric supply layout]
[page break]
[diagram of electrical circuit]
[page break]
[diagram of D circuit]
[page break]
[diagram of a 192 panel]
[page break]
[diagram of TR 1196]
Dublin Core
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Title
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Roy Briggs Course 242 training notes
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A notebook containing handwritten notes about wireless operator's responsibilities, procedures and operations.
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Roy Briggs
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Booklet with 24 handwritten sheets
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eng
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MBriggsR1893726-160226-04
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Royal Air Force
Royal Air Force. Bomber Command
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IBCC Digital Archive
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Steve Christian
David Bloomfield
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aircrew
training
wireless operator
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/371/6142/SCavalierRG1264567v10025.1.pdf
e8ccb5c612ecbdde4c82ad4e8be27b7c
Dublin Core
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Cavalier, Reginald George. Album two
Description
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35 items. The album contains service material, Christmas cards, and propaganda leaflets in German, French and English.
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IBCC Digital Archive
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2017-04-10
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Cavalier, RG
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Schießbuch
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Shooting practice recording log.
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Six printed sheets from a booklet
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deu
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Text. Training material
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SCavalierRG1264567v10025
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Wehrmacht
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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
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https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/380/7018/MHattersleyCR40699-160506-060001.2.jpg
95bc946ab9fd63a9b868961cded6c5e9
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/380/7018/MHattersleyCR40699-160506-060002.2.jpg
17c7d6a51bf0ee9a55b903f3a420fde4
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Hattersley, Peter
Peter Hattersley
C R Hattersley
Charles Raymond Hattersley
Description
An account of the resource
77 items. The collection concerns Wing Commander Charles Raymond Hattersley DFC (1914-1948, 800429, 40699 Royal Air Force). Peter Hattersley served in the Royal Engineers between 1930 and 1935 but enlisted in the RAF in 1936. He trained as a pilot and flew with 106, 44 and 199 Squadrons. He completed 32 operations with 44 Squadron but had to force land his Wellington in France on his first operation with 199 Squadron in December 1942. He became a prisoner of war. He married Miss Kathleen Hattersley nee Croft after the war. The collection contains his logbook, notebooks, service material, his decorations and items of memorabilia in a tin box and 39 photographs.
The collection has been loaned to the IBCC Digital Archive for digitisation by Charles William Hattersley and catalogued by Barry Hunter.
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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. 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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2016-05-06
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Hattersley, CR
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CENTRAL EXAMINATIION BOARD, ROYAL AIR FORCE.
INTERMEDIATE EXAMINATION. 12th August, 1938.
Nos. 2, 6 & 11 Flying Training Schools.
ALSO RE-EXAMINATIONS.
[underlined] AIRMANSHIP [/underlined]
[italics] (i) Write your allotted Index Number ONLY (NOT your name), also subject, school and date at the top of each answer book handed in.
(ii) EIGHT questions ONLY to be answered. Questions Nos. 1 to 4 carry 30 marks each. 5 to 10, 20 marks each.
(iii) Put the number of the question in Arabic numerals in the margin at the beginning of your answer.
(iv) MAXIMUM MARKS – 200. (v) TIME ALLOWED – 2 hours.
(vi) READ the Questions CAREFULLY and give concise answers, tabulated where possible. [/italics]
[dashed line across page]
1. (i) You are Duty Pilot at South Cerney. A pupil, A.P.O SMITH, takes off from the aerodrome in Hart (T) K 1234 at 1000 hrs. on a cross country flight to Peterborough. He expects to take 55 minutes to complete the flight. Make out a departure signal on the form provided.
(ii) A.P.O. SMITH has not arrived at Peterborough at 1200 hrs. What action should be taken by the Duty Pilot at Peterborough?
[italics] (30 Marks) [/italics].
2. You are Duty Pilot at your station. A.P.O. JONES rings up and informs you that he has forced [sic] landed and damaged his aircraft. Tabulate the information you require from him.
[italics] (30 Marks) [/italics].
3. Before taking an aircraft into the air, what precautions do you take to ensure that everything is in order for the flight?
[italics] (30 Marks) [/italics].
4. Give a brief description of the “lay-out” of the Aeroplane Maintenance Form (Form 700).
[italics] (30 Marks) [/italics].
5. When flying at night, you observe the following lights if an aircraft flying at approximately the same altitude as your own:-
(i) A RED light 45o to starboard;
(ii) A WHITE light 5o to starboard;
(iii) A GREEN light 45o to starboard;
(iv) A GREEN and RED light ahead.
State what action you would take and give full reasons in each case.
[italics] (20 Marks) [/italics].
6. (i) What inspections should be given to every initial equipment aircraft?
(ii) For what inspections is an aeroplane NOT placed unserviceable?
[italics] (20 Marks) [/italics].
[inserted] reamer A.M.O [/inserted] 7. (i) Sketch the “lay-out” of a flare path and give dimensions.
(ii) What factors determine the positioning of the boundary lights?
[italics] (20 Marks) [/italics].
8. Name FIVE advantages derived from the use of oxygen when flying at high altitudes.
[italics] (20 Marks) [/italics].
[inserted] Julia Rokeby 556313
294 Torquay Rd
Preston Paignton TQ3 2ER [/inserted]
P.T.O.
[page break]
- 2 -
9. What are the regulations regarding:-
(i) Diving practices over an aerodrome being carried out below an altitude of 2,000 feet;
(ii) Aeroplanes approaching balloons;
(iii) Flying over towns;
(iv) The carrying of ballast in aeroplanes?
[italics] 20 Marks) [/italics].
10. Give the FIVE main points to which you should pay particular attention when you are carrying out the daily inspection of your parachute.
[italics] 20 Marks) [/italics].
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Airmanship Intermediate Examination
Description
An account of the resource
An exam paper for Intermediate Airmanship. There are ten questions, candidates were to answer only eight.
Creator
An entity primarily responsible for making the resource
Great Britain. Royal Air Force
Date
A point or period of time associated with an event in the lifecycle of the resource
1938-08-12
Format
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Two typewritten sheets
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Service material
Text. Training material
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
MHattersleyCR40699-160506-060001, MHattersleyCR40699-160506-060002
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
Temporal Coverage
Temporal characteristics of the resource.
1938-08-12
Contributor
An entity responsible for making contributions to the resource
Tricia Marshall
David Bloomfield
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/380/7020/MHattersleyCR40699-160506-08.1.pdf
20e153f164a203635a7e757519721117
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Hattersley, Peter
Peter Hattersley
C R Hattersley
Charles Raymond Hattersley
Description
An account of the resource
77 items. The collection concerns Wing Commander Charles Raymond Hattersley DFC (1914-1948, 800429, 40699 Royal Air Force). Peter Hattersley served in the Royal Engineers between 1930 and 1935 but enlisted in the RAF in 1936. He trained as a pilot and flew with 106, 44 and 199 Squadrons. He completed 32 operations with 44 Squadron but had to force land his Wellington in France on his first operation with 199 Squadron in December 1942. He became a prisoner of war. He married Miss Kathleen Hattersley nee Croft after the war. The collection contains his logbook, notebooks, service material, his decorations and items of memorabilia in a tin box and 39 photographs.
The collection has been loaned to the IBCC Digital Archive for digitisation by Charles William Hattersley and catalogued by Barry Hunter.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. Some items have not been published in order to protect the privacy of third parties, to comply with intellectual property regulations, or have been assessed as medium or low priority according to the IBCC Digital Archive collection policy and will therefore be published at a later stage. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal, https://ibccdigitalarchive.lincoln.ac.uk/omeka/collection-policy.
Date
A point or period of time associated with an event in the lifecycle of the resource
2016-05-06
Identifier
An unambiguous reference to the resource within a given context
Hattersley, CR
Access Rights
Information about who can access the resource or an indication of its security status. Access Rights may include information regarding access or restrictions based on privacy, security, or other policies.
Permission granted for commercial projects
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
[underlined] NAVIGATION POLICY IN THE ROYAL AIR FORCE [/underlined]
[underlined] Definition [/underlined]
1. Navigation is the science of getting to the right place along the right route at the right time.
2. Science or art? Both require special study even if subsidiary to sciences of physics and astronomy. Therefore a science. Also needs application by aircrew in aircraft. The Science of navigation; the art of the navigator.
[underlined] Scope of Navigation [/underlined]
3. All phases implied in definition. Dispersal to dispersal. Immaterial whether information provided by instruments in the air or on the ground. Ground controller is practising navigation.
[underlined] Navigation as a factor in Air Warfare. [/underlined]
4. Among the principles of war are:-
(a) [underlined] Concentration [/underlined]. Importance of accurate timing.
(b) [underlined] Economy of Force [/underlined]. Implies highest efficiency of force and lowest loss-rate.
(c) [underlined] Mobility [/underlined]. Full use of strategic and tactical mobility implies efficient navigation.
(d) Surprise and Security [/underlined]. Accurate route keeping. Main and decoy raids.
5. Accurate navigation essential to these principles. Without it aircraft cannot be used to fullest advantage. Study of operations by Bomber, Coastal, Transport and Fighter Commands in recent war amply supports this view.
[underlined] Navigation as a factor in Air Safety [/underlined]
6. Importance obvious, examples are:-
(a) Avoidance of collision with high ground.
(b) Avoidance of collision with other aircraft.
(c) Knowledge of position of forced landing.
(d) Accurate navigation essential for effective search.
[underlined] Organisation of Navigation Branch [/underlined]
7. [underlined] Air Ministry [/underlined].
(a) Directorate of Navigation. Responsible for Air Staff policy
/on
[page break]
- 2 -
on navigation, briefing air traffic control and rescue. Liaison with Meteorological office.
(b) Navigation representation in Directorate of Operational Requirements (D.D.O.R.3.). Responsible for implementing Air Staff navigation policy in respect of airborne equipments [sic] through medium of Ministry of Supply.
(c) Sub-branch of Directorate of Signals (D.D. of S. (N)). Responsible for implementing Air Staff navigation policy in respect of ground signals installations and signals equipment generally.
(d) Navigation representation in Directorate of Flying Training (D.D.T.Nav.). Responsible for implementing Air Staff navigation policy in respect of navigation training.
8. [underlined] Ministry of Supply [/underlined]
(a) Navigation representation on staff of D.R.D. (R.D.Inst.Nav.). Concerned with Ministry of Supply action on navigation instruments other than radio aids and instruments.
(b) No special navigation representation for Radio aids and instruments but close liaison maintained with appropriate Air Staff departments.
9. [underlined] Commands [/underlined]. Navigation branch responsible to S.A.S.O. Intention that this branch responsible for Air Traffic Control and rescue as well as navigation and briefing. Link between operations staff and meteorological offices.
10. [underlined] Groups [/underlined]. One navigation officer. Intention that this officer responsible for air traffic control and rescue as well as navigation and briefing
11. [underlined] Stations [/underlined]. Intention that all flying stations should have Flight Lieutant [sic] Station Navigation Officer. Duties not finally defined but probable that this officer will be responsible for Navigation, briefing, rescue and, possibly, air traffic control.
11. [underlined] Squadrons [/underlined]. Intention that each squadron should have navigation leader who will be borne on aircrew establishment.
[underlined] Basic and Operational Training [/underlined]
12. [underlined] Navigators [/underlined]. Intention 18 months at Air Navigation School
/of
[page break]
- 3 -
of which 20 weeks initial training, 24 weeks basic training, 24 weeks applied training. No I.T.W. stage. After A.N.S., C.T.U. for operational training. A.N.S. training higher standard than in the past and will include training on radar equipments [sic] likely to be in general use.
13. [underlined] Pilots [/underlined]. Pilots to be given navigational training at all stages. Standard to be higher than during the war and designed to make pilot competent navigator.
[underlined] Post Graduate Training [/underlined]
14. All to be done at Empire Navigation School. Following courses already started:-
(a) Advanced navigation course (8 weeks navigator, 12 weeks pilot), designed to fit graduates for junior instructional and navigation leader posts.
(b) Specialist navigation course (six months), designed to fit graduates for all staff and instructional posts.
(c) Advanced specialist navigation course (six months, and to be taken immediately after conclusion of specialist N. course), designed to fit graduates for staff and instructional posts in which higher technical qualifications are required.
(d) Refresher course (4 weeks), designed to bring previously qualified specialists up to date and to familiarise non-specialists with latest advances in navigation.
[underlined] Navigation Technique – Policy [/underlined]
15. Not possible to lay down detailed techniques now. Intention to make calculation fully automatic and thus –
(a) allow navigator more time to make and interprete [sic] observations;
(b) reduce number of navigators in crew.
[underlined] Equipment – Policy [/underlined]
16. Provisional 5 year policy issued October 1946. Final policy expected shortly
17. [underlined] Landing aids [/underlined]
(a) Immediate action:-
(i) BABS Mark II for Rebecca fitted aircraft;
/(ii)
[page break]
- 4 -
(ii) existing S.R.A. to be retained Flying Training Command;
(iii) existing G.C.A. units to provide common user service.
(b) Subsequent action:-
(i) S.C.S.51 to be considered as replacement for BABS Mark II when British equipment available.
(ii) G.C.A. as primary aid for single seater fighter aircraft and as standby aid for other aircraft fitted with R/T.
(iii) Research into and development of automatic landing.
18. [underlined] Short Range Aids [/underlined]
(a) Immediate action:-
(i) existing GEE installations to be retained;
(ii) Eureka beacons to be adopted for homing;
(iii) V.H.F. D/F to be adopted for homing and air traffic control
(b) Subsequent action:-
(i) GEE facilities provided by Civil Aviation to be utilised;
(ii) Development of GEE to continue;
(iii) Eureka beacons associated with orbit meter to be generally adopted.
(iv) Development of cathode ray V.H.F. D/F;
(v) Development of Spider’s Web;
(vi) V.H.F. rotating voice beacons for use by high-speed aircraft;
(vii) Decca to be investigated.
19. [underlined] Long Range Aids [/underlined]
(a) Immediate action
(i) Civil Consol installations as interim aid;
(ii) Astro.
(b) Subsequent action:-
(i) Use of Loran if Civil Aviation adopt it;
(ii) Development if P.O.PI.;
(iii) High power M/F beacons outside Loran consol cover;
(iv) Development of radio compass;
(v) Development of Astro. Automatic sight taking and reduction.
20. [underlined] Bombing and Search Aids [/underlined]
(a) Immediate action:-
/(i)
[page break]
- 5 -
(i) Oboe, care and maintenance;
(ii) G.H. to be retained;
(iii) H2S to be retained;
(iv) A.S.V. to be retained.
(b) Subsequent action:-
(i) Development of H2S and A.S.V.
(ii) Possible development of centimetre beacons.
21. [underlined] Other Aids [/underlined]
(a) Immediate action
(i) Retention of present automatic dead reckoning instruments;
(ii) Retention of existing visual aids.
(b) Subsequent action
(i) Development of distant reading compass (G.III, G.IVB, G.IVF)
(ii) Development of automatic dead reckoning instruments;
(iii) Development of navigation bombing computor [sic];
(iv) Development of new drift sight;
(v) Investigation of pressure pattern flying;
(vi) Development of terrain clearance and cloud warning device.
22. [underlined] Rescue [/underlined]
(a) L/R C/R D/F fixer network U.K., Azores, Iceland operated by M.C.A.
(b) H/F D/F home and overseas operated by R.A.F.
(c) M/F D/F in U.K. eventually to be operated by Post Office.
(d) V.H.F. D/F home and overseas.
23. [underlined] Long term policy [/underlined]. Not yet in final form; will probably be directed primarily towards:-
(a) Development of means rapid landing of fighter aircraft in poor visibility.
(b) Development of military long range (50 – 2,000 miles) aid suitable for all types of aircraft, possibly non-radio.
(c) Development of rapid and accurate means of effecting fighter interception.
(d) Improvement of target location aids.
(e) Improvement and development of short range aids (0 – 150 miles) with special reference to requirements of Air Traffic Control.
/[underlined] Conclusion [/underlined]
[page break]
- 6 -
[underlined] Conclusion [/underlined]
24. Accurate navigation essential to success of air operations. Advent of atomic weapons increases rather than decreases need for accuracy. Must be prepared at [underlined] beginning [/underlined] of any future war. Present methods need improvement. Importance of development work and keeping science of navigation “live.”
[underlined] 8th January, 1947 [/underlined]
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Navigation policy of the Royal Air Force
Description
An account of the resource
The document is broken down into Definitions, scope, air warfare, air safety, organisation, Ministry of Supply, Commands, Groups, Stations, Squadrons, Basic and operational training, Post Graduate training, Navigation technique -Policy, Equipment - Policy, Landing aids, short and long range aids, Bombing and search aids, other aids, rescue, long term policy and a Conclusion.
Date
A point or period of time associated with an event in the lifecycle of the resource
1947-01-08
Format
The file format, physical medium, or dimensions of the resource
Six typewritten sheets
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Training material
Identifier
An unambiguous reference to the resource within a given context
MHattersleyCR40699-160506-08
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Training Command
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Temporal Coverage
Temporal characteristics of the resource.
1947-01-08
Contributor
An entity responsible for making contributions to the resource
Tricia Marshall
David Bloomfield
Margaret Carr
Creator
An entity primarily responsible for making the resource
Great Britain. Royal Air Force
aircrew
Gee
H2S
navigator
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/380/7035/MHattersleyCR40699-160506-19.1.jpg
1bb562897e66d39dbd5a35604db914b8
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Hattersley, Peter
Peter Hattersley
C R Hattersley
Charles Raymond Hattersley
Description
An account of the resource
77 items. The collection concerns Wing Commander Charles Raymond Hattersley DFC (1914-1948, 800429, 40699 Royal Air Force). Peter Hattersley served in the Royal Engineers between 1930 and 1935 but enlisted in the RAF in 1936. He trained as a pilot and flew with 106, 44 and 199 Squadrons. He completed 32 operations with 44 Squadron but had to force land his Wellington in France on his first operation with 199 Squadron in December 1942. He became a prisoner of war. He married Miss Kathleen Hattersley nee Croft after the war. The collection contains his logbook, notebooks, service material, his decorations and items of memorabilia in a tin box and 39 photographs.
The collection has been loaned to the IBCC Digital Archive for digitisation by Charles William Hattersley and catalogued by Barry Hunter.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. Some items have not been published in order to protect the privacy of third parties, to comply with intellectual property regulations, or have been assessed as medium or low priority according to the IBCC Digital Archive collection policy and will therefore be published at a later stage. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal, https://ibccdigitalarchive.lincoln.ac.uk/omeka/collection-policy.
Date
A point or period of time associated with an event in the lifecycle of the resource
2016-05-06
Identifier
An unambiguous reference to the resource within a given context
Hattersley, CR
Access Rights
Information about who can access the resource or an indication of its security status. Access Rights may include information regarding access or restrictions based on privacy, security, or other policies.
Permission granted for commercial projects
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
[underlined]FLYING WING, ROYAL AIR FORCE, OAKINGTON
WING INSTRUCTION NO.7.
PILOT’S FLYING LOG BOOKS – METHOD OF RECORDING FLYING TIMES.[/underlined]
The following instructions are to be complied with when recording flying time :-
(a) Qualified first pilots while flying as Captain or aircraft or designated First Pilot – Log Book Columns 6. or. 9.
(b) Qualified First Pilot while flying as Second Pilot – Log Book Columns 7. or 10.
(c) Second Pilots and other pilots not qualified as First Pilot – Log Book Column 7.or 10.
(d) Instructors giving dual instruction [Log Book Columns] 6. or. 9
(e) Pilots receiving dual instruction [Log Book Columns] 5. or 8.
2. Pilots taking passage in aircraft of which they are not designated in the authorisation book as “First Pilot”, “Second Pilot” nor as “Pilot under instruction” are to record the time as [underlined]“passenger”[/underlined].
3. Acceptance Checks and Categorisation Tests are to be recoded as “First Pilot” time by the testing pilot, who will be designated “Captain” of the aircraft, and as First Pilot the the [SIC] pilot being checked or tested.
4. “Route Checks” are designated to assess the general behaviour and ability of crews while operating on the routes. Under these circumstances the Captain of the crew being checked will normally record the time as “First Pilot” time, unless the checking officer actually takes over the controls and the Captain being checked acts as “Second Pilot”.
5. The following amendments are to be made to the Pilot Flying Log Book:-
(a) Column 12 – Delete the heading [undecipherable] and insert “Simulated”
(b) Column 13 – Delete the heading “Pilot” and insert “Actual”.
6. “Actual Instrument Flying” will be that flying time, day or night, when the aircraft cannot be controlled by reference to extend visual aids and all manoeuvres are carried out solely by reference to instruments. Time above the overcast is not to be counted. The practice of allowing a certain of percentage of night flying to be counted as instrument flying is to be dis-continued.
7. “Simulated Night Flying” will be that instrument flying time when conditions such as demand that all manoeuvres be carried out solely by reference to instrument are created artificially.
8. Air Ministry Orders A.884/1945 and A. 878/1946 refer.
A. Foord-Kelcey
Wing Commander,
Commanding Flying
R.A.F. OAKINGTON.
DISTRIBUTION
Station Commander
S.L Training (2)
O.C. No.27 Squadron (2)
O.C. No. 30 Squadron (2)
O.C. No. 46 Squadron (2)
O.C. No 238 Squadron (2)
O.C. “D” Squadron 2)
Wing Control Room
File 1)
Spare 3)
OAK/FW/109C/TRG
4th February, 1948.
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Method of recording flying times
Description
An account of the resource
Instructions on filling in a Log Book
Date
A point or period of time associated with an event in the lifecycle of the resource
1948-02-04
Format
The file format, physical medium, or dimensions of the resource
One typewritten sheet
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Training material
Identifier
An unambiguous reference to the resource within a given context
MHattersleyCR40699-160506-19
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Cambridgeshire
Temporal Coverage
Temporal characteristics of the resource.
1948-02-04
Contributor
An entity responsible for making contributions to the resource
Claire Monk
Creator
An entity primarily responsible for making the resource
Great Britain. Royal Air Force
RAF Oakington
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/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
An unambiguous reference to the resource within a given context
Chatterton, J
Transcribed document
A resource consisting primarily of words for reading.
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
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1944-02-13
Format
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One page document
Language
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eng
Type
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Text
Text. Training material
Identifier
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SChattertonJ159568v10004
Coverage
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Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
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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
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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/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
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-10-26
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Twells, E
Access Rights
Information about who can access the resource or an indication of its security status. Access Rights may include information regarding access or restrictions based on privacy, security, or other policies.
Permission granted for commercial projects
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
Form 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
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
Corporal A Marsh's engineering notes
Description
An account of the resource
Handwritten engineering notes recorded during training.
Creator
An entity primarily responsible for making the resource
A Marsh
Format
The file format, physical medium, or dimensions of the resource
21 page notebook with handwritten notes
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
MMarshA542744-151026-01
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.
Conforms To
An established standard to which the described resource conforms.
Pending review
Contributor
An entity responsible for making contributions to the resource
Tricia Marshall
Trevor Hardcastle
David Bloomfield
Anne-Marie Watson
aircrew
flight engineer
training
-
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
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-10-26
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Twells, E
Access Rights
Information about who can access the resource or an indication of its security status. Access Rights may include information regarding access or restrictions based on privacy, security, or other policies.
Permission granted for commercial projects
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
[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
An entity primarily responsible for making the resource
Ernie Twells
Format
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One notebook of 38 pages handwritten notes
Language
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eng
Type
The nature or genre of the resource
Text. Training material
Text
Identifier
An unambiguous reference to the resource within a given context
MTwellsE171780-151026-04
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
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/416/7654/MTwellsE171780-151026-05.2.pdf
dbb4dd8ff4890d937b57eefd88e10a2c
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Twells, Ernest
Ernie Twells
E Twells
Description
An account of the resource
19 items. The collection concerns Flying Officer Ernie Twells DFC (1909 - 1979, 6042416, 805035 Royal Air Force) and contains his log books training notebooks, his medals and lucky mascot. It also includes a scrap book of photographs.
Ernie Twells served as an engine fitter before remustering as a flight engineer. He completed 65 operations with 619 and 617 Squadrons including sinking the Tirpitz.
The collection has been loaned to the IBCC Digital Archive for digitisation by Ernest Twells and catalogued by Barry Hunter.
Publisher
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IBCC Digital Archive
Date
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2015-10-26
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
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Twells, E
Access Rights
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Permission granted for commercial projects
Transcribed document
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Transcription
Text transcribed from audio recording or document
[underlined] F/O TWELLS [/underlined]
NAVAL No. S400
R.A.F. Form 619.
ROYAL AIR FORCE
Notebook for use in Schools.
[page break]
[blank page]
[page break]
[underlined] Newtons 3 Laws [/underlined]
[underlined] 1 [/underlined] A force is that [deleted] wich [/deleted] witch [sic] changes or lends to change a [indecipherable word]
[underlined] 2 [/underlined] Rate of change of momentum is proportional to the impressed force
Momentum – WT x Velocity
Momentum given by a force = Force x Time of action
M = W x V
[formula]
[underlined] 3 [/underlined] Motion and action are equal and opposite
Moment of a force about its point is its twining effect about that point and it is measured by the product:-
FORCE X PERP DIST of lines of action from the point
Work done – force x dist
[symbol] = 3 x 6 ft lbs
= 18 ft lbs
[underlined] Energy cap. for doing work
[page break]
Energy: Potential position
Chemical
Electrical
Heat.
Kinetic – motion 1/2 mass x V2
[underlined] POWER [/underlined] Rate of doing work meas [sic] in ft lbs sec
[formulas] [symbol]
For N of [indecipherable word]
Work done = Force x Dist
[formulas]
[page break]
Work done =
[torque formula]
Power [torque formulas]
[underlined] AIR AND ATMOSPHERE [/underlined]
[page break]
[blank page]
[page break]
[underlined] AIR AND ATMOSPHERE [/underlined]
[underlined] Resource [/underlined] force/units area
[formulas]
[page break]
[formulas]
[underlined] ATMOSPHERE [/underlined] [formulas]
[underlined] Pressure Altitude [/underlined] To the altitude corresponding to any given pressure in the standard atmosphere.
[formulas]
[temperature differentiations]
[page break]
[underlined] MEC EQUIV OF HEAT [/underlined]
I B T U = 778 ft lbs.
[underlined] CALORIFIC VALUE 1lb 100 OCT = 19,000 P.T.U
I.T.E [formula]
B.T.E = [formula]
[page break]
[underlined] AIR FLOW OVER A BODY [/underlined]
[symbols] [formulas]
Force on a body in a relative air flow depends on the square of the Velocity the density of the air & the area or size of the body a constant depends on the shape
[underlined] AIRSPEED [/underlined]
[symbols] [formulas]
[page break]
In the indicator box there will only be pressure P
Different to pressure = K10 V2
Difference in pressure gives an expansion of capsule and this gives a reading on dial. in knots/MPH)
Force on aircraft = [formula]
Pressure pilot head = [formula]
Ratios = [formula]
Errors
Position error Error due to constant change of pressure around aircraft on through out [sic] speed of A/C position of pilot static head Speed of the aircraft altitude of aircraft
Static vent can be fitted were [deleted] no [/deleted] position error is most constant
Instrument [indecipherable word] due to manufacturing defects Found by calibration and must not exceed certain figures
Compressibility error [formula]
[page break]
Errors involved are [formulas]
[underlined] TRUE AIR SPEED [/underlined] (T A S or V)
INDICATED AIRSPEED
RECTIFIED AIRSPEED (RAS) Position error [indecipherable word] error
EQUIVALENT AIRSOEED (V1) = IAS corrected for pos error instr error and compressibility error
A.S.I calibrated for comp error and with no posit on instr error I.A.S V1
At sea level V = V1
Any altitude [formula]
Aerodynamic force on a body = [formulas]
But K, A [symbol] are constants
Aerodynamic force = const x V,2
For a given V1 [deleted] on a body [/deleted] [inserted] aerodynamic force on a body is the same at any density
[page break]
[formulas]
[page break]
[pressure calculations at different altitudes]
[page break]
Bernoullis Theorem.
Energy of Position + Energy of Pressure –
Energy of Motion
Lift and drag of an aircraft depends on
[underlined] 1 [/underlined] Shape of airfoil and angle of attack
[underlined] 2 [/underlined] Plan area if airfoil (S)
[underlined] 3 [/underlined] Square if the velocity of airflow
4 Density of the air
[formulas] [diagram]
[page break]
LIFT DRAG CURVE
[diagram]
[underlined] DRAG CURVE [/underlined]
[diagram]
[page break]
Drag Analis [sic]
Induced drag (Di) +
Parasite drag (Dp) = Total drag
(Then friction + form drag)
Induced drag varies in inverse prop [sic] to the square of the speed
Parasite drag varies in prop [sic] to the square of the speed
[Formula for Parasite Drag]
INDUCED DRAG
[Graph plotting induced drag]
[page break]
[PARASITE DRAG]
[Graph plotting parasite drag]
TOTAL DRAG]
[Graph plotting total drag]
[Insert calculation]
Speed for minimum drag varies as the square root of the weight
[Formula for minimum drag]
[page break]
[inserted in top margin]Calculation[/inserted in top margin]
[Formula for minimum drag]
[Graph plotting minimum drag]
[Page break]
For a given weight and a constant [missing word] and given V1 the drag is constant at all heights
[underlined] Propellors [sic] [/underlined]
Def- Blade angle witch [sic] is the angle between chord of section and plane of rotation
[Diagram of propeller angle 1]
[Diagram of propeller angle 2]
Pitch of a prop [sic] [propeller] is the blade angle 2/3 from the center [sic] of the hub
[Diagram of propellor pitch]
[Page break]
Torque absorbs the power
Thrust gives the forward motion
Ratio for thrust to power absorbed is smaller nearer the hub
[Formulae exploring torque thrust power ratios at different speeds and revs per minute]
Page break]
[Formula for calculation of Thrust Horse power]
[Page break]
[underlined] POWERED FLIGHT [/underlined]
[Formulae for Power, Thrust Horse Power and Drag]
[Graph plotting variables of powered flight
[Page break]
[underlined] Power required for climbing] [/underlined]
[Formula for calculating power for climb]
[Formula for calculating rate of climb]
[line dividing page]
Power in the decent [sic]
[Calculation of power in descent]
[Page break]
[Graph plotting power for climbing]
[Graph RELATION OF V1MP TO V1MD]
[Page break]
Power to overcome
[Formula for Induced drag]
[Formula for Parasite drag}
[Graph plotting critical speed]
Supposing that speed is reduced [indecipherable word] from 120 to 100 without chance of power and without change of altitude from the curve can be seen that the power required to fly at 100 is greater than that to fly 120 [sic]. we [sic] can say therefor [sic] that if the aircraft is at all cap[capable] of flying at such low speeds than the reaching of the power curve
[Page break]
[inserted in top margin] numbers [/inserted in top margin]
to the left of the speed of minimum power is compleatly [sic] unstable for the aircraft at these speeds
If we are there for [sic] flying at 140 V. [sic] then a reduction in air speed due to a lump will provide a small excess of power at the lower speed. If we continue to fly level this excess power will tend to accelerate the aircraft back to 140 but the acceleration will be very slow and may take as long as 15 mins [minutes]
Compare rate of airspeed at a higher speed 170 and power and that a lump reduces the speed to 160 the excess power is very much greater and will show it self [sic] in ether [sic] of two ways. One the aircraft will quickly regain speed or two will climb at a noticeable rate of climb
The range of speed at wich [sic] the speed is sensitive to small variations of power is refered [sic] to as the thresh hold [sic] the speed in this range is said to be critical because it
[Page break]
Is not stable for the reason the recomended [sic] for range for an aircraft is some times [ sic] higher than the theory optimum
[underlined] Stability [/underlined]
Definition
A body is said to be stable if when there is a small changes [sic].[sic]
Forces are brought into play to return it to its original altitude
[Diagram demonstrating impact of changes on stability]
Zero tail left with slight increases of angle of allack [attack] a proportial [sic] increase of left on the lail [tail] plane will be greater than the increase on the main plane giving a [indecipherable word] affect [sic] from the tail plane to the C of G [sic] [indecipherable word] so restoring aircraft to original altitude
[Page break]
[underline] General Flying Principles [/underline]
[blank]
[Page break]
[blank page]
[Page break]
[blank page]
[Page break]
[underlined] TRANSPORT COMAND [sic] FLIGHT EFFICIENCY CONTROL [/underlined]
[underlined] OBJECT [/underlined]
[underlined]1 [/underlined] To increase safe range of squadrons
[underlined] 2 [/underlined]To obtain reliable data for the caperbilities [sic] of crews and squadrons for use in flight planning.
[Underlined] Conversion Chart [/underlined] .. [sic] Flight Efficiency
Provides the means of [indecipherable word] A.M.P.G [sic] command range combined with and [indecipherable letters] covered [sic] in to [sic] an efficiency % [percentage] afore [sic] or below average. The average curve is constructed from data obtained from M.A.P [sic] [indecipherable word] test It is [indecipherable word] that AMPG [sic] 5% [five percent] below should be obtained from the [indecipherable word] aircraft of that type to allow for [indecipherable word] and [indecipherable word]
[Flight efficiency conversion chart]
AIR RANGE ( [sic] of these potential air Range [sic]
Transport Comand [sic] are required to operate to 75%
[Page break]
Hence any efficiency below average are poor.
[underlined] Cruising Procedure [/underlined]
[underlined] 1 [/underlined] Most ecconomical [sic] cruising condition denoted by the letter E in appropriate columns
[underlined] 2[/underlined] Flights at higher than recomended [sic] I.A.S [sic] denoted by letter F.
[underlined] 3 [/underlined] Flights flown to a schedule denoted by letter S
[underlined] 4[/underlined] Abnormal weather conditions denoted by letter A
Entered in Engineers [sic] Log Aircraft chart and monthly summary
[underlined] Squadron monthly flight efficiency Summary [/underline]
This is a summary to enable squadron to keep a permanent date of Flight Engineers logs Namely A.M.P.G ect [sic]
A copy of the summary are forwarded to Comand [sic] and Group HQ together with engineers logs Were [sic] a thorough analis [analysis] is made and a record of each squadron is kept.
[Page break]
[Blank page]
Dublin Core
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Title
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Ernie Twells' notebook
Description
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A notebook written by Ernie Twells comprising training notes, mostly physics and meteorology theory.
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Ernie Twells
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One notebook of 35 pages of handwritten notes
Language
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eng
Type
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Text. Training material
Text
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MTwellsE171780-151026-05
Coverage
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Royal Air Force
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Tricia Marshall
Karl Williams
David Bloomfield
Pat Allen
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Pending review
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IBCC Digital Archive
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/416/7655/MTwellsE171780-151026-06.2.pdf
5f56be434d3d90bf672b7eb72bcf9ee3
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
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Twells, Ernest
Ernie Twells
E Twells
Description
An account of the resource
19 items. The collection concerns Flying Officer Ernie Twells DFC (1909 - 1979, 6042416, 805035 Royal Air Force) and contains his log books training notebooks, his medals and lucky mascot. It also includes a scrap book of photographs.
Ernie Twells served as an engine fitter before remustering as a flight engineer. He completed 65 operations with 619 and 617 Squadrons including sinking the Tirpitz.
The collection has been loaned to the IBCC Digital Archive for digitisation by Ernest Twells and catalogued by Barry Hunter.
Publisher
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IBCC Digital Archive
Date
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2015-10-26
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
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Twells, E
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Transcription
Text transcribed from audio recording or document
F/O TWELLS
Form 619
ROYAL AIR FORCE.
Notebook for use in Schools.
[page break]
[blank page]
[page break]
[page of calculations]
[page break]
[page of calculations and formulae]
[page break]
[formulae and a graph]
For constant boost and [one indecipherable word] RPM. IHP [one indecipherable word] to RPM for a constant boost RPM will determine weight of air consumed and I.H.P is ∝ to the weight of air consumed. The losses of power between IH.P and B.H.P will be
A/ Frictional losses witch [sic] are ∝ to RPM
B S/G witch [sic] are ∝ RPM at constant Boost
[example calculation]
page break]
[page of calculations and graph]
[page break]
[underlined] SUPER CHARGING [/underlined]
Rate of air consumption by [underlined] weight [/underlined] governs the I.H.P
Supercharging is a means of obtaining higher power at S L or of maintaining cruising power to a higher altitude.
[formulae and calculations on super charging]
Power absorbed prop to square of RPM and weight of air consumed
[page break]
[formulae]
[page break]
TEMP AND PRESS IN ENGINES FITTED WITH TURBO S/C
[graphs]
[page break]
Performance of Supercharged Engines
1/ Normally asperated [sic] engine
[graphs]
[page break]
[page of formulae and calculations]
[page break]
POWER REQUIRED FOR CLIMBING
[page of formulae]
[page break]
[calculations scribbled out]
[page break]
[blank page]
[page break]
For any given revs and boost there is a full throttle height - it is the height up to which the given boost can be maintained with the given revs
Full throttle height affected by
1/ Given boost higher the boost lower [inserted] FTH [/inserted]
2/ Given R.P.M higher RPM higher F.T.H
3/ Ram effect
4/ Intake efficiency
[underlined] Rated conditions [/underlined] are those that may be used for more than 5 mins and less than 1 hour (1/2) generally the max climbing conditions in rich mixture
Rated Power is the power developed with rated R.P.M and Boost at rated height
[graph]
[page break]
[page of graphs]
[page break]
[graphs]
To find power required at any altitude multiply BHP by Altitude Factor for height wanted.
[page break]
[underlined] FUELS [/underlined]
1/ [underlined] DETONATION [/underlined]
2/ FREEDOM FROM VAPOUR LOCK
3 ES DISTROBUTION [sic] VARIOUS CYLDS
4 ABSENT OF TENDIE TO FORM DEPOSITS
[underlined] EFFECT O DETONATION [/underlined]
(a) Increase of heat losses to cylinder walls and pistons
(b) Maximum pressure exceeds normal max value.
Factors governing Detonation
1/ Nature of Fuel
2/ Compression Ratio
3/ Boost Pressure
4/ RPM
5/ Air intake temp
6/ Ignition advance
7/ Cylinder Cooling
Anti Knock Fuel the Property of the fuel ton resist detonation
[one indecipherable word] octane and [one indecipherable word] to get the octane No.
[page break]
[underlined] Volaldily [sic] [/underlined] Tendency of a fuel to Vapourise
Absent of vapour lock
[underlined] SPECIFIC FUEL CONSUMPTION [/underlined]
[formulae]
[page break]
[underlined MIX POWER [/underlined]
[graph]
BHP
20:1 rough running combustion will not take place below this ratio
16:1 most ecconical [sic] used for cruising [one indecipherable word] [inserted] power [/inserted]
15.2:1 C . C
14:1 Weak mixture max power
12:1 Rated mixture streath [sic]
10:1 Take off
[underlined] REQUIRED [/underlined]
[one indecipherable word] rich
Cruising 16:1
High power 14:1
Take off 10:1
[page break]
[page of graphs]
VARIATION OF S.F.C. CON BOOST
[Graph showing S.F.C. against power at constant boost]
S.F.C. GRID
[Graph showing S.F.C. against power]
The S.F.C. Grid shows a variety of ways witch [sic] any given power output can be obtained. But there is only ONE seting [sic] for any given power witch [sic] gives envelope minimum S.F.C. this setting is that given on the S.F.C.
EFFECT OF HEIGHT ON S.F.C. GRID
1. Up to full throttle height better S.F.C. same power can be obtained with less revs ie better mec effo [sic]
Above full throttle height S.F.C. increases as to maintain same power revs must be increased.
2. If operating at min R.P.M. to maintain constant power, throttle must be closed gradualy [sic] to full throttle heighjt and opened above full throttle height
[graph of P against A showing full throttle height]
Summary of Factors affecting S.F.C.
1. air fuel ratio (S.F.C. Loop)
2. Power developed.
3. R.P.M. (friction losses)
4. Butterfly opening (boost)
(power wasted in S/G)
[page break]
Carburation
Venturi injection type Stromberg and Seco Venturi with float chamber. SU [two initials] non venturi injection no float chamber R.A.E. Hobson
S.E.C.O and Stromberg
Basic principles of operation
A-B chambers pressure [symbol] airflow
D-C chamber pressure [symbol] fuel flow
[sketch of carburettor]
SUMMARY OF ENGINE PERFORMANCE
Engine caracteristics [sic] of interest
1. Power – speed rate of climb
2. Fuel flow – endurance
3. Specific consumption – range
Factors affecting performance character
1. Boost
2.R.P.M
3. Barometric pressure altitude
4. Temperature
5. Mixture strength.
[table showing effect of changes of the above factors]
[page break]
SPECIFIC FUEL CONSUMPTION TENDENCIES
1. Variation of power – const [sic] height temp mixture
a. increasing boost R.P.M const [sic] S.F.C. decreases
b. Increasing RPM boost const [sic] SFC increases
c. Increasing Power at full throttle SFC rough [sic] constant may decrease at low RPM definite increase at high RPM
2. Increase in height
a. constant boost and RPM S.F.C decreases up to full throttle height
b. Constant I.A.S increasing power
(i) at const [sic] RPM S.F.C. decreases
because increase boost
decrease in back pressure
decrease in temp
(ii) At constant boost S.F.C may decrease at low RPM otherwise increase.
(iii) full throttle – much the same as (ii) poss [sic] more favourable see (1c)
Increase in temp
(a) Const [sic] boost and RPM – S.F.C. increase more so in uncompensated carb
(b) Const [sic] IAS increase of power
(i) const [sic] boost S.F.C. increase more so in uncompensated carb
(ii) Const [sic] R.P.M. S.F.C. may decrease slightly with a comp [sic] carb, increase with uncomp [sic] carb
(iii) Full throttle. S.F.C. increase more so at high R.P.M. and even more so with uncomp [sic] carb (PR of supercharger [one word] for higher temp therefore not such a great increase of boost)
[page break]
General Range Flying Principles
Range is distance with a given amount of fuel
Specific Range dist [sic] with a unit amount of fuel
Specific Air Range SAR is A.M.P.G
[formulae for calculating SAR]
S.A.R is a measure of the overall eff [sic] of A/C since L = prop eff [sic] S gives measure of both E and airframe efficiency.
Speed and power can only affect SAR through there affect on E. S or D
Assumption of const [sic] S and E.
[graph of SAR against Speed]
[page break]
Since V1 and D remains constant for changes of height and temp best V1 for range will remain constant and also S.A.R
[graph of SAR against speed]
Best speed for range prop square root of weight
Range inversely prop to weight
[graph]
Increase in parasite drag reduces the best speed for drag and reduces the range also the power required at the new speed is greater than the old speed.
For summary for const [sic]
Best V1 for range is the same V1nn independent of the ht [sic] and air temp and prop to the square root and weight
Percentage vari [sic] of best V1 =[formula]
Increase in parasite drag increases total drag decreases best V1 also increases power required
[page break]
SAR at the best V1 is also independent of height and temp and is inversely prop [sic] to the weight.
Although the assumption of cost [sic] E and S it is not generally true in practice it some times occours [sic] that the value of E over S is allmost [sic] [deleted] negible [/delete] neglidlle [sic] and the above conclusions hold, and in any case can be graphed on to the above results.
EFFECT OF VARIATION OF S.F.C
[formulae and graph]
[page break]
OPERATION AT CONST [SIC] BOOST WHERE SFC INCREASES AT INCREASE POWER
[graph]
At V1MD drag is approx const a small decrease in speed giving but this small decrease in speed gives a decrease in S so D x S is decreased S.AR is increased. If speed is still reduced we shall reach a point where decrease in S and increase in D are balanced and we get best S further reduction in speed shows [deleted] decreasing [/deleted] D increasing much more rapidly than S is decreasing So D x S has a net increase S.A.R therefore fall off
Increase in speed above V1 MD shows both D and S increasing therefore D xS increases and therefore S.A.R decreases see graphs
[page break]
OPERATION AT CONSTANT RPM
SFC decreases with increased power
[graph]
An aircraft is said to be under powered for range flying when the power used at the best speed for range is greater than the power giving min [sic] S.F.C.
It can be seen that an aircraft can commence a sortie underpowered and finis [sic] overpowered.
VARIATIONS OF PROP EFF
Prop eff can generally be taken to be between 75 percent and 85 percent but in any particular case the variation in eff [sic] will be small and of the order of 2 to 4 percent. Above rated altitude however efdf drops off due to high angle of attack required to absorb the power. High angle may also give reduced eff when operating at high boost low RPM In a few isolated cases where prop eff does not remain aprox [sic] constant the variation in drag and S.F.C and the need for operating at certain conditions may override the low RPM high boost rule
[page break]
[graph]
[table]
[graph]
[page break]
Fig A [graph]
The tables show that the rate of power around V1MD in [sic] generaly [sic] lower for lower weights in other words as weight is decreased the aircraft becomes less underpowered or overpowered.
We saw that for an underpowered a/c speed for range is less than V1MD in an overpowered aircraft speed for range is greater than V1MD
This difference depends on slope of S.F.C envelope. As the aircraft becomes less underpowered ie as power is reduced the slope of the envelope is reduced and speed for range becomes nearer V1MD As the aircraft becomes more overpowered ie power required still less the slope increases and speed for range becomes more and more above ViMD
Fig it shows that the variation of speed for range is less for ViMII and in practice we say the percentage of speed for range is
[formula]
EFFECT OF VARIATION OF HEIGHT
For a constant SFC and Prop eff. We saw that variation of height had no effect on range for as on best speed for range and so in practice variation in height will only effect range and speed for range where it effects S.F.C and prop eff
[graph]
[page break]
Aircraft overpowered at Sea Level
Therefore operated at const R.P.M. increased power with height by increasing boost. S.F.C improves therefore therefore range improves therefore S.A.R improves up to the full throttle height At full throttle height aircraft correctly powered S.F.C minimum. If above full throttle height extra powered required obtained at higher RPM this gives greater S.F.C therefore smaller air range.
At sea level overpowered aircraft the best speed for range is higher than ViMD at full throttle height it is correctly powered speed for range ViMD
Above full throttle height high RPM required therefore reduce speed to avoid uneconomical engine settings
Aircraft underpowered at sea level
Operating at max boost increase power increase R.P.M S.F.C may improve at first giving slight increase of range with height, but when high R.P.M are required SFC increases more rapidly giving reduction in range. Speed for range aircraft underpowered Vi less than ViMD remains aprox [sic] constant up to full throttle height up to when heigh [sic] RPM make a reduction necessary to avoid unnecessary engine [word]?
EFFECT OF VARIATION OF TEMP (INCREASE)
Constant IAS RPM compensated carb SFC decreases slightly therefore range increase
Uncompensated carb SFC increases slightly therefore range decreases.
At constant boost and IAS full throttle range will allways [sic] decrease more so with uncompensated carb 2.5 percent.
With increase of temp aircraft become less overpowered or more underpowered (due to increase T.A.S) the effect in both casses [sic] on the best speed for range is the same and is a reduction
PERFORMANCE AT LOW SPEEDS
[graph]
[page break]
Minimum speed for cruising is the speed at which a small change of speed the power required is sufficiently large to make the aircraft return rapidly to its mean speed. In rough air bigger changes in speed bigger margin required. Fly a little faster. Tendency to instability biger [sic] movements of control are required biger [sic] changes of speed fly a little fast.
Recommended speed is chosen suffice [sic] above the minimum speed for cont cruising to allow for all normal variations and C of G and stability and average rough air conditions
SUMMARY OF FACTORS AFFECTING S.A.R
1. Speed – drag handling.
2. Weight – drag (C of G)
3. Engine settings – S.F.C. Prop efficiency
4. Height – S.F.C. (prop at height)
5. Air temp – S.F.C.
6. [word]? – average drag
7. Pilot efficiency – use of auto pilot
[table]
Range summary
1. Use max boost and low RPM to obtain optium [sic] IAS
2. Use M.S gear at an altitude such that the optium [sic] I.A.S. is obtained at full throttle but do not fly so high that RPM near the max must be used
[page break]
3 Roughly % change best speed =1/2 to 1/4% change in weight 1/4 (2/3) % change in range = 1 to 1/2 change in weight.
[underlined] EFFECT OF WIND [/underlined]
[calculation of T.M.P.G.]
[calculation of A.M.P.G]
[calculation of TMPG]
[calculations for the above]
Graph shows that best speed for range with a head wind is increased from 155 to 173 TAS aprox [sic] 12% Graph will lack would show a decrease in speed
[calculation]
[page break]
It will be seen that the head wind reduces T.M.P.G. by aprox [sic] 30%. Where as changing our speed for range we regain aprox [sic] 3% it similar effect and it is seen that the loss due to the wind is far in excess that than that gained by increase of speed. Thus it will be seen more probable to change height for more favourable winds were the gain will be a greater % than any obtained by changing speed or operating at full throttle.
[calculation for best INS for wind]
its empirical rule is usely [sic] found for each aircraft where by speed for range is changed 1 mile/hour for a given change in ground speed i.e after speed 1MPH for every 10MPH ground speed
[page break]
[underlined] CLIMB AND DESCENT
Climbing T.H.P. = T.M.P to overcome drag + THP for climb.
[underlined] Vertical Climb [/underlined] it dont [one deleted word] a where range is of no importance and heigh [sic] gained per gall is important factor.
Telling max climbing never and boost gall/hr are fixed so to climb max number of feet per gall we must climb as fast as poss.
[diagram of power for climbing]
Max climb obtained where max power is obtained for climb in threshold region but flight is not now uncomfortable since a good margin of power is available above that now required to maintain speed
[page break]
[diagram of climb/speed ratio]
POWER FOR CLIMB DOUBLED
RATE OF CLIMB “ say from 500FT/MIN to 1000FT/MIN.
TOTAL POWER INCREASE 50% AND SO FUEL CONSUMPTION INCREASES 50% SAY FROM 60 GALLS/HR TO 90 GALLS/HR.
CLIMB PER GALL AT LOWER POWER
[calculation for climb per gallon at lower power]
CLIMB PER GALL AT HIGHER POWER
[calculation for climb per gallon at higher power]
And so increase of power in addition to giving greater rate of climb given more climb per gall and so is more eff in a vertical climb.
[page break]
[underlined] RANGE CLIMB [/underlined]
To climb to where the horizontal distant [sic] is important and there is ample time to available to get height.
The first aprox [sic] ratio would be to climb at best speed for range but a little extra power is required for the climb and so the aircraft is less overpowered or more underpowered than it would be when flying level this means a slight reduction in speed is required to obtain the best speed for range Therefore obtain rate of climb or 200/300 ft/m by a reduction of speed from 5/7MPH and an increase in power.
[underlined] Delayed Climb [/underlined]
Would be employed were [sic] is not [one deleted word] necessary.
[diagram for delayed climb]
[page break]
RANGE DESCENT
[underlined] Descent [/underlined]. Power to overcome drag. Power from engines + power from gravity.
[underlined] Vertical descent [/underlined] distant [sic] covered unimportant.
[underlined] Range descent [/underlined]
Will require [corrected word] most miles per galls. Less power required from engine therefore aircraft more overpowered or less underpowered there for best speed is slightly over best speed for range (in level flight) e.g. reduce power slightly and increase speed aprox [sic] 5 miles/hr to get rate of descent.
[underlined] ENDURANCE [/underlined] Max number of hours flying with min fuel.
Total fuel = G.P.H x No of hours
[diagram of fuel endurance]
[page break]
Thergical [sic] best speed would be the best speed for M.P. but this is not practical and so we fly as slowly as poss for comfort i.e the minimum speed for continuous cruising and as low as poss.
[Height for endurance formulae]
Since endurance flying is at low power 500ft should be taken as safety height.
Endurance decreases 1% per 1000ft of altitude.
[underlined] Speed [/underlined]
Speed is any speed in excess of speed for range flying
[formulae for speed / range / power]
Since V is large the important [indecipherable word] is a V3 and the term b/V has proportaly [sic] has much less affect on the power required. Thus changes in weight will have less effect on the power required to fly at speed than change
CON AFTER 3 PAGES
[page break]
[underlined] WEIGHT AND CENTRE OF GRAVITY DETERMINATION [/underlined]
Requirements
(a) it standard simple method of calculating weight and c of G without use of appliances.
(b) Complete doc proof of safe loading.
(c) It standard prep of aircraft plan (i.e) list showing modifications to be carried of out by MVs and units combined with card index checking system.
[one indecipherable word] is absolute point laid down by the numb usely [sic] near the sect of the leading edge of the main plane but working with different aircraft.
[underlined] Weight [/underlined] Weight [one indecipherable word] to the nearest 16 Arm is the [one decipherable word] felt measured fore and aft parrlel [sic] to the dalium line if any item from the self line to the nearest 05IT.
[underlined] Moments [/underlined] is the weight of an [calculus].
Refference [sic] line. an [indecipherable word] line perpendicular to the aircraft for and aft dalian al [sic]some commence distance forward to the dalian point.
[page break]
[underlined] Tare weight [/underlined] The weight of the aircraft less all removeable [sic] items of equip (Col 9) but modified to a certain standard. Can be found in Vol 4 Sec 4.
1. Aircraft Tire condition and weight and moment only of any mods fitted but not included list of tare mods plus weight and moments of any command mods to give.
2. Weight modified tare condition. Ad [sic] weight and movements of all items of moveable equip. required when aircraft is operating to given role to give.
3. The gives a/c basic condition. The weight and movement of the crew and baggage oil and any other item of equip to give.
4. aircraft weight and cond [sic]less fuel and pay load ad [sic] all items of pay load this gives
5. Aircraft light condition.[Table to accompany above notes]
[page break]
The weight and movement of all fuel is add the given
6. Aircraft condition.
[underlined] Compartment loading [/underlined] procedure. Object to simplify loading of large number of small items of exp of known weight.
1. Aircraft is divided into 10 phicical [sic] compartment letted [sic] A to K no letter I.
2. Aprox [sic] mean arm in round feet is painted inside of each compartment this is known as the centract [sic]. When loading all items are grouped round the central in each compartment the arm of the centrical [sic]is then taken of [sic] all the items.
3. To find aircraft light conditions add weight and movement of all compartments to aircraft less fuel and payload. Weight and movements charts. To simplyfy[sic] calculations the chart consists of weight ploted [sic] against movements so that you can read the [indecipherable word] the C of G levels are also shown on the chart.
CONTINUED 2 PAGES
[page break]
in factors producing parasite drag. Fly at full throttle height for the power require because up to full throttle height power increases and S.F.C. decreases.
For a given required T.A.S. (to make good a required ground speed) the I.A.S will be less if we increase the altitude This means within increased altitude V1 will be nearer V1 MD That is we are approaching nearer to the most eff. Flying condition for A.M.P.G.
[underlined] ASSYMETRIC [sic] FLIGHT] Height will one or more [inserted] (engine failed [/inserted] if windmilling [sic] of feathered prop and the fact that the a/c is crabing [sic] (due to unsymetrical [sic] thrust) all lend to increase parasite drag therefore lest speed for range is reduced. In addition power required from the remaining engine(s) will be greater thus making the aircraft more underpowered or less [one deleted word] overpowered again reducing less speed for range (except in the care of the A/C very much overpowered) were range and speed for range will be increased). Generaly [sic] then in assymetric [sic]
[page break]
flight best speed for range is reduced and range is reduced.
[underlined] TAKE OFF [/underlined]
[Graph for Take Off – speed/time]
5% increase weight 71/2% increase in take of [sic] time
10% “ “ 15% “ “ “ “ “ “
Take of [sic] run is ∝ to W2.
i.e. 3% increase in weight 10% increase T.O. run
8% “ “ “ 16% “ “ “
[page break]
Compartment Loading Tables published with to give a quick guide of distribution of pay load between compartments when any given pay load is to be carried.
The section of the table are laid out in the same manner as the ap. section of the weight and balance clearance form to facilitate compiling.
Remember prove [sic] sal [sic] loading is the weight and ballance [sic] clearance form.
Weigh [sic]
This is intended to provide written prof [sic] of satif [sic] loading of [indecipherable word] a/c. With slide rules no such proff [sic] existed.
It will entail additional work for captain and load control officer but is felt justified with a view to safty [sic]. Loading data in course of prep. will greatly simplfy [sic] its completion. Pending issue of loading data the form [underlined] must be used [/underlined] in combination with ex data. Refference [sic] to data used will go under remarks collumn [sic] of weight and clearance.
[page break]
Compleation [sic] and distrabution [sic] W and B will be comp in Trup [sic], partly by captain and by load control officer. On compleation [sic] it will be certified by person 1/C loading party captain and load control officer.
[underlined] Distribution [underlined]
Original handed to load control officer next step [underlined] Duplicate [/underlined] retained by captain and attached to MC PAPER. Triplicate retained by local officer at place of departure.
Completion.
1. Enter details of flight plan (part 1)
2. Crew baggage part 2 3 4 .
3. Enter details palload [sic] computation (T.MU. )
4. “ payload offered to trafic [sic] (lesser fig col U)
5. “ quantity weight and movement of fuel load TO Landing V to Z
6. C.G limits at bottom of part 2 and C.G limits prefered [sic] by pilot.
Action by load control officer.
1. He will decide load distribution from loading tables and will enter data on loading plan (fig 9) giving seperate [sic] details for pass mail freight
[page break]
2. He hands loading plan to I/C loading party to carry out.
3. On receipt of loading plan on comp of loading he checks the captains entrys [sic].
4. Enters details in sec A to K. on W.B from loading plan.
5. Enters details in col V V1 V2 Certification of W an [sic] B form by the loader that load has been dest as shown on the loading plan [underlined] 2 [/underlined] By load control officer that he has checked loading and is satisfied with the dist.
3. By the captain that O/C is safely loaded load is securely lashed and C of G is within limits.
Captain [underlined] is finely [sic] responsible for [/underlined] loading
[page break]
LOADING DATA
1. DETAILS OF MODS INCORPEDATED [sic]
2. “ “ BASIC WEIGHT EX
3. COMPARTMENT LOADING PLAN
4. WEIGHT MOMENT CHART
5. COMPARTMENT LOADING TABLES
6. LOADING PLAN (FIG 9)
7. WEIGHT AND BALLANCE [sic] CLEARANCE FORM
8. AIRCRAFT LOADSHEET
[page break]
[underlined] AIRCRAFT PERFORMANCE TESTING [/underlined]
Much carefull [sic] prep on the ground by pilot and crew.
2. Necessary to prepare and complete a flight plan for each member of crew & aircraft is being tested for eco the pilot may require from 10 to 15 min to settle his speed when IDS has settled pilot should warn the crew that they may take reading he should note his height at com the run and endeavour to maintain that height during the run.
Equip required.
A. Standard equip
B. Flow meters
C. Air mileage unit for accurate of T.A.S.
D. Stop watches
E. [indecipherable word] sensitive altitude metres set to 10/3 MB
F. Instruments should be calibrated
G. Free air cannot be trusted see met. Take off weight must be assested [sic] as accurate as poss.
This may be done by carefull [sic] check of equip against loading chart And the fuel in the tanks should be checked as accurately as poss
[page break]
[Table showing ready to start run checks]
[page break]
TO CHECK WITH ENGINEER
[Table for readings and clock times]
Find out if the engine obeys H R L REVS Unless aircraft is to be tested it will be necessary to examing [sic] the power altitude [indecipherable word] at height is chosen al [sic] watch the throttle is likely to be open A series of reves [sic] and boost
[page break]
watch range of power and with what combination the best AMPG results are obtained.
In order to find out the mean weight for the best of series of combination are tested and then repeated in the reverse order giving an average result at a weight aprox [sic] for TO with half fuel consumed.
[page break]
[page break]
[Page of calculations]
[page break]
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
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Ernie Twells' notebook
Description
An account of the resource
Ernie Twells' engineering notebook covering the theory of aircraft engines
Creator
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Ernie Twells
Format
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One notebook of 70 pages of handwritten notes.
Language
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eng
Type
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Text. Training material
Text
Identifier
An unambiguous reference to the resource within a given context
MTwellsE171780-151026-06
Coverage
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Royal Air Force
Contributor
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Alan Pinchbeck
Trevor Hardcastle
Gemma Clapton
David Bloomfield
Publisher
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IBCC Digital Archive
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/416/7656/MTwellsE171780-151026-07.1.pdf
a5f759fcf6542b0dca6a1a5adf821792
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
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
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2015-10-26
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
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Twells, E
Access Rights
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Permission granted for commercial projects
Transcribed document
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Transcription
Text transcribed from audio recording or document
ROYAL AIR FORCE.
Small Notebook for use in Schools.
[page break]
[blank page]
[page break]
[underlined] Molybdenum [/underlined]
[indecipherable] propitys [sic] of steel similar to tungsten but 4 times more intense
[underlined] Manganese or Hadfield Steel [/underlined]
steel with 12% mang. with 1% to 1.2%. when coold [sic] slowly quite hard and brittle but if quens [sic] in water from 950c [deleted] so [/deleted] [indecipherable word] soft and ductile. magnetic when hard and brittle nonmag. in soft state
[underlined] Uses [/underlined] tran [sic] way points lys [sic] for dredge bukets [sic] and pans for ore crushes
[page break]
[underlined] Vanadium [/underlined]
ad [sic] to steel in small quantys [sic] inparts [sic] fatigue [deleted] propitys [sic] [/deleted] qualitys. [sic] Steels 0.25% vanadium pos high elastic limit and are exceedingly tough
[underlined] Uses [/underlined] valve springs also [indecipherable word]
[underlined] Tungsten [/underlined]
ad [sic] to steel inparts [sic] air harding [sic] qualtys [sic]. Enables the aloy [sic] to be hardend [sic] to a high degree. Retains its [missing word] and hardnes [sic] at dul [sic] [missing word] heat. Uses are engine [missing word]
[underlined] Cobalt and Chromium [/underlined]
ad [sic] to carbon steel produse [sic] sps [sic] car [sic] such as mon skaling [sic] at high tem [sic] non crod [sic] and air harding [sic].
Uses areo engine Valvs [sic] and Ex manifold
[page break]
[underlined] Aloys [sic] Steells [sic] [/underlined]
Steel witch [sic[ ows [sic] it distinkif [sic] cuallys [sic] to some element or elements other than carbon or jointly with carbon is termed aloy [sic] steel generaly [sic] these steels are low in carbon.
[underlined] Nickel [/underlined]
added to steel varying [indecipherable word] ° - 40° increase toughnes [sic] raises elastic limet [sic]. steel 3° - 5° nickel for parts that requid [sic] case harding [sic]. Over 27° steel is non magnetic and almost non [deleted] crodable [/deleted] corodible [sic]
[underlined] Nickel Crominum [sic] [/underlined]
added to low carbon steel inparts [sic] high [deleted] ductill [deleted] [inserted] ductility greater hardness beter [sic] wearing [indecipherable word]
[page break]
high elastic limit.
High Tensile steel used in aircraft 3°-5° nickel 0.5-1.5° chroniun [sic]
[underlined] Mild [/underlined]
0.5° - 0.8°
[underlined] Medium [/underlined]
0.8° 1%
[underlined] Air Harding [/underlined]
1% - 1.5%
Small % of chromium inparts [sic] great hardness and tenactey [sic] and confers air harding cualtys [sic] chromium is non magnet [sic] [indecipherable word] 12% known as stainless steel
[page break]
[blank page]
[page break]
[underlined] R R CARB [underlined]
Is of the twin choke type filled with rotary controled [sic] valves by which the flow [indecipherable word] the float chamber to the defusers may be regulated from the pilots seat to suit [indecipherable word] conditing [sic] of altidude [sic]
A seperate [sic] slow running device is incorpared [sic] consisting of a pilot jet and small aug defuser. When the throtles [sic] are in slow running position the depreser [sic] on a small hole ajation [sic] to the throtle [sic] edge of right hand choke this hole is ajustable [sic] to the throtle [sic] edge ana [sic] bung partly in comication [sic] with engine side of throtle [sic]
[page break]
tranfers [sic] a low pressure to the jet and therefore draws in fuel The posion [sic] of the hole in relation to the throtle [sic] edge alows [sic] for a slow running ajustment [sic].
An accelerlat [sic] pump is connected to the main throtle [sic] lever Amey [sic] rapid opening of the latter ejects a streem [sic] of fuel into the left hand choke thereby preentin any flat spot as the throtle [sic] is incresinly [sic] opened the depresion [sic] is felt on the emulsion tube. defuser air entering a small passage in the carb behind the lip of the choke tube passes through an air bleed tube wich [sic] is partly submerged in the fuel this tube has small holes by witch [sic] the air bleed into or forms bubles [sic] with the fuel, The amount of fuel passing throu [sic] the main defuser is controled [sic] by the
[page break]
rotarey [sic] controled [sic] valves
[underlined] BRACKET [/underlined] = BASIC SETING [sic]
BUSH
DIFFERANCE x 9 + BUSH IF BUSH IS GREATER. IF BUSH IS LESS DIFF + 9 – BUSH
[calculations]
[page break]
[page of calculations relating to radiators and coolants]
[page break]
CLOCKWISE UNTIL LAMP LIGHTS THEN BACKWARDS UNTIL IT JUST GOES OUT FROM THAT POINT UNSCREW A FURTHER 230° I io° FINAL CHECK WITH 5 TEST PLUGS IN BREECH LAMP AND BATTREY [sic] CONNECTED OPERATE INDEXING LEVER 5 TIMES LAMPS SHOULD REMAIN A LIGHT CONTINUOSLY [sic]
[diagram inserted]
AFTER 75 100 CARTRIDGES HAV 1 TEASPOONFULL OF COFFMAN OIL IS PUT INTO THE BREECH AT THE SEALING PISTON BY AOLDIA THE BREECH OPEN GIVE ONE PUMP OF GRESE [sic] GUN TO NIPPLES OIL THE BARRELS SEATING AND ALL THE EXPOSED PARTS BY WIIPING OVER WITH OIL ON A CLOTH.
R. TAX HAND AND ELECTIC [sic] STARTER
[diagram inserted]
[page break]
[page illegible due to poor scanning]
[page break]
filled with the above units the electric plugs from this unit must allso [sic] be checked for securety [sic] before flight.
[underlined] [indecipherable word] [/underlined
[underlined] Take [/underlined] off clutch lever in then move controls and rudder far over full range. mam control cock [underlined] out [/underlined] so Airborne MCC to spin for 7 to 10 minutes [underlined] 3 [/underlined] [indecipherable word] altitude control and steering lever put the main Switch off 4 From the A,C to in fly as near as possible hands and feet of 5 Note the air pressure remains steady at 60 lbs per square inch and put the MCC to in. and the aircraft [indecipherable word] under George. If the nose and tail heavy gauge is [indecipherable word] the elevator brimming [words missing]
[page break]
DEGREES OF TARTANIC AND HARDNESS
[calculations and diagrams inserted]
[page break]
3 further warming expands the thermal bellows untill [sic] at 100° C the main spring tuches [sic] the ajuster [sic] plug and because the internal and external [indecipherable words] the valve in in[sic] a state of ballance [sic]
4 Further use in engine temp expands the bellows fully up the top of cage until it overcome [sic] the pressure of the main spring there upon the valve lifts and act as a relieve valve opperating [sic] at a pressure at 30 lbs per square inch.
5 On cooling the system loses pressure untill [sic] a partial vacuum is formed in the header tank the vacuum bellow now admits air through the stop plate to the [deleted] pressure [/deleted] header tank untill [sic] equal pressure is obtained
[page break]
[underlined]D.A VALVE [/underlined]
[diagrams inserted]
[page break]
[duplicate scan]
[page break]
30LBS
TADDINGTON THERMO OF HEADED TANK VALVE
[diagram inserted]
[underlined] 1 WHEN COLD THE THERMAL ELEMENT
cage is held down to its [sic] stop plate so closing the valve and depressing the vacume [sic] bellows slightly.
[underlined] 2 [underlined] During the initial warming up expansion of engine coolant caused positive pressure in vaccum [sic] compartment raising vac bellow in contract with stop plate and if pressure exceeds 2 1/2 per square inch valve will be opened lifting the cage against the 2 1/2lbs spring so [indecipherable word] the pressure
[page break]
DEGREES OF TARTANIC AND HARDNESS
[calculations inserted]
CHLORINATED WATER AD [sic] HYPOSULPHATE 1/2 OZ TO 100 GALS OF SODIUM SULPHATE
THERMOSTAT BELLOWS FILL WITH [underlined] ETHER [underlined] ETHOLEN CO2 AT 25 LBS
[diagrams inserted]
80% START 105% FINISHED IGF IT WORKS AT ANY OTHER TEMP FIGURE THE BOTTOM BELLOWS ARE FILLD [sic] WITH COM AIR
IF TWO YELLOW BANDS ON THE THERMOSTAT IT MUST NOT BE USED FOR 100% EG
[page break]
WELLINGTON 1A PAGE XVIII
ENGINE LEADING PATICULARS [sic]
MAX POWER RATING 1000 B.H.P. 3,000FT 2600 RPM + 5 1/2 BOOST MAX REV CON CRUSING [sic] 2250 REVS + 2 BOOST MAX REVS ECOMICAL [sic] CRUISI [sic] 2250 ZERO BOOST MAY FOR TAKE OFF 2600 RPM + 6 BOOST C.H. AVT 95 MB ING 2 TH 025E9 MAGS (TWIN C B) COMP RATION 6.25 TO 1 REDUCTION GEAR .5 MB TWOJ SPEED IS FITTER TO GIVE INCREASED PEFORMANCE [sic] AT ALTITUDE [inserted] LOW [/inserted] M 6.9 TO 11 [inserted] HIGH [/inserted] S 9.9 TO 11 RATED ALTITUDES M RATION 4,750FT S.R 14,750 ING TIMING A 14° BEFORE TDC 29° FROM 1200 ES TO FULL THROTAL EXCEPT AT ECONIACAL [sic] CRUISING SPEED 35 TOC E. CRUISING
RUNING [sic] AND TESTING OF ENGINES
[underlined] STARTING [/underlined] MK 13 BEFORE STARTING PORT OPEN AIR RELESE [sic] SYSTEM TO EXPELL AIR FROM STEAM PIPE
[page break]
COCKPIT
[underlined] 1 [/underlined] HBRO SELECTER [sic] LEVER DOWN
2 CHECK SWICHES [sic] OFF AND U/C LOCKED DOWN (GREEN LIGHTS)
3 COWLING GILS FULLY OPEN
4 CARB INTAKE SHUTTERS TO COLD AIR
5 S/C IN M RATIO [deleted] A/S CONTROL [/deleted]
6 A/S CONTROL FULLY FORWARD TO MAX RPM
7 TURN FUEL COCK
8 MIX THROTAL [sic] CONTROL S OPEN M/C A. R
9 SWICH [sic] ON MAGS
10 PRESS STARTER BUTTON (10 SECS)
[underlined] CREW [/underlined]
1 CONECT [sic] LEADS FROM AGOM TROLLY [sic]
2 TURN ON PRIMING COCK PRIM [sic] ENGINE
3 SWICH [sic] ON H/S MAG
4 PRESS BUTTON ON ACC TROLLEY
5 SWICH [sic] OFF H/S MAG TURN OF [sic] PRIMING COCK WARMING [underlined] 1 [/underlined] CHECK OIL PRESSURE NOR 80LBS SQUARE INCH EMERCANGY [sic] 5 MINS LIMIT 70LBS SQUARE INCH
2 RUN ENGINE 600 RPM FOR FIVE MINS
3 CHECK TEMP. MIN FOR TEST CYL HEAD 100° C OIL 5° C
[page break]
[underlined] AIR SCREWS [/underlined]
TRACTER [sic] AIRS An air screws dezined [sic] to produce tenson [sic] on the air screw shaft L.H. AND R.H. L.H is an air screw dezined [sic] to rotate Anti-clockwise to an obserber [sic] behind the airscrew. R.H.T clockwise [deleted] Angle. Blade the acute angle between the chord of an element [/deleted]
BLADE ANGLE The angle at which the blade [deleted] at wi [/deleted] the plane of rotation
[underlined] PITCH [/underlined] The distance throgh [sic] which an H/S advances along its axel throug [sic] one revolution
[inserted] diagram of a propeller [/inserted]
D/H. V/P. A/S 10° and 20° TYPES.
Purpose of V.P To enable and engine to develop max H P for take of [sic] and level flight
[inserted] diagram and calculations [/inserted]
[page break]
[underlined] OPPERATION [sic] [/underlined] OF A/S The ops is mounton [sic] on the forward end of the aps shaft and the change of pitch is effected by the Hydro pressure from the engine oil system and by counter weights which apply cent force to the blade in flight the tendency of the blade is to take up the corse poss [sic] under the cent pull of the counter weights which is allways [sic] in being when the a/s is rotating and the fine pos is obtained by admiting [sic] oil under pressure to a cylinder which then moves along a fired piston and through the [indecipherable word] of a cam motion forces the blades to take up the fine pitch poss against the pull of the counter weights.
When the pressure is released the blades are returned to course pos and the oil is returned to the crank case under the pull of the counter weights
An a/s is in station balance if on
[page break]
a knife edges it will remain at rest in all poss.
[underlined] MASTER SPLINE OPPERSITE [sic] No 1 BLADE [/underlined]
OILITE PACKING WASHER SELF LUBRICATING GETTS [sic] OIL SEAL MICARTA [sic]
[inserted] diagram and calculations [/inserted]
NO LESS THAN 1 WASHER FOR BALLANCE [sic] OR MORE THAN 12 PER BLADE OR MORE THAN 25 FOR AIR SCREW BYL MADE OF DURAL. LINER OF CAST IRON
BASIC SETING FIXES PERMENTLY [sic] THE RELATIV [sic] POSS OF THE BLADE AND THE C.W. BRACKET
TORQUE LOADING OILITE PACKING PLATES 25 TO 90 F LBS
STEEL PACKING 40 120
[page break]
MATERIALS TERMS USED IN THE STUDY OF MAT
A) [underlined] STRAIN [/underlined] ANY FORCE HOWEVER SMALL APPLIED TO AN OBJECT MAKING IT CHANGE IT SHAPE
[underlined] STRESS [/underlined] IS THE INTERSITY [sic] OF THE INTERNAL FORCE CALLED INTO PLAY WHEN AND OBJECT IS STRAINED STRESS = [calculation inserted]
[underlined] ELASTICITY [/underlined] IS THE STRESS REQUIRD TO PRODUCE A GIVEN STRAIN HOOKS LAW [calculation inserted]
[underlined] DUCTILITY [/underlined] ABILITY TO FLOW WITH OUT FRACTURE TENACITY TO RESIST FRACTURE BY STRETCHING FORCE THIS IS VERY EMPORTANT AND IS MEASURED BY THE [underlined] TENSILE TEST [/underlined]
[underlined] ELASTIC LIMIT [/underlined] UP TO THIS POINT THE STRAIN DISAPPEARS IF THE LOAD IS REMOVE BEYOND IT A CERTAIN AMOUNT OF PERMANENT SET OCCURS
[underlined] THE 1% PROOF STRESS [/underlined] STRESS REQUIRED TO PRODUCE A PERMANENT SET OF 1% AT THE GAUGE POINT YEILD POINT A SUDDEN EXTENSION OCCURS HERE WITHOUT MUCH INCREASE OF LOAD (D) [underlined] ULTIMATE STRESS [/underlined] THE MAXIMUM LOAD THAT CAN BE APPLIED (E) [underlined] FRACTURE [/underlined] OCCURS HERE
[page break]
[blank page]
[page break]
DISMANTLING SEQUENCE
REMOVAL OF A/S FROM AIRCRAFT
(1) CHANGE A/S TO COARSE PITCH
(2) REMOVE SPLIT PINS PISTON LOCKING PLATE
(3) REMOVE CYL HEAD CIRCLIPS AND REMOVE HEAD.
(4) REMOVE 16 PISTON HEAD SCREWS AND SPRING ASSEMBLY
(5) TAKE WEIGHT OF AIR SCREW
(6) UNSCREW PISTON (TWO TIGHT SPOTS)
[underlined] ORDER OF DISMANTLING [/underlined]
(1) LOWER A/S ON TO BASE PLATE
(2) REMOVE ALL SPLIT PINS
(3) REMOVE COUNTER WEIGHT CAPS AND NOTE BLADE ANGLES
(4) REMOVE COUNTER WEIGHTS AND PITCH ADJUSTING SCREW
(5) REMOVE COUNTER WEIGHTS SHAFTS, RACES. ECT [sic]
(6) LIFT CYLPISTON SNAP RING LOCK PLATE AND SPLIT CONE COMPLETE
(7) REMOVE BARREL [deleted] USING WEDGES [deleted] BOLTS
(8) SEPARATE BARREL USING WEDGES
(9) REMOVE BLADES
(10) REMOVE OIL SEALS, ECT [sic]
[page break]
[underlined] INSPECTION OF PARTS AFTER CLEANING [/underlined]
BLADES VISIAL [sic] EXAMINATION FOR CRACKS AND CORROSION. CHALK AND OIL TEST. CHECK SEATIN OF INER [sic] THRUST RACE ON BLADE CHECK BLADE [inserted] BRONZE [/inserted] BUSH FOR CREEP AND ROLLERS.
BARREL [sic] TEST VISIL [sic] AND MAGNO FULX TEST. FACING TEST ON SURFACE PLATE WITH FEELERS .002” LIMIT.
SPIDER VISIAL [sic] EXAMINATION DISTORSION [sic] CRACKS SPLINES FOR PICKING UP THEN CHECK FOR WEAR
OILITE RING SOAKED FOR 24HRS IN DTD 109 AT 90°C [underlined] MICARTA [/underlined] SUPORT [sic] BLOCKS EXAMIN [sic] FOR DAMAGE LEATHER WASHERS. FIT NEW ONES EACH INSPECTION [inserted] SOAK IN DTD 109 10 HRS 50°C [/inserted]
[underlined] C.W. BRACKET [/underlined] EXAMIN [sic] DISTORSION [sic]. CRACKS.
PISTON EXAMIN [sic] FOR CORROSION AND DISTORISION [sic] EXAMIN [sic] THREAD FIRS AND LAST IF DAMAGED O.K. ANY OTHER PISTON U.S.
SPLIT CONES MUST BE VERY ACURATE, [sic] [inserted] FIT [/inserted] IN CONICAL SEAT
LOW B SHAFT EXAMIN [sic] FOR CRACKS OR WEAR DAMAGE TO THREAD
CYL IF MOR THAN TWO THREADS AR [sic] DAMAGED. U.S.
[page break]
[inserted diagram and calculations]
[underlined] NOTE [/underlined]
ALL NICKS, DENTS, SCRATCHES MUST BE REMOVED WITH A SMOOTH FILE AND FINE EMERY CLOTH FROM SHARP INDENTATION INTO SMOOTH ROUNDED DEPRESSIONS
SPIDER TRANSMITS TORQUES LOADS BARREL ABSORBS CENTRIFUGAL LOADS
[page break]
[underlined] FINAL BUILD [/underlined]
(1) FIT ROUGH WASHER
(2) SMEAR ALL BRIGHT PARTS INTERNAL AND EXTERNAL WITH LANOLIN
3 FILL BLADES TO 2” FROM TOP WITH INTAVA OR EQUIVELENT [sic]
4 PULL ON BLADES TO SPIDER USING PULLER AND SLACKING GREASE NIPLES [sic]
(5) ASSEMBLE AS BEFORE PACKIN ALL RACES ECT [sic] WITH A/S GREASE INCLLUDE CONE OIL RETAINING WASHER AND PISTON LOCK PLATE (6) TEST ALL BLADES FOR FULLNES [sic] USING GREASE GUN
7 DURING ASSEMBLY CHECK TORQUE ANGLES TRACK AND BALLANCE
8 EFFECT FINAL BALLANCE USING LEAD WIRE IN HOLLOW BARREL BOLTS
9 FIT ALL LOCKING DEVICES AND SMEAR SPLINES ECT [sic] WITH WHITEMORES COMPOUND AND REFIT
[underlined] NON OPERATION OF AIR SCREW [/underlined]
(1) CHECK OIL SUPPLY CONTROL RODS AND C/O VALVE
2 LEAKING LEATHERS
3 C/W BEARING SHAFT WRONG SIDE OF PITCH ADJ NUT SCREW PITCH ADJ SCREW WRONGLY FITTED OUTER HALF OF C/WT THRUST RACE WRINGLY FITTED
4 TORQUE LOADING TO HIGH (5) CLEARANCES INSUFFICIENT
VIBRATION CAUSES
1 LACK OF GREASE IN BLADES CHECK BY G/G
2 LOOSE PISTON RMOVE A/S INSPECT SPLINES AND CONE SEATINGS ECT DRESS UP ANY HIGH SPOTS RESMEAR WITH WHITMORES COMPOUND AND REFIT
3 TRACK, ANGLES, CLEARANCES AND TORQUE LOADING READJUST AS NECESSARY
[sketch of DH constant speed unit]
ROTAL A/S 20[DEGREES]
TYPE NO R 4.5 “ “ INTERNAL RANGE “
“ R 5 OR 6 EXTERNAL RANGE 35”
“ RXF 5 OR 6 “ EXTERNAL FEATHER “ 75”
“ RS 5 OR 6 “ “ “ 65
BLADES WOOD OR MAGNESIUM DURAL ARE [two words?]
[sketch of oil flow in hub]
INSIDE OIL TUBE L/H THREAD EACH END
OUTER TUBE SPLINES TO SPIGOT OUTER END HAVE KEYWAY FOR LOCKING PISTON
PISTON TWO OIL SEAL LEATHER WASHERS
CYL ALUMINIUM ALLOY ANODIC TREATED
CYL HEAD HELD IN POS BY 15 ¼ BSF AND 3 I BOLTS
SYN RUBBER SEAL
HUB S65 HUB CENTRE DETACHABLE CONE AT F R AND SLINED TO MATCH A/S SHAFT L/H THREAD AT FRONT OF HUB FOR REMOVAL FROM A/S SHAFT
[page break]
RACES 3 FOR THRUST AND 1 PRE-LOADING
THIS IS THE TOP RACE V POINS [SIC] TOWARDS THE TIP OF BLADE
[sketches of blade ball races]
[sketch of method of fitting pin]
BLADE ASSEMBLY
1. FIT BALANCING SHIM AND COVER PLATE
2. PASS BEARING HOUSING OVER BLADE ADAPTER
3. FIT PRE-LOAD NUT (COMPLETE WIT SEAL)
4. SELECT STACK OF RACES AND PACK WITH MOBIL GREASE NOTE 2OZ
5. PRESS BEARING OVER BLADE ADAPTOR AND FIT ADAPTOR NUT COMPLETE WITH SEAL V TOWARDS TIP
6. PRESS BEARING HOUSING OVER BEARING AND FIT BEARING HOUSING NUT
7. SET BEARING PRE-LOADING 10 – 35 FT LBS
8. FIT VERNIER PLATE AND SHIM
9. FIT ALL LOCKING DEVICES
PRECAUTIONS BEFORE REMOVING OR REPLACING A BLADE ASSEMBLY FROM HUB
1. RELEASE PRELOAD NUT APPROX ½ TURN AND REFIT LOCKING TABS
2. HOLD BLADE FROM TURNING SUPPORT TIP OF BLADE TO PREVENT TIP FROM BINDING AND KEEP LINK ARM CLEAR OF HUB
TOLERANCE OF BA
3”OZ N A/S 5”OZ FOR USED A/S
[page break]
REMOVAL SEQUENCE
ROTOL EXTERNAL TYPE CYL RX AND RXF
1. REMOVE SPINNER NOSE PIECE
2. UNLOCK SPINNER AND REMOVE
3. UNLOCK AND REMOVE 3 EYE BOLTS AND 15 CYL COVER NUTS AND BOLTS AND BOLTS AND TWO CYLINDER BLEED SCREWS
4. REMOVE CYL COVER PISTON NUT AND PISTON AND KEY OR LOCATING PEGS RXF TYPE
5. REMOVE CYLINDER
6. “ OIL TUBES L/H THREAD ON INNER
7. WITH NO 1 BLDE DOWNWARDS PLACE SLING OVER NO 2 AND 3 BLADES
8. REMOVE CIRCLIP, RETAINING PLATE AND LOCK RING
9. UNSCREW HUB NUT AND FIT EXTRACTOR NUT AND RING AND REMOVE AIRSCREW
10. REMOVE DEICING PIPES, INNER RING OF SPINNER AND SPINNER BACK PLATE
FIT A/S REVERSE THIS SEQUENCE (SMEAR SPINES WITH WHITMORES COMPOUND) FIT PILOT BUSH OVER INNER OIL TUBE END TO PROTECT CYL OIL GLAND WHEN PASSING CYL OVER TUBES
THREE STEEL TABS HELD IN PLACE A CIRCLIP [DELETED] HELD IN P [/DELETED] IN PRELOAD STRAIGHT OFFSET R O/S L
LOCKING DEVISE [SIC] IS SERATED STEEL TAB BOLTED AND TAB WASHERED [DELETED] TO FRO [/DELETED] BOLTED TO FRONT SPINNER PLATE
INSPECTION
DAILY EXAMINE BLADES AND SPINNER EXTERNALLY FOR DAMAGE
40 HOURS REMOVE SPINNER AND EXAMINE BACK PLATE FOR CRACKS EXAMINE HUB FOR LOSS OF GREASE AND OIL
480 REMOVE A/S EXAMINE OUTER BEARING SURFACE OF CYL FOR WEAR OR SCORING 2. EXAMINE OIL TUBES FOR BRINELLING DUE TO CHATTER 3. EXAMINE FORK JOINTS OF OPERATING LINKS AND EYE BOLTS 4. EXAMINE SPLINES AND CONE SEATINGS IN HUB AND SHAFT FOR PICK UP OR FRETTING 5. EXAMINE BLADES FOR DAMAGE FATIGUE CRACKS AND CORROSION 6. EXAMINE SPINNER AND BACK PLATES FOR DAMAGE
C.S.U. EXAMINE FOR OIL LEAKS AND SECURITY AND ADJUSTMENT OF CONTROL SYSTEM
[page break]
960 HOURS RETURN A/S AND C/S UNIT TO REPAIR DEPOT FOR COMPLETE OVERHAUL
WOODED [SIC] BL SCHWART JABLO AND RAYOID PAINTED BLACK WITH 4” YELLOW TIP
MAGNESIUM BLADE SCREWED TO BLADE ADAPTER WITH TOFNAL BUSH AS PROTECTION FROM STEEL ADAPTER
[sketch of blade defining areas]
[table of repairs according to area]
Cylinders Examine for cracks scores fretting overheating fins for cracks. Test flange for truth on surface plate having hole slightly larger than spigot Scrape true
Dimensional Cylinder bore for size ovality & taper with cylinder gauge Take 6 readings two at top stroke 2 at centre 2 at bottom. One parallel with & one at right angles to the gudgeon pin in each position.
Cylinders Water cooled test water jacket for leaks Blank off all outer ports attach air blast to inlet port immerse in hot water at 80°C apply pressure of 50lbs/sq” for 5 minutes. Leaks indicated by bubbles. Remove from tank dry thoroughly spray with lubricating oil to prevent rust.
Cylinder Heads Examine for cracks especially between ports, valve guide houses and stud houses Studs for non alignment firmness and condition of thread. Plug adaptors for firmness and condition of thread Test seats for width max 3/32 [four words unreadable] valve seats for truth using new valve or special gauge and marking. [one line unreadable]
[page break]
to bring the pointer to zero
7. To turn with George put the main switch on and move the steering lever left or right.
8. Dive or climb by rotating the altitude control to the required angel
9. Landing Put the clutch lever and main control cock to the out position.
Ground checks
1. See that there is one pint A/F oil in bottle
2. See that air dryer has been recharged with silca gel
3. Put clutches in and move controls over the full range
4. With the port engine running check that the air pressure is steady at 60lbs/sq”
5. Put the MCC to the open position and note that the rotors are spinning
6. Replace covers securely and check that the plugs are secure in the there [sic] sockets
7. Put the MCC to the out position
[page break]
[this is on a loose page, not part of this notebook]
to make easy reading these degrees per [one word?] are rated 1 to 4
C.S.U. 1825 OF ENGINE PUMP CENT GOVENOR
PAD GOVERNOR CAN BE USED FOR EITHER L OR R HAND DRIVE PORT NEAREST SPLINE IS FINE OUTLET PORT BLANKING PLATES SMALL ONES SUCTION LARGE ONES PRESSURE BLANKING OIL ENTERS IDLER GEAR SPINDLE FITTED WITH NON RETURN VALVE AND RESTRICTER
[UNFINISHED SKETCH]
[page break]
VALVE TIMING FOR MERCURY [DELETED] iii [/DELETED]
1. TURN C/SHAFT UNTIL CONROD IN NO 2 CYL AT TDC
2. FIT THE FRONT COVER LESS THE FRONT COVER BALL RACE
3. INSERT THE TIMING ROD THROUGH LAYSHAFT CAM SLEEVE, HOLE IN FRONT [DELETED] COVER [/DELETED] WALL OF C/C CASE ON TO FRONT WEB OF C/SHAFT
4. ENGAGE C/SHAFT GEARS CENTRALISE SERRATIONS
5. FIT DUMMY RACE TO FRONT COVER AND [DELETED] RING [/DELETED] NUT
6. REMOVE THE TIMING ROD
7. FIT PUSH RODS AMS SET TAPPETS
8. FIT PPI TO NO 6 CYL (NO 6 ONLY)
9. FIT TIMING POINTER
10. SET T. [DELETED] PI [/DELETED] BY MEANS OF P.P.I
11. CHECK VALVE OPENING 29° BTDC
[SKETCH OF VALVE TIMING]
[in green ink in a different hand]
Just one point
Oliver Cromwell
Who always
asks for
[underlined] more and more [/underlined]
CNA MERCURY RADIAL ENGINE
CRANK CASE CYL HOLDING DOWN BOLTS .010” .020” .030”
[SKETCH OF STUD]
CHECK. CLEAN WITH PARIFFIN [SIC] HOT OIL AND CHALK TEST
A/S SHAFT MADE OF N/O STEEL
UNEVERSAL [SIC] THRUST BALL BEARING
REAR BEARING SINGLE THRUST BEARING
REAR SPHERICAL SEATING AL-BRONZE
ANCOR MEMBER HOUSING N/S
REAR BEVEL WHEEL CARRIER
SEALING RING IRON BRONZE
DISMANTLING
1. INSERT EXTENSION SHAFT THROUGH HOLE IN BENCH 2. REMOVE FRONT COVER PLATE 3. WITH RING SPANNER REMOVE THRUST NUT (LH) 4. LIFT OF OIL THROWER 5. WITH EXTRACTOR PRESS A/S SHAFT FROM MAIN BALL BEARING [INSERTED] SKETCH OF SOMETHING [/INSERTED] 6. TAP OUT ANCHOR MEMBER HOUSING FROM CASING 7. LIFT OF [SIC] FRONT BEVE [SIC] WHEEL AND SPHERICAL RING
[page break]
CRANK SHAFT
TO REMOVE MANETON WEB EXPAND TO .015”
“ REPLACE “ “ “ TO .040
PERMISSABLE STRETCH OF MANETON BOLT .009 TO .010
“ END FLOAT OF MASTER ROD ASSEM .008 - .012
FIT A BOLT MARKED E TO THE MANETON
BIG END BUSH IS A FULLY FLOATING STEEL SHELL LINED WITH CADMIUM NICHEL [SIC] ALLOY
REMOVAL AND FITTING OF BUSHES
DRILL AND PRESS OUT BRASS DOWEL PEGS
PRESS OUT BUSHES USING SPECIAL TOOL AND WORLSHOP PRESS
FITTING NEW BUSHES ARTICULATED RODS
IMMERSE EYE OF ROD IN CASTOR OIL AT A TEMPERATURE OF 200°C FOR 30 MINS REDUCE TEMPERATURE OF BUSH TO -60°C AND PRESS IN BUSH USING SPECIAL TOOL AND WORLSHOP PRESS. WHEN FITTING NEW BUSH TO MASTER ROD THE TEMPERATURE OF THE OIL MUST NOT BE ABOVE 150°C
REMOVE [INSERTED] F. [/INSERTED] KEYS BY 2BA BOLT. 1 KEY IN FRONT 2 IN REAR. EXPANDER JACK FOR OPENING THE MANETON WEB TAKE OUT JACK AS SOON AS MANETON WEB IS REMOVED. REAR OIL RETAINER MADE OF ALLY-BRONZE WRIST PIN NO 1, 4 HAVE
[page break]
STEEL PLUNGERS SPRING LOADED BLANKING PLUG HAS SPRING AND STEEL WASHED AND FELT RING WASHER TO MAKE OIL TIGHT JOINT BETWEEN SPLINES OF TAIL SHAFT
OIL FEED TO BIG END [DELETED] FACE [/DELETED] ALWAYS ON LEEDING [SIC] FACE
MANITON POS GAUGE FOR SUBASSEMBLY
16-12-41
CYLS AND BARRELS
1. EXAMINE FIRST FOR MAJOR FAULTS WHICH Any [one word?] the rejection of the Cyls shucl [sic] as a. louse [sic] head head joints (showe [sic] by sin [sic] of burnt or discoloured oil between the head and the barrel b. heavy bluing of the barrel c. distorted [deleted] scirt [/deleted] skirt d. cracks in cyl head e. distortion or slakness [sic] of valve seats (shown by signs of gas blowing past f. badly worn and stripped threads in [one word?] and gas starter non [one word?] valve adaptors
2. Decarbonise combustion Chamber taking care not to damage head and seals with scraper. 3 view bore of cyl barrel and work to fits and clearances and marginal notes AP 1451A Vol 2 4. Check ovality and dia with a cyl gauge fitted with (DTI) (MERCER) OR use inside mic take at least three readings in length of barrel 5. Reduction of fin cooling area of cyl head and removal of cracks from cooling fins AP 1451. G Vol 2 PART 3
NEOPRENE VIRBRATION [SIC] DAMVERS [SIC]
VALVE SEATS ALLY BRONZE LATER TYPE NGM AND NCM WITH EXHAUST STELITED SEATING SCREWED SHRUNK AND PEENED IN POSITION
SPARKING PLUG ADAPTERS EARLY TYPE ALLY/BRONZE S – S PIN IN POSITION LATTER TYPE STEEL S.S.P. HEAD HEATED IN CASTOR OIL TO 200°C ½ HRS VALVE GUIDS FITTED COLD
Removing and fitting Sparking Plug Adapter
1. Centre pop silver steel dowels
2. [word?] drilling [word missing] and drill out dowels
3. Heat head in oil at 200°C for ½ hr
4. Remove adapter with lock extractor
[page break]
5. machine a face with a face cutter
6. Test with spring loaded depth gauge
7. Machine B face with B face cutter
8. Make final check with spring loading gauge
9. Tap out (G.S .037) .009 oversize
10. It’s no3
11. Fit O>S adapter with [word?] inserting tool
12. Fit drilling jig and drill at 90° to
13. reamer holes and fit dowels
14. clean thread with 18MM tap
15. reprove inserting grove with spring loading facing cutter.
VALVE KE965 C-
STEMS NITRIDED NECK AND HEAD BRIGHT RAY TREATED ANGLE 451/2° EXHAUST SODAM [SIC] MELTING POINT 97°C BOILING POINT 883° 080MA .50 MIN FACE STELLITED INLET 45° ANGLE EXAMINE WARPT HEADS STRETCH
IF VALVE STEM FROM CYL TO WASHER AT TOP OF VALVE IS TO [SIC] LONG FIT WASHERS .050 OR .100 DISTANCE SHOULD BE 1.870 SPRING TESTING OUTSIDE 42 INT 35 INER 20LBS ALL TO PASS A GAUGE OF 1.344
TYPE OF METAL USED BY COLOUR IDENTIFICATION
[page break]
SHELTER NO 62
MECURY VIII VIII IX REAR COVER
[SKETCH OF MERCURY REAR COVER GEAR BOX]
A.P. 1491B
CROSS DRIVE SHAFT [TWO LETTERS?] OIL PUMP ON PORT SIDE ON STARBOARD TACHOMETER DRIVE THEN BTH A/COMP OR VAC PUMP THEN DUPLEX FUEL PUMP. TWO MAGS G.GEAR AUX CASING 3 AUX MARK II VAC PUMP R.A.[INSERTED] AIR [/INSERTED] COMP OR 3 STAGE H.P. OIL PUMP GENERATOR [DELETED] OIL PUMP [/DELETED] [INSERTED] CROSS DRIVE SHAFT [/INSERTED] BEARING MAGNESIUM ON OIL PUMP SIDE OTHER SIDE DEEP GROVE [SIC] BALL BEARING TAIL SHAFT BUSH BEARING PHOSPER [SIC] BRONZE W.M LINED SPRING DRIVE MAGNESIUM BUSH IN BEVEL AND ON STUB REVE MAG BEVEL DRIVE MAGNESIUM REAR BEARING PHOSPER BRONZE FRONT BEARING OF AUX MAGNESIUM REAR BEARING BALL AND BALL
HIGH INITIAL OIL PRESSURE
ON ENGINES AFTER SERIES VIII PROVISION IS MADE FOR SAFE GARDING [SIC] THE ENGINE AGAINST STARVATION DURING THE FIRST FEW MINUTES OF RUN [INSERTED] N [/INSERTED] ING. THIS CONCISTS OF A HIGH INITIAL OIL PRESSURE DEVICE INCORPORATED IN THE OIL PUMP. THE DEVICE AD TO INCREASE THE PRESSURE TO THE BEARINGS AND AT THE SAME SUPLYS OIL TO AN AUX JET MOUNTED IN THE TOP OF THE C/C AND SO POSITIONED THAT A SUPLY IS DIRECTED ON THE BIG END AND CON RODS AND PISTONS AND CYL WALLS AS TEMP RISES THE H.I.P. FALLS UNTIL THE NORMAL WORKING TEMP IS OBTAINED WHEN THE DEVICE GOES OUT OF ACTION.
VOLUTE COVER VOLUTE CASING BLOWER CASING CHECK [WORD?] CASING AND VOLUTE BY FEELERS AND BEAM GAUGES
FUEL PUMP
WITH THE GAG [INSERTED] GED [/INSERTED] DOWN AND THE PUMP RUNNING 2400 RPM CHECK RATE OF DELIEVERY [SIC] OVER A PERIOD OF 15 MIN A DEL OF FROM 200 TO 250 GALS PER HOUR UNDE SUCTION LIFT OF
[page break]
6 FEET AND A DELIVERY HEAD OF 12 FT SHOULD BE MAINTAINED. UNDER THESE CONDITIONS THE OUTLET PRESSURE SHOULD BE 6LBS/SQ” VARING [SIC] BY NOT MORE THAN A 1/4SQ” IN EITHER HALF OF THE UNIT. AFTER THE ABOVE TEST HAS BEEN MADE CHECK THE RATE OF DELIEVERY [SIC] IN EACH HALF OF THE UNIT. WITH THE PUMP RUNNING UNDER THESE CONDITIONS THE RATE OF DE NOT LESS THAN 144 [INSERTED] GALS [/INSERTED] PER HOUR SHOULD BE MAINTAINED AT EITHER SIDE OF THE UNIT. IT WILL BE [INSERTED] NECESSARY [/INSERTED] EACH HALF OF THE PUMP OF THE PUMP TO REMOVE THE DRIVEN GEAR FROM THE SPINDLE FROM THE THA HALF OF THE PUMP NOT UNDER TEST
EXTERNAL BRIGHT PARTS YELLOW GREASE AND PAPER CAMSHAFT ASSEMBLY BEFORE PACKING CLEANED AND COVERED WITH LANOLISED OIL CAM COVER BOLTED DOWN SO AS TO LEAVE [WORD?] AIR SPACE
1. ENGINES EXPECTED TO BE OUT OF USE 1 MONTH OR MORE
i. ENGINES WHICH CAN BE RUN A DRAIN THE ENGINE SUMP AND THE FUEL AND OIL TANKS FILL WITH CLEAN OIL AND D.T.D 224 B. RUN THE ENGINE AT 1,000REVS FOR 1/2HOUR C. DRAIN OIL SYSTEM AND THE SUPPLAS [SIC] FROM THE OIL SCAVENGE FROM RADIAL D. REMOVE ALL OIL AND CONDENSATION WITH SRINGE [SIC] PISTON TDC E. SPRAY EACH CYL INTERNALLY WITH ANTY [SIC] [WORD?] INHIBITER 33C/563 PISTON AT BDC ON POWER STROKE NO MORE THAN 20CC FOR EACH CYL
AS 12 TO 14 CC PER CYL
BRISTOL 16 TO 20 “
DH 6 TO 8 “
NAPIER 5 TO 6 “
ROLLS KESTREL 8 TO 10 “
ROLLS MERLIN 12 TO 16 “
PRATT AN WITNEY 12 TO 14 “
WRIGHT 16 TO 20 “
FIT DUMMY PLUGS AND BLANKING PLATES REPEAT EVERY SIX MONTHS
ii. ENGINES WHICH CAN NOT BE RUN BUT CAN BE TURNED, TURN THE ENGINE 6 TIMES BY HAND OR TEN MINS BY MECHANICAL RIG
iii. ENGINES THAT CANNOT BE TURNED PROCEED AS PAR D, E, F AND G SUCH ENGINES TO BE MADE SERVICABLE AS POS
2. ENGINES NOT OUT OF USE MORE THAN 1 WEEK ENGINES WHICH CAN BE RUN AP 1464 VOL II LEAFLET C 32
[page break]
OIL AND PETROL SYSTEM OF NAPIER DAGGER III
[SKETCH OF OIL AND FUEL SYSTEM OF NAPIER DAGGER III]
[TABLE GIVING SPECIFICATION OF AVIATION FUELS]
DISPOSAL OF FUEL AND OIL
1. PETROL SALVAGED FROM A CRASH USE IN MT
2. “ “ FROM MAC OTHER THAN A CRASH MAY BE USED FOR FLYING PURPOSE AT THE DISC OF C.O
3. “ “ SALVAGED FROM A crash at sea will be filtered and know as MT fuel grades 3 Oil taken from aircraft is sent to be cleaned or refined and is used for MT.
[page break]
RUNNING FAULTS
ENGINE FAILS TO START
IF HT SPARK CAN BE HAD IN MAIN MAG distributor IGN defective hand starter switch or circuit defective HT lead HS mag faulty contact at end of lead dirty slip ring faulty carbon brushes HS mag C/B points dirty or out of adjustment sticking rocker arm faulty or broken CB spring internal fault in mag. If no fuel can be pumped from the connection nearest the engine ineffective primer pump primer pipes broke or blocked primer jets blocked. If both sparks and priming are correct engine over or under primed
Engine starts but fails to pick up when main switch is put on defective switch or switch circuit
Fuel incorrect poss of throtal [sic] incorrect poss of fuel distribution cocks air lock in fuel supply pipe slow running jets blocked water or jet wells
Engine cut out when run on one mag defective switch defective CB faulty mag
Excessive drop in RPM when switching of one mag defective SPs defective HT leads on connection dirty worn or incorrect [word?] at CB points
Engine Vibrates Misfiring on one or more cyls from any cause due to ignition indicated by excessive drop in RPM airlock in induction system or otherwise incorrect incorrect mixture
Mechanical tappets out of adjustment uneven compressions worn reduction gear
Air screw loose on air screw shaft out of track out of balance
General Loose bearer bolts loose engine mounting loose bracing on engine bay unsteady engine R.P.M. faulty rev drive due to faulty installation sharp ends frayed drive shaft insufficient lubrication faulty RPM indicator misfiring from any cause incorrect boost reading loose breyal on gauce incorrect adjusted gate or control faulty boost control leaks in pipeline engine to control from from control to to gauge dirty filter in gauge faulty gauge
[page break]
Excessive temp incorrect poss of rad or rad shutters incorrect filling of coolant system causing air lock obstruction in pipe lines damaged water pump faulty gauge
Incorrect Oil Temp high insufficient oil in tank cooler blocked bypassed or dirty engine over heating. Incorrect oil pressure High very low temp faulty gauge Low oil press air leak on suction side of pump restriction on pipelines suction side of pump dirty oil filter pressure side of pump insufficient oil in tank oil cock incorrect relieve stuck open leck on press side faulty gauge
[sketch and calculations]
[page break]
[back cover feint drawings and calculations]
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Ernie Twells' notebook
Description
An account of the resource
Ernie Twells' engineering notebook covering metallurgy, carburettors, air screws and aircraft engines..
Creator
An entity primarily responsible for making the resource
Ernie Twells
Format
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One notebook of 62 handwritten pages.
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text. Training material
Text
Identifier
An unambiguous reference to the resource within a given context
MTwellsE171780-151026-07
Coverage
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Royal Air Force
Contributor
An entity responsible for making contributions to the resource
Janice Waller
Trevor Hardcastle
David Bloomfield
Publisher
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IBCC Digital Archive
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/416/7657/MTwellsE171780-151026-08.1.pdf
01af8896cc04ef1d960605bfe72e7566
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Twells, Ernest
Ernie Twells
E Twells
Description
An account of the resource
19 items. The collection concerns Flying Officer Ernie Twells DFC (1909 - 1979, 6042416, 805035 Royal Air Force) and contains his log books training notebooks, his medals and lucky mascot. It also includes a scrap book of photographs.
Ernie Twells served as an engine fitter before remustering as a flight engineer. He completed 65 operations with 619 and 617 Squadrons including sinking the Tirpitz.
The collection has been loaned to the IBCC Digital Archive for digitisation by Ernest Twells and catalogued by Barry Hunter.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-10-26
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Twells, E
Access Rights
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Permission granted for commercial projects
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
Form 714.
ROYAL AIR FORCE.
Rough Notebook for use in Laboratories and Workshops.
[page break]
[inside front cover]
[2 deleted words] — C [one indecipherable word] — 2 ME 110 X — BEAUFIGHTER ✓ — FORTRESS ✓ — STIRLING ✓ — DO 217 ✓ — MARTLET ✓ — TYRHOON [sic] ✓ — ME 109 ✓ — MUSTANG ✓ — DO 117 X — BEAUFIGHTER X — KITTYHAWK X — DO 117 X — TYPHOON ✓ — MUSTANG ✓ — JU 88 X — HALIFAX ✓ — TYPHOON ✓ — [underlined] ME 110 ✓ [/underlined]
[page break]
[underlined] Single Engine Fighters [/underlined]
1/ Spitfire — 2 Huricane [sic] — 3 ME 109 30 FT — 4 [one deleted word] Typhoon — 5 Mustang — 6 FW 190 30 FT — 7 Martlet — 8 Hen 126 50 FT — 9 JU 87D 50 FT
Four Engine Aircraft Single Fin and Rudder
1 Stirling — 2 Fortress — FW 200 K 110 FT
Four Engine Twin [inserted] FIN [/inserted] and Rudder
HALLIFAX [sic]
2 Engine A/C TWIN FIN AND TAIL
1 ME 110. 50 FT — DOR 217 60 FT — 3 L Lighting
[page break]
Twin Engine Single Fin an [sic] Rudder
1/ Beaufighter — 2/ JU 88 A6 70 FT — 3 Heinkel 111 70 FT — 4 Heinkel 177 100 FT — 5 Boston — 6 Mosquito — 7 FW 187 50 FT — 8 Henchel 129 50 FT — 9 ME 210 50 FT
1/ STIRLING ✓ — 2/ ME 110 ✓ — 3/ HALIFAX ✓ — 4 ⎯⎯⎯⎯⎯⎯ X — 5/ MARTLET X — 6 ME 109E ✓ — 7 FW 190 ✓ — 8 TYPHOON ✓ — 9 KITTYHA [sic] ✓ — 10 JU 88 X
1 BEAUFITER [sic] ✓ — 2/ JU 88 ✓ — 3/ MOSQUITO ✓ — 4 JU 88 ✓ — 5/ FORTRESS ✓ — 6 MUSTANG ✓ — 7 TYPHOON ✓ — 8 DO 217 ✓ — 9 MARTLET ✓ — 11 ME 109E ✓ — 12 ME 110 ✓ — 13 MARTLET ✓ — 14 HURICANE [sic] ✓ — 15 STIRLING ✓ — 16 FW 190 ✓ — 17 MUST ✓ — 18 MARTLET ✓ — 19 KITTYHARY [sic] ✓ — 20 DO 217 ✓
[page break]
1 ME 110 ✓ 40 — 2 HALIFAX X ✓ — 3 TYPHOON ✓ — 4 ME 210 ✓ — 5 JU 88 ✓ — 6 KITTYH [sic] ✓ — 7 ME 117 * — 8 ME 109 ✓ — 9 MOSQUITO ✓ — 10 ⎯⎯⎯⎯⎯⎯ X — 11 KITTY ✓ — 12 ME 110 ✓ [deleted] 200 [/deleted] — 13 FS FW 187 [deleted] 250 [/deleted] — 14 TYPHOON ✓ — 15 DO 217 ✓ 550 — 16 FORTRESS — 17 FORTRESS ✓ 400 — 18 HURICANE [sic] ✓ 350 — 19 MOSQUITO ✓ 400 — 20 ME 210 ✓ 800 — 1/ JU 88 ✓ — 2 HE 111 ✓ — 3 HE 177 X — 4 STIRLING X — 5 MARTLET ✓ — 6 DO 217 ✓ — 7 MOSQUITO ✓ — 8 [one indecipherable word] ✓ — 9 HE 177 ✓ — 10 ME 110 ✓ — 11 MOSQUIT0 ✓ — 12 TYPHOON X — 13 FW 190 ✓ — 14 ME 110 X — 15 [deleted] ME 210 [/deleted] BENU ✓ — 16 BOSTON ✓ — 17 FW 200 ✓ — 18 HURICANE [sic] ✓
ME 210* — MOSQUITO ✓
1 FORTRESS ✓ — 2 HURICANE [sic] ✓ — 3 LOCKHEED LIGHTING ✓ — 4 HE 111 ✓ — 5 [one indecipherable word] ✓ — 6 ⎯⎯⎯⎯⎯⎯⎯ * — 7 111 HE ✓ — 8 ME 110 ✓ — 9 SPIT ✓ — 10 HE 111 ✓ — 11 MUSTANG ✓ — 12 ⎯⎯⎯⎯⎯⎯⎯⎯ * — 13 ME 109 X — 14 MOSQUITO * — 15 JU 88 ✓ — 16 FU [sic] 190 ✓ — 17 ME 177 * — 18 KITTYII [sic] ✓ — 19 JU 88 ✓ — 20 HE 177 — 1 BOSTON ✓ — 2 STIRLING X — 3 JU 88 ✓ — 4 FW 187 ✓ — 5 [one deleted word] FORTRESS ✓ — 6 HURICANE [sic] ✓ — 7 HURICANE [sic] X — 8 ME 110 ✓ — 9 KITTY ✓ — 10 MARTLET ✓ — 11 HE 177 10 * — 12 BOSTON ✓ 13 MUSTANG ✓ — 14 BEAUFIGHTER ✓ — 15 BOSTON ✓ — 16 BEAU ✓ — 17 DO 217 X — 18 HALIFAX ✓ — 19 ⎯⎯⎯⎯⎯⎯⎯⎯⎯ — 20 109
page break]
ME 109 ✓ 30 — 2 ME X — 3 BEA X — 4 MARTLET ✓ — 5 BEAU ✓ — 6 HE 111 70 ✓ — 7 JU — 8 ⎯⎯⎯⎯⎯⎯⎯⎯⎯ — 9 ⎯⎯⎯⎯⎯⎯⎯⎯ 111 70 — 10 FW 200 ✓ 110 — 11 FW 190 30 — 12 TYPHOON ✓ — 13 ⎯⎯⎯⎯⎯⎯⎯⎯ — 14 H — 15 TYPHOON ✓ — 16 ME 110 70 — 17 ⎯⎯⎯⎯⎯⎯⎯⎯⎯ — 18 109 ME — 19 TYPHOON ✓ — 1 [deleted] HE 111 70 [/deleted] — 2 BEAUF — 3 FORTRESS ✓ — 4 BOSTON ✓ — 5 HURY ✓ — 6 FW 187 X 50 — 7 HE 177 ✓ 100 — 8 SPIT ✓ — 9 BOSTON ✓ — 10 FORTRESS ✓ — 11 JU 88 ✓ 70 — 12 MARTLET ✓ — 13 [deleted] HE 111 70 [/deleted] — 14 TYPHOON ✓ — 15 HE 111 ✓ 70 — 16 FW 190 ✓ 30 — 17 ME 210 X — 18 KITTY ✓ — HE 111 ✓
1 HURY ✓ — 2 DO 217 60 ✓ — 3 KITTY X — 4 H 177 ✓ 100 — 5 STIRLING ✓ — 6 HURRY ✓ — 7 HS 126 50 ✓ — 8 ME 109 ✓ 30 — 9 BOSTON ✓ — 10 FW 200 ✓ 100 — 11 FW 190 ✓ 30 — 12 FORT X — 13 FORT ✓ — 14 L LIGHTING ✓ — 15 HE 111 ✓ 70 — 16 JU 870 ✓ 50 — 17 MARTLET ✓ — 18 [deleted] ME 210 [/deleted] 1111 ✓ [deleted] X [/deleted] — 19 FW 187 [deleted] X [/deleted] — 20 DO 217 60 — 1 HALIFAX ✓ — 2 BEAU ✓ — 3 JU 88 ✓ 70 — 4 FW 200 X — 5 DO 2 [deleted] 17 X [/deleted] — 6 ME 110 ✓ 50 — 7 BEAU ✓ — 8 TYPHOON ✓ — 9 MUST ✓ — 10 MUS ✓ — 11 BOSTON ✓ — 12 HALY ✓ — 13 ME 110 X — 14 STIRLING ✓ — 15 FW 200 ✓ 110 — 16 STIRLING X — 17 HURY ✓ — 18 SPIT ✓ — 19 STIRLING ✓ — 20 HS 126 ✓ 50
[page break]
FW 190 150 YDS ✓ — FW 190 150 YDS ✓ — FW 190 300 YDS ✓ — HE 177 500 YDS ✓ — H 111 700 YDS ✓ — ME [one indecipherable word] 600 YDS ✓
1 HENCHEL [sic] 129 ✓ 50 — 2 TYPHOON ✓ — 3 HE 217 * 70 — 4 DO 217 * 90 — 5 HALIFAX ✓ — 6 FW 190 ✓ 30 — 7 JU 88 ✓ 40 — 8 DOR 214 ✓ — 9 ME 210 ✓ 56 — 10 MUSTANG ✓ — 11 FORTRESS ✓ — 12 HE 111 ✓ — 13 BOSTON ✓ — 14 [one indecipherable word] ✓ — 15 MUSTANG ✓ — 16 MOSQUITO ✓ — 17 — 18 HE 177 * — 19 ME 110 ✓ — 20 FORTRESS ✓ — HE 177 ✓ — SPIT ✓
FW 300 YDS ✓ — JU 88 600 YDS — HE 111 600 X — FW 187 350 ✓ — FW 190 150 ✓ — ME 210 300 X — FW 190 200 ✓ — FW 190 250 ✓ — FW 200 1000 YDS ✓ — FW 190 150 ✓
1 BEAU ✓ — 2 HE 111 ✓ — 3 MARTLET ✓ — 4 MOSQUITO ✓ BEAU X — 5 MUSTANG TYPHOON X— 6 FORT X — 8 JU 87 ✓ — 9 SPIT X — 10 FW 187 ✓ — 11 DO 217 X — 12 ⎯⎯⎯⎯⎯⎯⎯ X — 13 MUSTANG ✓ — 14 BOSTON ✓ — 15 — 16 F 190 ✓ — 17 HALIFAX ✓ — 18 MARTLET ✓ — 19 BOSTON ✓ — 20 DO 217 ✓
[page break]
[blank page]
[page break]
[underlined] Browning Gun [/underlined]
1 Make sure gun is unloaded
2 Remove flash elinmator [sic]
3 Remove Back leg
4 Remove [one indecipherable word] spring
5/ Remove locking stud
6 Breach Block
7/ Rear fear Release Unit
8/ Lock Frame
9/ Barrel and Barrel extension
[underlined] D T Reflector light [/underlined] (3 A X)
1/ Check Bulb for serviceability and alingment [sic]
2 Check mounting for security, leads Fuse (allso [sic] spare)
3 Check cleanlyness [sic] and dryness of glass surface
Check sun screen for operation
4 Bulbs must be changed every 30 flying hours or upon signs of blacking are seen
5/ Three spare bulbs are carried in the turret. Advantages of Reflector light on to target. Both eyes can be kept open when using sight alows [sic] for head movement and [one indecipherable word] is focust [sic] on
[page break]
[underlined] Safty devices on Browning Gun [/underlined]
1/ Locking of breach block. Ensures that the breach block is locked to the barrel extension for 5/6” movement before the round is fired preventing blow back.
2/ [underlined] Unlocking of the Breach block [/underlined]
Ensures that the bullet and excessive gases have left the barrel before the breach block is unlocked
3/ The fire and safe mech
Ensures that the recoiling portions are fully forward before the gun can be fired.
4 The cocking lever during the forward of the breach block the nose of the cocking lever is not clear of firing pin untill [sic] the breach block is fully forward. In case of broken bents on firing pin or a broken point on the rear causing [one deleted word] the firing pin to go prematurly [sic] the cocking lever takes the main force of the spring rendering the blow on cartridge [two indecipherable words] to fire it.
5/ The near rear prevent a round being cooked by the heat of the barrel.
[page break]
[underlined] No 1 Stopages [sic] [/underlined]
[numbers 1 - 7 deleted at side of page]
Locking stud fully forward imedate [sic] action is to cock the gun and fire watching the feed if gun fires. Stopage [sic] is due to Dud ammo. Feed takes place but gun does not fire stopage [sic] due to broken firing pin or faulty Fire and safe mech. Feed does not take place stopage [sic] due to either defective retaing [sic] paul [sic] or spring. Feed paul [sic] and/or spring broken claw on transporter or misalindge [sic] belt.
[underlined] No 2 Stopages [sic] [/underlined]
Cocking stud [inserted] between [/inserted] fully forward and half way back imediate [sic] action cock and fire. Gun does not fire stopage [sic] due to broken [deleted] sp [/deleted] transporter spring or weak loose link jambed [sic] in feedway cross feed due to misalingded [sic] belt or separated case due to undo breaching.
No 3 Stopagse [sic]
Cocking stud half way to fully back. Imediate [sic] action Cock and fire if gun fires stopage [sic] due to insufine [sic] recoil due to dud cartriage [sic]
[page break]
Gun does not fire stopage [sic] due to weak or broken ejector broken or damaged cartridge rim guides Note friction.
Note weak barrel return spring broken transporter guide spring will give stopages [sic] in any position.
[page break]
[underlined] Fraser Nash Layout
Working Pressure 300 lbs sq” [/underlined]
[2 diagrams of hydraulic systems]
[underlined] Engine Driven Pump [/underlined]
Drives oil round circuit. Output 7/9 Galls per min. One pump per circuit.
Volkes Filter Fitted on exhaust pipe line and filters 99% of dirt.
Recuperator Fitted on exhaust pipe line
[underlined] Functions [/underlined]
1/ Means of filling system
2 Means of bleeding system
3 Prevent EWP starvation
4 Conpersats [sic] for temp change
5/ Conpersats [sic] for leakages
[page break]
[underlined] Rotating servis [sic] Joint [/underlined]
This brings the oil from the fixed part of the AC to the moving part.
[underlined] Valve Box [/underlined]
This consists of 4 valves
1/ Master valve 2/ Elevation and depression Rotation and Poppet valve. Poppet valve to prevent gun sinkage
[underlined] Hydraulic Jack [/underlined]
This elevates and depresses the guns
[underlined] Vane Oil Motors [/underlined]
This rotates the turret
Palmer Firing Gear
An hydraulic means of firing the guns
Accumalator [sic] this is a means of firing the gun should a pressure pipe line get broken Fire gun about 7 8 times
Release valve Safty [sic] device if pressure is above 300 lbs sq”
External Rotation valve
When valve is opperated [sic] turret can be rotated from out side [sic]
[page break]
[diagram of the layout of components in turret]
1/ Reflector light — 2/ Rotating servis [sic] Joint — 3/ Palmer firing gear — 4/ Valve Box — 5/ Vane Oil motor — 6 Manual Rotation Handle — 7 Intercom — 8 Other Mean of [symbol] — 9/ 3 Spare Bulbs — 10 3 Fuses Cockpit 5 light fuse 5 Camera 10 — 11 Seat — 12 Safty [sic] Belt — 13/ Safety Device — 14 Oxygen — 15 Handles for moving seat — 17 Tool Bags 1/ Toggle 2/ Aiming wire 3/ Cleaning Tool 4 Combination Tool 5/ Drifts — 18 Ammunition Boxes — 19 Guns — 20 Cockpit Lamp — 21 Jettonson handles — 22 Camera Switch
Oil used in Fraser Nash system
Summer time NO % antifreeze 30 eng oil
Winter time 100 % antifreeze
[page break]
[underlined] Means of entry to Fraser Nash Turret [/underlined]
1/ Make sure recuperator spindle is up 5 ins — 2/ Open turret doors — 3/ Climb in feet first — 4/ Plug in I/C — 5/ Close Doors — 6/ Fix safty [sic] Belt — 7/ Check Tools Spare Bulbs — 8/ Check ammo — 9 Check Fuse — 10/ Switch on light — 11/ Load Guns — 12/ Make sure Manual rotation handle is free — 13 Unlock turret and opperate [sic] [deleted] and [/deleted] for elevation and rotation — 14 Inform pilot turret O.K
[underlined] Means of Exit [/underlined]
1/ Lock and centrise turret — 2/ Unload Guns — 3/ Switch off [deleted] shight [sic] [/deleted] sight — 4/ Undo Safty [sic] belt — 5/ Unlock doors — 6/ Take out I/C — 7/ Slide out of turret head first — 8/ Close doors
[page break]
[underlined] Boulton and Paul Turret
Electric Hydraulic Layout 1200lbs sq” [/underlined]
[diagram of electric hydraulic system]
[underlined] Engine Driven Electrical Generator [/underlined]
This generates and supplys [sic] the electricity to the turret
[underlined] Electrical Distributor [/underlined]
This brings electricity from the fixed part to the moving part of A/C
[underlined] Electric Motor [/underlined]
This drives the hydraulic [deleted] motor [/deleted] [inserted] generator [/inserted]
Hydraulic Generator
A means of filling the system and allso [sic] supplys [sic] the oil to hydraulic jack and hyd motor
[page break]
[underlined] Hydraulic jack [/underlined]
This elevates and depresses the guns and is a ballance [sic] type
[underlined] Hydraulic motor [/underlined]
This rotates the turret
[underlined] Pressure regulator box [/underlined]
To prevent gun sinking
[underlined] Gun Fire interuptor [sic] [/underlined]
Prevents us shooting our own tail
[underlined] Inter lock mech [/underlined]
This prevents is from fouling our own Fuselarge [sic]
[underlined] Fairing Switch [/underlined]
This prevents us from fouling [word missing] fairing
[underlined] High speed button [/underlined]
This should never be used for more than a few seconds
Normal speed 3,000 R.P.M high speed 3,400 RPM.
[underlined] 9 Fuses [/underlined]
4 Gun fuses (10 AMPS) 2 Cockpit Fuses (5 AMPS) 1 light fuse (5 AMP) 1 Solinoid [sic] fuse [inserted] 5 AMPS [/inserted] 1 motor fuse ([corrected] 10 [/corrected] AMP)
[underlined] Oil used [/underlined] 80% antifreeze 20% engine oil
[page break]
[paper with list laid over the next page which would be diagram of turret layout]
[list of aircraft with ticks and crosses by them. Many are undecipherable or deleted]
[page break]
[underlined] Hydraulic jack [/underlined]
This elevates and depresses the guns and is a ballance [sic] type
[underlined] Hydraulic motor [/underlined]
This rotates the turret
[underlined] Pressure regulator box [/underlined]
To prevent gun sinking
[underlined] Gun Fire interuptor [sic] [/underlined]
Prevents us shooting our own tail
[underlined] Inter lock mech [/underlined]
This prevents is from fouling our own Fuselarge [sic]
[underlined] Fairing Switch [/underlined]
This prevents us from fouling [word missing] fairing
[underlined] High speed button [/underlined]
This should never be used for more than a few seconds
Normal speed 3,000 R.P.M high speed 3,400 RPM.
[underlined] 9 Fuses [/underlined]
4 Gun fuses (10 AMPS) 2 Cockpit Fuses (5 AMPS) 1 light fuse (5 AMP) 1 Solinoid [sic] fuse [inserted] 5 AMPS [/inserted] 1 motor fuse ([corrected] 10 [/corrected] AMP)
[underlined] Oil used [/underlined] 80% antifreeze 20% engine oil
[page break]
[lists of aircraft types]
[page break]
[lists of aircraft types]
[page break]
[list of aircraft types]
[indeterminate drawing]
[page break]
[Diagram of Cockpit Controls]
1 SIGHT
[underlined] 2 [/underlined] [ditto symbol] SWITCH
[underlined] 3 [/underlined] COCKPIT SWITCH
4 POG [ditto symbol]
5 MOTOR [ditto symbol]
6 FAIRING [ditto symbol]
7 OXYGEN
8 OXYGEN REGULATOR
9 COCKPIT LAMP
10 40 AMP MOTOR FUES [sic]
11 MANUAL ROTATION HANDLE
12 FREE ANGAGED [sic] LEVER
13 HIGH SPEED BUTTON
[underlined] 14 [/underlined] CONTROL COLOUM [sic]
15 FIRING BUTTON
16 INTER.COM
17 ELECTRIC MOTOR
18 HYDRAULIC GENERATOR
19 MANUAL ROTATION
20 BIMMER [sic] SWITCH
21 COCKPIT LAMP
22 OXYGEN PLUG IN
23 FUESE [sic] GGGG 10AM
24 CCSC 5 AMP
25 SPARE BULBS
26 TOOL BAG
27 PARACHUTE PACK
[page break]
[underlined] Entry to Boulton and Paul turret [/underlined]
[underlined] 1 [/underlined] Open Doors
2 Put in parachute
3 Climb in feet first
4 Plug in I/C
5 Close doors
6 Fix safty [sic] belt
7 Check bulbs
8 Check fuses
[underlined] 9 [/underlined] Check ammo
[underlined] 10 [/underlined] Check tools. locking toggle) Drifts Combinations [inserted] Cleaning tool [/inserted]
11 Load Guns.
12 Switch on light
12 [Turn on light
13 Use Cockpit lamp if necessary
14 Push fairing switch up
15 Switch on Motors
16 Put POG to gunner
17 Free and engage lever to engage
18 Operate controls for elevation and depression
19 Inform Pilot turret OK.
[underlined] Exit from B.P [/underlined]
[underlined] 1 [/underlined] Turn guns to beam
[underlined] 2 [/underlined] [deleted] Unlock [/deleted] Unload guns
3 Switch off reflector sight
4 [ditto symbol] [ditto symbol] master [ditto symbol] switch
5 [ditto symbol] [ditto symbol]cockpit switch
6 [ditto symbol] [ditto symbol] Motor
7 Pull down fairing lever
[page break]
8. P O G to off
9 Free and engage lever to free
[underlined] 10 [/underlined] Unlock doors
[underlined] 11 [/underlined] Undo safty [sic] belt
[underlined] 12 [/underlined] Take out intercom
13 Climb out head first
14 Take out parachute
15 Close doors
[page break]
[underlined] LOADING FRASER NASH WITH AMMO [/underlined]
[diagram]
[underlined] BOULTON AND PAUL [/underlined]
[diagram]
[page break]
[underlined] R/T PROCEDURE [/underlined]
Tail gunner to Pilot – Over
Say again & say again
[diagram and explanatory notes]
[page break]
R Rythm [sic]
S Speed
V Voice
P Pitch
[underlined] Not [/underlined]
There is not repeat not
A Gerry in sight
[page break]
[blank page]
[page break]
[unreadable]
[page break]
[underlined] tracer bullets [/underlined]
[partially obscured explanatory notes]
[page break]
[miscellaneous list]
[page break]
[blank page]
[page break]
Using a 849 does away with using capsules it has a selling [sic] indicator as also 28B
[page break]
[underlined] SIGHTING [/underlined]
[underlined] Rules of aiming [/underlined] for curve of pursuit
[underlined] 1 [/underlined] Bead aircraft
2 Estimate range
3 Make [indecipherable word] zone allowance towards aim [indecipherable word]
4 At 600 yds fire a burst and note the end of the tracers
5 Keep firing with target at end of trace
6 At 400 yds bring tagget [sic] ½ way along trace
7 Keep firing till 150 yds then fire point blank till breakaway
8 on break away deflection one rad in direction of breakaway and fire continusly [sic]
Rules for aiming target holding off [underlined] 1 [/underlined] to [underlined] 4 [/underlined] the same. After that corrections can be made with trace
[page break]
[underlined] Smoke Float [/underlined] MK II
Fitted with type No23 Tail pistol before launching remove safty [sic] pin an spring [indecipherable word] clip flying above 200ft launch tail first.
[underlined] Aluminium MK V [/underlined]
Used to mark position of subs lifeboats ect [sic] and air to sea gunnery exercise
[underlined] Fuses [/underlined]
Type [underlined] No 42 Static operated [/underlined] 2 safty [sic] devices [underlined] 1 [/underlined] safty [sic] pin 2 spring [deleted] sutter [/deleted] shutter Used for all types recco [sic] flares [underlined] Type 848 Air operated [/underlined] Has three safty [sic] devices [underlined] 1 [/underlined] and 2 same as fuse 42. [underlined] 3 [/underlined] Vane cover Used for all types recco [sic] flares and photo flash
[underlined] Capsules MK 2 [/underlined]
No stamped on each side reversible 3.4.6.8.10.12.14.16.18.20
[underlined] Rules for fusing [/underlined]
When using Mk 1 and 4 flares and flying at even no of feet use same no capsule when flying
[page break]
od [sic] number of ft use capsule 1 below
[table of capsules]
When using Mk V flares – at even [indecipherable word] of feet use capsule 2 below when flying odd number of feet use capsule 3 below
[table of capsules]
[underlined] Recco Flares [/underlined]
MK I to IV Contains parachute and candle ¾ [indecipherable word] CP. ejection and ignition take place together
No V MK 2 Sinalar [sic] to MK I to IV but 2 minute delay on candle ejection takes place first followed 2 mins later by ignition
PHOTO FLASH
Fuse 848. 849. 28.B 2000 4000FT CAPSULE No 4 2000 [indecipherable notations]
[page break]
[underlined] SAA [/underlined]
[drawings and notations of various ammunition types]
[page break]
1 ½ “ [underlined] SIGNAL CARTRIDGES [/underlined]
[drawings and notations of various signal cartridges]
[underlined] SIGNAL ROCKET [/underlined]
[drawings and notations of signal rocket]
[page break]
[underlined] Curve of Pursuit [/underlined]
[drawings, notations & tables for deflection, aiming & distance when firing tracer]
[page break]
Positioning for curve of pursuit allow 600 to 400 yds end of trace 400 to 150 ½ way on trace 150 Point Blank
[underlined] Breakaways [/underlined] Downwards rear gunners one rad ahead fire continusly [sic] Mid upper the same. Front gunner 2 rads ahead (usely [sic] over outside shoulder of pilots) Breakaways upwards rear gunner one rad ahead fire cont [sic] mid uppers and front gunners point blank.
[underlined] Head on attacks [/underlined] If any attacks head on open fire 1200 yds point balnk and if he breaks away upwards increase deflection as much as possible fire contin [sic] [indecipherable word] action if he break away downwards If enemy attack shallow dives ahead aim one rad above un till break away in shallow climb one rad below break away up full deflection break away down no action Point Blank shot at [indecipherable word] the two banks at begining [sic] of curve of pursuit [underlined] ground [/underlined] straffing [sic] Front gunner two rads short and increas [sic] rear gunners 3 rads over and decrease
[page break]
[drawings & notations for bullet patterns, gravity drop & bullet trails]
[page break]
[table of speed and distance]
More guns towards our aircraft.
[underlined] Gun deflection [/underlined]
Allow 1 rad for ever [sic] 50 miles faster or slower. I e alway [sic] in the front of the [indecipherable word] the aircraft appears to move. Correct with tracers Traveling [sic] same speed [indecipherable word] band allowance only (FROM TABLE) Traveling [sic] slower aim point blank correct with tracers
[underlined] Typical types of attack on Bombers Converging course [/underlined]
[diagram]
[underlined] Astern Attack [/underlined]
Usely [sic] from 10˚ to 45˚ attack from above or below mostly from above to gain speed
[page break]
[blank page]
[page break]
[underlined] Sighting [/underlined]
KEY Ranges
600yds Limiting Range Small Expenditur [sic] Am [sic] 400 [ditto symbol] Effective [ditto symbol] Larg [sic] amount Ammo 150 [ditto symbol] Point Blank Range Fire point blank continuisly [sic]
[underlined] Rang [sic] Estermation [sic] [/underlined]
[diagram, table & notes]
[page break]
[blank page]
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Ernie Twells' notebook
Description
An account of the resource
Ernie Twell's engineering notebook covering aircraft type, machine gun and gun turret operation.
Creator
An entity primarily responsible for making the resource
Ernie Twells
Format
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One notebook of 48 handwritten pages
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text. Training material
Text
Identifier
An unambiguous reference to the resource within a given context
MTwellsE171780-151026-08
Coverage
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Royal Air Force
Contributor
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Alan Pinchbeck
Steve Christian
David Bloomfield
Publisher
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IBCC Digital Archive
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/416/7813/MTwellsE171780-151026-15.1.pdf
13b32fde5c2d1c749f32cf19c1d2e0dc
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Twells, Ernest
Ernie Twells
E Twells
Description
An account of the resource
19 items. The collection concerns Flying Officer Ernie Twells DFC (1909 - 1979, 6042416, 805035 Royal Air Force) and contains his log books training notebooks, his medals and lucky mascot. It also includes a scrap book of photographs.
Ernie Twells served as an engine fitter before remustering as a flight engineer. He completed 65 operations with 619 and 617 Squadrons including sinking the Tirpitz.
The collection has been loaned to the IBCC Digital Archive for digitisation by Ernest Twells and catalogued by Barry Hunter.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-10-26
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Twells, E
Access Rights
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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 2007
[Underlined] ROYAL AIR FORCE [/underlined]
F/O TWELLS
ENG QUESTIONS
F/O TWELLS
[Underlined] NO. 23 COURSE FIRST THREE WEEKS ENGINEERING EXAMINATION. [/underlined]
[Underlined] ENGINE [/underlined]
(a) What symptoms would lead you to expect that an engine was detonating during flight.
(b) How would you verify this?
(c) What subsequent action would you take?
[Underlined] CARBURETTOR [/underlined]
(a) Why are you instructed, when handling the Claudel Hobson carburettor, never to use a throttle lever position midway between E.C.B. and R.B. (Exception – Halifax 3).
(b) If the power valve on a Claudel Hobson carburettor had jammed open, what probable effect would result when cruising at a very low attitude (throttle engine).
[Underlined] PROPELLOR [/underlined]
A fixed pitch propeller, when fitted to a normally aspirated engine, operates with reasonable efficiency.
In view of this fact, why is flying in fixed pitch with the electrical propeller not advocated when fitted to a [underlined] supercharged [/underlined] engine.
[Underlined] LUBRICATION [/underlined]
What symptoms experienced during flight, would lead you to diagnose a choked scavenge filter in the engine. What action would you take?
[Underlined] HANDLING [/underlined]
How would the following influence your choice of height and/or airspeed giving reasons for your decision.
(a) Airframe icing
(b) High temp. and unstable air
(c) Weight reduction due to parachute load.
[Page Break]
F/O TWELLS
[Underlined] NO. 36 Course [/underlined]
[Underlined] Pilots Intermediate Exam [/underlined]
[Underlined] “Y” Squad [/underlined]
[Underlined] Engineering [/underlined]
[Underlined] SPERRY [/underlined]
1. (a) What are the follow [sic] upcables and why are they fitted? [diagrams inserted]
(b) Tabulate procedure for engaging Sperry in Flight
Marks 20
[Underlined] SERVICING [/underlined]
2. (a) Where would you find information that would tell you when the next Minor inspection is due for your aircraft?
(b) Wh at [sic] advantages [sic] has progressive servicing over the old method of servicing?
Marks 20
[Underlined] ELECTRICS [/underlined]
3. (a) If two accs. Are connected in parallel each of 12v 88 AMP/HR what would be the capacity?
(b) Show how these acc. are connected in parallel?
[Underlined] RANGE FLYING [/underlined]
4. (a) What is the specific fuel consumption?
(b) What are the rules for keeping the SFC to a minimum?
(c) If an engine is developing 800 BHP and is doing so using 50 GPH what is the S.F.C. ?
5. If the weight of an A/C is decreased, what happens to?
(i) Induced drag
(ii) Parasite drag
(iii) Totaldrag [sic]
(vi) Recommended speed
Marks 40
[Page break]
F/O TWELLS
[Underlined] School of Flight Efficiency. [/underlined]
[Underlined] Final Paper, Part II [/underlined]
[Underlined] Question 1 [/underlined] (30 Marks)
Show how specific air range varies with an increase of parasite drag, assuming constant S.F.C. and propeller efficiency.
[Underlined] Question 2 [/underlined] (40 Marks)
Why is performance at full throttle best:-
(a) for range.
(b) for speed?
[Underlined] Question 3 [/underlined] (30 Marks)
Why is performance at sea level best for endurance?
Under what circumstances would a height above 1,000 feet be used?
[Underlined] Question 4 [/underlined] (30 Marks)
Write brief notes on:-
(a) Vertical Climb
(b) Range Descent.
(c) Delayed Climb.
Answer Question 2 and two others. Wherever possible illustrate your answer with a diagram or graph which should be large and clear.
[Page break]
[Calculations]
[Page break]
F/O TWELLS
[Underlined] School of Flight Efficiency [/underlined]
[Underlined] Final Paper, Part I [/underlined]
[Underlined] Question 1 [/underlined] (70 Marks)
Two aircraft of the same type and weight are flying at the same T.A.S. (repeat T.A.S.) which in each case gives an I.A.S. above that for minimum drag. Propeller efficiency and S.F.C. are the same in each case, but one is at sea level and the other at 5,000 ft. Which will have the greater:-
(a) I.A.S.
(b) Angle of Attack.
(c) Total Drag. [inserted] LES [/inserted]
(d) Induced Drag. [inserted] MORE [/inserted]
(e) Parasite drag. [inserted] LESs [/inserted]
(f) Power Required.
(g) Rate of Fuel Consumption.
(h) Specific Air Range.
[Underlined] Explain each answer briefly. [/underlined]
[Underlined] Question 2 [/underlined] (15 Marks)
An aircraft operates at constant R.P.M. i.e. decreasing S.F.C. with increased power. Explain why the best speed for range is above the speed for minimum drag.
[Underlined] Question 3 [/underlined] (15 Marks)
Explain how the best speed for range varies with an increase in weight, assuming constant S.F.C. and propeller efficiency.
[Page break]
F/O TWELLS
No. 1 FLIGHT EFFICIENCY COURSE, AERODYNAMIC EXAMINATION.
Ques. (1) Forty Marks.
(a) Why is the ICAN Standard Atmosphere necessary for aviation?
(b) An aircraft is flying at 1200ft. [inserted] 12,000 [/inserted] in standard atmospheric conditions. What is the pressure in MBs? What is the % density? What is the temperature in [deleted] o [/deleted] [inserted] ° [/inserted] C and “ [deleted] o [/deleted] [inserted] ° [/inserted] “ Absolute? For the same altimeter reading and temperatures [deleted] _ [/undeleted] [inserted] – [/inserted] 15 degs.what is the pressure in MBs? What is the percentage density?
Ques.2. 30 marks.
An aircraft weighing 22000lbs is flying at 6000ft., where the altitude factor is 1.4 at 180 knots I.A.S. with 1560 B.H.P. The propeller efficiency is 75% and the drag 2000lbs. Is the aircraft flying level, climbing, or descending and if so at what rate?
Ques. 3. 30 Marks
An aircraft with a constant speed propeller is flying at a given R.P.M. and Boost. If (a) boost is increased at constant R.P.M, (b) R.PM. [sic] is increased at constant boost, what happens to the pitch of the propeller and why? Explain briefly possible inefficiency at high boost and low R.P,M. at low speed.
[Page break]
No 1 FLIGHT EFFICIENCY COURSE. ENGINE EXAMINATION. F/O TWELLS
Ques. 1.With the aid of graphs explain,
(a) Why the Brake Thermal Efficiency is increased with increasing boost at constant R.PM. [sic]
(b) Why the B.TH.E. is decreased with increasing R.P.M. at constant boost? (c) What happens to S.F.C. in each case?
Ques. 2. If at 7000ft. atmospheric temperature were -10degs. C would the mixture strength be [inserted]/[/inserted] richer, weaker or unchanged compared to that for which the Carb. was designed, in the case of.,
(1) Pegasus(Claudel Hobson), (2) Twin Wasp, (Stromberg) (3) Rolls Merlin, (S.U.)
Give brief reasons for your answers.
Ques.3. At 7000ft, the engine settings required for 140 Knts [sic]. Are 2000 R.P.M. , zero boost,. What are the settings required for 2000ft?
(b) At 15000ft. settings required are2250 [sic] R.P.M.-3 lbs boost, what are the settings at sea level?
Ques. 4. What is S.F.C?
At Sea level an engine developes [sic] 1350 B.H.P. and consumes 78 G.P.H. At 3000ft. with same R.P.M. and boost develops 1400B.H.P. and consumes 81 G.P.H. What is the S.F.C. in Pints/B.H.P.hr. in each case? Account briefly for any difference. (Constant air/fuel ratio).
Ques. 5. Draw the Power / Altitude curve for a N.A. eng. At full throttle, and for same engine fitted with a [inserted] n [/inserted] E.D. Super-charger, with zero boost, max. permiss., and also for the same enginefitted [sic] with a Turbo-supercharger, zero boost, max. permiss.
(a) Enumerate and explain the advantage of a Turbo-superchager [sic]
[Page break]
184727 F/o Humphries
R.A.F.Dunkeswell
Nr Honiton
Devon
I
[Page break]
[Underlined] EFFECT OF RANGE WITH HEAD WIND [/underlined]
[Calculations]
[Page break]
[Underlined]ANTI-ICER [sic] SYSTEM. [/UNDERLINED]
[Underlined] PROPS [/underlined] Alcohol. glycerin is used.
4 U.S galls in tank at the bulkhead behind. the [sic] pilots seat 12V electric motor unit gear [indecipherable word] pump controled [sic] by switch on elec panel above pilots windshield.
Amount used controlled [sic] by rheostat on bulkhead at back of pilots seat
Windshield. fluid used Alcohol. contained in a 5 GALLS tank in right baggage compartment
hand pump rear co-pilots seat
Deicing Equipment deicing shoes on leading edge of wings tail and vertical stabilizers
Inflated by exhaust from: vac pump one on each engine
air lines go to a distributor
The cycle is as follows
Centre cells on left [inserted] out board [/inserted] and right main plane
[Page break]
Upper and lower cells on right and left outboard outer wing shoes
Center cells on right and left inboard wing
Upper and lower cells on right and left inboard
Each cycle takes aprox [sic] 8 secs
Tail shoes.
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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Engineering exam questions
Description
An account of the resource
A folder containing a paper entitled 'No.23 Course First Three Weeks Engineering Examination', a second paper entitled 'No. 36 Course Pilots Intermediate Exam "Y" Squad" Engineering', a third paper 'School of Flight Efficiency Final Paper, Part II', handwritten notes, a fourth paper 'School of Flight Efficiency Final Paper, Part I', a fifth paper 'No 1 Flight Efficiency Course, Aerodynamic Examination', a sixth 'No 1 Flight Efficiency Course, Engine Examination', a handwritten note of F/O Humphries address, Effect of Range with Head Wind and Anti-icer System.
Language
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eng
Type
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Text
Text. Training material
Identifier
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MTwellsE171780-151026-15
Coverage
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Royal Air Force
Contributor
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Anne-Marie Watson
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
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IBCC Digital Archive
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Great Britain. Royal Air Force
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A notebook with six typewritten and six handwritten sheets
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/450/7932/MHarrisonR[Ser -DoB]-151208-02.jpg
73abefce0c977299b94d8593a6807e73
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Title
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Harrison, Richard
Richard Harrison
Dick Harrison
Description
An account of the resource
10 items. An oral history interview with Richard Harrison (b. 1924, 1833947 Royal Air Force) a page from his log book and documents about gunnery training. Richard Harrison flew operations as a B-24 air gunner with70 Squadron, 231 Wing, 2015 Group in Italy.
The collection has been loaned to the IBCC Digital Archive for digitisation by Richard Harrison and catalogued by Barry Hunter.
Publisher
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IBCC Digital Archive
Date
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2015-11-16
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
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Harrison, R
Transcribed document
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Transcription
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[PILOT BREVET]
76 OPERATIONAL TRAINING UNIT – WELLINGTON MEDIUM BOMBERS. EIGHT WEEK COURSE.
[NAVIGATOR BREVET]
[BOMB AIMER BREVET]
[AIR GUNNER BREVET]
[ENGINEER BREVET]
[AIR SIGNALLER BREVET]
[AIR GUNNER BREVET]
FORMATION OF CREW – PILOT- NAVIGATOR- BOMB AIMER-FLIGHT ENGINEER- WIRELESS OPERATOR – AND TWO AIR GUNNERS.
DAY AND NIGHT FLYING.
TRAINING- AIR GUNNERS-AIR TO DROGUE FIRING – AIR TO SEA FIRING – FIGHTER AFFILIATION AND EVASIVE ACTIONS.
COMBINED CREW EXERCISES – DAY AND NIGHT CROSS COUNTRY/SEA FLIGHTS OF 5 TO 6 HOURS AT 10-15,000FT
1675 HEAVY CONVERSION UNIT – B.24 LIBERATOR
FOUR WEEK CONVERSION COURSE – RAF ABU SUEIR
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76 OTU Training Course
Description
An account of the resource
A list of the coverage of the eight week course at 76 Operational Training Unit.
Format
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One printed sheet
Language
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eng
Type
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Text
Text. Training material
Identifier
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MHarrisonR[Ser#-DoB]-151208-02
Coverage
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Royal Air Force
Contributor
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Claire Monk
Jane Lloyd
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
air gunner
aircrew
B-24
Heavy Conversion Unit
Operational Training Unit
RAF Abu Sueir
training
Wellington
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/450/7933/MHarrisonR[Ser -DoB]-151208-03.jpg
85b868759f1c0fa5823d938a5ab3cc63
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
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Harrison, Richard
Richard Harrison
Dick Harrison
Description
An account of the resource
10 items. An oral history interview with Richard Harrison (b. 1924, 1833947 Royal Air Force) a page from his log book and documents about gunnery training. Richard Harrison flew operations as a B-24 air gunner with70 Squadron, 231 Wing, 2015 Group in Italy.
The collection has been loaned to the IBCC Digital Archive for digitisation by Richard Harrison and catalogued by Barry Hunter.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-11-16
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
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Harrison, R
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
13 A.G.S
.303 & 0.5 MGs –
TURRETS.
SIGHTING
AIRCRAFT RECOGNITION/SIGHTING.
SAFETY EQUIPMENT – PARACHUTE & DINGHY.
DINGHY DRILL.
FLYING TRAINING – AVRO ANSONS – BRISTOL
TURRET WITH TWO .303 MGs
BEAM AND QUARTER CROSS EXCERCISES – ASSESSMENTS.
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13 Air Ground School
Description
An account of the resource
A list of the course at 13 air gunner school.
Format
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One typewritten sheet
Language
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eng
Type
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Text
Text. Training material
Identifier
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MHarrisonR[Ser#-DoB]-151208-03
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Contributor
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Claire Monk
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
air gunner
aircrew
Anson
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/450/7935/MHarrisonR[Ser -DoB]-151208-05.jpg
673f86b9777fe11871bf37138068d927
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
Harrison, Richard
Richard Harrison
Dick Harrison
Description
An account of the resource
10 items. An oral history interview with Richard Harrison (b. 1924, 1833947 Royal Air Force) a page from his log book and documents about gunnery training. Richard Harrison flew operations as a B-24 air gunner with70 Squadron, 231 Wing, 2015 Group in Italy.
The collection has been loaned to the IBCC Digital Archive for digitisation by Richard Harrison 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
2015-11-16
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
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Harrison, R
Transcribed document
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Transcription
Text transcribed from audio recording or document
[UNDERLINED] 'SIGHTING ' - TAIL GUNNER' [/UNDERLINED]
Enemy fighter attacking from dead astern - breaking away upwards or on the level 1 RAD in front of apparent motion, fire continuously until E/A passes through the sight.
E/A breaking downwards - 1 1/2 - 2 RADS ahead of breaking motion, maintain continuous fire until E/A passes through sight.
Enemy fighter attacking from the quarter. 2 RADS in front of motion, and during diving turn build up deflection to 3 RADS and never decrease below 2 RADS.
[UNDERLINED] EVASIVE ACTION - THE 'CORKSCREW' [/UNDERLINED]
Tail gunner to Pilot - "corkscrew port - - - GO !"
Turn off course 30 degrees diving. Dive 800 ft. Change over to rolling when nearly at bottom of dive so that aircraft is in the correct position for the climb to starboard.
Speed should be 220 mph IAS. Climbing turn, as steep as possible should take aircraft 30 degrees on other side of original course.
When speed drops to 150 mph change to rolling and start dive.
[UNDERLINED] TAIL GUNNER - AIMING DURING THE 'CORKSCREW' [/UNDERLINED]
Aim 1 RAD above E/A starboard wing. As dive progresses increase to 1 1/2 RADS. During the roll fire point blank.
On the climb 1 1/2 RADS beneath opposite wing decreasing to 1 RAD. Point blank on the roll.
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The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
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Gunnery and manoeuvring instructions
Description
An account of the resource
Details evasive manoeuvres and gunnery. Three paragraphs - 'Sighting' - Tail Gunner, Evasive Action - the 'Corkscrew' and Tail Gunner - aiming during the 'Corkscrew'.
Format
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One typewritten sheet
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Training material
Identifier
An unambiguous reference to the resource within a given context
MHarrisonR[Ser#-DoB]-151208-05
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
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
Laura Morgan
air gunner
aircrew
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/450/7937/MHarrisonR[Ser -DoB]-151208-07.jpg
3ec177e0e8cc90ce61e90a79ef0f8a6c
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
Harrison, Richard
Richard Harrison
Dick Harrison
Description
An account of the resource
10 items. An oral history interview with Richard Harrison (b. 1924, 1833947 Royal Air Force) a page from his log book and documents about gunnery training. Richard Harrison flew operations as a B-24 air gunner with70 Squadron, 231 Wing, 2015 Group in Italy.
The collection has been loaned to the IBCC Digital Archive for digitisation by Richard Harrison and catalogued by Barry Hunter.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-11-16
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
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Harrison, R
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
"CONSOLIATED" TURRET - 2 X 0.5 BROWNING M.GS
ELECTRO HYDRAULIC WITH AUTOMATIC SERVO AMMN FEED. THE GUNS ARE FIRED ELECTRIALLY BY SOLENOIDS. MANUAL CONTROLS ARE FITTED IN THE EVENT OF SYSTEM FAILING. FOOT FIRING PEDALS ARE PROVIDED TO ALLOW THE GUNNER TO FIRE THE GUNS WHILST OPERATING MANUALLY OR IN THE EVENT O THE ELECTRICAL FIRING MECHANISM FAILING.
[underlined]FIELD OF FIRE[/underlined] – IN AZIMUTH 125[degrees] ELEVATION 71[degrees] DEPRESSION 44[degrees] SPEED 45[degrees] per second.
[underlined]TURRET DRILL[underlined]
CHECK SHUT OFF VALVE IS CLOSED AND ALL SWITCHES OFF. CHECK FIRING CATCH IS AT SAFE.
CHECK DUMP VALVE IS DOWN.
CHECK OIL LEVEL IN TANK
TURN THE FILTER.
SWITCH ON MAIN POWER SWITCH
CHECK THAT LOCKS ARE IN POSITION
CHECK THAT GUNS ARE UNLOADED AND BREECH COVERS CLOSED.
REMOVE SAFETY LOCKS. TURN SHUT OFF VALVE TO 'ON' TEST TURRET OPERATION.
TURN ON SWITCHES (ELECTRICAL)
CHECK – GUN SIGHT – OXYGEN – AND INTERCOM.
[underlined]LEAVING THE TURRET[/underlined]
CLEAR THE GUNS
TURRET TO ZERO
FULLY DEPRESS GUNS
CLOSE SHUT OFF VALVE
INSTALL SAFETY LOCKS
TURN OF ALL SWITCHES
CHECK FOOT FIRING CATCH IS AT ‘SAFE’
LEAVE THE TURRET
SWITCH OFF MAIN POERT SWITCH
[underlined]PRECAUTIONS[/underlined]
NEVER TAKE OFF OR LAND IN THE TURRET
USE HANDLES FOR ENTERING THE TURRET..
CHECK SHUT OFF VALVE IS CLOSED BEFORE ENTERING
REMOVE SAFETY LOCKS BEFORE OPENING SHUT OF VALVE.
CHECK DOOR IS LOCKED
CHECK BOOSTER MOTOR CLUTCHES ARE ALWAYS ENGAGED WHEN LOADING AND FIRING THE GUNS.
ALWAYS LEAVE GUNS FULLY DEPRESSED WITH ELEVATION LOCKS INSTALLED
CLEAR GUNS BEFORE LEAVING THE TURRET..
NEVER ELEVATE OR DEPRESS THE GUNS WITH BREECH COVERS OPEN.
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The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Air gunner turret instructions
Description
An account of the resource
A list of instructions on the use of a turret and its guns.
Format
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One typewritten sheet
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Training material
Identifier
An unambiguous reference to the resource within a given context
MHarrisonR[Ser#-DoB]-151208-07
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Contributor
An entity responsible for making contributions to the resource
Claire Monk
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
air gunner
aircrew
training