“D> A.P, 2575 C. & B.-—P.N, Vie PILOT’S ee | BRIGAND _ } PREPARED BY DIRECTION OF THE MINISTER OF SUPPLY Woe PROMULGATED BY ORDER OF THE AIR COUNCIL ~ fo Betthe text. AMENDMENTS — Amendment lists will be issued as necessary and will be gummed for affixing to the inside back cover of these notes, Each amendment list will, where applicable, be accompanied by gummed slips for sticking in the appropriate places in Incorporation of an amendment list must be certified by inserting date of incorporation and initials below. AL. 12: E a INITIALS| DATE No. | INITIALS | DATE 1 7 3 Ge lapulso') Pe oe 2 eee 2ofdsi\ = 3 nee eal Get 2/6/33 : 4 i410" . cos 1 | me Su i eeNOTES TO USERS Turse Notes are complementary to A.P. 2095 Pilot’s Notes General and assume a thorough knowledge of its contents. All pilots should be in possession of a copy of A.P. 2095 (See A.M.O. A718/48). Additional copies may be obtained by the station publications officer by application on form 294A in duplicate, to Command Head- quarters for onward transmission to A.P.F.S. (see A.P. 113). The number of the publication must be quoted in full— A.P. 2575C-B—P.N. , 8 Comments and suggestions should be for- warded through the usual channels to the Air Ministry (T.F.2.).AiR MINISTRY A.P. 2575C & B—P.N. March, 1949 BRIGAND BI & MET. 3 LIST OF CONTENTS PILOT’S CHECK LIST PART I—DESCRIPTIVE INTRODUCTION FUEL AND OIL SYSTEMS Fuel tanks Fuel cocks Fuel tank booster pumps Fuel contents gauge and warning lights Nitrogen system m : Priming system Oil syste a Hydraulic system Electrical system Pneumatic system AIRCRAFT CONTROLS Flying controls 0 Flying controls locking gear Trimming tabs “ Wheel brakes Undercarriage control riage Position indicator Undercarriage warning horn Flaps control Flaps position indicator Tailwheel locking control Dive brakes control ... Automatic pilot ENGINE CONTROLS Throttle controls we Water-methanol injection control we Propeller controls .. ce Pilot's Notes Pages 7 to 13 Para. 1 FSowmugauavn 12 13 14 15 16 17 18 20 21 22 23 24 25 26Air-intake shutter control Supercharger controls Cowling gills Injector cut-off controls Engine starter and booster-coil pushbuttons Ignition switches COCKPIT EQUIPMENT Cockpit entrance Direct vision panel . Pilot’s seat wi ce Cabin heating and ventilating controls is OPERATIONAL EQUIPMENT Gun heating control (B.1. aircraft) Gun and cine-camera firing pushbutton Bomb controls (B.1. aircraft) R.P. controls (B.1, aircraft) Gyro gunsight (B.1. aircraft) OTHER CONTROLS Windscreen wiper controls Windscreen de-icing Acrofoil de-icing system (Met. 3 aircraft) Propeller de-icers (Met. 3 aircraft) Oxygen system Relief tube NAVIGATIONAL, RADIO AND LIGHTING EQUIPMENT D.R. compass aia Radio altimeter (Met. 3) . 4 Para. 27 28 29 30 31 32 37 38 39 40 41 42 43 44 45 46 47 48 49 PART II—HANDLING Radio controls a9 # External lighting master switch ... Navigation and identification lights Landing light Cockpit lighting : Management of the fuel system . . Management of the air intake and filter controls Starting and warming up the engines Exercising and testing Taxying Take-off General flying . Maximum performance .. Fuel consumptions Position error corrections Cruising and flight planning charts Stalling Diving Approach and landing Mislanding and going round again After landing Running down imtTtumenT APfacacw PART ILI—LIMITATIONS Engine data—Centaurus 57 Flying limitations PART IY—EMERGENCIES Feathering : wee Unfeathering in the air ... Engine failure during take-off Engine failure in flight Single-engine landing Para. 74 76 at 78Going round again on one engine Undercarriage and flaps emergency operation Flapless landing .. Fire-extinguisher ce Bomb tank and container jettisoning Crash axes ‘ Emergency exits ... Dinghies Ditching PART V—ILLUSTRATIONS Cockpit—Left-hand side (B1) Cockpit—Left-hand side (Met. 3) Cockpit—Forward view (B.1) Cockpit—Forward view (Met. 3) Cockpit—Right-hand side (B.1) Cockpit—Right-hand side (Met. 3) Para. 79 80 81 82 83 84 85 86 87 Fig. wwe ok 6. BRIGAND BI (Excluding Check: TEM PILOT’S CHECK LIST CHECK Weight and Within permis. balance. Authorisa- tion book. Form 700. sible limits. Sign. Sign. External checks. N.B—Start at around the aircraft. Port mainplane. Port flap. Port aileron. Port navigation light Port identifica tion lights Pressure head. External aerials. Port miainplane. Landing lamp. No. | engine. Condition of upper surface. Position. Condition. Condition, Trimmer. External control lock removed, Condition Condition. Cover removed. Secure. Condition of leading edge. Condition of under surface. Position. Condition. Security of cowlings. Condition of propeller and spinner Oil leaks. the entrance hatch and work clockwise EM 14. Port underear- riage. 15. Nose 16 guisher. 17. No. 2 engine. 18. Starboard undercar- riage. 19. Starboard mainplane. & MET 3 s of Operational Equipment). cHeck External locks removed and stowed. Microswitches clean and free. Extension of oleo legs. Brake leads secure Valve free. Tyre for cuts and creep. Chock in position. Condition. In_ position. Security of cowlings. Condition of propeller and spinner Oil leaks. External locks removed and stowed, Microswitches clean and free. Extension of oleo legs. Brake leads secure, Valve free. Tyre for cuts and creep. Chock in position, Condition of leading edge. Condition of undersurface.24. 25. 26. 2. 29. 31. 34. ITEM Downward identifica- lights, External aerials. Starboard navigation light. Starboard identifica- tion lights. Starboard aileron. Starboard flap Starboard mainplane, Starboard rear fuse- lage. Static vent. Tail wheel. Starboard tailplane Starboard fin. Starboard rudder, Starboard elevator. Rear navi- gation light, CHECK Condition. Secure. Condition, Condition. Condition. Trimmer. External control lock removed, Position. Condition. Condition of upper surface. Condition, Plug removed. Condition of doors. for cuts and creep. Valve free. Ty Condition of upper and under surface and leading edge. Condition. Condition. Trimmer External control lock removed. Condition. Trimmer, External control lock removed. Condition. a5. 36. 39, 40. 41. 43. 46. 47. 48. 49. TEM Port elevator. Port rudder. Post fin, Port tailplane. Port rear fuselage. Static vent. Under- surface of fuselage Dispersal aren. Entrance hatch. (CHECK, Condition. ‘Trimmer. External control lock removed. Condition, Trimmer, External control lock removed. Condition. Condition of upper and under surfaces. Condition, Plug removed. Condition. External aerials secure. All clear around aircraft. Condition. Internal checks. N.B.—Work the rear Main entrance hatch, DR. compass master unit. Loose equipment. Flying control rods and trimmer wires Fire- extinguisher. Drinking water tank. forward from of the fuselage. Closed. Free of magnetic interferences. All secured. Condition. Free from interferences. ALD Page 9 In position. Check contents. 50. 51 54. 64 65. jos. 66, EM Intercom, Oxygen main cock Batteries CHECK : On. On is Leads secure. Ground! Flight. flight switch. Electrical Battery _state. panel, Power failure warning lights on. Fire- In position extinguisher, Crash axes, In position Nitrogen On if required. cocks. Internal Removed and flying stowed, control locks. Undercar- Fully down. riage - selector lever, Pilot’s seat. Adjust. Backrest locked. Rudder Adjust, pedals. Flying Full and correct controls, movement. Cockpit checks, N.B—Work trom left to right. Engine On. isolating cocks. Injector Cut-off and start. cut-off controls. Superchargers. Low gear. Emergency Check paper seal undercarriage pusbution, Windscreen oft. wiver. 67. 68. 69, 70. 71. 72. 73 74. 75. 76. 77. 81 rem Cockpit lighting Oil cooler flap controls. Underear- riage horn Oil dilution selector switches. Dive brakes. Aileron, elevator and rudder trimmers controls. Landing light. Auto pilot control cock, Ignition Switches, Throttles and rp.m. ntrols friction adjusters Drop tanks jettison lever. Centre drop tank selector lever, Water- methanol selector Air intakes contra, Auto. pilot control switch. cnecK As required Off Test Off. Shut Full and correct movement. Off. Spin. Off. Function. Off (forward). Off. Off (down) oft.140. 141. 142. 143. 144, 145. 146. 147. 148, 1reM cneck Water On if required. methanol ‘switch Flaps. Max. lift Gills. 1/3. open. Direction Set to magnetic indicator. compass and uncaged. Oil cooler Auto. flaps Auto pilot Clutch in. controls Cock spin. Harness Locked, Engines. Cleared. Locked when aligned with runway. Tail wheel. Checks in flight as necessary. Checks before landing, When entering the circuit — Harness. Locked. Auto pilot Spin. control cock. . Super- Low gear. chargers. 2. Air intake Clean or warm control. as required. Tail wheel, Locked. Pneumatic Pressure 450 Ib./ supply. sq. in. normal. At each wheel 160 Ib./sq. in. normal. Check contents. fullest Fuel. pumps on. Drop tank selector lever off ieM CHECK Then reduce speed to 150 knots and check Underear- — Down and riage. locked. 57. Rpm. Set to give contral 2,400 r.pan. levers . Flaps. Max. lift. 163 164. 166. 167. As required on final approach. Checks after landing. Tail wheel. Unlock. When clear of runway :— . Cowling Open. gills. Flaps. Up. Rpm. Max. rpm. control position levers. Pressure Off if necessary head heater. Brake Sufficient for pressure. taxying. On reaching dispersal If this check has not been done in the air prior to landing. as is recommended, open up the engines to zero boost and exercise the superchargers ing HIGH gear for 30 seconds. Throttle back and allow the engines to idle at 800-1,000 r.p.m. for 2 minutes or until the cylinder head tempera- tures are below 210°C whichever is the longer. Then — 5, Injector Cut off cut-off levers. Ignition Off. switches. All. fuel on cocks. by engag-. 168. 169. 170. 171. 172. 173. 175. 176. . Bral ITEM Booster pumps. Cowling gills. Oil cooler flap controls Flaps. Electrical services. Direction indicator. Ground) fight switch. Chocks. CHECK Off: Open until engines are thoroughly cool. Off. Select down. All off. Caged, Ground. In position, of. 177. 178. 179. 180, 11EM Flying, controls. Nitrogen cocks. DR. compass. Oxygen main cock - Intefeom. Static vents, . Pressure head. . Form 700, 5. Authorisa- tion book. CHECK Locked. Off. Off. Off. Off. Plugs in Cover on. Sign, if necessary, SignNot TANK rromueres rLowmerer to ArMosueee DROP TANK NON-RETURN VALVE = DZ cursomeren come SIMPLIFIED FUEL SYSTEM DIAGRAM A.P. 2575C & B—P.N. PART [ DESCRIPTIVE Nore.—Throughout this publication, the following con- ventions apply :-— (a) The numbers quoted in the brackets after items in the text refer to the illustrations in Part V. (b) Words in capital letters indicate the actual markings on the controls concerned, (c) Unless otherwise stated, all speeds quoted are indicated airspeeds. INTRODUCTION |. The Brigand B.1 is a long-range, fighter bomber aircraft. The Brigand Met 3 is equipped for long-range meteoro- logical duties. ~ Both aircraft are powered by two Centaurus 57 engines fitted with R.A.E.-Hobson injectors and driving Rotol four-bladed, fully-feathering propellers, FUEL AND OIL SYSTEMS ALB 2 i aes, 2. Fuel tanks Page 15 ae . Fuel is carried in six self-sealing permanent tanks, three in each wing. The tanks are numbered 1, 2 and 3 out- board from the centre section and their capacities are as follows:— Permanent tanks Port Starboard No. | 203 gallons 203 gallons No. 2 176 gallons 176 gallons No. 3 150 gallons 150 gallons Total permanent tanks 1,058 gallons The permanent tanks are of flexible construction and their capacities may vary slightly on individual aircraft. Two wing drop tanks and one centre drop tank may also be carried; their capacities are:— 15Gi Gi) i) (ii) PART 1—DESCRIPTIVE Wing drop tanks (2 = 90) Centre drop tank Total capacity :— Drop tanks 8 All tanks (maximum) 180 gallons 200 gallons 380 gallons 1,438 gallons Fuei cocks A cock lever for each permanent tank is mounted on a panel on the right-hand cockpit wall. The three forward levers (60) on the panel, control the flow of fuel from the port wing tanks and the three rear levers (68) the flow of fuel from the starboard wing tanks. The two systems are interconnected by a crossfeed pipe controlled by a cock lever (59) marked CF, mounted on the same panel. Fuel is transferred from the drop tanks to the main tanks under pressure supplied by the exhaust side of the vacuum pumps, the No. 1 engine pump. supplying the port and centre drop tanks and the No. 2 engine pump the star- board drop tanks, Transfer from the wing drop tanks into the No, 3 tanks is effected automatically as the level of fuel in the latter falls. From the centre drop tank fuel is transferred into the No. 1 tanks provided that the con- trol lever (25) marked CENTRE DROP TANK LEVER is set forward to ON. This lever is mounted forward and outboard of the engine controls box. There are two ENGINE ISOLATING COCKS (1) on the left-hand cockpit shelf aft of the trimming ‘ab controls. They are marked ON-OFF. ° Fuel tank booster pumps An immersed fuel booster pump is fitted in each per- manent wing tank and is controlled by a switch (75) mounted immediately above the respective tank cock lever on the fuel control panel. The pumps in the tanks in use should be left ON at all times when the engines are running, A test pushbutton (76) is mounted alongside each booster pump switch. The operation of the pumps can be checked by a portable ammeter which may be plugged into the socket on the forward end of the fuel control panel. 16 a (il) (ii) (iv) wv G (ii) PART I—DESCRIPTIVE Fuel contents gauges and warning lights The amount of fuel in cach permanent wing tank is indicated by a corresponding gauge (67) mounted on the fuel control panel. A white scale is provided for flight. and a red scale for ground readings. No contents gauges for the drop tanks are fitted. Fuel flowmeters recording “ gallons gone” are fitted on both engines. A combined indicator (33) is mounted at the bottom centre of the instrument panel. The counters can be set to zero by rotating anti-clockwise the knurled nut on the left-hand side of the indicator. Two fuel pressure warning lights (41) are fitted on_the right-hand side of the engine instrument panel, They come on at any time when the fuel pressure falls appre- ciably below normal. Two blue booster pump warning lights (61) are fitted on the fuel control panel. When a booster pump is ON with the corresponding tank cock ON, the light should go out indicating that the booster pump is operating satisfactorily, A shielded warning light (18) marked DROP TANK EMPTY CENTRE is fitted on the left-hand cockpit shelf forward of the landing light switch. Nitrogen system Nitrogen is stored in three cylinders in cach nacelle which supply gas to the respective main fuel tanks and the water methanol tanks. The port and starboard systems are separate. Control cocks (23) and pressure gauges (22) are mounted On the left-hand cockpit wall. During level flight and when diving, nitrogen is fed automatically into the tanks to replace the fuel consumed. When climbing the feed is controlled and if necessary vent valves auto- matically release nitrogen from the tanks to atmosphere according to the difference between the tank pressure and that of the external air. When it is desired to use the system, the cocks should be turned fully ON before take-off and turned OFF after landing. Priming system A priming pump is fitted behind the fire-proof bulkhead in each engine nacelle. A two-position cock, marked NORMAL and HIGH VOLATILITY, provides for 78. Gi (ii) (iii) 9. (i) (ii) PART I--DESCRIPTIVE priming from the normal system or with high volatility fuel. Oil system Oil is supplied from a separate tank mounted in each engine nacelle. The capacity of cach tank is 41 gallons of oil and seven gallons air space. Hot pots and negative “9” valves are incorporated in the tanks. The oil cooler shutters are electrically controlled by two switches (25) marked OPEN, CLOSE—MANUAL, OFF, AUTO ; these are fitted on the electrical panel on the left-hand cockpit wall. An indicator (44) is fitted below the instrument panel. An oil dilution system is fitted. It is controlled by two selector switches (3) and a pushbutton (2) mounted on the left-hand cockpit shelf. On some aircraft this system is inoperative. Hydraulic system Two pumps, one on each engine, supply hydraulic power for operation of the undercarriage, flaps, and the selector valve for the dive brakes. A handpump (69) is mounted on the cockpit floor to the right of the pilot’s seat, The handle (77) is stowed on the floor adjacent to the pump. The pump draws fluid from a reserve compartment in the hydraulic tank, A selector valve is mounted beside the handpump, it has two posi- tions, FLIGHT and GROUND SERVICING. With the selector valve set to FLIGHT, the handpump can be used to lower or raise the flaps only. With the selector at GROUND SERVICING the handpump can be used, if the engines are not running or the pumps have failed, to operate any of the hydraulic services. Electrical system Two 24-volt, 1,500-watt generators, one on each engine, charge two 12-volt accumulators connected in series which in turn supply the whole of the electrical system. A socket for a ground starter battery plug is mounted on the port under side of the fuselage. A GROUND/ FLIGHT switch, on the right-hand cockpit wall aft of the fuel control panel, connects all electrical services to 18 I a (ii) PART I—DESCRIPTIVE the aireraft batteries when set to FLIGHT. There are two generator failure warning lights, one for each genera- tor, and a voltmeter on a panel on the front spar. Preumatic system A compressor on No. | engine charges two storage cylin- ders for the operation of the wheel brakes and the air intake shutters. A triple pressure gauge (17) is mounted on the left-hand cockpit shelf forward of the engine controls box. Two vacuum pumps, one on each engine, supply suction for the instrument flying panel and pressure for the transfer of fuel from the drop tanks. A change-over cock (42) and a suction gauge (43) are mounted on the right-hand side of the engine instrument panel. AIRCRAFT CONTROLS 12 13. Flying controls The flying controls are conventional, the rudder pedals being adjustable for reach by a star-wheel mounted on the centre of the rudder bar. Flying controls locking gear The flying controls are locked by three tubes attached to aclamp. The clamp is attached to the control column : pins on the other ends of the tubes engage in holes in each rudder pedal, and in the lower frame of the aileron con- trol handwheel. When not in use the locking gear is stowed forward of the front spar, behind the pilot’s seat. External clamps for the control surfaces are available and should be used under gusty conditions. Trimming tabs The trimming tab controls (19), mounted together on the Jeft-hand side of the cockpit, all operate in the natural sense and incorporate indicators showing the settings of the tabs. . Wheel brakes The wheel brakes are operated by a thumb-lever (40) on the control column. A parking catch (38) is fitted. Dif- 19PART I—DESCRIPTIVE * ferential braking is afforded by means of a relay valve connected to the rudder bar. The available pressure is shown on the triple pressure gauge. Underearriage control The UNDERCARRIAGE selector lever (34) is mounted on the left-hand side of the instrument panel and has two positions UP and DOWN. On the ground the lever is retained in the DOWN position by an electrically oper- ated locking bolt which is controlled by a switch on the port oleo leg. 11 emergency this lock can be released by setting the override switch (54) above the undercarriage indicator to ON. When lowering the undercarriage the lever must be set fully down to ensure that the lever locking bolt can engage. On the ground when the engines are not running, locking pins with red flags attached can be inserted in the undercarriage radius rod joints When not in use the locking pins are stowed in the engine nacelles. For emergency undercarriage operation, sce para, 80. Undercarriage position indicator The standard electrical indicator (35) mounted above the undercarriage selector lever‘on the left-hand side of the instrument panel, shows the position of the undercarriage at all times when electrical power is available. Indica- tions are :— No lights ... Three red lights Three green lights all wheels locked up all wheels UNLOCKED all wheels LOCKED DOWN. Undercarriage warning horn Tf either throttle is less than 1/3 open when the under- carriage is not locked down a warning horn sounds. A test pushbutton (5) for the horn is fitted on the engine starting panel. Flaps control The flaps are controlled by a selector lever (46) which moves in a gated quadrant mounted on the left-hand side of the instrument panel. The quadrant has three posi- tions, UP, MAX. LIFT, and DOWN. 20 PART I1—DESCRIPTIVE Flaps position indicator When electrical power is available the position of the flaps is shown at all times on the indicator (47) outboard of the flaps selector lever. . Tail wheel locking control A TAIL WHEEL locking switch (16) marked UN- LOCKED and LOCKED, is mounted forward of the engine controls box. Dive brakes control The dive brakes are opened and closed by a lever marked OPEN & SHUT mounted outboard of the rudder trim- ming tab control. It is necessary to press down the top of the lever to release the spring loaded lock before the lever can be moved, On some aircraft two warning lights are fitted on the lower centre of the instrument panel. They come on when the dive brakes are OPEN Automatic pilet A Mark 8 auto pilot is fitted. The clutch lever (72) is mounted on the right-hand side beneath the coaming. The control cock (10), pitch control (8), pressure gauge (9) and directional control (14) are grouped together on the left-hand side above the drop tanks jettison levers. ENGINE ,CONTROLS 24. Gi Throttle controls The throttle controls (12) and (13) are mounted in a quadrant marked SHUT, CRUISE, RATED and TAKE- OFF. The quadrant is gated at the CRUISE and RATED position. Mixture control is entirely automatic. The smaller of the two nuts (32) on the inboard side of the quadrant adjusts the friction of the throttle controls. Water-methanol injection control In order to allow the engines to operate at an increased boost pressure without detonation, a water-methanol injection system is fitted. It is selected by a switch (28) 21di 26. G) (ii) 27 28. PART I1—DESCRIPTIVE marked NORMAL BOOST and OVERRIDE BOOST which is mounted well forward on the left-hand cockpit wall, and brought into operation by opening the throttles fully. The boost control units are then automatically reset to permit the use of higher boost pressures than would otherwise be obtainable. When all the water- methanol has been consumed the boost control units are again automatically reset to govern the boost pressure at the normal maximum value. Two test pushbuttons (4) are mounted on the left-hand cockpit wall. The operation of the injection control can be checked by a portable ammeter which may be plugged into the adjacent socket, Propeller controls The r.p.m, contro! levers (15) are mounted inboard of the throttle controls. The quadrant is marked IN- CREASE R.P.M., and DECREASE and has gates through which the levers must be pulled for feathering. The larger of the two nuts (32) on the inboard side of the quadrant controls the friction of the levers. Two feathering pushbuttons (48) are mounted on the Jower left-hand side of the instrument panel and incor- porate fire warning lights. Air-intake shutters control The air-intake shutters are operated by electro-pneu- matic rams controlled by a switch (29) marked ATR IN- TAKE CONTROL, mounted at the forward end of the left-hand cockpit wall. The switch has three positions :— RAM (up) giving cold unfiltered air, CLEAN (central) giving cold filtered air, and WARM (down) which gives warm unfiltered air. A test pushbutton marked AIR CLEANERS GROUND TEST is mounted on the left-hand cockpit wall. When the undercarriage is DOWN the air intake shutters are automatically returned to the CLEAN position. Supercharger controls Two control levers marked TWO SPEED BLOWER (21) are mounted on the left-hand cockpit shelf and are marked M (low) and § (high). 22 PART 1t—-DESCRIPTIVE 29. Cowling gills The cowling gills are controlled by two switches, marked OPEN, OFF, and CLOSE, mounted below the centre of the instrument panel. To operate a gill motor, the switch is depressed and set as required ; when the desired setting is reached, as shown by the gill indicator (58), on the right of the switches, the switch must be returned to the OFF position. When it is necessary to reverse the move- ment of the gills, a pause should be made in the OFF position to avoid overloading the gill motor. To avoid strain on the gill mechanism due to congealed grease, the gill settings should not be altered until the cylinder head temperatures reach at least 100°C. 30. Injector cut-off controls Two injector cut-off control levers (20) are fitted on the left-hand shelf aft of the trimming tab controls. They have two positions, CUT-OFF AND START, and RUN, and are retained in the CUT-OFF AND START position by spring catches which must be released before the levers can be moved. When the engines are not run- ning, the booster pumps should not be switched ON with the cut-off levers in the run position. * 31. Engine starter and bosster-coil pushbuttons Two shielded starter pushbuttons (24) and booster-coil pushbuttons are mounted on the left-hand cockpit shelf. 32. Ignition switches These (27) are mounted high on the left-hand side above the throttle levers. COCKPIT EQUIPMENT 33. Cockpit entrance Normal entry to the cockpit is via the hatchway in the underside of the rear fuselage. The hatch is fitted with combined external and internal release levers at the rear end, and three foot holes on the inner surface, To assist 2334 9 a 36. PART i—DESCRIPTIVE entry into the fuselage there is a handhole at each side of the hatchway. To enter the cockpit it is necessary to lower the armoured portion of the pilot’s seat. See para 33, Direct-vision panel ’ A direct-vision panel and a wind deflector are fitted in the left-hand side panel of the windscreen. . Pilot’s seat The pilot’s seat can be adjusted for height by the lever on the right, while the back can be tilted by the lever on the left. Before take-off it is important to check that the Jever on the left is fully down and locked and that the locking pins attached to the release cable are fully home From behind, the seat back can be collapsed by pulling down the cable which is stretched across the back of the armour plating. Cabin heating and ventilating controls A COCKPIT HEATING CONTROL marked HOT. OFF, and COLD is mounted on the floor to the right of the pilot's seat. An adjustable cockpit ventilator (53) is mounted to the left above the instrument panel. OPERATIONAL EQUIPMENT 37. 38 Gun heating control (B. 1 aircraft) This is on the floor forward of the cockpit heating con- trol. It has two positions, ON and OFF. Gun and cine-camera firing pushbutton The selective firing pushbutton unit (57) for the four 20 m.m, guns and the G45 cine-camera is mounted on the aileron control handwheel. It is fitted with a spring- loaded safety flap. When the flap is at SAFE, the cine- camera can be operated by pressing the projection on the inboard side of the pushbutton, provided that the cine- camera master switch (64) is ON. When it is set to 24 39. i (ii) 40. (i) (ii) 4i. PART I—DESCRIPTIVE FIRE, the pushbutton will fire the guns and operate the cine-camera simultaneously, again provided that the master switch is ON. On Met, 3 aircraft, only the camera circuit is operative. Bomb controls (B.1 aircraft) The bomb selector and fuzing switches are mounted on a panel (66) on the right-hand cockpit wall, level with the pilot’s shoulder. The release pushbutton is incorporated in the No, 2 engine throttle control. Tn the event of failure of the normal release mechanism. the bombs can be jettisoned manually—see para. 83. R.P. controls (B. 1 aircraft) The R.P, master switch (65) is mounted on the right- hand cockpit wall above the bomb selector panel. The R.P. selector switch (11) is mounted well forward on the left-hand cockpit wall and has two positions marked FOURS—SALVO. Gyro gunsight (B. 1 aircraft) The ranging control for the gyro gunsight is incérporated in the No, 2 engine throttle control (13). The master switch (37), and the selector and dimmer switch are under the coaming above the instrument panel. OTHER CONTROLS 42 43. Windscreen wiper controls An electrically operated windscreen wiper is fitted. The controls are mounted together on the left-hand cockpit wall aft of the oil cooler shutter controls. The isolating switch (6) ensures that electrical power is not wasted by leaving the rheostat (7) slightly on when the wiper is not in use. Windscreen de-icing A de-icing spray for the windscreen is operated by a handpump (55) mounted at the top right-hand side of the instrument panel, The tank feeding the pump has a capa- city of 3 of a gallon. 25Ad. (i) Gi) (iii) PART I—DESCRIPTIVE Aerofoil de-icing system (Met. 3 aircraft) De-icing fluid, carried in a tank on the starboard side in the rear fuselage, is forced by a metering pump to distri- butors in the leading edges of the outer wings, tailplane, and fins. Fluid seeping from these distributors spreads over the leading edges so preventing ice adhering to them or, if ice has already formed, loosening its hold on the surfaces so that it can blow away. The pump is controlled by three switches labelled AUTOMATIC, MANUAL, and EMERGENCY (this switch is shielded) mounted on a controller panel (74) fitted on the right-hand cockpit wall. A green indicator light on the panel comes on when the pump is running, and a second, red, light comes on, as well as the green light, when EMERGENCY operation is selected. Operation of the system is as follows :— (a) AUTOMATIC: With this switch on, the pump is started by an automatic ice-detetctor switch actuated by a small pressure-head unit below the nose of the fuselage. A few seconds after ice begins to form on this detector the pump starts, runs continuously for about 90 seconds to wet the surfaces as quickly as possible, and then runs, and the green light shows, intermittently for periods of about 15 seconds on and 60 seconds off, until about 3 minutes after ice has cleared from the detector, when it stops. The AUTOMATIC switch should be set ON before take- off and left on whenever icing conditions are ex- pected, especially at night when ice formation can- not be seen. Nore.—On some aircraft the ice-detector may not be connected up. (b) MANUAL, This switch is for use when the ice- detector is inoperative, and may in any case be switched on, as well as the AUTOMATIC switch 3 to 5 minutes before icing commences, if this can be foreseen, to wet the surfaces. If the ice detector is operative, the manual switch should be set to off when icing conditions are entered to ensure that the ice-detector will stop the pump as soon as icing ceases, so saving de-icing fluid. If the detector is inoperative, however, the manual switch should be 26 PART I—DESCRIPTIVE Jeft on until there is no longer any evidence of icing. (c) EMERGENCY. This switch brings the pump into continuous operation (both red and green lights showing steadily) and delivers about five times the normal quantity of fluid to cope with severe ice formation. It should be switched on, aS well as the AUTOMATIC and/or MANUAL switches, at any time if ice is seen to build up to 4 inch or more, or, at night, should the feel of the aircraft indicate that icing is becoming serious. It should be switched off as soon as the ice clears, to avoid waste of fluid. If icing is expected, EMERGENCY should be select- ed before take-off, and on a long flight once every two hours, for a period of 30 seconds to ensure that the system is fully primed and ready for immediate ‘use. (iv) Tank capacity and duration :— 46. 47 Capacity of tank ... we . 15. gallons Duration at normal (intermittent) flow... _ cee wes 4 hours Duration at emergency (continuous) flow... we - .. 45 mins. Propeller de-icers (Met, 3 aircraft) The propeller de-icer control (73) is mounted on the right-hand cockpit wall. The tank capacity is 10 gallons which gives about one hour at maximum flow plus 24 hours at normal flow. Oxygen system A control panel (62) for the Mk. 10A system is fitted on the right-hand cockpit wall. It regulates the flow of oxy- gen to the economisers at each crew station. Relief tube A relief tube for the pilot is mounted in a clip below the instrument panel. 27PART I—DESCRIPTIVE NAVIGATIONAL, RADIO AND LIGHTING EQUIPMENT 48. (i) (ii) 49. D.R. compass A D.R. compass repeater (36) is mounted above the undercarriage indicator, The variation setting corrector and compass ON-OFF & NORMAL SETTING switches are on the navigator’s panel. A heading indicator unit (56) is fitted at the top of the engine instrument panel. This comprises an ON-OFF switch, a dimming switch, and two indicator arrows. To check the accuracy of the pilots’ repeater first ensure that the V.S.C. is set to zero, switch on the indicator unit, then fly the aircraft on the nearest cardinal or sub-cardinal heading. If the pilots’ repeater is accurately aligned with the master compass, both arrows will illuminate when the heading is reached. When the aircraft is not on a check heading one arrow only will illuminate. The arrow indi- cates in which direction the aircraft should be turned to reach the nearest check heading. When this is reached the aircraft heading will be aligned with the master unit and the pilots’ repeaters should be adjusted accordingly. Radio altimeter (Met. 3 aircraft) A radio altimeter (50) and three indicator lights (52) are mounted above the D.R. compass repeater. The range selector switch is outboard of the pneumatic triple pres- sure gauge. Radio controls The power supply switch and the ON-OFF switch for the A1134 intercom, amplifier are on the left-hand side of the fuselage aft of the rear spar. The pilot’s intercom socket is attached to the front of his seat, . External lighting master switch This (71) is mounted on the right-hand cockpit wall for- ward of the identification lights switchbox and must be ON before it is possible to operate the landing, naviga- tion or identification lights. 28 33. 54. (ii) PART I—DESCRIPTIVE Navigation and identification lights The selector switches (63) for these lights are on the right- hand cockpit wall above the compass. Landing light The landing light fitted in the undersurface of the port wing is controlled by a three-position switch marked OFF, LOW, and HIGH which is fitted on the left-hand cockpit shelf outboard of the engine controls box, Cockpit iighting Cockpit lights with adjacent rheostat controls are fitted :— Above the fuel control panel. Aft of the bomb selector switch panel. Adjacent to the oil cooler flap controls. Above the compass. Right forward on the left-hand cockpit wall. An emergency panel light is fitted above the instrument panel, it is controlled by a switch (70) fitted above the compass. 2955. (i) A.P. 2575C & B—P.N PART II HANDLING Management of the fuel system (a) Without drop tanks Taxy and take-off on the No, 3 tanks and continue to use these tanks until they are nearly empty, then change to No. 2 tanks and when these are nearly empty change to the No. 1 tanks. (b) With wing drop tanks : Proceed exactly as in (a) above, (c) With centre drop tank : Taxy and take-off on No. 3 tanks; then at a safe height change to the No. 1 tanks and move the drop tank selector lever to ON. Continue to use No. 1 tanks until the appropriate DROP TANK EMPTY warning light comes on, then set the selector lever to OFF immediately. Reselect No. 3 tanks and pro- ceed as in (a) above. (d) With centre drop tank and wing drop tanks: Proceed as in (c) above, and when all fuel has been transferred from the centre drop tank select No. 3 tanks and proceed as in (a) above. (ii) Use of the booster pumps The booster pumps in the tanks in use should remain on at all times when the engines are running. (iii) Use of the cross-feed cock ALA Para. 55 i) The cross-feed cock should be OFF unless :— (a) All fuel on one side has been exhausted or lost. (b) One engine has failed and it is necessary to feed the live engine from the fuel tanks in the other wing kv) Tank changes To ensure that an engine docs not cut due to fuel starvation, the fresh tank should be selected and its booster pump switched on when the contents of the tank in use falls to about 20 gallons, The old tank will continue to feed as well as the new tank, but more slowly; when the gauge shows empty the pump switch and cock shoild be turned off () Fuel starvation . Should an engine cut due to fuel starvation :— (@) Close the throttle at once. ‘ i (b) Turn OFF the empty tank and switch off its booster pump. A {© Switch ON the booster pump in the newly selected tank and turn the tank cock ON, 30BRIGAND B1 AND MET. 3 FINAL CHECKS FOR TAKE-OFF FINAL CHECKS FOR LANDING ath Ol an elas Ne) 101 doo CHARGERS AUTO PILOT ... . ELEVATOR: | DIV. NOSE HEAVY RUDDER: | DIV. LEFT AILERON : NEUTRAL . MAX. R.P.M. ‘CHECK CONTENTS REQUIRED TANKS SELECTED CROSS FEED COCK OFF CORRECT BOOSTER PUMPS ON MAX. LIFT oa SPIN — e145 0] 39 CHARGERS BRAKES UNDER- CARRIAGE Ole tN a) . CHECK CONTENTS Rote) {toy may -Wa Le) SELECTED CORRECT BOOSTER PUMPS ON eel =A. rela CHECK PRESSURES DOWN AND LOCKED Pe A . AS REQUIREDPART II—HANDLING (d) Idle the engine until it runs smoothly then open up slowly. 56. Management of the air intake and filter controls (i) Clean air intakes should be used for starting the engines. and for flying in dusty conditions, and, unless warm air is selected, an interlock ensures that air is drawn through the filters at all times when the undercarriage is down. (ii) Both on the ground, when the engines are running, and in the air, warm air should be used when airframe icing conditions exist, or when the humidity is such that, when combined with the temperature drop through the induction system, it is liable to cause engine icing. When using either clean or warm air some slight loss of power may result. (iii) For take-off, the switch may be set to give clean or warm air as required but not to the ram position. Ram air should be selected only when well clear of the ground and the dust laden zone, and provided that warm air is not required. (iv) The air-intake settings should never be changed at high power. 57. Starting and warming up the engines (i) Preliminaries After carrying out the external, internal and cockpit checks laid down in the check list, confirm :- Engine isolating cocks ... ON Tank cocks see : No. 1 tanks Cross-feed cock ... ato OFF Centre drop tank selector lever 8 OFF Throttles ... we se 1-2 in. open Injector cut-off levers... CUT-OFF AND START R.p.m, control levers... MAX. r.p.m. position Supercharger controls... M gear (low) Carburettor dir intake shutters control am CLEAN Oil cooler shutter controls AUTO. Gills See Bes 0 OFF Ground/flight switch —... As required. 31PART I1—HANDLING (ii) If the engines are to be started from an external source, set the ground/flight switch to GROUND, have a ground starter battery plugged in and, for each engine in turn :— (iii) Have the propeller turned through at least two revolu- tions by hand in order to overcome the possibility of hydraulic shock damage. {iv) Injector priming. Switch on the appropriate booster pump for 30 seconds to expel air from the fuel lines and injector. Switch the booster pump OFF. Put the injector cut-off lever to RUN. (v) Induction priming and starting. The ground crew should work the appropriate priming pump until resistance indicates that the pump and pipes are full and then give one or two priming strokes. (vi) Switch ON the ignition and press the engine starter push- button and, after a slight pause, the booster coil push- button. Turning periods should not exceed 20 seconds with a 30 seconds interval between each (vii) The ground crew should continue priming until the en- gine is running smoothly on the injector. The pump should then be screwed down. (viii) Check that the oil pressure commences to build up with- in 30 seconds and switch on the appropriate booster pump. (ix) Ensure that the ground/flight switch is set to FLIGHT. (x) If used, have the ground starter battery plug disconnected. (xi) Change to No, 2 tanks and warm up at 1,000-1,200 r.p.m. ; the engines may not run smoothly and may even stop at lower r.p.m. e 32 PART II—HANDLING (xii) While warming up, the checks, items (116) to (127), laid down in the check list should be carried out. 58. Exercising and testing (i) Warm up to +120°C. cylinder head temperature and + 15°C. oil temperature, change to No. 3 tanks, open the cowling gills and then for each engine :— (a) Switch off the booster pump and at warming up r.p.m, test each magneto in turn as a precautionary check. (b) Open up to the static boost reading (zero under “ standard atmosphere ” conditions) and exercise and check the operation of the supercharger; r.p.m. should fall and oil pressure should fluctuate when high gear is engaged. Change back to low gear. (c) At the same boost, exercise and check the operation of the constant-speed unit by moving the r.p.m. con- trol lever over the whole governing range at least twice. Return the lever to the max. r.p.m, position, then check that the r.p.m. are within 50 of the refer- ence r.p.m, quoted in the F.700. (d) At the same boost test cach magneto in turn. If the single ignition drop exceeds 50 r.p.m, and there is no undue rough running, a full power check should be carried out (see sub. para. (f) below). (e) Check that the engine driven pump is working satis- factory by ensuring that the fuel pressure warning light is not on. Then switch on the booster pump. Note.—The following full power check may be carried out after repair, inspection other than daily, when the ignition drop exceeds 50 r.p.m. or at the dis- cretion of the pilot. Normally if the checks in (b), (c) and (d) are satisfactory no useful purpose will be served by a full power check, 33PART II—HANDLING (f) When required open the throttle fully and check the take-off boost and r.p.m. Throttle back until a drop in r.p.m. shows that the propeller is not constant speeding then test each magneto. If the single igni- tion drop exceeds 50 r.p.m. the aircraft should not be flown, (g) After completing the checks either at the static boost reading or at rated boost, steadily move the throttle to the fully closed position and check the minimum idling r.p.m.; then open up to between 1.000 to 1,200 rpm. 59. Taxying Gi Before taxying carry out the checks, items 128 to 133. (ii) The aircraft is easy to handle, but gains speed rapidly even at idling r.p.m. 60. Take-off (i) After carrying out the checks, items 134 to 147, laid down in the check list, clear the engines by opening up to the static boost reading if the run up has not been carried out immediately prior to taxying on to the runway. (ii) Align the aircraft carefully on the runway and when the tail wheel is straight engage the lock. (iii) There is a slight tendency to swing to the right which can be controlled by slow and differential throttle opening and by coarse use of the rudders, Do not attempt to raise the tail too early in the take-off run, as the locked tailwheel will help to keep the aircraft straight. (iv) With flaps lowered to the MAX. LIFT position the air- craft can be eased off the ground at 95 to 100 knots at all loads. 34 (v) (vi) PART I1—HANDLING When comfortably airborne, brake the wheels and retract the undercarriage, With flaps at the MAX. LIFT position the safety speed at maximum A.U.W. using either normal or maximum take-off power is 135 knots. All | (vii) Power may be reduced to +64 Ib./sq. in. boost and 2,400 Para. 60 (wii) (ii) (iti) r.p.m. when the safety speed has been reached. The flaps may then be raised and a nose down change of trim will be felt as they come up. If held level the aircraft accel- crates rapidly to the recommended climbing speed. General fiying Stability At all normal loads longitudinal and directional stability are satisfactory. Slight lateral instability becomes notice- able particularly in bumpy conditions and at high alti- tudes. Changes of trim Undercarriage up = Slightly nose up Undercarriage down wae Slightly nose down Flaps up from MAX. LIF Nose down Flaps up to MAX, LIFT from fully down ... a Nose down Flaps down to MAX, LIF Nose up Flaps fully down from MAX. LIFT... . oe Nose up Dive brakes OPEN or CLOSED ... Little change Cowling gills open of closed Little change Changes in speed and power promote changes in direc- tional trim ; these should be countered by accurate use of the rudder trimming tab control. 35(iv) Controls The ailerons and rudders are light and powerful and at high speed should be used with care. Nore:—If. Mod. 1217 is not embodied the elevators are more powerful and it is possible to overstress the aircraft by coarse use of this control at high speed. At low speeds, rticularly when going round again from a baulked land ing, the nose-up change of trim experienced when increas- ing power can be more easily held. (v) Flying at reduced airspeed Reduce speed to 150 knots and lower the flaps to the MAX. LIFT setting. Set the rp.m. control levers to give 2.000 r.p.m. and fly at 130 knots. (vi) Flying in turbulent conditions The aim should be to maintain a speed of about 175 knots. (vii) Supercharger gear changing In order to avoid sludging of the clutch plates, every endeavour should be made to change gear once every two hours during flight and in any case on entering the circuit prior to landing. The change to high gear should never be made at engine con- ditions exceeding 0 Ib./sq. in. boost and 2,400 r.p.m. (viii) Use of water-methanol When the maximum power is required, the selector switch should be set to OVERRIDE BOOST, and the throttles opened fully. When full power is no longer required, the r.pam. should be reduced before the boost. The selector switch should then be set to NORMAL BOOST. The maximum boost of +11} Ib./sq. in. may not be obtainable with the air-intake shutters set to CLEAN or WARM. 62. Maximum performance Gi) Climbing The speed for maximum rate of climb is 140 knots, but to improve control and to ensure adequate engine cool- ing, a speed of 160 knots is recommended. Above the rated power full throttle height in high gear, approxi- mately 16,000 ft., this speed should be reduced by 5 knots every 2,000 ft. The best rate of climb will be obtained with the gills closed, but a careful watch mutt be kept on the cylinder head temperatures. In hot weather it may be found necessary to maintain not less than 165 knots even with the gills fully open. Climb at +64 Ib./ sq. in. boost and 2,400 r.p.m. and change to high gear when the boost has fallen to +3} Ib./sq. in. PART II—HANDLING (ii) Maximum power in flight (a) Switch on the water-methanol injection system, open the throttles fully and increase r.p.m, to 2,700. (b) No advantage will be gained by using water-metha- nol at heights where (in either gear) the maximum obtainable boost is less thin +64 Ib./sq. in. (c) Change to high gear if the maximum obtainable boost in low gear is less than +74 Ib./sq. in (d) If water-methanol is not available, change to high gear if the maximum obtainable boost in low gear is less than +5 Ib./sq. in. (iii) Range (a) For maximum range the recommended cruising speeds with a fuselage, and two wing, drop tanks or alternative external stores are :— At At 37,000 Ib. 33,000 Ib. Knots... 5 175 170 Without external stores these speeds should be increased by 5 knots. (b) Fly in low gear with the throttles at the CRUISE gate and obtain the recommended speed by adjust- ing r.p.m, which may be as low as 1,700, but engine speeds which promote undue rough running’ should be avoided. (c) At normal loads at low altitude, the recommended speeds may be exceeded at the lowest practicable r.p.m. with the throttles at the CRUISE gate. If this is ‘ound to be the case boost should be reduced accordingly. (d) At high altitude if it is not possible to maintain the recommended speed in low gear with the throttles at the CRUISE gate and the r.p.m. control levers set to give 2,200 r.p.m, High gear should be engaged and r.p.m. again reduced as outlined in (b) above. 37PART JI—HANDLING (e) With the throttles at the CRUISE position. if the maximum boost obtainable is less than +24 Ib./sq. in. the ignition timing will be advanced and the most suitable mixture strength ensured by closing the throttles until a slight drop in boost is indicated. (f) Best a.n.m.p.g. will be obtained by flying at the full throttle height for the power required to maintain the recommended LA.S. Approximate full throttle heights are :— F.T, height ft. Low gear High gear 5000 | ‘11,000 8,000 14,000 10'000 16,000 63. Fuel consumptions (a) The total approximate fuel consumptions in gallons/ hour in the rich mixture range at full throttle height for each gear are :-— Boost Ib./sq. in. Gallons/Hour +113 a 475* 490* 520 510 330 385 * 60 gall./hr. of methanol and water also injected. The total fuel consumptions in the weak mixture range can be ascertained from the Charts (see para. re) coe 64. Position error correction The position error is negligible throughout the speed range. 38 65. ALA Para. 65 @ fiv) PART II—HANDLING Cruising and Flight Planning Charts The purpose and method of use of the three charts on the following pages is fully explained in A.L.I. to A.P. 2095, Pilot’s Notes General 4th Edition. The first chart is for cruising at 5.000 ft., the second for cruising at 10,000 ft. and the third at 20,000 ft In each case the curves apply to the aircraft carrying a fuselage and 2 wing drop tanks, or alternative external stores, the dotted curves being for a mean A.U.W. of 37,000 Ib. and the full curves for a mean A.U.W. of 35,000 Ib, Without external stores an increase of about .15 A.N.M.P.G. should be obtained. (ii) From these charts it will be seen, for example, that at 5,000 feet at a mean A.U.W. of 37,000 Ib.. the best A.N.M.P.G. will be obtained by flying at an “ideal” speed of 180 knots T.A.S. which is about 165 knots LA.S. After adding the usual 10 knots to improve handling characteristics this agrees with the speed of 175 LAS. recommended in para. 62 (iii) (a) and gives a T.A.S. of 190 knots ; at this speed the A.N.M.P.G. will be seen from the curves to approximate to those obtainable at the “ideal” speed. Similarly, the other two charts may be used to ascertain range, engine settings and fuel consumptions at 10,000 feet and 20,000 feet. At intermediate heights the corre- sponding data can be estimated by interpolation. If it is operationally necessary to fly at a higher T.A.S than is desirable for range, the curves will give the necessary information. 39PART II—HANDLING PART II-HANDLING Chart for 5,000 feet in low gear. Chart for 10,000 feet in low gear. TRUE AIRSPEED KNOTS 49 [60 180 200 220 240 TRUE AIRSPEED KNOTS ] 140 60——sBOSsi2D—s—«iRO.s—s2HO—=—— 260 } | Is T 6 - i M4 a 7 = ts z z Jie i 2,500 _ 2,500 | = fo} 2000 Cs 3 i [ 20004 ‘ a 1500 1,800 , 220 220 200 « fe 200 180 2 s : wo “e 3 wo Z z 3° we 8 wo 3 a Leo z 5 & a 2 zo — | 100 ° i g 100 40 -(160~=«*BO.S«COD.S*S:«aROSC«HO TRUE AIRSPEED KNOTS We jee e~CS~=«iaeSCSC( TRUE AIRSPEED KNOTS 40 41PART II—-HANDLING PART I11—HANDLING 66. Stalling Chart for 20,000 feet in high gear. (i) The approximate stalling speeds in knots are : — At At TRUE AIRSPEED KNOTS ae a ee 40,000 Ib. 35,000 Ib. Power off Undercarriage and flaps up 110 105 Undercarriage and flaps down 90 85 is Power on (normal approach power, approx. 4 Ib./sq. in. boost at 2,400 r.p.m.) 75 160 . A.N.M.P.G (ii) There is little real warning of the stall, at which the nose drops gently. If the control column is then held back a pitching motion (in which the aircraft consecutively a stalls and recovers) will develop, but recovery in all cases is immediate and very easy if the pull force on the con- trol column is relaxed. 2,500 67. Diving RPM 2000 a The aircraft can be dived to its limiting speed without retrimming longitudinally, but as speed is gained there is a tendency to yaw to the left which should be countered 1S00 by accurate use of the rudder trimming tab control. (ii) The dive brakes are effective and promote little change 5, of trim, but they tend to induce aileron buffeting when I, they are open. ———|180 fk? 4g 68. Approach and landing After carrying out the checks, items 149 to 158, laid down in the check list, the turn into wind should be made at about 130 knots, airspeed being reduced progressively so that the airfield boundary is crossed at the following { a - 100 speeds, engine assisted: — 120 8 TOTAL GALLONS /HOUR At max. landing weight (35,000 Ib.) ... 100 knots i Light (30,000 1b.) 95 knots He 1G Es, 2 eR Ea, REE The landing is easy and ‘straightforward provided that ERE AI eeea bears power is not reduced rapidly in the final stages of the approach; otherwise the rate of descent becomes exces- sive. It is therefore recommended that power should not be completely reduced until after the round-out has been» 42 made.AL2 Para, 69 AL2 Para. 714, Page 44 69. Mislanding and going round again At the maximum landing weight the aircraft will climb away easily, with the undercarriage and flaps down, at climbing power. When power is increased there is a strong nose-up change of trim. An airspeed of at least 125 knots should be maintained and, in juick succession, the flaps raised to the MAX. LIFT position and then the undercarriage up. Raising the flaps should, however, be delayed if the aircraft is close to the ground; the undercarriage may then be raised first. Before allowing the speed to increase to the recommended climbing speed, the push force should be trimmed out by means of the elevator trimmer. 70. Aiter landing Unlock the tailwheel before attempting to turn off the runway, then when clear of the runway carry out the checks, items 160 and 164. 7\. Running down Unless the serviceability of the engines is in doubt, in which case such items of the run up given in para. 58 as may be necessary should be carried out, and if, as is recommended, the superchargers have been exercised in the air before landing, it is only necessary to ensure effi- cient oil scavenging and cooling of the engines, In all cases, therefore, the engines should be idled at 800 to 1,00f r.p.m. for two minutes, or until the cylinder head temperatures are below 210°C., whichever is the longer, and if no other check of the ignition has been made the magnetos should be tested for a dead cut. Then close the throttles and put the injector cut-off levers to the cut- off position. When the engines have stopped turning, switch off the ignition and turn off all fuel cocks and booster pumps. Cowling gills should be left open until the engines are thoroughly cool, then carry out the checks 1A. Instrument approach . ‘The following speeds together with the appropriate flap and approximate power settings are recommended for use during instrument approaches with the undercarriage lowered:— Boost R.p.m. Flaps Airspeed Pattern +2 2,400 MAX. LIFT 140 kts. Final 0 2/400 MAX. LIFT 130 Kts. G_ de Path -2 2.400, F 110 kts A.P. 2575C & B—P.N “PART III LIMITATIONS 72. Engine data—Centaurus 57 The principal engine limitations are as follows : AL2 Para. 72 SiC Rpm. Boost Ib./sq.in. Temp °C. gear Normal W/M Cyl. Oil MAX. TAKE-OFF Low 2,700 +95 11d. -210(at 5 MINS. LIMIT start of . take-off) MAX. CLIMBING ‘Bow & RICH 2400 46h — 300 gogo) CONTINUOUS High } * my MAX. WEAK Low + 4 CONTINUOUS Heh $ 24001 +2 = 2 OPERATIONAL NECESSITY Low ‘ 5MINS LIMIT Hegh } 2.700 49% +d 310 100 W/M—With water-methanol in use. * 90°C. oil temperature is permitted for one hour only. + In cruising flight in hot weather, if the cylinder head tempera- ture reaches 290°C., r.p.m. should be restricted to 2,100 and gills opened as necessary to ensure that the limitation of 300°C. is not exceeded. Nore:—(a) With wooden propellers if power plant Mod. 1061 is not embodied the use of the following r.p.m, should be avoided so far as is practicable:— Below 1,750, and between 2,050 and 2,200. (b) With metal propellers the sustained use of r.p.m. between 2,200 and 2,400 should be avoided but 2,400 rpm, may be used as necessary for climbing and prior to landing. OIL PRESSURE: Normal 100-110 Ib./sq. in. Emergency minimum 80 —_Ib./sq. in. MIN, OIL TEMP. FOR TAKE-OFF: Normal ood Res Emergency MAX. CYL. TEMP. FO! STOPPING ENGINES eee wee FITC we eae ee wie at + SC. Orc. 73. Flying limitations (i) Spinning, aerobatics and violent manceuvres are prohibited, 45A.P. 2575 C. & B—P.N. ALA ii 1 x ii < alt |, | (i) Maximum speeds in knots : BAEG 146 (a) Diving—dive brakes closed Below 10,000 ft... ey... ae PART IV Between 10,000 ft. and 15,000 ft. ... 34. Between 15,000 ft. and 20,000 ft... 315 EMERGENCIES Between 20,000 ft. and 25,000 ft. .. “ PES occ ere teetd We Above 25,000 ft... ae om ns 255 74, Feathering * Restricted to 300 knots if Mod. 1217 is not At3 44 Close the throttle immediately. embodied. and 75 (ii) Set the injector cut-off control to CUT-OFF AND (b) Diving—dive brakes open faces START. 1 .p.-m. a Below 10.000 ft... 7 hi 7 300 (iii) en r.p.m. control lever back through the feathering Between 10,000 ft. and 15,000 ft. ... . (iv) Press the feathering pushbutton and hold it in until Between 15,000 ft. and 20,000 ft 260 feathering is complele. On modified aircraft the push- Between 20,000 ft. and 25,000 ft - 235 button is held in by a solenoid until feathering is Above 25,000 ft : * ue ee 220 completed; the button should then spring out. (c) Undercarriage down... bees tb ce 185 (v) Switch OFF the booster pump and ignition, and turn Flaps down ... ial oy Eon wee 145 OFF the fuel. ‘i ne 7 : 75. Unfeathering in the air (iii) (a) All drop tanks must be dropped in straight and level (i) Ensure that the throttle is closed, otherwise a backfire flight. may occur, and that the fuel is ON. (b) The 90-gallon drop tank should be jettisoned only Gi) Set the r.p.m. control lever just forward of the feathering when essential at a speed of 160 knots. (Not in excess gate. of 260 knots if Mods. 1049, 1070, 1110 and 1172 are (iii) Switch ON the ignition incorporated). ; (iv) Set the fuel cut-off control to RUN. i « ¢ : Note.—Before doing so it is desirable (particularly if (iv) Maximum weights in Ib. :— the engine has been feathered for any length of For take-off and gentle mancuvres time, or if unfeathering is carried out at high (Mk. B. 1. overload)... wae wo 40,000 altitude) to switch the booster pump on for five For all permitted forms of flying mt 39,000 seconds to clear air or vapour from the fuel For landing S oe 35,000 system. This must be done with the cut-off set ae Teer a TAR vt wh Para. 73 1 (y ryine a mixed load of bombs, including a fuse- (v) Press the feathering pushbutton and release it when Pave 46 ”) ee anes a, R.P., the fuselage bomb must be Pp. vee 2 eee an modified aircraft the push- dropped on the first attack before the other stores. button is held in by the solenoid: when the r.p.m. reach 800-1,000 the button should spring out; if not, it should be pulled out. (vi) When the engine is running smoothly, switch on the booster pump, then open the throttle progressively and ngine failure during take-off (i) With the flaps at MAX. LIFT, safety speed at 40,000 Ib. at norimal take-off power or when using water-methanol is 135 knots. mls 47PART I1V—EMERGENCIES (ii) If safety speed has been attained the aircraft will climb away on either engine at climbing power at about 140 knots provided that :— (a) the propeller of the failed engine is feathered. (b) external stores or tanks are jettisoned. (c) the flaps are fully up. If engine failure occurs below safety speed it will usually be necessary to close the throttle of the live engine, at least partially, to prevent control being lost. At light loads in favourable circumstances it may be pos- sible, after feathering the propeller of the failed engine and ‘applying trim, to increase power on the live engine gradually and climb away. (iii) 77. Engine failure in flight (i) Feather the propeller of the failed engine and close the gills. (ii) The cross-feed cock should be opened if it is necessary to feed the live engine from the tanks on the same side as the failed engine. (iii) At 35,000 Ib., height can be maintained on either engine at about 160-170 knots at power well within the weak mixture range. Under these conditions the aircraft can be trimmed to fly “ hands off.” 78. Single-engine landing (i) The single-engine performance of the aircraft is good and a circuit in either direction can safely be made irrespec- tive of which engine has failed. (ii) While manceuvring with the undercarriage and flaps up, maintain a speed of at least 140 knots. . (iii) Lower the undercarriage and MAX. LIFT flap as on a normal circuit and maintain a speed of at least 135 knots until the decision to land has been made. Then lower the flaps further as required and use the approach speeds quoted in para. 68, The rate of descent without power, undercarriage and flaps down, is very high 48 Als ara, 80, Page 49 79. 80. @ PART I¥—EMERGENCIES Going round again on one engine At the maxirfum landing weight with the undercarriage down and max. lift flap, going round again using climb- ing power involves no loss of height providing the spe: is not allowed to fall below 125 knots. When the de- cision to go round again has been taken, open up the live engine to climbing power and then select, in quick suc- cession, the undercarriage and flaps up Undercarriage and flaps—emergency operation Undercarriage . Should the undercarriage fail to lower when selected nor- mally, it can be lowered by means of the handpump, or, if this fails, by the cartridge firing system After reduc- ing speed to 150 knots :— (a) Select MAX. LIFT flap. (b) Check that the hydraulic selector valve is set to FLIGHT. (c) Pump the flaps down with the handpump. (d) Set the hydraulic selector valve to GROUND SERVICING. (e) Set the undercarriage selector lever to DOWN. (f) Operate the handpump until the undercarriage is locked down, The tail wheel will lower automatic- ally under spring action. If the undercarriage cannot be locked down with the handpump :— (g) Set the hydraulic selector valve to FLIGHT. (h) Make sure that the undercarriage selector lever is still DOWN and press the cartridge firing pushbutton fitted on the left-hand cockpit shelf outboard of the supercharger controls. (i) Select flaps DOWN and lower the flaps as required by means of the handpump. This may not be pos- sible if fluid has been lost while attempting to lower Nore—The cartridge firing system is electrically operated ; the fuse for the circuit is on the port distribution panel. After using the system the undercarriage cannot be raised unt: the system has been serviced.Al Para. 81 82. Fire-extinguishers (i) Power plant PART IV—-EMERGENCIES (ii) Flaps Tf, after the undercarriage has been locked down nor- mally, the flaps fail to come down when selected, an attempt may be made to lower them with the handpump after checking that the hydraulic selector valve is set to 81. Flapless landing The approach with flaps up is very flat and difficulty may be experienced in maintaining a steady airspeed. It is necessary to use considerable nose-up elevator trim in the later stages of the approach in order to cross the airfield boundary at the recom- mended speed of 110 knots. If a baulked landing necessitates going round again a strong nose-up change of trim occurs when power is increased. Power should, therefore, be increased slowly and the elevator trimmer adjusted as necessary. Two shielded pushbuttons (49) are mounted on the left- hand side of the instrument panel and two fire warning lights are incorporated in the propeller feathering push- buttons (48). The fire extinguisher bottles can be operated in the following ways :— (a) Ifa fire warning light comes on, the action of feather- ing the propeller will discharge the bottles into the injector and the spray rings. As a precautionary measure also press the fire extin- guisher pushbutton after feathering is completed. (b) By operating the appropriate fire extinguisher push- button, (c) Automatically by the impact switch. This switch discharges the bottles in both nacelles. (ii) Fuel tank bays The fire-extinguisher system is operable in the following ways :— (a) Manually, by operating the appropriate fire-extin- guishing pushbutton (39) mounted at the top of the engine instrument panel. (b) Automatically, by flame switches and flame cords in the tank bays. (c) Automatically, by the impact switch, in which case all the bottles on both port and starboard sides are discharged. 50 (iii) 83 (i) (ii) (ili) (iv) 84. 85. @) (ii) PART IV—EMERGENCIES Hand fire-extinguishers are provided :— On the right-hand cockpit wall. On the port side of the rear fuselage. Above the entrance hatch. Bomb, tank and container jettisoning In emergency, the centre drop tank or other stores carried in this position can be jettisoned by pulling back the CENTRE DROP TANK JETTISON lever (30) fit- ted on the left-hand side of the cockpit outboard of the flap indicator, The wing drop tanks and stores can be jettisoned by pul- ling back the OUTER TANKS AND WING BOMBS JETTISON lever (31) fitted outboard of the centre drop tank jettison lever, The centre tank can also be jettisoned by pressing the shielded jettison pushbutton, fitted on the left-hand side inboard of the landing lamp switch, provided that the CENTRE TANK LEVER is in the OFF position. All drop tanks should be dropped in straight and level flight, the 90-gallon wing tanks at the recommended speed of 160 knots. Crash axes There are two crash axes in stowages in the well behind and to the right of the pilot’s seat. Emergency exits Cockpit hood . The whole of the centre portion of the hood can be jetti- soned by pulling the lever (51) mounted on the left-hand cockpit wall underneath the coaming, or by pulling back the handle mounted on the left-hand cockpit wall above the front spar. Entrance hatch The entrance hatch in the underside of the rear fuselage can be jettisoned by rotating a release handle clockwise. This handle, which is fitted on the forward edge of the hatch, is retained by a spring clip. Sl86. 87. @ Gi) (iii) (iv) PART IV—EMERGENCIES Dinghies An H-type dinghy may be stowed in the port wing root. It can be released manually by pulling up the red T-handle (marked D-D) mounted on the left-hand cock- pit wall at the back of the navigator’s seat, and automati- cally by an immersion switch which is fitted in the nose of the aircraft. Ditching Model tests indicate that the aircraft should ditch reason- ably well. If ditching cannot be avoided :-— Jettison the hood, see para, 85. Ensure that safety harness is tightly adjusted and locked, and that the R/T plug is disconnected. The touchdown speed must be as low as possible and the flaps should, therefore, be lowered. If the engines are still running, full flap should be used, but for an “engines- off” ditching, they should be lowered only to the MAX. LIFT setting. The touchdown should be made in a tail-down attitude along the swell, or into wind if the swell is not steep. 52PART V ILLUSTRATIONS Controls and equipment are not keyed on both sets of photo- graphs but unless otherwise stated are common to both the B.1 and Met, 3 versions. Fig. Cockpit—left-hand side (B.1) 1 Cockpit—left-hand side (Met. 3) 2 Cockpit—forward view (B.1) 3 Cockpit—forward view (Met. 3) 4 Cockpit—tight-hand side (B.1) ... 5 6 Cockpit—right-hand side (Met, 3)QO © © © © 7 3 5 Q © © © D FIG COCKPIT — LEFT-HAND SIDE (B.1) FIG Roepe KEY TO Fig. 1 Engine isolating cocks. Oil dilution pushbutton Oil dilution selector switches. Water-methanol pump test push- button Undercarriage warning horn test pushbutton. Windscreen wiper switch Windscreen wiper rheostat Automatic pilot pitch control Automatic pilot pressure gauge Automatic pilot control cock R.P, selector switch No, 1 engine throttle control. No. 2 engine throttle and gyro gunsight ranging control Automatic pilot directional con- trol R.p.m. control levers Tail wheel locking switch. Pneumatic triple pressure gauge. Drop tanks empty warning light.KEY TO Fig. 2 Trimming tab controls. Injector cut-off controls. Supercharger control levers. Nitrogen system pressure gauge. Nitrogen system control cock Engine starter pushbuttons. Oil cooler shutter switches. Centre drop tank control Ignition switches. Water-methanol selector switch. Air intakes control switch. Centre drop tank and bomb jetti- son lever. Wing drop tank and bomb jetti- son lever. Friction adjusters. ® @ @®@ ©® © © FIG. COCKPIT — LEFT-HAND SIDE (MET. 3) FIG, 2FIG ®) ©) ) @ () COCKPIT—FORWARD VIEW (B.D) . Undere . Undercarriage indicator. KEY TO Fig. 3 Fuel flow indicator. riage selector lever D.R. compass repeater. . Gyro gun sight master switch (B.1 only). Wheel brake lever parking catch. . Fuel tank bay fire extinguisher pushbuttons. Wheel brake lever . Fuel pressure warning lights. . Suction change-over cock. ction gauge. . Oil cooler shutter indicator.KEY TO Fig. 4 Radio altimeter (Met. 3 only) Flaps selector lever selector Flaps indicator Propeller feathering _pushbuttons and fire warning lights Engine fi buttons. Radio altimeter (Met. 3 only). e-extinguisher _ push- Hood jettisoning lever Radio altimeter indicator lights (Met. 3 only). Cockpit ventilator Undercarriage override switch 55. Windscreen de ig pump. D.R. compass h Gun and cine-camera firing unit. ding indicator Gills position indicator. COCKPIT — FORWARD VIEW (MET. 3)@ © % =) o> © FIG COCKPIT — RIGHT—HAND SIDE (B.1) FIG 59. 60. 61 63 64. 65. 66. 67. 68, KEY TO Fig. 5 Cross-feed cock control Port tank cock controls. Booster pump warning lights. Oxygen control panel External light selector switches. Cine-camera master switch. R.P. master switch (B.1 only). Bomb selector panel (B.1 only). Fuel contents gauges. Starboard tank cock controls.69, 70. 7 72. 73. KEY TO Fig. 6 Hydraulic handpump stub. Emergency lighting switch External lights master switch Automatic pilot clutch lever Propeller de-icing control (Met 3 only), Acrofoil de-icing controller (Met 3 only). Fuel booster pump switches. Fuel booster pump test push- buttons. Hydraulic handpump handle (stowed). (MET. 3) COCKPIT — RIGHT-HAND SIDEAix MINISTRY Amendment List No. 1 February, 1950 to A.P. 2575C & B—P.N: BRIGAND Bi AND MET. 3. Incorporation of this Amendment List must be certified by inserting date of incorporation and initials in the spaces provided on the inside front cover of the Pilot's Notes. AMENDMENT mend by gummed slip herewith. ‘mend by gummed slip herewith. ast line. Alter 67 to read 65. | Amend by gummed slip herewith. | Amend by gummed slip herewith. | Amend by gummed slip herewith. rage 49) Note | Affix this Amendment List to inside back cover of Notes.