ALP. 1566E—P.N. PILOT’S AND FLIGHT ENGINEER’S NOTES fy SUNDERLAND V FOUR TWIN WASP RI830-90B ENGINES PROMULGATED BY ORDER OF THE AIR COUNCIL oo 2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 include all current amendments and will, where applicable, be accompanied by ‘gummed slips for sticking in the appropriate places in the text. Incorporation of an amendment list must be certified by inserting date of incorporation and initials below. ae INITIALS DATE ads INITIALS DATE NO. NO, 1 7 2 8 3 ; 9 4 | i 10 5 ul 6 12NOTES TO USERS TH1S publication is divided into six parts : Descriptive, Handling, Operating Data, Emergencies, Data and Instructions for Flight Engineers, and IIlustrations. Part [ gives only a brief description of the controls with which the pilot and flight engineer should be acquainted. These Notes are complementary to A.P.2095 Pilot’s Notes General and assume a thorough knowledge of its contents. All pilots and flight engineers should be in possession of a copy of A.P.2095 (see A.M.O. A93/43), Words in capital letters indicate the actual markings on the controls concerned. Additional copies may be obtained by the Station Publications Officer by application on Form 294A, in duplicate, to Command headquarters for onward transmission to A.P.F.S., 81, Fulham Road, S.W.3 (see A.M.O. A1114/44). The number of this publication must be quoted in full— A.P.1566E—P.N. Comments and suggestions should be for- warded through the usual channels to the Air Ministry (D.T.F.).AIR MINISTRY AIR PUBLICATION 1566E. March 1945 Pilot's & Flight Engineer's Notes SUNDERLAND V PILOT'S & FLIGHT ENGINEER'S NOTES LIST OF CONTENTS PART I—DESCRIPTIVE Para. INTRODUCTION 33 a ae ea 1 FUEL AND OIL SYSTEMS Fuel system 2 Fuel cocks 3 Fuel contents gauges we 4 Fuel pressure warning lights 5 Fuel booster pumps ... 6 Priming pumps 7 Oil system 8 MAIN SERVICES Electrical system a3 os es a si 9 Hydraulic system... wee oa cee we 10 Pneumatic system... wi wee mee ll AIRCRAFT CONTROLS Flying controls wee : ce we we 12 Flying controls locking gear : ve wee 13 Trimming tabs wee we au a we 14 Automatic controls ... si ag ae 15 Flaps control and position indicator Eo. sea 16 ENGINE CONTROLS Throttle and mixture controls wes us as 17 Engine starting pushbuttons a ii a. 18 Hand turning se ce wee wee see 19 Propeller controls... ns se ais ca 20 Cowling gills .. a = oe cs 21 Carburettor air ‘intake heat controls "ate ange 22 Oil cooler flap controls cee ce ste cee 23 Oil dilution ... oe vee a . - 24COCKPIT AND GENERAL EQUIPMENT Entrance doors Pilot’s seats Windscreen wiper Cockpit lighting Electrically heated clothing ... Drinking water Rations OPERATIONAL CONTROLS AND EQUIPMENT Guns ... wee Bomb doors and bomb carriages we Bomb releases Reconnaissance flares MARINE EQUIPMewT® General Drogues Drogue signals NAVIGATIONAL, SIGNALLING AND LIGHTING EQUIPMENT Signal pistol ... Identification and navigation lights. Landing lights Signalling lamp DE-ICING EQUIPMENT Carburettor de-icing Propeller de-icing Windscreen de-icing PART LI—HANDLING Management of the fuel system ... Preliminaries Starting the engines and warming. up Leaving moorings .. ae Testing the engines and services . Taxying Para. 25 27 28 29 30 31 32 33 34 35, 39 41 42 43 45Check list before take-off Take-off Climbing General flying Stalling Diving an ave Approach and alighting me Misalighting After alighting wie Handling during mooring Mooring . . After mooring PART III—OPERATING DATA Engine data, Twin Wasp R-1830-90B Position error corrections Flying limitations ... ose Maximum performance ... - Maximum range and endurance Fuel capacities and consumptions PART LV—EMERGENCIES Engine failure during take-off Engine failure in flight Feathering .. Unfeathering Flaps emergency operation Fire extinguishers ... Emergency exits . Air/sea rescue equipment Fuel jettisoning Bomb jettisoning ... First-aid Crash axe ... Leaking hull Leak stoppers Destruction...PART V—DATA AND INSTRUCTIONS FOR FLIGHT ENGINEERS Para. Fuel tank filling... ae we we we “in 85 Oil system ... een ina a0 a waa 86 Auxiliary power unit wee wee ws a us 87 Flaps wo cn sn si: ana es 88 PART VI—ILLUSTRATIONS Fig. Pilot’s Instrument panel ... 1 Cockpit—Port side 2 Cockpit Roof . 3 Engineer’s control panel .. 4 Engine starting control panel 5A.P.1S66E—P.N. Pilot’s and Flight Engineer’s Notes PART I DESCRIPTIVE INTRODUCTION 1. The Sunderland V is a four-engined flying boat designed for oversea reconnaissance. It is powered with four Pratt and Whitney Twin Wasp R-1830-90B engines driving 3-bladed fully feathering Hamilton Hydromatic propellers. FUEL AND OIL SYSTEMS 2. Fuel system Fuel is carried in ten self-sealing tanks in the main- plane, five on each side of the hull. The capacities are as fotlows : Front inner... we .. 529 gallons Front middle ... wa .. 355 gallons Front outer... a «132 gallons Rearinner... ie «III gallons Rear outer... we .. 149 gallons Total each side ... 1,276 gallons Total per aircraft ... 2,552 gallons Provision is made for jettisoning fuel from the front inner tanks. The jettison controls (63) are mounted in the cockpit roof. The carburettor vapour return lines are vented to the front outer tanks. 3. Fuel cocks (i) The four engine master cocks are controlled by the levers (62) mounted in the centre of the cockpit roof. The port and starboard fuel systems are separate, the individual tank and distributor cocks being controlled by levers (79) grouped together on the Flight Engineer’s table. 7 BPART I—DESCRIPTIVE (ii) The two systems may be interconnected by opening cross- feed cocks connecting the two distributor boxes. The cocks which are mounted in the wing roots are controlled from inside the hull. 4. Fuel contents gauges Fuel contents gauges (68) for all tanks are fitted on the Flight Engineer’s panel. 5. Fuel pressure warning lights Four fuel pressure warning lights (71) which come on if the pressure falls to 12-14 Ib./sq. in., are fitted on the Flight Engineer’s panel. There is a duplicate set (89) on the starting control panel on the forward face of the front spar. AL. 6. Fuel booster pumps Two electrical booster pumps are fitted, one for the port and the other for the starboard engines. The pumps are controlled by pushbuttons (86), one for each pump, on the engine starting panel, and a master switch (85) which must be ON before either pump is used, The pumps are intended primarily for carburettor priming but should also be brought into operation at any time should the fuel pressure warning lights come on. For take-off, initial climb and landing, the master switch should be ON and a member of the crew should stand by ready to press a pushbutton if necessary. 7. Priming pumps Two K.40 induction priming pumps (87), one for the port and the other for the starboard engines, and two selector cocks (88) are mounted on the engine starting control panel. 8. Oil system (i) Oil is supplied from a separate tank (self-sealing on early aircraft) mounted in each engine nacelle. The capacity of each tank, which is fitted with a hot-pot, is 28 gallons of oil and 64 gallons air space. (ii) The oil coolers are mounted in the leading edge of the mainplane. 8PART I—DESCRIPTIVE MAIN SERVICES 9. Electrical system (i) Two 1,500 watt, 24 volt, generators, one on each inner engine, charge four 12-volt accumulators in series— parallel and supply power for the following services : Astrograph Automatic controls Bomb carriages traversing motors Bomb releases Camera controls and camera gun D.R. compass Engine starting and booster coils Fire extinguishers Flaps position indicator Flap operating motors Fuel booster pumps Fuel contents gauges Fuel pressure warning lights Gun sights Heated clothing Identification lights Intercommunication horns and lights Landing lights Navigation lights Oil dilution Pressure head heater Propeller de-icing Radio Recognition lights Steering indicator Two volt accumulator charging Windscreen wiper, and in addition all interior lighting Note.—On later aircraft electrical power-failure warning lights are fitted on the wireless operator’s charging and distribution panel. (ii) A socket for an external starter battery is fitted near the drogue hatch at the port side of the galley. 910. PART I—DESCRIPTIVE Hydraulic system Three pumps, one on each outer engine and one on the starboard inner engine, operate the turrets. . Pneumatic system Three vacuum pumps are fitted, one on each outer and one on the port inner engine. The suction side of the pumps on the outer engines operates the blind flying instruments. Selector cocks (78) on the Flight Engineer’s panel enable either or both these pumps to be used for this purpose. The third pump is for the wing de-icing system (not fitted on all aircraft). The compressor for the Mk. IV or Mk. VIII automatic pilot is on the port inner engine. AIRCRAFT CONTROLS 12. Flying controls The rudder pedals are adjustable in flight by means of a starwheel (24); backward rotation of the starwheel moves the pedals forward. Flying controls locking gear When the aircraft is moored the controls should be locked with the rudder and ailerons in the neutral position and the elevator in the down position. . Trimming tabs The elevator and rudder trimming tab controls are operated by crank handles (61) and (66) mounted in the cockpit roof. Movement of the crank handles is in the natural sense and indicators (60) and (59) show the settings of the tabs. Two fixed trimming tabs are fitted on each aileron. . Automatic controls The controls for the Mk. IV or Mk. VIII automatic pilot are grouped together on a panel (43) on the left- hand side of the Ist pilot’s seat. Where a Mk. IV automatic pilot is fitted the main switch (47) is 10PART I—DESCRIPTIVE mounted just below this panel. When a Mk. VIII automatic pilot is fitted, the control switch (41) is on the instrument panel. For operation of these controls see A.P.2095. 16. Flaps control and position indicator The flaps are controlled by a switch (6) at the top of the instrument panel. A position indicator (7) is fitted to the left of the switch together with a blue light (4) which comes on when the indicator is switched on, and a red light (2) which comes on when the flaps are more than one-third out. In the event of electrical failure the flaps may be operated manually. ENGINE CONTROLS 17. Throttle and mixture controls (i) Throttle controls These are of the exactor type. The four levers are mounted in the engine control stand in the centre of the cockpit ; they are not interconnected with the mixture controls. (ii) Mixture controls The mixture levers, which are also of the exactor type, are to the rear of the throttle levers and have four posi- tions—IDLE CUT-OFF, AUTO LEAN, AUTO RICH and FULL RICH. Note.—The mixture controls are primed by holding the levers fully down past the FULL RICH posi- tion ; the throttle controls by holding the levers fully forward past the TAKE-OFF position (see para. 58). (iti) Mixture warning lights Eight warning lights (11) are mounted at the top of the instrument panel. The four green lights are marked R and each will come on when its corresponding mixture control lever is set to AUTO-RICH. The four red lights are marked L and each will come on when its mixture control lever is set to AUTO-LEAN. ll20. (i) (ii) 21. 22. 23. 24, PART I—DESCRIPTIVE . Engine starting pushbuttons The four shielded pushbuttons (31) are mounted at the forward end of the throttle quadrant. Hand turning An extension shaft at the top of each engine nacelle accommodates a cranking handle for turning or starting the engines. The shaft is accessible through an aperture at the top of the nacelle. Two cranking handles are stowed beneath the Flight Engineer’s table. Propeller controls The speed control levers (27) below the mixture levers on the engine control stand are of the exactor type, and are set up to INCREASE and down to DECREASE t.p.m.; the latter is the priming position. Four feathering push buttons (22), one for each pro- peller, are fitted on the bottom centre of the instrument panel. Cowling gills These are hand operated from two gear-boxes mounted one on each side of the flight engineer’s station, im- mediately aft of the front spar ; each gear-box controls the gills of the inner and outer engines on that side. The position of the gills is shown by indicators on the gearboxes, Carburettor air intake heat controls Two levers (80) mounted on the Flight Engineer’s table control the carburettor air intake shutters for the port and starboard engines. The levers have two positions —COLD and HEATED AIR. Oil cooler flap controls (Not fitted on some aircraft). Four handwheels, one for each engine, are fitted on the aft face of the front spar. These are turned clockwise to open the flaps ; no position indicators are fitted. Oil dilution The dilution valves fitted in the engine nacelles are elec- trically operated by a master pushbutton and four selector switches (67) fitted on the engineer’s panel. 12PART I—DESCRIPTIVE COCKPIT AND GENERAL EQUIPMENT 25, 26. Entrance doors Both entrance doors hinge inwards and are held closed by a latch and three clamps. The clamps may be operated from outside by keys which are stowed on the doors themselves. A ‘ Yale” type lock is fitted to each door. These locks and the astro-hatch cover may be unlocked by an emergency key stowed in a slot covered by a rip-off patch forward of the astro-hatch. Pilot’s seats Both seats are adjustable vertically by means of a lever outboard of each seat. The locking catch is released by pressing the plunger in the end of the lever. 27. Windscreen wiper 28. 29. The pilot’s windscreens are fitted with electrically operated wipers. A rheostat switch for controlling the rate of operation is fitted on the left-hand cockpit wall. Note.—On later aircraft a master switch is fitted on the left-hand cockpit wall and the rheostat is re- positioned in the cockpit roof behind the first pilot’s seat. On these aircraft the wipers should be switched ON and OFF by the master switch only, which should be kept OFF when the wipers are not in use. Cockpit lighting Two’ floodlights (64) are mounted in the cockpit roof, and there is a light over the Ist pilot’s compass ; these are controlled by dimmer switches on the left-hand cockpit wall. A light over the 2nd pilot’s compass (when fitted) is controlled by the adjacent dimmer switch. Electrically heated clothing Sockets for electrically heated clothing plugs are pro- vided for : Bomb aimer or nose gunner ... on the starboard side of the hull 13PART I—DESCRIPTIVE Ist and 2nd pilots ee .. under the front of the seats Navigator we ss ... on the front spar below his table Wireless operator aire ... On the port side of knee hole in his desk Radar station ... wes . on the starboard side of the hull below the table Flight Engineer . ... On the starboard side of his table The occupants of the mid upper and tail turrets. In addition there are two sockets in the wardroom, one above each rest bunk. 30. Drinking water Two 5S gallon tanks are fitted under the sink in the galley. 31. Rations Stowage for emergency packs and rations is provided at the starboard side of the hull aft of the rear entrance door. OPERATIONAL CONTROLS AND EQUIPMENT 32. Guns (i) Three turrets are fitted as follows : (a) Nose turret, 2 Browning guns. (6) Mid-upper turret, 2 Browning guns (not fitted on some aircraft). (c) Rear turret, 4 Browning guns. (ii) Provision is also made for installing the following, all of which may not always be fitted : (a) 4 fixed guns in the nose. (6) 1 Vickers gun at each drogue hatch. (c) 1 ‘5-in. Browning gun at each beam position just aft of the mid-upper turret. 14PART I—DESCRIPTIVE (iii) A master switch (38) for the 4 fixed guns is fitted on the lower left-hand side of the instrument panel ; in addition there is a safety switch on the port side of the bow com- partment. When both switches are set to FIRE the guns are fired by a pushbutton (39) on the aileron control handwheel. 33. Bomb doors and bomb carriages The bomb doors are opened by the lever (52) on the left-hand side of the Ist pilot's seat. This lever, which trips the switches in the bomb traversing circuit, is pulled upwards to open the doors which then trip safety switches to move the carriages outboard. When the lever is pushed down the carriages return inboard ; the bomb doors can then be closed manually. On later aircraft the lever is replaced by a switch. 34, Bomb releases The bomb selection (53) and fuzing (55) switches are fitted on the left-hand cockpit wall; the bombs can be released by the bomb aimer or by either pilot from firing switches (45) which may be clipped to the aileron control handwheels, the sockets for connecting these are on the control columns. The automatic distributor is fitted on the radio bulkhead. By the inclusion of trip switches, the release circuit is only complete when the bomb carriages are in the fully out positions ; lights (54) fitted beside the selector. switches indicate when the carriages are in this position. 35. Reconnaissance flares A launching chute stowed at the port side of the hull in the aft compartment may be fitted over the camera opening in the bottom of the hull for launching flares, flame floats, or sea markers. The flares are released by the shielded pushbutton on the first pilot’s compass mounting, or from the bomb aimer’s station. MARINE EQUIPMENT 36. General The marine equipment provided includes a boat-hook, drogues, fogbell, and a Mark XIIA anchor, the latter 1538. PART I—DESCRIPTIVE being attached by chain cable to a hand operated winch. A retractable main bollard is fitted in the bows. The mooring eye and bridle are fitted to the stem. A second eye for handling purposes is fitted in the knife- edge at the rear step. Drogues Three drogues are provided, one on each side of the galley in a metal container, and the third below the floor of the bow compartment. Drogue signals A three unit selector switchbox with three indicator lights is mounted at the bottom of the 2nd_ pilot's instrument panel. This unit is connected to a horn and a similar switchbox fitted at the starboard side of the rear bulkhead in the galley. NAVIGATIONAL, SIGNALLING AND 39. 40. 41. LIGHTING EQUIPMENT Signal pistol Stowages for a signal pistol and signal and illuminating cartridges are provided on the back of the second pilot’s seat. The blast tube through which the pistol is fired is in the cockpit roof. Identification and nayigation lights The three-way switch (37) for the downward identifica- tion lights and the switches (36) for the navigation and steaming lights are at the bottom left-hand side of the instrument panel. A signalling switchbox (32) is fitted at the bottom centre of the instrument panel, and a master switch (35) and selector switch (33) for the recognition lights are above the signalling switchbox. Landing lights The two landing lights fitted in the leading edge of the port mainplane are controlled by a three-way switch (29) and a dipping control lever (30) on the left-hand side of the engine control stand. 16PART I—DESCRIPTIVE 42. Signalling lamp An Aldis lamp together with red and green glasses 1s stowed on the left-hand cockpit wall aft of the Ist pilot’s seat. There are sockets into which the lamp can be plugged : {a) at the port side of the bomb aimer’s station, (b) in the roof of the hull at the radio bulkhead, (c) aft of the drogue hatches in the galley. DE-ICING EQUIPMENT 43. Carburettor de-icing A tank containing 8? gallons of fluid is mounted in the roof of the hull immediately aft of the engineer’s panel. Two hand-pumps (81), one for the port and one for the starboard engines, and two 3-way cocks are fitted on the engineer’s panel. 44. Propeller de-icing A tank containing 22 gallons of fluid is mounted in the roof of the hull. Two electric pumps controlled by theostats (77) on the engineer’s panel deliver the fluid to the propellers. Two indicator lights (76) come on when the pumps are in operation, 45, Windscreen de-icing (i) A tank containing 5} gallons of fluid is mounted along- side the propeller de-icing fluid tank in the roof of the hull. (ii) Fluid is pumped on to the windscreen by the hand- pump (28) on the left-hand side of the engine control stand. A cock in the pipeline enables the supply to be cut off when not required.FRONT INNER 529 GAL. FRONT MIDDLE rn (Gees anes wines lron-neronn wine Tos REAR WER 365 GAL free oon ar or nol 8 GAL 5 7 2 A _ FE - TF. ) ruse SIMPLIFIED FUEL SYSTEM DIAGRAM 18A.P. 1566E—P.N. Pilot's and Flight Engineer's Notes PART II HANDLING Note.—All handling speeds quoted apply when the pilot's AS. is connected to the twin static vents. AL. 2 46. Management of the fuel system Para. 46 (i) Nore.—The term “dry” used in this drill means until about 15 to 20 gallons remain. This precludes the possibility of fuel Page 19 starvation as a result of fucl surge in the tanks. (a) Start, warm up and taxy on Front Outer P&S tanks while taxying, test all tanks for unrestricted flow ... 3.4 (b) Take-off on all Front tanks. re 345 (c) Revert at a safe height to Front Outer tanks for 30 minutes ve 13 4 (d) Change to Front Inner tanks for 1 hour to test operation of contents gauges wl & 2 (e) Change for the next hour to Front middle tanks to test contents gauges 3.5 (f) Revert to Front Outer tanks and use “ ” ae wea ave a ex 3.4 (g) Change to Rear Outer tanks (if containing fuel) and use till “‘ dry ” 13 7 (A) Change to Rear Inner tanks (if containing fuel) and use till “dry” .. I 6 (i) Change to Front Middle tanks and use till “d 5 Nw w (j) Change to Front Inner tanks and use t “dry” While running on these tanks drain any fuel remaining in the “dry” tanks into the Rear Inner tank 5467 The rear inner tank is then available as an emergency reserve. (ii) Notes (a) With the C.G. at take-off at or near the forward limit, e.g. with heavy nose armament, (i) should precede (g) to prevent the C.G. moving too far forward. (6) The contents of the front outer tanks should be checked periodically and the tanks re-selected as necessary to prevent overfilling. (c) When changing to a front inner tank No. 2 cock should be turned on and No. 3 cock turned off before the cock of the emptying tank is turned off. When changing from a front inner tank to any other 19A.L.3 tank the fresh cock and No. 3 cock should be turned on before Part IL No. 2 cock is turned off. Para. 46 (d) The cross feed cocks should be kept off (they are normally wired (ii) & 47 in this position) unless it is necessary to use tanks on one side to Page 20 feed re engines on the other side when both cocks must be turned on, (e) The No. 1 cocks are normally wire locked in the ON position. In the event of damage to a main feed pipe from a distributor to the engines, the Jever should be operated smartly to break the locking wire. 47, Preliminaries On entering the cockpit: (i) Check that the engine maintenance doors are closed and fastened. (ii) Ensure that the engine master cocks are OFF, then prime the throttle, mixture and propeller controls and check by feel for positive action. (iii) Switch the D.R. compass—ON and.SETTING. (iv) Check that both static vent plugs are removed. They can be reached through the cockpit side windows. 48. Starting the engines and warming up Note.—(a) Have each engine turned slowly through at least two revolutions of the propeller by means of the hand turning gear to guard against the possibility of hydraulic shock damage. (6) The outboard engines should be started first and the mooring slipped before the inboard engines are started. The moorings should not be slipped until the outboard engines are running steadily. (i) Set the controls as follows : Ignition switches aR ... OFF Engine mastercocks ... ... ON (The cocks of all tanks con- taining fuel should be ON, see para. 46 (i) ) Throttles as st .» lin, open Mixture controls ae ... IDLE CUT-OFF Propeller speed controls ... Levers fully up Carburettor air intake controls COLD (Flight Engineer) Gills... wee cee ... Fully open (Flight En- gineer) 20PART [I—HANDLING (ii) The outer engines should be started in turn as follows : (a) Switch on the fuel pressure warning lights (Flight Engineer). AL. ire (6) Switch on the fuel booster pump master switch and ii) Pagear press the pushbutton for the engine to be started until the fuel pressure warning light goes out. (c) Set the selector to the engine to be started and operate the priming pump until the delivery pipes are full (Flight Engineer). This may be judged by a sudden increase in resistance. Note.—(i) For priming at air temperatures below freez- ing high volatility fuel (Ref. 344/111) should be used if an external priming connection is fitted. (ii) On some early aircraft the priming pumps are on the pressure side of the booster pumps. On these aircraft the booster pumps must be OFF while the pipelines and engines are being primec. (d) Switch on the ignition (Pilot) and booster coil (Flight Engineer) for the engine to be started. (e) Press the starter pushbutton (Pilot). Turning periods must not exceed 20 seconds with 30 seconds intervals. As soon as the engine is turning operate the priming pump (Flight Engineer). In warm weather the engine should start during the first stroke of the pump. In cold weather two strokes may be neces- sary. At air temperatures below freezing it may be neces- sary to continue priming gently after the engine starts and until it picks up on the carburettor. (f) When the engine is firing steadily set the mixture control to AUTO-RICH (Pilot) and switch off the booster coil (Flight Engineer). If the engine shows 21Retaining Cables Buoy Mooring PendantsPART II—HANDLING signs of being over rich return the mixture control to IDLE CUT-OFF until it is running smoothly. (g) Run the engine as slowly as possible for half a minute then open up gradually to 1,000 r.p.m. and run at this speed until the oil temperature reaches 40°C. (A) If an engine fails to start the mixture control] must be returned to IDLE CUT-OFF immediately ; otherwise, fuel will be injected into the engine leading to a risk of fire when the next attempt to start is made. (i) When both outer engines are running steadily the Flight Engineer should screw down the priming pumps. 49. Leaving moorings (i) Run the outer engines for a few minutes before slipping the buoy or weighing anchor, then start the inner engines while taxying away from the moorings. Note.—In cold damp weather conditions icing of the throttle butterflies may be experienced. It can be overcome by setting the carburettor air intake heat controls to HEATED AIR, but these must be returned to COLD before a comprehensive engine check is carried out. (ii) Before leaving the buoy check ‘all controls for full and free movement. Para. 49 (a) Retract the front turret (on aircraft embodying wo Mod. 1154 fit the bollards), remove the bollard ge 23 safety pin. Open bomb aimer’s door. (0) Take the strain on the anchor chain with the winch and remove the stopper. (c) Wind in the anchor chain slowly until the eyes of the mooring pendants are at the fairlead ; pass the slip line through the grommet of one of the pendants and secure hard up to the bollard. Unshackle the anchor chain and stow ; replace the bollard safety pin. x - er cemamn ae aePART LI—-HANDLING AL.2 (d) Unshackle the stowed bridle from the fixed bridle and Par shackle the free end of the fixed bridle to its stowage (iii), (iv) eye. Mouse the shackle. Page 24 (e) Unshackle the stowed bridle from the mooring pendants and stow it. Allow the free mooring pendant to drop clear. (f) Close the bomb aimer’s door. (g) Report * ready to cast off” to the Ist pilot. (A) When the pilot gives the signal to cast off, release the slip line and cast off the remaining mooring pendant. (i) Stow the slipline, remove the bollards (on aircraft embodying Mod. 1154, replace the fairlead cover) then close the front turret. (iv) Weighing anchor : (@ Retract the turret, remove bollard safety pin. (5) Wind in the slack chain with the winch, removing the chain stopper, until the chain is taut. (c) When the engines are started and the aircraft moves forward take up the slack chain until the chain is as near “ up and down” as possible. (d) A quick jerk on the chain should now free the anchor and it should be wound in as quickly as possible until clear of the water. Take care that the stock or flukes do not foul the hull. When the anchor is clear report “ broken out and clear.” (2) Haul the anchor on to the curbing of the bow cockpit and unship the stock. When the anchor is inside the bow cockpit, unshackle the anchor chain and stow ; replace the bollard safety pin. (f) Stow the anchor and bollards (on aircraft em- bodying Mod. 1154, check that the fairlead cover is in place), close the front turret. 24S50. (i) (ii) (ii) wv) PART L1I—HANDLING Testing the engines and services After warming up to 120 C. (cylinder) and 40 C. (oil) test each magneto as a precautionary check, then, facing downwind to reduce the amount of spray thrown up by the propellers, run up the two inner followed by the two outer engines as follows :— At —5 Ib./sq. in. boost exercise and check the operation of the constant-speed propellers. Open the throttles to the take-off position and check boost (+9 Ib./sq. in.) and r.p.m. (2700). Throttle back to 0 lb./sq. in. boost and test each magneto in turn. The single ignition drop should not exceed 100 r.p.m. Switch off the fuel booster pumps (flight engineer) and check that the engine driven pumps are operating satisfactorily. Sl. Taxying (i) (ii) (iii) (iv) When carburettor icing conditions prevail (see para. 49 (i) ) taxying should be carried out with the carburettor air intake heat controls set to HEATED AIR. When taxying in a wind of over 10 knots in choppy water, spray is thrown on the inner propellers; the inner engines should, therefore, be throttled back and only the outboard engines used whenever possible. After taxying, set the carburettor air intake heat controls to COLD and before take-off clear the engines by running up in pairs to 0 Ib./sq. in. boost. Ensure that all doors and hatches are closed and secured. 25PART II—HANDLING 52. Check list before take-off T—Trimming tabs ... Rudder : Neutral to 2 divisions right. Elevator : (i) On aircraft having 7 divi- sions of trim either side of “neutral”: 14-2 divisions nose up with CG normal. (i) On aircraft having 14 divi- sions of trim either side of “neutral: 3-5 divisions nose up with CG normal. (ii) On all aircraft—neutral with CG aft. M—Mixturecontrols AUTO RICH Carburettor air intakes .. COLD P—Propellers ... Speed control levers fully up. F—Fuel wee ... Check cock settings, tank con- tents, and booster pumps master switch (but see para. 6). ALI F—Flaps)... ... One-third out. Gills ae ... Fully open (one-quarter open if cylinder head temperatures per- mit). D.R. Compass ... NORMAL. Crew... ... Warn crew (signalling horn). 53. Take-off (i) Hold the control column hard back and open up the outer engines gradually to take-off boost. When the nose rises and spray is clear of the inner propellers, open the inner engines to take-off boost, and ease the control column forward to a position slightly aft of neutral. Any tendency to swing may be checked by throttling back the appropriate outer engine until rudder control is gained. As take-off speed is approached ease the control column steadily backwards until the aircraft leaves the water: 26PART II—HANDLING (ii) At $0,000 Ib. the aircraft can be pulled off the water at 80 knots I1.A.S. At 60,000 Ib. it can be pulled off at 85 knots I.A.S. (iii) With flaps } out safety speed at full load at full take-off power is 110 knots I.A.S. (iv) Raise the flaps at 200 ft. 54. Climbing The following speeds are recommended : (i) Initial climb—flaps } out : 110-115 knots. (ii) Up to 6,000 ft.—flaps in : 125-130 knots. (ii) Set the cowling gills open as required to maintain the temperatures within limitations. wn an General flying Change of trim : Flaps in or out—Very slight. 56. Stalling (i) The stalling speeds (engines off) in knots J.A.S. are : At 45,000 Ib. | 54,000 Ib. | 60,000 Ib. Flaps in ... 4 | 83 88 Flaps fully out... 63 67 23 (ii) Characteristics of the stall : Warning of the stall is given by tail buffeting which commences some 10 knots before the stall occurs. At normal loads and C.G. positions the stall is gentle and straightforward and there is no tendency for a wing to drop, but at heavy loads and aft C.G. positions the stall is somewhat violent and either wing may drop. Recovery in all cases is straightforward. Para. 57 The aircraft becomes increasingly tail heavy as speed is gained and should, therefore, be trimmed into the dive. Rotation of the front turret in a dive leads to a directional change of trim, but this can be held on the rudder pedals.PART I11—HANDLING 58. Approach and alighting (i) Prime mixture, propeller, and throttle controls. (ii (iii (iv ) ) ) 59. G Note.—Before priming the throttle controls, the mixture controls must be set to AUTO-RICH, and the propeller speed control levers set fully down. Reduce speed to 120 knots I.A.S., and set the flaps 4 out. Check list before landing : Reduce speed to 115 knots 1.A.S., and check— M—Mixture controls... AUTO-RICH P —Propellers... ... Speed control levers set for 2,550 r.p.m. F —Flaps see vs 3 out Gills we ws Closed Crew we .. “Lon signalling horn Final approach and alighting : (a) Under normal daylight conditions at weights up to $0,000 Ib. make an engine assisted approach at 95 knots I1.A.S. Allow the aircraft to touch down in a level attitude at a speed of approximately 80 knots 1.A.S. Close the throttles after touch down ; while hydroplaning keep the control column back to overcome the slight tendency for the nose to dig into the water. (6) In calm sea conditions, at night, or at weights above 50,000 Ib. approach at about 95 knots I.A.S. until at about 300 ft. Then ease back the control column and open up the inner engines to maintain a speed of 80-85 knots L.A.S. and a rate of descent of about 200 ft. per minute. When the step touches the water ease back the inner and then the outer throttles. Note.—When thoroughly accustomed to the aircraft the flaps may be set fully out on the final approach if alighting in a confined area, but only if it is certain that the alighting will not be baulked. Misalighting At light loads the aircraft will climb away with the flaps fully out, but at heavy loads it will not climb until 28(ii 60. G (ii ) ) ) 61. a (ii qi (iv (v ) ) ) PART II—HANDLING the flaps are raised. The flaps come up slowly and the resultant change of trim is only slight: it is therefore recommended that, whenever an alighting is baulked, they should be raised immediately after opening up to full take-off power. If the aireraft is taken off after touch down with the flaps more than } out, the control column should be kept well back to avoid porpoising. Nor. When full take-off power is required r.p.m. must be increased to 2,700 before boost pressure is increased beyond | 54 Ib./sq. in. After alighting Instruct the flight engineer to open the cowling gills. Way can be reduced most rapidly with the flaps fully OUT and the inboard engines stopped : drogues may be used as necessary. In strong winds it may not be necessary to use both flaps and drogues, and in these conditions it may be advisable to keep the engines running after picking up the moorings, to facilitate the work of the bow crew. The aircraft has a pronounced tendency to weather-cock, but, owing to the turning moment produced by an outboard engine, this is casy to correct. In a good breeze the aircraft can be effec- tively sailed astern. Handling during mooring Inform Flight Engineer that aircraft is to moor up, or sound *M~ on the warning horn. The rigger and a spare member of the crew should pro- cced to the bow compartment. Two crew members must stand by at the drogue stations. Stop the inner engines by closing the throttles and setting the mixture controls to IDLE CUT-OFF. Then switch off the ignition and turn off the engine master cocks. Sound “stand-by ~~ on drogue signal by switching on centre switch, until drogue crew interrupt circuit to indicate “ ready.” then switch off centre switch. Call for port, starboard, or both drogues, when air- craft’s speed through water is less than five knots, by 29PART I[1I—HANDLING switching on the appropriate drogue signal switches and centre switch. Drogue crew should interrupt circuit when the appropriate drogue is streamed, then switch off centre switch. (vi) If it is desired to bring in one or both drogues, switch off appropriate switch and switch on centre switch until drogue crew acknowledge by interrupting circuit. (It is very difficult to get a drogue in whilst under way.) (vii) Approach buoy as slowly as possible, bring aircraft up with buoy on port bow. In conditions of strong wind or tides, or when there are obstacles close down tide and/or to leeward, do not stop outboard engines until bow crew signal they have secured to one of the buoy: pendants. Note.—In calm conditions with no obstacles down tide and/or to leeward, it is permissible to stop when bow crew signal they have secured slip-line. Bow crew must ensure that the slip-line is secure and strong enough to hold the aircraft. (viii) Stop outboard engines as in (iii) above. 62. Mooring See A.P.1089 Chapters III and IV, and A.P.2067, AL.2 @) Mooring to buoy Part @ (a) Retract the front turret, place the bollards in position Page-30 and remove the bollard safety pin (on aircraft embodying Mod. 1154 remove the fairlead cover). (6) Pick up the pick-up rope with the boat hook and pass the slip line through the eye of the rope. Make the slip fast, close up to the bollard. (c) Pick up one of the buoy mooring pendants and place the grommet over a bollard. Shackle the anchor chain to the grommet of this mooring pendant and mouse the shackle. . (d) Signal “ aircraft secured ” to Ist pilot. (e) Pick up the other mooring pendant and place the grommet over a bollard. (f) Open the bomb aimer’s door. (g) Unshackle the fixed bridle from its stowage eye and shackle on the stowed bridle. Mouse the shackle. aa 0 aePART LI—-HANDLING _._ AL. 2 (A) Pass the free end of the stowed bridle to the bow eat i @ cockpit and shackle it to the eyes of both mooring Page 31 pendants with the bow of the shackle through the eye of the stowed bridle and the shackle pin through the eyes of both mooring pendants—see Note. Mouse the shackle. Close bomb-aimer’s door. Note.—The bow of the shackle must not be passed through the eyes of the two mooring pendants. @) Take the grommets of both mooring pendants off the bollard. (j) Cast off the slip line and pay out the anchor chain until the bridle takes all strain and the anchor chain is sufficiently slack to prevent snatch (on aircraft embodying Mod. 1154 see that the anchor chain is in the fairlead). Make fast the anchor chain stopper and bollard safety pin; (on aircraft em- bodying Mod. 1154 remove the bollard.) (k) Close the front turret and report “ aircraft moored ” to the first pilot. (a) Retract the front turret and place the bollard in position. (b) Remove anchor from the stowage and shackle anchor chain to ring. Mouse the shackle. (c) Lift the anchor on to the curbing of the bow cockpit and assemble the stock. Mouse the stock retaining pin. (d) Make sure that several fathoms of chain are free to run and that the chain stopper is in place to ensure that snatch loads are not taken by the winch. (e) On the order ‘‘ stand by to anchor” lower the anchor over the bow until just clear of water. (f) On the order “let go anchor” release the anchor and allow the chain to run out until it is slack. Note the number of fathoms of chain released. (g) When it is certain that the anchor is holding, wind in sufficient chain to enable the stopper to be re- moved ; the’chain should then be paid out until the length is three times the depth of water. Lock the winch, secure the chain stopper and bollard safety pin. Note.—An anchor watch must be kept at all times. 31Ald (iii) 63. (i (ii) (iii) (iv) PART II--HANDLING Mooring mast and lamp (early aircraft) The mooring lamp is fitted to the top of the mast (stowed on the starboard side of the bow compartment), this may be plugged into a socket on the top of the hull immediately aft of the rear spar. A supply socket is fitted inside the roof near this point, and the control switch (operated from outside) is fitted aft of the front entrance door, After mooring Oil dilution, See A.P.2095 Pilot’s Notes General. The correct dilution period for this aircraft is four minutes. Note.—If oil dilution is carried out while taxying to moorings, the operation should be timed so that the dilution periods are finished just before picking up the mooring. The full benefit, how- ever, will only be obtained if the engines are cooled and restarted for dilution. When it is certain that the engines will no longer be required, prime exactor controls and leave throttles set fully open. Leave the propellers with one blade pointing vertically upwards to avoid the possibility of damage by boats. Before leaving the aircraft, check : (a) fuel contents. For stability while moored, the minimum fuel load should be maintained, when practicable, at— 800 gallons on aircraft with long float chassis 1,400 gallons on aircraft with shortened float chassis , (b) that all tanks and switches (except the anchor light if required) are OFF ; (c) that moorings are secure, bilges dry and all bulk- heads and hatches are closed ; (d) that the entrance door is closed and locked. (©) Check thet beth static Vent plugs are inserted, in the Static vents 32A.P.1566E—P.N. Pilot's and Flight Engineer's Notes PART III OPERATING DATA 64, Engine data, Twin Wasp R-1830-90B (i) Fue/—100 octane only. Oil—See A.P.1464/C.37. (i) The principal engine limitations are as follows : Boost Temp. °C. rpm. Ib./sq.in. Cylr. Oil inlet MAX. TAKE-OFF 5 MINS. LIMIT . 2,700 ~9 MAX. CLIMBING CONTINUOUS... 2.550560 100 MAX. RICH CONTINUOUS, 23252230 95 ALZ MAX: WEAK 2 AU CONTINUOUS SSE ty 0 95 COMBAT 5-MINS. LIMIT .... 2,700 +7) —-260——«100 OIL PRESSURE— Max. eae wwe ex 95 Ib/sa- in. Normal... ow wre 75-90 Minm. for cruising) 60 Minm, for idling 1S MINM. TEMPERATURES FOR TAKE-OFF— OIL nee o 40°C. CYLINDER oe 120°C. MAX. CYLINDER TEMPERATURE BEFORE TAKE-OFF... ae 208°C. FOR STOPPING ENGINE ... ant as TIS‘, 65. Position error corrections The position error at all speeds is negligible. 66. Flying limitations (i) The aircraft is designed for the following maximum speeds : Flaps in aes a 200 knots I.A.S. Flaps one-third out. a6 120 knots LA. Flaps two-thirds out. we 115 knots IA. Flaps fully out oe see 110 knots I.A.S. (ii) Maximum weights : Take-off sou ae a8 60,000 Ib. Landing a Bie sia 54,000 Ib. 33PART III1—OPERATING DATA 67. Maximum performance Climbing.—The speed for maximum rate of climb is 125-130 knots I.A.S. from sea level to 6,000 ft. and 120-125 knots I.A.S. above that height. 68. Maximum range and endurance (i) Maximum range : (a) The speeds for maximum range are as follows : Fully loaded... gin 125 knots I.A.S. Lightly loaded ... ax 120 knots I.A.S. (b) Fly in weak mixture (AUTO-LEAN) at not more ALI than + Wib./sq. in. boost and adjust r.p.m. to main- tain the recommended speed. If at the minimum practical r.p.m. (approximately 1,550) the recom- mended speeds are exceeded, reduce boost accord- ingly. (ii) Maximum endurance The speeds for maximum endurance are : Fully loaded... wai 110 knots I.A.S. Lightly loaded ... oa 105 knots I.A.S. 69. Fuel capacities and consumption (i) Fuel capacities : 2x Front inner tanks site 529 gallons each 2 x Front middle tanks we 355 gallons each 2 x Front outer tanks oes 132 gallons each 2 x Rear inner tanks ... site 111 gallons each 2 x Rear-outer tanks ... te 149 gallons each Total each side we .. 1,276 Total all tanks 58 sas 2,552 gallons 34PART III—OPERATING DATA (ii) Fuel consumptions : (a) Approximate total consumptions in gallons per haur in rich mixture at 2,000 ft. are : Boost Ib. ‘sq. in, | 2,550 2,325 +5$ +2 (6) Approximate total consumptions in gallons per hour in weak mixture at 2,000 ft. are: R.P.M. Boost 1S Ib./sq. in. 2,250 | 2,150 2,050 1,950 1,850 | 1,750 1,650 = 148 142134128122, wf 140135128123) «117,112 108 2 131) 126; 120 115) 109 104 101 4 121 116 110 106 102 (iii) Approximate sea miles per gallon at varying loads and speeds are shown in the chart on the following page.FUEL CONSUMPTION CURVES CLIMB DISTANCE—FUEL USED HEIGHT—F T.x1000 w 5 ° sO 100 180 200 SEA-MILES COVERED ON CLIMB FUEL CONSUMED—CALLONS @ Fuel atiowance tor warming up and taxying. CRUISING MINUTES PER GALLON SEA-MILES PER GALLON KNOTS—LAS, CURVES PLOTTED FOR THE FOLLOWIN Mean weight on outward journey—— Mean weight on homeward journey, D.C. on Mean weight on home rd Journey,BC.s gone. Sunderland W 36A.P.15S66E—P.N, Pilot's and Flight Engineer's Notes PART IV EMERGENCIES 70. Engine failure during take-off (i) With flaps 1/3 out safety speed at full load at full take- off power is 110 knots I.A.S. (ii) If safety speed has been attained the aircraft will climb away slowly on any three engines at speeds down to 105 knots 1.4.S. even with the flaps 1/3 out, provided the propeller of the failed engine is feathered. The flaps may safely be raised at 200 ft. (iii) In the event of failure of an outer engine below safety speed it will be necessary to close the throttle of the opposite outer engine, al least partially, to retain control. At heavy loads with the reduced power thus available it will be found necessary to alight straight ahead using the two inner engines to control the rate of descent. 71. Engine failure in flight {i) Feather the propeller of the failed engine, set the mix- ture control to [DLE CUT-OFF and close the throttle. (ii) When the engine has stopped switch off the ignition and turn off the engine master cock. (iii) Handling on three engines : (a) At 60,000 Ib. the aircraft will maintain height on any three engines with the propeller of the failed engine feathered and the live engines running at maximum climbing power. Under these conditions the aircraft can be trimmed to fly without footload at 115-120 knots LA.S. (6) At 50,000 Ib. the aircraft will maintain height on any three engines with the propeller of the failed engine feathered and the live engines running at maximum continuous weak mixture power. Under these conditions a speed of 112 knots I.A.S. should be maintained if possible : the aircraft can then be 37i) (v, (vi) PART IV—EMERGENCIES trimmed to fly without footload. If the speed is allowed to fall below 105 knots I.A.S. unpleasant rudder juddering will be experienced. Handling on two engines (asymmetric power). At 50,000 Ib. the aircraft will maintain height on two engines on one side with the propellers of the failed engines feathered and the live engines running at maxi- mum climbing power. A speed of 112 knots LA.S. should be maintained under these conditions if possible. (if the speed is allowed to fall much below this figure unpleasant rudder juddering will be experienced and control will become difficult. The juddering will be found to increase as speed decreases.) If the port engines have failed considerable footload in addition to full rudder trim will be required for straight flight. Landing on three engines. The flaps may be set 1/3 out as on a normal circuit, but they should not be lowered further nor should rudder trim be wound off until it is certain that the alighting area can be reached comfortably on a straight approach. The final approach should be made at 95-100 knots 1.A.S. using as little power as possible. Landing on two engines (asymmetric power). If it is necessary to carry out a circuit this must be made with the live engines on the inside of the turn. Keep extra height in hand if possible and make the final approach in a glide at a speed of 100-105 knots 1.A.S. The flaps may be set 1/3 out when across wind preparatory to making the final turn in, but must not be lowered further, nor must rudder trim be wound off, until it is certain that the alighting area can be reached comfortably in a glide. Some use of the live engines is permissible, but only in the early stages of the approach. 72. Feathering (i) Close the throttle immediately and set the mixture control to IDLE CUT-OFF. | ¢ Hold the button i in only long enough to. ensure that it 38ict eset PART_IV EMERGENCIES _ AL.2 stays in by itself, then release it so that it can spring out Partly, when feathering is complete. Page 39 —(iii) Turn off the fuel to the failed engine by closing the engine master cock. (iv) Switch off the ignition only when the engine has stopped. (¥) Instruct engineer to close oil cooler shutters (if fitted) and gills as far as live engine temperatures permit. Nore.—Should an engine fail on take-off (ii) may be carried out before (i). 73. Onnkeatherinig 900 Note.—Do not unfeather at speeds above normal cruising speed to avoid any risk of overspeeding. (i) Set the throttle slightly open as for starting. (ii) Set the propeller speed control lever fully down. {iii) Set the mixture control to IDLE CUT-OFF and turn on the engine master cock. (iv) Switch on the ignition and press the feathering button, releasing it when r.p.m. reach 1,000-1,300. (v) When the engine is curning set the mixture control to AUTO-RICH. (vi) Instruct engineer to open gills, and (if fitted) oil cooler shutters, as necessary. 74, Flaps emergency operation In the event of failure of the electrical system the flaps may be operated manually, from the upper deck of the centre section, by means of the crank handle stowed nearby on the starboard side of the hull. Before operating the flaps manually the electric motor must be thrown out of gear by disengaging the knurled clutch at the starboard side of the gearbox. 75. Fire-extinguishers (i) The pushbuttons (65) for the engine fire-extinguisher system are mounted in the roof above the Ist pilot’s seat. On later aircraft flame warning lights are fitted, together with the fire-extinguisher pushbuttons, on the centre of the instrument panel at (21). An impact switch is fittea. 39PART IV—~EMERGENCIES (ii) Hand extinguishers are stowed as follows : Lower Deck : (a) At the bomb-aimer’s station at the starboard side of the hull. (8) At the port side of the rear bulkhead in the galley. (c) Forward of the rear entrance door at the starboard side of the hull. (d) At the port side of the hull opposite the rear gunner’s escape hatch. Upper Deck : (e) At the forward side of the radio bulkhead. (f) At the starboard side of the front spar above the flight engineer’s seat. (g) At the forward port side of the rear spar bulkhead. (A) At the port edge of the screen at the rear of the mid upper gun turret platform, (iti) For action in the event of fire in an engine in flight see A.P.2095. 76. Emergency exits The hatches and doors to be used as emergency exits are as follows : (i) The front and rear entrance doors. (ii) The drogue hatches in the galley. (iii) The hatch at the starboard side of the hull in the tail of the aircraft. (iv) The astro-dome hatch in the hull roof, immediately forward of the front spar. (v) The bomb doors. (vi) The hatches near the beam gun positions. 77. Air/sea rescue equipment (i) A“ J” type dinghy is carried in a blow out stowage in the starboard wing. A second “J” type dinghy is carried in a valise stowed either near the rear entrance door, or, on some aircraft, on the flight deck behind the 40ai) (iii) 78. 79. PART IV—EMERGENCIES Ist pilot. On later aircraft, the second “J” type dinghy may be carried in a blow out stowage in the port wing. No immersion switches are fitted, but the dinghies in the wing stowages can be released as follows : (a) Electrically, by operating the appropriate dinghy release switch (58) fitted on the left-hand cockpit wall. (5) Manually, by pulling to the full extent the release handles, one for each dinghy, fitted in the roof on either side of the engineer’s hatch ; these handles are accessible for operation from outside the aircraft by breaking the plastic panels fitted in the roof above. them. The dinghy in the starboard wing carries an emergency pack containing pyrotechnics, drinking water, rations. first aid and a T3180 oscillator. A radio transmitter, kite aerial and two additional emergency packs are stowed near the second “ J" type dinghy at either the rear entrance door, or flight deck, position. When the second dinghy is carried in the port wing, this equip- ment is stowed with it and no air/sea rescue equipment is then stowed in the hull. Fuel jettisoning Fuel may be jettisoned from the front inner tank in each main plane. The two levers (63) controlling the jettison valves are mounted in the cockpit roof forward of the engine master cocks ; the shorter lever controls the port valve, and the other the starboard valve. Before jettisoning fuel, the telescopic extensions fitted to the outlet pipes in the planing bottom must be lowered by means of the handles at the port and starboard sides of the bulkhead at the forward end of the bomb compartment. Bomb jettisoning In an emergency, the bomb load may be jettisoned by the Ist pilot. The main bomb load is jettisoned by operating the jettison button (51) on the selector switch- 4180. 81. 82. 83. 84. di PART IV—EMERGENCIES box. When a mixed load of bombs and containers is carried, the containers should be jettisoned first by closing the switch (49) on the left-hand cockpit wall. The jettison control is inoperative unless the bomb carriages are in the fully out position. First-aid Three outfits are stowed on the upper deck forward of the rear spar on the starboard side. Crash axe This is stowed in the roof of the hull forward of the front spar. Leaking hull Should a bad leak develop, the bilge pump output can be increased by removing the locking pin on the A.P.U. control quadrant and opening the lever fully. See Part V. Leak stoppers These are stowed below the floor on the starboard side, just forward of the rear entrance door. Destruction Two pushbutton switches and a master switch (57) for the I.F.F. installation are mounted on the left-hand cockpit wall just below the dinghy release switch. (ii) Two incendiary bombs are stowed on the top of the frame above the wireless operator's seat. 4285. @ (ii) 86. 87. @ (ii) A.P.1566E—P.N. Pilot’s and Flight Engineer's Notes PART V DATA AND INSTRUCTIONS FOR FLIGHT ENGINEERS Fuel tank filling Normally the tanks are filled through the individual filler in each tank. Two other methods can be used : By means of the re-fuelling pump driven by the A.P.U. By means of the hand re-fuelling connection on the A.P.U. Note.—Full details are given in A.P.1566E, Vol. I, Sect. IV, Chapter 2. Oil system Flaps fitted in the outlet ducts on top of the main- plane regulate the flow of air through the oil coolers. On early aircraft the flaps are adjustable only on the water, but on later aircraft they can be adjusted in flight (see para. 23). Hinged covers in the engine nacelles afford access to the tank filler caps and the dip sticks which are fitted in the hot-pots. The tanks should not be filled through the hot-pot caps. Auxiliary power unit A twin-cylinder air-cooled engine, coupled to a dyna- motor and auxiliary drive gearbox is mounted in a fire-proof compartment in the leading edge of the starboard wing-root. The gearbox can be set to drive : (a) The re-fuelling pump. (4) The bilge pump. (c) Two air compressors. The fuel tank for the A.P.U. is between the fire-proof compartment and the side of the hull, and can be filled direct through the filler cap on the tank, or from the main fuel system by means of the wobble pump. The fuel cock is operated from inside the hull by means of an extension handle. 43PART V—DATA AND INSTRUCTIONS (iii) (iv) ) 88. FOR FLIGHT ENGINEERS The engine oil filler is on the top of the engine and the gearbox filler is on the rear of the crank case. The A.P.U. is started by means of the dynamotor ; the primer and magneto switch being on the starboard side of the A.P.U. compartment. The dynamotor switches are on the main electrical panel. To connect the drive to the different auxiliaries, set the throttle lever to IDLE, disengage the friction clutch and stop the A.P.U. Check the required auxiliary for serviceability, then engage the dog clutch ensuring that it is fully home. Restart the A.P.U., release the friction clutch and re-set the throttle lever to RUN. Flaps The flaps are operated by a single drive, engaging the two screw jacks, to ensure even functioning. The flap limiting switches are on the starboard side of the floor of the top deck, aft of the rear spar.A.P. 1566E.—P.N. Pilot’s and Flight Engineer's Notes PART VI ILLUSTRATIONS Pilot’s Instrument panel Cockpit—Port side Cockpit Roof Engineer’s Control Panel neoweB Engine Starting Control Panel a aPART VI ILLUSTRATIONS KEY TO Fig. | PILOT’S INSTRUMENT PANEL Sera peNe Instrument flying panel Flap 1/3 out warning light Switch for flap indicator Flap indicator light Windscreen wiper blade Flap control switch Flap position indicator Radio altimeter D.R. Compass repeater Radio altimeter indicator lights Mixture indicator lights Ignition switches Engine revolution indicators Engine boost gauges Radio altimeter limit switch speed indicator urn and bank indicator Altimeter Fore and aft level Drogue als selector switches Flame warning lights and fire-extinguisher pushbuttons (location on later aircraft) Propeller feathering buttons Second pilot’s bomb firing switch socket Rudder pedal adjuster starwheels Throttle levers Mixture levers Propeller speed control levers Windscreen de-icing hand-pump Landing light selector switch Landing light dipping lever Engine starter buttons (under hinged cover) Signalling switchbox Recognition light selector switch Compass P4 Recognition light master switch Navigation light switches Downward identification light switch Bow gun master switch Bow gun firing switch Vacuum gauge Auto pilot Mk. VIII control switch (location on later aircraft} 46KEY TO Fig. 2 COCKPIT—PORT SIDE 42, 4B. 44, 45. 46. 47. 48. 49. 50. SI. 52. 53. 54. 56. 57. 58. Signals card holder Auto pilot control panel Intercom. call light and press button Captain’s press-to-send switch, bomb firing switch on same fitting (not visible) Pitot-head heater switch Mk. IV auto pilot main switch, Camera indicator mounting Bomb container jettison switch. Flare launching push- buttons Bomb jettison switch Bomb door operating lever (not visible) Bomb selector switch pane! Bomb carriage indicator lights Bomb fuzing switches Camera supply socket Radio demolition switches and pushbuttons Release switch type “J” dinghy59. 61. 62. 63. 64. 65. 66. KEY TO Fig. 3 COCKPIT ROOF Rudder trim tab indicator Elevator trim tab indicator Elevator trim tab controls Master fuel cock controls Fuel jettison controls Floodlight Fire-extinguisher push- buttons (early aircraft only) Rudder trim tab control@ COCKPIT ROOFKEY TO Fig. 5 ENGINE STARTING CONTROL PANEL 84. Booster-coil switches 85. Fuel booster pump master switch 86. Fuel booster pump switches 87. Induction priming pumps 88. Induction priming selector cocks 89. Fuel pressure warning lights 90. Fuel pressure warning light switch.CONTROL PANEL “ARTING ENGINE