ROLLS Roc? ABRO INSTRUCTICN scrocLENGINE ~naiven ACCESSORIES GEARDOK HYDRAULIC. RESERVOIR GENERATOR > HYORAULIC PUMPS FUSELAGE ACCESS 0OOR FUSELAGE “VEL TAKKS OBLIQUE CAMERA. WINDOWS | vacuum Pull? / COMPRESSOR LiPo RERIAL (Gnoer ving) ANIAPS 12 AERIAL- \ u \ RADIO ALTIMETER AERIAL (PORT AND STARBOARD SIDES) VERTICAL CAMERAS JOENTIFICATION LIGHTS ~~ incr wine ruEL TANK: — AIR BRAKES —— ol TANK OUTER WING FUEL TANK \ cile-caMeRa OL cocLeRS WING FOLD CONTROL WARNING LIGHT (STARBOARD WING ONLY) TRIO AERIAL” LOK AERIAL, WING FOLE WARNING LIGHT (uncer wive) (onoeR Win) (wore wivas) WYVERN S.4 LEADING PARTICULARS Wing Span Reeight (tail down) Length Wings soread 44 0” Wings spread 15’ 6” Overall 42° 0” Wings folded 18° 0” Wings folded 16” 5 Max. height during folding 19° 0”LIST OF ASSOCIATED PUBLICATIONS AND AIR DIAGRAMS Avr pump u Air cameras and accessories Ejection equipment aircraft Fuel system components for gus-turbine engines Gun and RP. 8 Instrument manual Parachutes and harnesses Python Mk. 2 Signal marual Torpedo sights . Wheels, tyres and orake systems Wyvern 8.4 aircraft 4 aera Python 2 and 3 aero Hydraulic system Wing folding system Electrical system jnes—Fuel system AP. 1519 1as8sC ABSA, B 12754 and B 182A and B 42034, 1186 Series 1275F ADMIRALTY AP. 4272C—P.N. Jannary, 1955 Pilot's Notes and Edition NovE.—This edition supersedes the Edition issued July 1953. WYVERN S.4 LIST OF CONTENTS Page FUEL SYSTEM DIAGRAM 8 FLYING CONTROLS LOCKING GEAR oar 19 EJECTION SEAT MK. 2B 26 PART I—DESCRIPTIVE Pare. Introduction - . - od FUEL AND OIL SYSTEMS Fuel tanks. Es Zz Fuel transfer system 3 Engine fuel system 4 Fuel contents gauges 5 HP, cock control lever 6 Oil system 7 FNGINE CONTROLS Throule control lever 2 8 Propeller blade stops 9 Reverse torque sysiem 10 Propeller braking : "1 Engine instruments ” . ses 2 Engine starter controls. a Kp. warning bell... an foo. OM MAIN SERVICES Electrical system (24 volts) is 16 18AIRCRAFL CONTROLS Flying controls Stick bresking Flying controls locking gear Trimming tab controls sm Undercarriage controls and position indicator . Undercartiage emergency operation Tailwheel control Flaps control Flaps emergency operation Airbrakes control Antester hook control . Attesier hook emergency operation Wing folding control COCKPIT EQUIPMENT Entry to aircraft Hood operation Hood jettiso Cockpit ventil Windscreen de-icing Windseresn wiper Ejection seat, Mk. 1B or Mk. 2B... Oxygen system Emergency axygen system Cockpit lighting Bxternal lighting Pressure head heater Ventilated suit system Signal pistol i ite warning lights and extinguisher pushouttons NAVIGATION EQUIPMENT ADRIS Compusses Chartboard OPERATIONAL EQUIPMENT Radio controls Radar controls Contacting altimeter Para. 19 20 2 22 3 2a 25 26, 27 28 29 30 3) 32 33 34 35 36 7 38 En) Al 43 45 46 so 51 52 ARMAMENT EQUIPMENT Gyro Gunsight Mk. 4E Gyro gunsight emergency GAS camera and came F.46 camera F.24 cameras Gun controls RP. controls Bom controls Torpedo controls Pla nce control “ Window “ launcher RATOG und catapult Bombs snd torpedo jet lowering recorder ni PART LI—LIMITATIONS Engine limitations—Python 3 Flying limitations PART I1]-HANDLING Manazement of the fuel system Pilovs external checks Checks hefore starting Starting the engine (compressed ain) Starting the engine (cartridge starter) Warming up : Checks after starting on Testing the et and services Checks before taxying Climbing Engine handling General flying Use of airbrakes Manoeuvreability Flying at reduced airspeed Flying in conditions of severe turbulence Stalling . Diving. . Checks before landing - Approach and landing Para. 53 84 55 56 57 58 39 60 61 6 63 64 65 66 67 os bY 70 To ” 80 By 90Para. Deck landing... oO Landing with asymmeuie load 92 Simulated foreed landing practice . 93 Instrument approach : a! Going round again 95 Checks after landing 2% Stopping the engine PART IV-EMERGEACY HANDLING Engine failure in flight Engine stalling P.CLU. failures in flight Restarting the engine in flight ‘Action in the event of fire oe Hood jettisoning : Gyro aunsight emergency lowering Abandoning the aircraft . : Undercarriage and Maps emergency operation Arrester hook emergency operation Airbrake emergency operation Flapless lanaing Forced landing Ditching FRYING "IN' 1cihG@ conDi tions EcECTRERL ERILURES ~ ~ PART V OPERATING DATA Pressure error corrections Flight planning aiagete DAT Fuel consumptions Descent data . Free take-off distances Catapulting PART VI—ILLUSYTRATIONS Cockpii—port side Cockpit forward view Cockpit—starhoard side 8 99 100 lol fRICTED AP, 42720—P.N. Pilot's Notes 2nd Edition PART I DESCRIPTIVE Nore —Throughout this publication the follawing con- ventions appl (a) Words in capizal letters indicate the actual markings on the controls concerned, {b) The aumbers quoted in brackets afler items in the text refer to the illustrations in Part VI. fo) Unless otherwise stated all airspeeds and Mach num/ers quoted are ~ Indicated.” These notes are based on aircrafl subsequent VZ778, Earlicr aircral| may not be, modified to this extent, Where information 's available as regards the mo¢'ficalion state of later aircraft ihe approximare production embodiznent aircraft’ scrial number is (W.L876), Retrospective activa cuoted, eg 5 will however be taken on all carrier-borne aireraft. |. Eniroduction () The Wyvern $4 is a single-seat Naval strike uireraft powered by 4 single Python 3 axial flaw propeller-turbine engine, ceiving two four-bladed counies-rotating constant-speed propellers and developing 3,6@shaft horsepower plus 1,340 15. static thrust at sea level. 7|) UBeLAGE recir TAM “reas S| sccsren “urs VENTS TO ATMOSPHERE _[ SIMPLIFIED FUEL SYSTEM DIAGRAM 8 PART I—DESCRIPTIVE FLEL AND OIL SYSTEMS 2, Buel tanks (i) Fuel is carried internally in three fuselage tanks, two inner wing tanks and two outer wing tanks. Except for the two outer wing tanks which form part of the wings structure, all tanks are of the exible self-sealing type. Two wing drop tanks may also be carried: they may be ettisoned by means of the lever on the port side of the pilot's seat. 4ii) The capacities of the tanks, in gallons, are: Main tank eae 2 6? Fuselage rear tank . 106 Fuselage front tank . 10S Inner wing tanks (2x29)... 58 Outer wing tanks (2 x 95) 190 Total (internal). . 526 Drop tanks (2 x 90) 180 Total (all tanks). 706 *When dual electric generators are fitted (WL882)_a redesigned front tank of 95 gall. capacity is used. On such aircraft, therefore, the total fuel capacity above is reduced by 10 gallons (iii) A negative G trap is fitted in the main tank to permit at Ieast 15 seconds inverted flight. (iv) All fusclage tanks are vented to atmosphere 3, Kuel transfer system, (@) Fuel is transferred from ihe outer wing, inner wing and drop tanks to the fuselage rear tank by means of air pressure from the exhaust side of the vacuum pump, the air first passing through 2 four-way selector cock (14) on the port shelf. Transfer from the outer wing tanks is assisted by an electrically-operated booster pump in each 9PART I1—DESCRIPTIVE tank, These lwo pumps are switched on when the selector cock is set to OUTER WING. (ii) The four positions of the selector cock are: DROP TANK, OUTER WING, INNER WING and FUSELAGE USE LAST. At FUSELAGE uir pressure is vented to atmosphere, (ii) The fuselage rear and front tanks drain in that order by gravity to the main tank, which acts as a collector and from which fuel is fed to the engine. (iv) When less than approximately 245 gallons romain in the fuselage tank group a magnetic indicator (45) on the starboard side of the insirument panel shows white Ab!, 4 Engine fuel system, Pa 13 (@) From the main tank fuel is delivered by the submerged booster pump, which is switched on whenever the H.P. cock is moved Fully ‘open, through the LP. cock to the engine-driven HP. pump. Gi) To compensate for the tendency to temporary fuel starvation due to acceleration whilst, catapulting, a recuperator provides a reserve of fuel to keep the H.P. pump supplied. (iii) A warning light, outboard of the fuel transfer cock, comes on when fuel pressure from the booster pump or reeuperatar falls below a safe minimum, (v) From the pump the high pressure fuel passes to the flow control unit (F.C..), which is in effect x combinsd throttle and baro- motrie prossire control. This unit ensures a correct fuel supply for varying conditions of altitude, forward speed and duotle setting. From the F.C.U. fuel is fed to the combined HP. eock aud burner pressure valve, 5. Fuel contents gauges Three electric fucl contents gauges (42) on the starboard side of the instrament panel indicate the contents of the Fusclage tank group Tnner wing tanks Outer wing tanks PART I—DFESCRIPTIVE Some aircraft have separate gauges for each outer wing, tank one of which replaces that for the inner wing tanks. 6. HP. cock controf lever ALA Br 6 @ Fre 1 (j) Movement of the lever (8), on the inboard side of the throttle quadrant, in addition to operating the HP. cock also controls the: LP. fuel cock Main tank booster pump Propeller reverse torque circuit (see para. 10) Propeller (un)feathering and braking (sec para. 11) Propeller fine pitch stop safety cut-out switch Taverters which supply A.C. to the Mk.4B Compass and j.p.t. warning circuit. {ii) The lever should only be used when starting or stopping the engine and must always be moved through its full travel 19 ensure correct operation of the various services which it controls. system (i) An oil tank, holding nine yallens of oil with a three. gallon airspace. is situated on the starboard side forward of the fire wall. Provision is made for an immersion heater to be fitied in very low temperatures. A negative G valve is also incorporated to maintain a constant of] supply during negative G fight conditions. (ii) Two oil coolers are provided, one in each wing leading edge. Coaling is controlled automatically by electrically- operated two-position shutters which are set to operate at oil temperatures between 40° and 60°C Gil) Oil pressure and temperature gauges are located on the starboard side of the instrument panel. scssoiitsebax il etoPART I—DESCRIPTIVE @) An cloctrically-operated feathering pump is fitted, ENGINE CONTROLS 8. Throttle control lever (i) The throttle lever moves in «quadrant, marked GROUND IDLING, FLIGHT IDLING (gated) and TAKE-OFF (gated). on the cockpit port wall, A friction damper (9) 1s mounted on the inboard side of the quadrant Gii) The throttle lever gives complete control over the engine and propeller through the flow control unit, the propeller control unit and, wien -smpexarive, | the anticipalor, Gii) The propeller control unit acts as a constant-speed unit, controlling propeller pitch to maintain constant rp.m. under all conditions of power and airspeed, In the air, engine specd ig maintained at 7,800 rpm. between FLIGHT IDLING and TAKE-OFF. Al TAKE-ODT engine speed is maintained at 8,000 rp.m. (iv) The anticipator is designed to operate only during a change in engine power Output resulting from’a variation of throttle setting, During svch a variation the anticipator causes the P.C.L. to momentatileetihderselect rp.m. to absorb the power change. 9. Propeller blade stops G) Two fine-piteli slups are provided on the propeller, one fixed at 8° pitch and the other, the zemovable flight fine pitch stop (FF.PS,) set at 28° pitch. Gi) The FPS. is a safety device preventing the blades fining, off in flight to an angle of dangerously high crag andsfow thrust in the event of P.C.U. failure. itis also the minimum setting jo give adequate thrust to maintain ude if the P.C.U, fails 12 PART 1—DESCRIPLIVE (iii) The F.E-P.S. is removable, since for conditions combin- ing low aitspeed and power, and for ground running, a finer angle than 28° quired: Inthe air this finer angle (8°) is required to maintain constant specding rpm. and on the ground it is required to provide the Teast. possible resisianee to the idling turbine, and to reduce idling thrust to a minimum, (iv) ‘he F.F.P.S, is manually controlled by a switch (3) on the part shelf, The three positinns NORMAL The stop is removed when the under- carriage is lowered and engaged when it is retracted. During take-off, with the throttle fully open, the slop is also engaged through a switch on the thrvitle box. This prevents the hlades fining off in the event of P.C.U. failure. EMERGENCY The stop is pusitively engaged under all conditions. It is for use in the event of PCU, failure. WITHDRAWN The stop is withdrawn. This is for use in low nir-speed;power conditions with the undercarriage up. 10, Reverse torque system Notr—This system is at present inoperative pending modification action. (i) Under conditions which may cause the propeller w drive the turbine, eg., engine failure, the automatic system comes into operation to vnarsen the propeller piteh. the PCL, being assisted by the feathering pump. This is indicated by a red warning light G8) on the instrument panel Gi) In the event of complete engine failure, the blades will move almost to the feathered position te reduce drag lo a minimum. To complete the feathering operation it is necessary t close the H.P. cock and press the propeller starting pitch button 13- s PIIVE PART I—DESCRIPTIVE PART [—DESCRI panel. When the adjacent shickled pushbutton (21) is i ie Fe s C cd CL is i uuLO- ing pi d the cartridge is fired and the ignition is uu fits’. @) ‘The starting pitch control button (10) on the port shelf iraticlly eipocd ve Pase It is used in conjunction with the HP. cock lever to operate mare ne Punpiaed te spy the Rropeliee ‘parking Gi) Compressed air, which may be used alternatively for brake. Gi) When the ALP. cock lever is ON, pressing the button starts the feathering pump which causes the propellers wn $0 Move to fully fine | ii) When the H.P. cock lever is CLOSED, pressing the push- | button starts the feathering pum ip which causes the blades starting, is fed via a quick release coupling forward of the port oil cooler. The ignition switch, on the port side of the instrument panel. is tripped up to START and down to OFF, being spring-loaded to the central positiox to feather and finally the pecking brake is applied. “the Ci) The ignition switch 24), whether tinned on automat brake is fitted to reduce engine ranning-down time and wally or manually COnITOIS {he SUPPLY oe Nd ftp ne anc | ites an e starting and fue fg moe eat Windmilling When the H.P. cock lover is Mulves. When the switch has been set to START it will moved from the CLOSED to the middle position pressing the feuthering pump button will unfeather the propelles the parkiag brake remaining ON; this is to prevent the propeller windmilling prior to engine starting in a high ah io pore wind, When the FLP. cock lever is moved fully to ON eee, ie Seek ee the brake is released, is enargised return tw central but the circuit will remain cnergised until automatically switched off when approximaiely 2,700 r.pam, are reached. A green warning light {23) on as long as the circuit 2. Engine instruments fiv) When the circuit is in operation the torch igniters are " energised, the starting valve allows fuel to flow to the G) These are grouped on the starbourd side of the instru. starting atomisers aud the bleed valve veiurns surplus fuel meat panel and consist of a tachomzter, jet pipe tempera- to the inlet side of the H-P. pumps. When the circuit is, ture gauge, oi pressure and temperature gauges, a switched off, either by the automatic cut-out er when lorquemeter gauge, and a fuel distributor pressure gauge the ignition switch is Sel to OFE, the toreh igniters are GD. switened vif, the bleed valves closed and all available si fuel is fed to the burners. Gi) The torquemeter gauge (36) registers the oil pressure in the ‘orquemeter system and gives an indication of the - 77 shaft horsepower developed by the engine, | 14, Ip, warning bell (VZ778) At 8,000 rpm, S.H-P.= 11.25 x Toryuemeter pressure The j.pt. warning bell is designed to operate whenever At 7.800 p.m. 8.H.P.=11 x Torquemeter pressure the maximum petmitted j.9.1, (OGIED heron satan ] is exceeded by a predetermined amount, (60°=j00°C (ii) There is no workable relation between fuel distributor “ pressure and fuel consumption. The instrument is primarily intended for ground test use MAIN SERVICES 15. Electrical system (24 volt) 13. Engine starter controls ~ . Note.—On aircraft subsequent to WL882, two @ The starter motor may be operated by means of one of tors, two circuit breakers and (wo warning two electrically-fired cartridges, selected by a wo lights are fitted. Position switch (22) om the port side of the instrument - 14 1sPART I—DESCRIPTIVE {i) A single 3,000-watt engine-driven generator supplies the whole of the electrical system and charges two 12-volt aircraft batteries connected in series. (ii) A resettabie generator ficld cirenit breaker (64) on the cockpit starboard shelf protects the generator circuit. It should normally be in. A generator failure red warning light (35) on the upper starboard side of the instrument panel, indicates when- ever the generator 1s nol supplying power (iv) A Ground/Flight switch (38) is on the cockpit starboard shelf, If in flight it is desired to isolate all electrical servives from the balicries, e.g., in the event of a crash landing, it should be set to GROUND. At this position only the fire-extinguisher inertia switch is in circuit. (v) ‘The external ground starter buttery socket is inside the port fuselage door aft of the wing. 16. (i) Two engine-driven hydraulic pumps connected in parallel operate the:— Airbrakes Arrester hook Flaps Undercarriage Wing folding mechanism Gi) A hydraulic accumulator is fitted for the operation of the arrester houk ouly, Tt cuables the huvk to be lowered and raised once when hydraulic power is not available. (i) A handpump, at the port side of the pilot’s seal, is primarily provided for ground test operation of all services, (iv) For emergoney lowering of the underearriage and for full lowering of the iuner Maps respectively, ovo air cylinders 16 Gd 18, @ Gi) Gi) PART I—DESCRIPTIVE having a common charging point ace incorporated, They are charged before flight to 4 pressure of 1,800 Ib.’sq. in Pacumatic system An engine driven compressor churges an air bottle toa pressure of 450 10 470 Ib.(sq. in. for the operation of the wheel brakes. ‘The main pressure, and the pressure at each wheel brake (150 1b./sq. in. max.) is indicated on the Ltiple pressure gauge (44) on the instrument panel. A ground charging valve for the air bottle is situated below the front fuselage The wheel brakes are controlled by a lever at ihe forward side of the contrcl column handgrip. Differential control is eflecied by movement of the rudder pedals. The brakes are applied automatically while the under- carriage is being raised. Vacuum system An engine-driven vacuum pump operates the gyro- driven flight instruments, No vacuum gauge is fitted The exhaust side of the pump provides pressure for the operation of the fuel transfer system. RCRAFT CONTROLS Flying controls The flying controls are conventional. The rudder pedals can be adjusted for reach by a ceniral foot-operated wheel. The ailzrons and the port elevator incorporate torsions bar operated spring tabs. 17PART 1—DESCRIPTIVE 20, Stick breaking (i) ‘The upper portion of the control column is designed to spring forward automatically when the cjection seat blind handle is pulled (irrespective of the mark of seat), Gi) If the foldir still take pl mechanism fails to operate, ejection will 21. Flying controls lucking gear (i) Drrernai locking The seat should first be fully lowered and the rudder bur centralised. The ailerons and elevator controls are then locked by means of two rods, allached to a clamp which engages with the control column handgrip. The other ends of tho rods are clipped respectively to the cockpit starboard wall and to the side of the ejection seat port thigh guard. The rudder is locked by inserting a pin, attached by wire to the handgrip clamp, through a bole in the cockpit floor immediately aft of the rudder bar Gil) External locking Built-in locks are provided for the ailerons. They are rated by special keys, which have warning pennants 4 which can only be removed from the locks when the ailerons are unlocked. Clamps are provided for locking the rudder and cleyator. Gii) Locking gear stowage When not in use all internal and external locking devices are stowed in the fuselage rar compartment, 22. Trimming tab controls () The rudder and aileron trim tabs are controlled electri- cally by spring-loaded switehes (4) (5) on the cockpit port shelf. “A single combined indicator (25) is provided on the port side of the instrument pane! 18 PART 1—DESCRIPTIVE (ii) The elevator trim tab is controlled by a handwheel (1) on the side of the cockpil port shelf. An indicator is inset aft of the wheel. sear in {ShExT postion, use arraciuemr FLYING CONTROLS LOCKING GrAR 1923. Undercarriage controls and pos 24. Undercarriage emergen PART I—DESCRIPTIVE mn indicator @ The undercarriage UP and DOWN pushbuttons (30) on the port side of the instrument panel, when firmly pressed select electrically the hydraulic valves for the operation of the undercarriage. The UP pushbutton is shielded by a LIFT to PRESS flup, there being no other safe- guard against inadvertent operation. Gii) Safety locks are provided, for use when the aircraft is on the ground. ‘These, when not in use, should be stowed in the fuselage rear compartment, Gili) The standard indicator (28) is on the part side of the insirument panel, ‘The tailwaeel light may show red iemporarily when the flaps are being operated. operation The main wheels may be lowered, irrespective of the sclector pushbutton position, by forcing fully down the yelloy U/C EMERGENCY release pedal (47). This action admis compressed air to the locks and jacks. A. mechanical linkage between the emergency pedal and the tailwheel up-lock frees the tailwheel, which then drops due to gravity and air loads. ‘The hydraulic fluid in the up lines of all wheels is vented to atmosphere, thus precluding re-use of the main system 25. Tailwhee! control The control (2) ou the port side of the cockpit between tho seat and the shelf is spring-loaded to up, to lock the tailwheel when it is in the central position. When unlocking the wheel the control should be pushed down und turned through 90°, 26. Elaps control (i) The inner flaps form the trailing edge of the centre plane, and the outer flaps form the trailing edge of the 20 re PART 1~ DESCRIPTIVE onter plunes belwcen the ailerons and the wing-fold joints. Notr— ‘The outer flaps are inoperative on aircraft i to shor ased use. The flip setting is infinitely variable and follows the 3 selector lever (19) on the inboard face of the port sl Four positions UP, MANOEUVRE, TAKE-OFF, and DOWN are specifically marked on the quadrant. When settings between UP and MANOFUVRE are sclecied only the inner flaps are lowered. When larger flap angles than these are selected both the inner and the cuter flaps are lowered An electrical pesition indicator (26) on the port side of the instrument panel shows the setting of the immer laps only. Flaps emergency operation Operation of the yellow painted handle (20) immediately forward of the main control, xfter releasing the locking catch supplies compressed air to the flap jacks to lower the inner flaps fully dewn only. . Airbrakes control () The airbrake installation comprises two flush fitting plates. on the upper surface of each outer mainplane, the lower half of which alse forms the outer landing flaps. On later aircraft (WLS85) two additional flaps are fitted, forward of the inner landing flaps 21Gi) Gi) a (iy aid [D} Gi) PART I—DESCRIPTIVE Two positions only, OPEN (aft) and CLOSED (forward), can be selected by means of the lever (16) forward of the flaps sclecior lever, or on Jater aircraft, by a switch on the throttle lever. Warning that the airbrakes are not locked closed is given by a visual indicator on the upper surface of each airbrake, Arrester hook control The control lever on the inboard face of the cockpit port shelf should be pulled aft to lower the hock. A green light (27) below the undercarriage position indicator comes on when the hook is more than two-thirds down. When the hook is Iowered and the underearriave is locked down, the navigation and attitude lights come on. When the training switch just above the contrel lever is switched ON it simulates the action nf the arrester haak hut does not lower the hook. Arrester hook emergency operation Should! the undercarriage and flaps haye to be lowered by the emergency sysiem the artester hook may still. be lowered by means of the normal selector levet. Sullicient pressure should be available in the hydraulic accumulator for one complete raising and lowering only, Wing folding control Norte.—On aircraft subsequent to VZ791, the outer wing tips do not fold. ~ The wing folding control hox is mounted at the star- board side of the seat. To fold the wings, with the engine running or by hand- pump, the MASTER CONTROL lover must be set afl to 22 Gi) (iv) ™ PART (—DESCRIPTIVE ON: GROUND USE ONLY, before the interconnected port and starboard selector levers can be moved. The levers ure normally used together but if independent operation is requited a central catch should first be raised. The selector levers mave upwards through NEUTRAL to FOLD. ‘The spreading can be arrested ul_any position by setting the selector lever(s) to NEUTRAL. When folding has begun and electrical power is available. a red warning Fight comes on und protrudes through a. recess in the upper surface of cach inner wing. A third red warning light on the upper surface of the sturdourd inner wing indicates whenever the master control lever is set at ON: GROUND USE ONLY The pilot should ensure, when the wings are spread prior to take-off, that all warning lights ace extinguished and recessc:l and that the master control lever is at OFF: TAKE-OFF AND FLIGHT. In this position the selector levers are locked. Jury sivuts are provided which may be stowed in the fuselage rear compartment and mus? be fittcc when the aircraft is parked with the wings folded. COCKPIT EQUIPMENT i) Entry to airerait A fixed fooistep is fitted to the forward edge of euch undercarriage leg, to enable the pilet (o mount the wine via the leading edge, Two footsteps are provided on the fusclage port side below the cockpit, . Hood operation The sliding hood may be opened or closed by means of the winding handle (55) on the cockpit starboard wall The hood can be locked in any intermediate position by locking the handle. In the fully open position the hood 23Gi) a Gi) Git) 36. (i) PART 1—~DESCRIPTIVE engages a locking catch at the rear of the cockpit. Opera- tion of the handle to clase the hoa disengages the catch. Operation from outside is effected by pulling the hood back by means of a hand recess provided in the port side of the moulding Hood jettisoning The hood muy be jellisoned in flight by pushing down. through about 90° travel, the yellow painted HOOD JEITISON lever (12) on the cockpit port wall, This action also jettisons the rails which carry the hood, An external flush fitting yellow painted! lever is fitted on the fuselage port side. It should be lifted unc! pushed upwards to free the hood, which may then be lifled clear manually. Cockpit ventilation A yenulating louvre in the cockpit starboard wall 1s. aperated by a push-pull control (46) adjavent to the oxygen regulator. [he control 1s pulled out and turned w lock in the open position. An additional louvre. resettable only on the ground, is fitted on the port side A catch below this louvre must be pushed down before its position can be changed. A ram air ventilating louvre (VZ778) is fitted im the cock- ait Hor to supply air to the vicinity of the pilot's feet. No heating system is fitted. Windscreen de-icing, The de-icing system for the windscreen consists of an ON/OFF cock (48), an adjacent pump and flow regue Talor and a tank containing the de-icing uid The spray nozzle is forward of the windscreen. 24 3% 3 PART 1—DESCRIPTIVE ‘7. Windscreen wiper (WL885) A windscreen wiper, operated from the main hydraulic supaly, is controllicd by a three-position ON-OFF-PARK control on the port side of the instrument pancl, a Wer work on A DRY oR Ming ay is INOSeREEN, 8, Rjection seat Mk. 1B or Mk, 2B WarsinG—The firing handle must always be locked against the possibility of accidental with- drawal whenever the aircraft is on the ground, A fabric safety strap, attached 10 the front edge of the drogue container, should be passed through the firing handle and cured by a spting safety pin. It is the pilor’s responsibility to lock the handle after Ianding and to ensure that the pin is removed and stowed on the port side of the drogue container prior to takc-olf. All personnel must ensure that the firing handle is locked before entering the cockpit. 4) Fither a Mk. 1B or Mk, 2B pilot ejegiiun seat may be fitted. Both seats incorporate a type ZD harness. a con- tainer to support the weight of the Mk. 3A (1B seat} o: ‘Mk. 8A (2B seat) back-type parachute and a seat well in which is carried the K dinghy pack type J and emergency oxygen supply Gi) On both seats the harness release lever is on the oul- board side of the starboard thigh guard and the seat adjustment lever (49) is on the starboard side of the seat. ii) ‘The Mk, 2B scat is fitted with fully automatic facilities which after ejection separate the occupant from the seat and open his parachute. After ejection, at heights of 10,000 ft. and below, a barostat causes the automatic cle to commence; after 5 secunds the seat harness is released, as are the face screen, firing handle and head rest pad. An apron attached to the seat drogue then pitches the pilot head first out of the seat at the same tme opening his parachute A manual override D-ring is fitted, over the rip-cord Dering and when pulled discon- nects the parachute from the seat. In this event it is 25PART 1—DESCRIPYIVE DAROSTATIC. TIME-RELEASE SARETY PIN UNIT AND DISC FIRING oamscuute AESTAAMING STRAR vibe ete aLtease smtte bine 2 HARNESS an SAL SBE; —— nipcono Said SRS sear u aarsite’Teve Sitanibe Senin scar nesta Sinan cule K DINGHY Pack ees — cooraesrs Treneven BY woo 174) EJECTION SEAT MK.2B. 26 39. a aid 40. wo ai) 4L. i) Gi PART I—DESCRIPTIVE subsequently necessary manually to release the seat harness and pull the ripcord D-ring Oxygen system Provision is made for the carriage of three 750-litre oxygen cylinders in the fuselage rear compartment. normally one eylinder only is carried. The supply is coupled to a Mk. J1C regulator (43) on the starboard side uf the instrument panei, From the regulator oxygen flows via a M&K. 3 economiser to the pilot's oxygen mask. The cylinders may be charged “in situ” by micans of a charging valve on the port side of the compartment, Emergency oxygen system The emergency oxygen supply is carried! im a bottle for- ward of tlie dinghy pack in the seat well. With the lock- ing pin withdrawn, the supply is automalically brought ini operation when the eiection scat is operated, but should it be required in any ovicr circumstances a release Control is fitted on the starboard side of the seat. The duration of the supply is 12 minutes only Cockpit lighting Floodlamps Four red floodlamps and two ultra-violet floodlamps illuminate the cockpit instruments. They are controlled from a panel (59) on the cockpit starboard wall. The master switch must be ON before operating the relevant dimmer switches. Emergency lamp ‘A single emergency lamp beneath the G.G.S. is intended for use in the event of failure of the main lighting system. It is powered by a separate 2-volt Datiery stowed beneath a7Gi) Gi (iw) Ww wid PART T—DESCRIPTIVE the Soekpit starboard shelf and is controlled by a switch on the lighting panel When fully charged the battery will last for two hours. External lighting Navigation lights These are controlled by an ON/OFF and a BRIGH'/ MED /DIM switch at the upper forward position on the external lighting panel (96) on the cockpit starboard wall Identification lights These are controlled by pvo SIEADY/MORSE/OFP switches, one for he upward and one for the downward lights, adjacent to the navigation lights switches. A single RED/GREEN/AMBER colour selection switeh is fitted for the downward lights only Resin lights A single ON/OFF switch is fitted at the lower forward position on the external lighting panel Formation lights A STEADY/MORSE/OFF and a BRIGHT/MED,/DIM switch ate provided adjacent to the resin lights switch Morse pushbutton A single pushbutton (57) is fitted above the lighting panel for se with the identication Tights or the formation ‘glu Attitude lights Two attitude lights are fitted, One illuminates the port wheel and comes on when the underearriage is down and locked. Tho. other, inside the arrester hook fai ring, comes on when the arrester hook is lowered ar the train 28 ai) a4, 45, 46 o (i) The jet pipe fire warn PART 1—DESCRIPTIVE ing switch is operated irrespective of the undercarriage position Pressure head heater A relay connected to the undercarriage automatically switches the heater element on when the wheels are up and locked, irrespeclive of the position of the ON/OFF switch. It is switched off again when the wheels are lowered, An ON/OFF test switch is on the cockpit starboard shelf. Ventilated suit system (VZ778) The supply of air is taken from the engine compressor and is piped via an air conditioning unit to a connection into which the ventilated suit (Mk. 1) is plugged. An ON/OFK cock which controls the supply is positioned on the port shelf. Signal pistol A signal pistol (60) is carried in a hinged stowage on the cockpit starboard wall. A spring plunger forward of the stowage should be tripped to enable the pistol 1 swing forward to the firing position. A stowage for two spare cartridges is on the inboard side of the starboard shelf Fire warning lighis and extinguisher pushbuttons Two separale fie watuing and extinguishing systoms ure fitted, onc for the engine bay and one for the jet_pipe zone. Two extinguisher pushbultons (41) marked FIRE and JET PIPE operate the respective systems, A warn- ing light (39) (40) adjacent to each butlen indicates a fire or fire hazard, in the respective zone, ng light is at present operated by non-reselting flame switches, which cause the light to 2PART I—DESCRIPTIVE come on and stay on irrespective of whether the fire is subsequently extinguished or not. Later aircraft will haye resetting switches. which. if the fire is satisfactorily extinguished, cause the light fo go out, (ii) The engine Ore warning light is at present operated by & mixture of resetting anc non-resetting flame switches Since the latter operate at a lower temperature than the resetting type, once the light has given warning it will remain on irrespective of subsequent action, Luter air- craft will be fitted with all resetting switches. liv) An inertia switch operates the engine fire-extinguishers in the event of a crash landing, NAVIGATION EQUIPMENT 47, ADRIS ‘An air mileage unit, AMU Mk. 4, is carrie) in the fuse- rear compartmen!. The API Mk, 2 and its control 1 (17) are situated on the side of the cockpit part shelf and cockpit starboard wall respectively. 48. Compasses () Mk. 4B compass The compass/DG switch (51) is mounted on the starboard shelf The inverters are controlled by the H.P. cock. At the commencement of its iravel from closed the main inverter is switched on and when the H.P. cock is fully open the standby inverter is in circuit. If the main inverter fails, automatic changeover to the standby will ensure the correct functioning of the compass, A Magnetic indicator shows white after changeover. Should the standby inverter fail, the indicator will revert to black. Inverter changeover occurs one way only, ie. main to standby. 30 (ii) 49, PART [—DESCRIPTIVE E2a compass A slandby E2a compass is fitted at the top of the wind- soreen starboard frame, Chartboard The charthoard is stowed below the G.G.S. and has a restraining catch to lock it in the fully stowed position for catapulting. A chart stowage is provided on the side of the cackpit starboard shelf. OPERATIONAL FQUIPMENT 50. @ Gi) Gil) Gy) Radiv controls Norr. All installations are carricd in the fuselage roar compartment. VAP relay (A.RISA9N) The twin TR.1934/1935 sets controller (50) is on the cockpit starboard shelf and the press-to-transtuil push- button (13) is incorporated in the top of the throttle lever. External intercommunication A socket is fitted in the post underearriage outer fairing doer. Beacon homing (A.R.1.5307) The ZBX beacon homing control unit and BEACON/ MIX/RT switch are on the cockpit starboard shelf. Beam approach (4.1271) The beam approaca master signal amplifier ON/OFF switch is on the cockpit starboard shelf. The system is deleted on aircraft subsequent to WL876. aLA a) (io (it) (iv $2, AR 53. @ PART I-DESCRIPTIVE Radar controls NoTr.—All installations are carried in the fuselage Tear compartment. Radio altimeter The altimeter (32) is on the port side of the instrument panel, the limit switch is on the starboard shelf and the limit warning lights (33) are on the left of the G LPB. (ANSAPX-1) The auxiliary control panel (62) is on the cockpit star- board shelf. Radar range (ASV.16) The switch panel_and controller (65) are on the cockpit starboard shelf. The serial is in the outer gun fairing on the port outer wing. Tail warning system (AN/APS 13) On early aircraft the control switches (63) are on the surbourt shelf. Subsequent to VZ798 this system is lelcte Contacting altimeter The contacting altimeter (31) is mounted on the port side of the instrument panel. ‘The green warning light (34) is mounted above the centre instrument panel. MAMENT EQUIPMENT Gyro gunsight Mk. 46 The G.G.S. is mounted above the centre of the instrament pancl, When the master switch to the left of the sight is 32 (ii) ai) 55, @ di) Gui) PART I—DESCRIPTIVE ON. the G.G\S, carriage rises to lock in the combat posi- tion. At the same time the G.GS. circuit is energised making the sight available for immediate use. A RETRACTION TEST switeh is fitted on the cvekpit starboard wall, It enables the retraction circuit to be tested without energising the sight gyro. The ranging control is incorperated in the throttle lever bistegrip; the selector dimmer is on the starboxrd side of the instrument panel and the RP/GUNS selector is on the armament sclector panel on the cockpit port wall. . Gyro gunsight emergency lowering TE electrical power is available, the G.G.S. will auto- matically be retracted when the hood is jettisoned. If the eleciri stem fails, the G.G.S. m: manually by striking the red knob below t¢ sight a hard blow. Normally this action will be sufficient to lower the sight but it may be necessary to pus the sight manually lo the retraced position, be lowered G45 camera and camera recorder The G45 cine-camera is installed in the inner starboard wing and the camera recorder may be mounted above the G.GS. ‘The camera master switch must be on before the cameras can be operated. It is on the starboard shelf together with the heater switch and CLOLDY/SUNNY aperture switch. The camera operating button is on the control column. When the master switch iy en, the cameras are also operaied when the RP’s or the guns are fired. F46 camera ‘A single F46 torpedo marking camera may be fitted in place of the G45 camera. It is controlled as indicated in the previous paragraph 33Gi) ui) (iv) 59 @ (ii) PART 1—DESCRIPTIVE F24 cameras Provision is made for the carriage of wo fuselage mounted vertical F24 cameras or one oblique F24 camera. Tn addition wo forward facing F24 cameras may be carried, one al each wing bomb station The cameras selector switch, heater switch and container switches (54) are all on the cockpit starboard side, Provision is made for automatic jeltisoning of the covers when the cameras are selected. Gun controls The G.G.5, RP/GUNS selector switch is on the armament selection panel on the cockpit port wall The knurled safety catch on the control column hand: gtip has two positions, FIRE in the aft position and SAFE in the forward position, The gun-firing trigger is on the forward side of the con- trol column handgrip. It simultaneously operates the cine cameras if they are switched on, A switch attached to the port oleo leg automatically pre~ venls RP gun or camera operation when the weight of the aircraft is on the undercarriage. In order that guns and cameras may he ground tested, the BUTT TEST switch in the starboard wheel bay should be set to ON when required, RP controls The G.G.S. RP/GUNS switch and the RP/BOMBS. selector switch (11) are on the armament selection pan on the cockpit port wall together with the RP/PATRS SALVO and auto selector switches. The RP/bombs firing button is on the control column handgrip. It simultaneously operates the cameras if they are switched on. 34 (ii) div) a@ (i Gil) Gv) ol aw (ti) (ii) PART [—DESCRIPTIVE When the undercarriage is extended it is impossible to fire the inner pair of RP's on each side, irrespective of the position of the BUTT TEST switc! The wings can be folded when RP’s are loaded Bomb controls A 100/1,000 Ib. bomb carrier may be carried at the out. board end of each inncr plane, and a 1,000/2,500 Ib. bombjtorpedy carrier may be used beneath the fuselage. A light series carrier may he suspended from each of the wing carriers to accommodate flares, marine markers or smoke floats. The RP/BOMBS selector switch is on the cockpit port wall and the selector, distribucor and fuzing switches are on the cockpit starboard shelf. The bombs/RP release pushbutton is on the control column handgrip. The bomb and SCI jettison switehes are on the cockpit starboard shelf, while the bomb and carrier manual jetti- son levers are on the cockpit floor at the port side of the seat Torpedo controls A single torpede may be carried beneath the fuselage. The depth-setting control (6) and the director master switch and gyro angling control unit (7) are all on the cockpit port shelf. Release is effected through the bomb/RP release pushbutton. Flare container control The flare container door control swilch, and a warning light which indicates when the doors are open, are on the cockpit starboard shelf. 3563. w@ Gi ai) Gi 65. PART I—DESCRIPTIVE “Window” launcher The “window” containers are carried on the bomb racks. The launcher speed control unit is carried in the fuselage Tear compartment and should be pre-set as required before flight. Two ON/OFF control swit indicate when “window” the cockpit starboard shelf. hes and warning lights which being launched are fitted on R.AJT.O.G. and catapult gear The R.A.T.O.G. master switch is on the cockpit star- board shelf, the jettison pushbutton is on the port shelf (15) and the firing pushbutton (29) is on the port side of the instrument panel. Two hooks are provided for the catapult strop, one in cach oil cooler fairing below the fuselage. An attach- ment for the hold back gear js fitted on the tailwheel leg. Bombs and torpedo jettisoning The bomb carziers and torpedo carrier may be jettisoned in straight and level fight by operating the appropriate jettison lever at the port side of the pilot’s seat. 36 ALP. 4272C—P.N. Pilon's PART II LIMITATIONS 66. Engine limitstions—Python 3 Gi) (iti) (iy) 67, (i) (i) Intermediate Unrestricted Unrestricted Max. Continuous Flight Tdling Unrestricted (on die ground) Ground Idling Unrestricted Torquemeter pressures Normal max 340 Ibv/sq. in. Diving max 360 Ib./sq Oil pressure ; Normal at 7.800 r.p.m. 60 Ib/sq. in 75 Ibvisa. in. Maximum at 7,800 r.p.m. 50 Iby/sq. in. Minimum in flight Minimum ground idling 24 Ib.Jsq. in. Oil temperature Inlet - 90°C, max. Starting . eo - 10°C. min. Running at 6,000 rpm. and above 35°C. min. lying limitations ; The aircrafl is releascd for universal land or carrier based operation. Intentional spinning, all aerobatics (other than barrel rolls at specds above 250 knots) and the carriave and use of RA.T.O.G, are prohibited 37PART [1—-LIMITATIONS PART Ii1—LIMITATIONS i) Maximum speeds, ete.. for the carriage release and jettivoning of aroaunent sloces | Carri Release s = ese Remarks Store tation Max. speed MO Max. Max x. speed Ms Max speed | ME | Max speed ME kols IAS DINE knows tAS | ONE | knots TAS | Ane, [tomy 2 Practice Wing only. = — OnLs.currier S00 Ib. MC, Mis. 7,10, 14 Wingund fuselage = 500 Ib. SAB, Mk. 5 435 60° L.co0 tb. MC. Mis, 6and7 Wing and fuselage Max. yaw 5° at 250 knows, 1,000 Ib. MC, Mi. 8 Wing only at Decieasing to Tv at 434 Fuselage only Knot. 2501, Mk. I Wingand fuselage 34 50 ib. Type G, Mk. S Wing and fuselage 433 «0 Charged 300) 40° as | Empty 230 | | L 435 60: 438 60 = i Wing 320 | Gentle 300 Straight | — | OnLS. carrier man: znd level Loaded fuze forward. oeuvtes = See CAFO 5/53 Without drop tanks, 8 Wing a5) } 60 - — single lier or 16 double Wing a) Max. tier | climb With drop tanks, 4 single 20° ter or 6 (double tier on | yutermost rails, single | 1 jer elsewhere). JA Mk. 7° or 7** | Fuselage 270 0" 27 |Straight| 270 parachute assy No.9, Mk. 3) oT |Seeciatt |} Cersied on 1000'25c0 1, JA Mk. 7* or 7" | Fusclage 270 60 270 [Straight| 270 60° yan er, using Tye! parachute assy No.9, Mk. 6, | ee release uni pk 8 | Wingandfinslege | 280 a 2600 6"! 35060" | Carried on 100/1000 Ib, JA. Mk. 9, purachule wssy No, Fuselage 20 | 40 nT do 230 de® Cae cn 1000725000 tb, ius Harrier using Type J Mk. 9, parachute ussy No, Fuselage 300 0 260 430040" | frrelewse unit 13, Mi. 7 }O Mk. 1 selage 435 au 280 20° 250 20° | Carried on 100/1000 Ib.ALL Pia 67 i oy (iv) o wi) Maximum all-up weights Take-off from prepared runways or catapult take-oll (Mods. 384, 403, 404, 405, 422, 430, 470, 472, 502 and 514 incorporated) Take-off All permitted forms of flying irfield landing and ADDL’s Deck Janding (Landing with fuel in drop tanks or 1,0001b. bomb on wings in emergency only) Note —Genile manoeuvres only are mitted at all-up weights in of 21,200 Ib. 24,5001b, 22,7501b. 21,200Ib. 20,7001b. 18,5001b. Maximum speeds in knows Clean aircraft With drop tanks Airbrake operation 435 of 0.75M 435 of 0.70M No limit (300 knots if Mod. embodied) Flaps to MANEUVRE 305 Flaps to TAKE-OFF or DOWN 170 Undercarriage lowering 170 Hood opening 205 Drop tank jettison 256 (150 min.) Gin straight w 258 not wed flight) CG. limits . limits with undercarriage down, ar 3 ins. fwd. of datum Aft. 6 ins, aft. of datum 40 68. a (ii) A.P.4272C—P.N. Pilot's Notes PART IIT HANDLING Management of the fuel system The fuel tanks should be used in the order: (a) Drop tanks (if fitted) (b) Outer wing tanks (c) Toner wing tanks. (d) Fuselage tanks. The fuel level warning indicator comes on when the level in the fuselage tanks is lower than about 245 gallons. It also serves as a reminder tha: the tanks at preseat selectcil for transfer are empty, and that -fuel is accord- ingly being used from the fuselage tanks. ‘The next tanks should then be selected for iransfer, when the level in the fuselage tanks should rise again above 250 gallons, and the indicator go black. Nore.—Under conditions of high fuel consumption. the rate of transfer fram the éaner wing tanks and drop tanks may not be sufficient to maintain the existing -fevel in the fuselage tanks. The rate of transfer from the outer wing tanks, is, however, adequaie. The H.P. cock on the throttle quadrant must be selected fully open when starting and left open while the engine is running. It must always be moved through its full travel when it is opened or closed, otherwise the switches which it operates will not be aetuated correctly. ‘The exception to this is where, by fuily opening the cock the release of the propeller brake may cause Uncontrellable 41ii) w) PART I1I—HANDLING windmilling. In cases where it is necessary to open the HLP. cack in high wind conditions (i.., to check the operation of the booster pump or fine off the propeller preparatory to starting), the H.P. cock should be opened to just beyond the half-way position only. ‘This will usually be sufficient to operate the feathering pump in the required direotion, but the brake will remain on. It should, however, subsequently be moved through its full travel both ways immediately before starting-up to ensure correct functioning of the services which it controls. The propeller must not be allowed to windmill with the H.P. cock ON, otherwise the engine will be flooded with fuel with consequent risk of an explosive light-up when the ignition is switched on. If there is a fault in the transfer system, either of the wing tanks on one side may remain full until ull (ho fuel from the corresponding tanks on the other side as been trans. ferred. The aircraft will become progressively one wing heavy, and a careful watch should on the amount of aileron trimmer required to maintain lateral rim. If this should exceed one-quarter of the total trimmer range at cruising speeds of about 225 knots, the transfer system is fauliy Tf the fault is due to an unserviceable booster pump in the outer wing tank, the rate of transfer Irom the tank with the faulty pump will depend on air pressure alone and will be very slow, but sould be sufficiem for engine requirements up to about 100 Ib./sq, in. torque- meter pressure. It will not transfer until the tank with the serviceable booster pump is empty. Some aircraft have separate gauges for each outer wing tank, one of which replaces that for the inner wing tanks. Where practicable, transfer should be stopped if the difference in the outer wing tanks becomes greater than 40 yallons, otherwise lateral control may become difficult on a deck landing approach. The aircraft should be flown accurately in normal atti- tudes whenever the fuel level is below 50 gallons in the main tank, due to a chance of fuel starvation. When AVTAG fuel is in use it will not be possible to maintain full power above 10,000 fl, with the booster pumps off. 2 PART 1f11—HANDLING (vi) The fuel gauges in later aircraft are calibrated in mass 69 70. units. The correct reading in pounds is obtained only if the aircraft has been refuelled with AVTUR. If heavier of ligh(er fuels are used, the appropriate correction must be applied to the gauge reading to obtain the actual weight of fuel in the tanks, Pilot's external checks Nore—Check before starting up that the aircraft has been refuelled with the currect specific gravity fuel for which the engine is governed. The outside of the aircraft should be systematically checkvd for cbvious signs of damage, security of pancls, cowlings, spinners, aerials, filler caps (internal filler caps if wings are (folded), control surfaces and wing foki mechanism, The engine intake and jel pipe guards and the control and undercarriage locks must be removed. The engine intake must he free from debris, and the ground surrounding the propeller must be swept clear Of small stones and other Inose particles which might damage the engine. The propellers must show no signs of an oil leak. Check lhe position of the armament switches and plugs in the wheel wells. Upen the rear fuselage access doors, and see that the year in the fuselage is secure, and all circuit-breakers are set as required. Checks before starting ‘The starred (*) items must be done before starting. The remaining checks are essentia’ but can be done after starting if desired, Before entering the cockpit, check: Ejection seat Safety pin fitted in safely strap Cheek type of parachute fitted Cockpit ventilation Position. Locking catch up louvre (46) Emergency oxygen Main oxygen supply Pin removed Connected to pipe on ejec~ tion seat 3PART Iil—~HANDLING Where an automatic seat is fitted, check the automatic parachute and harness release as follows:— (a) the drogue static line pin fitted in its bracket, (b) the time release gear static pin fitted in its bracket, (c) all apron clips in position Enter the cockpit and before switching on electric power. check:— Undercarriage selector © DOWN (20) Undercarriage emer Fully aft. lockii gency release (47) place Armament switches SAFE or OFF (52) and controis, andl jettison controls, Flying contrals, Full and correct movement Control column Lift cover and check aute- matic mechanism is locked Hood Security, operation External and internal jet son controls secure. loc! ing wire in place Windscreen wiper (if OFF (Never use this on a fitted) dry windscreen) Set Ground/Flight switch to FLIGHT if external supply is not conngeted, and check:— *Scat Check harness, rudder pedals and seat height adjustment. Have safety pin removed and slowed *All circuit-breakers In Then work from left to right-— Training switch (if | OPT. hook light out fitted) Arrester hook Lever UP. (The arrester hook warning light comes on whenever the hook is more than two-thirds down, thus it will not in- dicate on the ground) 44 PART III Tailwheel lock Hydraulic handpump Elevator trimmer con- trol wheel (1) Electrical rudder and aileron trimmers (4) G6) *Throttle Fiap lever (19) Undercarriage warning light *Propeller FFPS switch (3) * Tank selector (14) Airbrakes (16) Flap_ emergency lever (20) Bomb carrier and drop tanks release APL unit (17) Ignition switch (24) *Brakes Chart board “Power failure warning light (35) Oxygen (43) Engine and jet pipe fire warning lights (39) (40) H 45 ANDLING Unlocked Fitted in position Full movement, then neutral Full movement, then neutral Hard back against Ground Idle Gate uP Out NORMAL Select to OUTER WINGS Check functioning of wing lunk booster pumps auraily. (If there is likely to be any delay before starting, conserve cloctric power by temporarily re- selecling to FLISELAGE. The selector should again be set to Outer Wings be- fore Take-oil in order to use these tanks first) CLOSED UP, locking wire in place Levers forward, safety cateh in place Setting OFF, light out ON, pressure suificient Locked fully forward On Contents and deliv Out7k. a ui) PART I11—HANDLING Windsereen de-icing OFF control (48) Pressure head heater As required Extermal and internal As required lighting (56) (59) G.GS, retraction switch Test Emergency cockpit Test lights Signal pistol stowage Check (oO) VLE. G0) Set channels. OFF Wing fold master control Warning light und indicator position spread control Check wing pin warning evers: lights on both mainplanes. Then NEUTRAL Immediately before startiny, ‘open to check operation af Mk. 4B compass and main tank booster pump. (Some aircraft have a fuel pressure warning light This shows rec whenever the pressure is less than 8 Ib.jsg. in. It goos out when the main tan booster pump is switehed on by opening the HP. cock} “HP. cock (8) Starting the engine (compressed air) Have the compressed airline securely plugged in Rnsnre that all ground crew keep clear of ihe air hose while air is being fed under pressure to the starter motor. and also clear of the jel pipes while the engine is running. Trip ON the ignition switch and check that the grcen ignition warning light comes on, Signal for the com- pressed air to be turned on, and when tac propeller starts fo move, open the HL.P. cock fully. The starting cycle 46 PART LI1—HANDLING only commences when the propellers begin ta turn. Light up usually occurs between 1,100 and 1,400 r.p.m. When Uhe engine speed has reached 2,500 r.p.m., signal to the ground crew to turn off Ihe compressed air. “Any delay will result in damage due to overspeeding the starter. (iii) The grcen light should go out automatically as the engine accelerates to ahout 2,700 r-p.m.: if the engine does not accelerate beyond 2.700 r.p.u, the ignition switch must be manually uipped to OFF. Extra fuel will then be made available ta allow acceleration to 4,100.1 100 rp.m. No throttle movement must be made until this figure is reached (iv) During the start a careful watch should be kept on the JP.T. If it shows signs of exceeding 700°C., or the warning bell rings, the start should be abandoned immediately by closing the H.P. cock and tripping OFF the ignition switch. (¥) If the engine fails to start, it should be continued to be motored over by the compressed air starter, with the HP. cock closed and ignition OFF, taking care not to exceed 2900 rpm. This will cry out the engine, Fuel spilt on the wing roots from a “wet” start must be dried off to prevent the possibility of fire. (vi) If fire occurs im the jet pips, the H.P. cock should be closed and the engine kept (urning by compressed air up to the maximum r.p.m. of 2.500 72. Starting the engine (cartridge starter) (i) Set the controls as for a compressed air start. Gi) Select and fire a cartridge, Pressing the firing button will also trip on the ignition at the same time. (iid) The engine should accelerate rapidly to the self-sustaining rpm, of 2,700, (iv) At 2,700 r.p.m, the ignition should trip off automatically. If the engine dees not pull away after the cartridge is a7(¥) Minimum self-sustaining p.m. sl wid 14, PART I1I—HANDLING fired, trip off the ignition manually. This must never be done unless engine t.p.m, are above 2,509 otherwise over- fuelling will occur. buld normally be hhicyed ona single cartridge. If they are not, close the HLP. cock, stop the engine and attempt a further start A second cartridge must not be fired whilst the propeller is turning as starter overspeeding may cecur. Refore reloading set the Ground/Flight switch to GROUND. Warming up Cheek that the oil pressure is above 30 Ib./sq. in. The recommended warm-up speed is 6,000 r.p.m.; the engine should not normally be allowed to execed this speed until the oil temperature has reached 35°C Cheeks after starting Aileron and rudder trim Full and cocrect movement Fire warning lights Our “Oxygen Set to HIGH Flaps Operate, check movement against gauge Indicator black Synchronise compass Check stand-by compass +Mk. 4B compass Oil temperature 90°C. max. Engine speed at ground 4,100 100r-p.m. idle IPT. 500°C Generator warning light OUT Radio Test *Oxygen must be used al all times when the engine is running. 48 wo ) (iv) w PART 111—-HANDLING ‘If voltage is low. the indicator may show white, denoting that the standby inverter has cut in. In this ease the H.P, cock should be closed and an external battery used as the source of clectrical power while re-slurting, and until the engine is cunning and charging the aireraft’s battery. Testing the engine and services When the of] temperature has reached 35°C., the throttle may be slowly opened to the Plight Idle gate. Below 7,800 r.p.m. all throttle movements must be made slowly, Engine acceleration up to this speed is poor. and ihe greatest care must be taken not to stall the engine particularly in the initial staves of acceleration between the Ground Idle and the Flight Idle gute. On the ground, warning that the engine is stalling or is stalled is given by AMY ComBINATIoN OF THE Feuowin gi (a) Vibration and excessive noise in the jet pipe, (b) R.p.m. and/or torque not following the throttle movements, (©) aggbiRise in J.P.T. and ringing of the J.P.T. warn ing bell. (See para. 99.) If the jet pipe temperature shows 700°C, the H.P. cock must be closed. cause serious damage. jens of excceding Any delay will With the throttle at the Flight Idle gate position, check that the engine speed is 7100 242¢r.p.m. The Flight Idle gate setting is critical, and small variations may affect clevator control characteristics on landings (except those which employ the “no cut” technique). The correct r.p.m. may not be achieved umtil the engine is thoroughly warm (ic. oil 60°C.) and there will be an increase of 50 rpm. for every five knots of head wind. Check the constant spceding rpm. of 7,8002999 Con- stant speeding rpm. are likely to be up to 100 rp.m. waueR tewes than normal, unless the oil temperature has risen 4976. 77. @ ai) B. PART I1l--HANDLING to 60°C. For catapult take-offs, the oil temperature should be at least 60°C. and the P.C.U. well exercised. (The tailWwheel should be Tashed (© the ground if engine power exceeding 100 Ib./sq. in. torque is used on the run up). Checks before taxying Unlocked Setvivewbility 150 Ib./sq. in. (max.) to each wheel Tailwheel Actilicial horizon Wheel brakes pressure ‘Taxying Check that there is equal braking on each wheel. Idling thrust is fairly high, and once the aircraft is moving it is generally possible 10 taxy with the throttle in the Ground Idle position, The rudder is ineffective and use of the brakes is necessary to control direction. Throtile move. ments should be made slowly, and during prolonged periods of taxying, especially in high winds, careful watch should be Kept on engine temperatures. Full use should he made of the tailwheel lock when taxying st strong crosswinds. After selecting UNLOCK, the uail- wheel must be relieved of side loads before the lock will withdraw. When stationary for long periods. 6,000 rpm, should be selected to ensure even cooling of the engine When taxying on the Might deck im strong wind condi- tions, considerable throttle is required. Power should be applied slowly and smoothly until 7,800 r.p.m. are allained, otherwise there may be a rapid surge of thrust at the moment the propellers coarsen pitch at 7,800 r.p.m. Checks before take-off Trimmers All neutral Throttle Friction tight (calapult only) Airbrakes CLOSED 50 PART ITI—HANDLING Fuel HLP. cock fully ON Tank selector Outer Wings Pressure warning light out Flaps TAKE-OFF Wings Spread and locked Master control lever fully forward All warning lights out and indicators flush with wings Check full aileron movement Set (Inverters ON if separate switches are fitted) Inverters indicator black Oxygen HIGH Chart bourd Locked (catapult) Instruments Hood Locked as required Harness Tight and locked in rear position Tailwheel Locked 79. Take-off (i) Taxy forward a few yards to straighten the lailwheel snd engaze the tailwheel lock, (ii) Apply the brakes and slowly increase engine p.m. 10 7,800 and at a torquemeter reading of 100 Ib,/sq. in, check all engine instruments. Gii) Release the brakes and open up the throttle smoothly to ww) take-off power. Momentary overspeeding or under- speeding may occur as the throttle is moved, but, this should not normally exceed 200 r.p.m, either way. There is no tendeney for the aircraft to swing, but when taking off in strong crosswinds the tailwheel should be kept on the ground until full rudder contro] becomes available When airborne retract the undercarriage, and then the flaps, retrimming as necessary. The tailwheel light may show unlocked until the flaps are fully up. 1o 80. a Gi} (iii) (iv) . Engi PART Til--HANDLING When the undercarriage is up, check jet pipe and oil temporatures and throttle back to the climb gate, or as required. Check that the p.m. swing is not excessive when throttling back Climbing Ihe recommended climb speed is 165 knots from sea level to 10,000 fi., ihereafter reducing speed by two knots per 1,000 ft. If on a prolonged vlimb it appears that the jet pipe tem- perature limitations may be exceeded, power should be reiluced or speed increased, Above 20.000 ft., 2 close watch must be kept on the oil pressure. If it is lower than the minimum of 50 Ib./sq. in., height must be reduced until pressure is normal. handling In the air the throttle must not be closed beyond the Flight Idle gate position, except when restarting the engine The ignition switch must not be operated while the engine is running as this cuts off fuel supply to the main burners with consequent risk of empimanshadbeas flame out. While the engine is constant speeding in the air ( 7,800 or 8.000 r.p.m.) normal but smocth throttle move- ments may be made between the Flight Idle gate and Take-off positions. Such throttle movements should take from 2-3 secs. (min.}. If the r.pam. consistently under- swing of overswing the set constant speeding r.p.m. by more than 200 r.p.m, as the throttle is moved, it is likely that the anticipator/P.C.U, requires adjustment Constant speed conditions of 7,800 r.p.m. apply under all normal conditions of flight.” The r.p.m. should not normally fall below this figure, but should they do so, the propeller will have fined off sufficiently 10 he resting 32. vi) (vii) Aireraft fitted with the unmodified P.CLU. (CL PART (1i—HANDPLING avainst the P.F.P.S. Should this happen, the stop should be disengaged: otherwise the propeller will behave as though it Were of fixed piteh, iz., any further reduction of power or airspeed will lead to a reduction in c.p.m. and any rapid opening of the throttle may then result the engine stalling. (See para, 100). Normal constant speeding rp.m. cen be ensured by maintainis (a) airspeeds above 170 knots, or (b) power settings above 120 Ib,/sq. ia, torque, or (cl 4 suitable combination of (a) and (b), ce. a minimum of 60 Ib./sq. in. torque and a minimum of 135 knots. When it is not practicable ta meet the conditions in (vi above, such as in aireraft stalling practice, the F F.P.S. should first be manually withdrawn (or the undereartiage lowered). Before withdrawing the stop by either of the above methods, sce that onc at least of the condilions of (vy) above is maintained; otherwise the propeller will fine-off rapidly. anc! the consequent variations in propeller drag may cause large and unpleasant changes in longitudinal trim re VZ 778) have poor throttle response under landing approach conditions, and carly and smooth throtile mave- ments must be made. (viii) The torquemeter needle may fluctuate, especially at high (ix) 82, i power settings. In aircraft fitted with the unmodified P.C.U. (CL. 15), there will be a momentary drop in oil pressure us the stop withdraws. but in aircraft with P.CU. (CU, 24) there is no indication, other than that mentioned in (vid above that the PE.PS, has disengaged. General flying ‘The aircraft is easy and pleasant to fly and stability about all axes is excellent. The flying controls are well harmonized, but at high specds the rudder becomes 53(ii) Git) i) 83, PART 111—HANDLING heavy, Fairly large stick forces are required to maniuvre above about 300 knots, At speeds below knots, the ailerons tend to upfloat and their movement is restricted; lateral control however, is adequate Trimming controls ate very effective within the speed range. The electricully-operated aileron and rudder tabs are powerful, and their effect increases with specd. Should they lock fully over, due to a fault in the actuat~ ing gear, speed should be reduced to a safe minimum. Changes of trim (a) Longttusiinal trim Undercarriage DOWN Lowering flaps to MANOEUVRE Negligible 10 TAKE-OFF Slight nose-dewn to LAND Slight nose down (b) Lateral trim Changes of lateral im may occur in flight due to the uneven transfor of fucl from the wing tanks The amount of tim required for a given condition varies considerably with airspeed. (See para. 68.) Slight nose-dewn (©) Direetional iim A small amount of rudder trim may be required to prevent yaw as maximum speeds are approached. There should be no direetional change of trim with alteration of power. Use of airbrakes In aircraft not fitted with Mod. 258 (modified air- brakes), extending the airhrakes preduces a moderate but immediate, nose-down trim change, which can be easily held up to the limiting speed (300 knots). There is moderate buffet. particularly at the lower airspeeds 4. 84. B PART 111I—HANDLING and, duc to uneven opening, there may be small lateral trim changes during operation. Use of the unmodified airbrakes below 3,000 ft. is mot recommended until experience is gained. They must not be used if the outer flaps are down, and vice versa. Maneuvrability Maneeuvrability is good, but wing loading is high, and the radius of the turning circle is therefore large, patticu- larly at altitudes above 10,000 ft. For maximum rate of turn the airspeed should be kept as high as possible above 250 knots. If Haps arc used, there is a decrease in the Tacius of the turning circle, but no increase in the maximum rate of turn. Flying at reduced airspeed peed to 170 knots and lower the flaps to the -off position, Speed may then be reduced to 150 Flying in conditions of severe turbulence The recommended specd is 250 knots. Stalling The approximate stalling speeds in knots (P.EPS. dise engaged) are as follows:— | Max, D.L, weight 18,500 Ib. | 19.400 |b, aparox. | approx. (Ge, 30% to] fie, 802, to 30% in | 95% in- | 21,200 Io. tetmal fuer] tetual fue} “approx, Flaps and ue UP. 105 110 us FlapsandueDOWN] 90 95 105 Power om Under typical 85 90 95 “mirror” landing approach cond: tions 55(it) diy) ) ALa Pas, 87 ast 88 ue 16 wi) 88. (i) Gi) PART S1i—HANDLING There is litde stall warning, but slight airframe bufleting may commence some 5 knots above and continue io the stall. Approximately 2 to 3 knots above the still the starboard wing tends to drop but lateral level may he maintained with aileron. At the stall, either wing may drop with mild aileron snatch and the nose falling gently away, The amount of wing-drop is usually small, but depends how long it has been delayed by the use of aileron, Normal recovery action js immediately e tive. The stick should nor be pulled right back when carrying out stalling practice as this may lead to @ spin. Warning of the stall when G is applied is given by mild airframe buffeting and a tendency for either wing, usually the starboard, to heavy-up, with slight aileron snatch. At the stall either wing may drop, but usualh the starboard, Releasing the stick effects immedi recovery. The stalling charac sarc the same when symmetri- cally loaded external stores are carried. The stalling speeds increase as might be expected in accordance with Isolated cases have occurred where the stalling speeds of some aircraft at identical configurations of altitude, A.ULW., flap settings and power, are higher than those set out above. Tf the stall speeds are consistently greater by more than 5 knots, the fact should be reported in Form 700 on landing Spinning Intentional spinning is prohibited. Should an inadvertent spin occur, normal recovery action is known to be fective. Diving Tn calm air the aircraft is very steady in the dive lo the limiting speed. The elevator control forces should be trimmed out during the dive, otherwise excessive G may result on the pull-out. In some aircraft rudder trim may be required to prevent yaw as the higher speeds are reached. Acceleration in the dive is very rapid, and care must be taken not to exceed the limiting speed or mach number. 56 89, 90. @ Gi) cai PARTY LlI—UANDLI Checks before landing Brakes Airbrakes Undercarriage DOWN and locked Green lights ON Tailwheel LOCKED (UN- LOCKED for deck land- ing> Propeller F.P.P.S. switch NORMAL Flaps TAKL-OFF FULLY DOWN on final proach Fuel Contents Harness Light Hood Locked as required Nors.—ILt is difficult to open the hood above a speed of 160. knots. Approach and landing The circuit should be made at 140-150 knots. The tucn on to the final approach should be made at 120-130 knots, and the airfield houndary crossec at 105-110 knots, Care should be taken that the apparent nose-down aititude Coes nol encourage approach speeds below those recommended. With the unmodified P.C.U. (C.U.15), engine respense is poor on the approach, ind early corrective action must be taken if undershooting. The pilot has little or no immediate impression of increase of power and reference should be made to the torquemeier. Thrust respons: with the modified PCU. (C.U24) is good. To ensure maximum response to throttle-opening if undershooting, or having to go round again, it is advis- able to maintain a torquemeter reading of above 40 Ib,jsq. in, on the approach: 57dv) (w) Gi) (vii) Rapid closing of the t PART fbi Closing the throttle to the Flight Idle gate position for landing produce rked nose-down change of trim which varies according t0 the throttle position sl before the cut and the speed with which the throttle is moved, The greater the movement of the throttle and the greater the speed with which it is moved, the greater will be the result Jowa change of trim, At forwagd CG. (ie n 200 gallons of fuel remaining), the nose-down change of trim cannot always be Held by full elevator movement. and it may be difi« cult to land the aircraft on three puinis if ihe throtde is closed to the Flight Tle gate too soon. It is reeom- mended that the throttle is not closed to this position until the aireraft is over the runway and about to touch down Tn a stop-engaged landing, there is no nose-down trim change or singe at the cut 2nd the aircraft may float for ome disian See sub-puru, (x) below. HANDLING The throttle must not te closed beyond the Flight Idle vale unlil the aizeraft has actually touched Gown and is firmly on three poinis If after touchdown the throttle is left at the Flight Idle gute, deceleration of the aircraft is poor owing to the high residual thrust. Unless landing on tong runwa\ there should be no undue delay in closing the throwle t the Ground Idle position. ottle to the Ground Téle position will cause an equally rapid fining-off of the propeller. with consequent high drag. Whilst this is useful for the rapid deceleration of the acreratt in the init of the landing run, it has the e if rudder and elevator, rendering them ineffective. Thus the effects of any drift at touchdown will be gccaily accentuated, and a swing may easily develop requiring early and careful use ot the brakes. | he throttle should therefore be closed slowly and smoothly to the Ground Idle gate. Power must not be used to check a swing (viii) During the landing run, once the throttle has been closed. to the Ground Idle position, the reverse torque light {if operative) may blink on and off, This ceases as the aircraft slows down. 58 ix) a) PART 11l—-HANDLING Landing in crosswinds A touchdown on three points should always be made and the tailwheel kept firmly on the runway if an initial swing into wind is to be avoided, The aircraft should not be “wheeled” on. op Engaged” landing Immediately on touching down, close ihe ELP, cock or disengage F.K.P.S. manually. This is partculerly im. portant in the case of a “stop engaged” deck landing where engine stalling will occur immediately following an arrested landing. If due to lack of oil pressure, or electrical failure. it is unlikely that the stop will disen- gage, the TEP. cock must always be closed on touch: own, 91. Deck landing a (ii) The recommended speed by day ar all weigits up to 18,500 Ib. on the final approach, using the mirror aid, is 100 knots. (This corresponds to a power setting of 80-100 Ib./sq. in. toryuiemeter pressure.) This speed ma also be used in ADDL'S at all weights up to the ma’ mum permitied ADDL weight of 20,700 lb. When carrying out ADDL'S at weights above the deck landing limit, it should be borne in mind that the speed of 100 knols is then closer to the stalling speed of the aircraft: more power is required, particularly on the turn-in, and turns stecper than rate 14 should be avuided. Deek landing in emergency may be carried out at weights up to 21,000 Ib, provided ihe arrester gent has hoon reusct to take the increased weight. ‘he approach speed must siill be restricted 10 100 knots, unless the wind speed over the deck is increased by x corresponding figure over the minimum, The approach speed may then be increased to a maximum of 105 knots, but 1his increased speed should only be used if the A.ULW, is above the normal D.L, weight of 18,500 Ib. Off-centre landings must be avoided in these circumstances to minimise the chances of hook damage. 5994, PART ll—HANDLING Landing with asymmetric load Lateral control is quite adequate, and normal approach speeds should be used when up to 4 rocket hang-ups occur on one side, or up to 40 gallens difference in reading on the outer wing tank gauges. Ma landing is necessary under the wors? condition of one-wing heavi- ness, a straight final approach should be made at an air- speed of not delow 125 knots. Simulated forced landing practice A guide to the gliding characteristics which might be experienced were the propeller to be feathered, may be obtained by setting the throtile to the Flight Tile gate: and at a steady airspeed of 160 knots, adjust the throttle so that the torquemeter needle just begins to move from its minimum position. As speed and altitude are reduced, it may be necessary to make very slight adjustments to the throttle to keep the torquemeter needle in this pesition. ‘The F.F.P.S. must be WITHDRAWN, Instrument approach The following speeds, flap settings and approximate power settings ure recommended for use during instru- men} approaches with the undercarriage lowered:— Torquemeter pressure “Airspeed danas) Patiern Manoeuvre Final 0 Takei Glide path Going round again Should the decision to go round again be made on the uround once the throttle has been moved to the Ground Idle gale position, the throtile must be opened slowly until 7,800 rpm. are attained, to avoid stalling the 60 a) ii) Gv) 96. 97. @ PART I11—HANDLING engine. ‘Thrust response on opening the throttle is good once the engine is at constant speeding rpm. If the thrattle has been closed only t the Flight Idle gate, the throttle must still be opened slowly until 7,800 r.p.m. are reached, but after this, normel throttle movements can be made, On going round again from the approach, the throle should be opened smoothly to the Take-off position, and asa safety peccaution, (he FF P.S. engaged if the under- carriage is left down. Care should be taken that the switch is reset to NORMAL on a subsequent landing. The climb-away should be made at 120 knots and the flaps should be raised to the Teke-off position and under- carriage retracted if required. There is a moderate nose-up change of trim on raising the flaps, and retrimming is necessary. Checks after landing Brake pressure Flaps uP LP. Sullicient for taxying Normal Stopping the engine Run the engine at 6.000 r.p.m. for about 30 seconds to ensure even enoling of the engine Close the throttle to the Ground Idle positinn and stop the engine by fully closing the HLP. cock Té required, press tho sterting pitch button until the propellers are fully feathered. rhe propeller brake will then be automatically applied. 61PANEL fi—MANDLING (iv) When the propellers have ceased turning, check:— Electrical services Chocks Wheel brakes Ejection seat Engine intake guards 62 OFF In position OFF Secure safety strap with safety pin In position 98. (i) i) (ii) fiv) 9. @ AP.4272C- PN. Pilci’s Notes PART IV EMERGENCY HANDLING Engine failure in flight If the engine fails in flight, feather the propellers by closing the H.P. cock and pressing the starting pitch bution until rotation ceases. In aircraft with the teverse torque unit operative, the progallers will be coarsened off 10 the nour feather position automatically, (See para. 99) It is recommended that as soon as any possibility of engine failure is suspected, the F.E.P.S. switch be sel to EMERGENCY and speed reduced 10 160 knots. This will prevent any possibility of the engine overspeecing in aircraft having the reverse torque unit inoperative If time ig available, and except when ditching, MAN(FUVRE flap should also be selected while hydraulic power is still available from the engine ase of suspected mechanical failure in the engine, stiould be stopped by closing the HP. cock ing button, In the c the engir and pressing, the [eather In aircraft with the reverse torque switch inoperative, if the engine should fail while the step is withdrawn (c on the approach), clos: the FLP. cock immediatel otherwise loss of elevator power will occur. Engine stalling If due to mishandling of the engine, or in icing condi- tions, the compressor sialls, complete loss of power will occur, It may in most cases be possible to re-establish 63PART IV—EMERGENCY HANDLING Gi) ii) 100, a the uirflow through the engine by immediately closing the throttle to the Flight Idle pate If on gently reopening the throttle there 1s @ rapid rise in J.P... with’ nw increase in torque, ot if the J.P-T. remains substantially above the limits in spite of throttling back, there is no alietnative but to stop the engine and Lit In aircraft fitted with « reverse torque unit, the propellers will not*necessacily auto-feather if the engine stalls because the residual thrust from a stalled engine is prob. 1c prevent this. In these coxiditions the and diving may be necessary to maine should be kept above 160 knots while c. tain airspeed whic! the attempt is being made to unstall | Jf, in aireraft with the reverse torque unit inoperative the engine stalls on the approach, i.c.. with the FLP.S. disengaged. it is probable that the propeller will fine off fo te 8° position, in which case the LLP, cock must be closed 19 feather the propeller and recover elevator control. If time allows it may be possible to engage the FIPS. before the propeller fines off past the 28° position. Once it has zone beyond the 28° position, the F.F.P.S. cannot be engaged. P.C.U. failures im Hight Suspected failure (a) Should a P.C.U. failure be suspected in ‘light. ot should the oil pressure drop below 30 Ib./so. in. irspeed and select power to maintain 160 Select EMERGENCY on the F.F-P.S. switch. (b) ‘The approach and landing should be made with EMERGENCY still selected. As speed is reduced on the approach, the rp.m, may fall below 7,800. (@) After touchdown the H.P. cock must be closed immediately or the FFP.S. disengaged, to prevent cogine stalling. ‘This is particularly important on « “stop engaged” deck lan (See para. 81, sub-para (iv),) 64 PART L¥—EMERGENCY HANDLING a 101 @ Gi) Actual jailure {a) Select EMERGENCY on the FLPP.S. switch. (>) Throtile back immediately to the Flight Idle gate. (c) Reduce airspeed and select power to maintain 8,000 pam, and carry out the procedure as in (i) (b) (e). Note.; 41) Should flame-out follow P.C.U. failure, carry out the normal relighting drill. (2) If it is impossible to feather the propeller before a relight is initiated, the windmilling rpm. may be above the ignition throw- out speed. ‘The ignition switch must there- fore be held at START until the engine is relil, or the start is abandoned. (3) If the P.CU, has failed, the power obtain able from the engine should be sufficient to maintain heght. The hest speed to maintain in the circumstances, at maximum Janding weight, is 130 know. If the speed is allowed to fall below this, the drag in- creases and the rate of climb will be reduced. Likewise, (he use of flap is not recum- mended. Restarting the engine im flight Notr.—{a) Normally only one attempt to relight should be made. Should this be unsuccessful there is a risk of fire if a further relight is attempted (b) Restarting the engine in light is by wind- milling only, If the cngine failure is duc to flame extinction close the H.P. cock immediate! and close the throttle to the GROUND IDLE gate: Switch off all non-essential electrically-operated services, ‘then:— (a) Check throttle is at GROUND IDLE. 65PART I¥ EMERGENCY HANDLING PART IV EMERGENCY HANDLING {b) Set the F.F.P.S. switch to EMERGENCY. This ™ ae is tw ensure that (he F.FPS. remains eng: 102. Aetion in the event of fire whether the undercarriage is lowered or not. Note, (a) There are two separate fire detootion (©) Trip on the ignition switch and sce that the green systems. The EnsGINE fire warning light light is showing. is connected to a mixture of resetting and gl non-tesetting flame detectors. The JET (2) Maintain an airspeed of 130-180 knots. There may PIPE fire warning light is connected only to be a bel hance of a relight at the lower speed. non-reseiting flame detectors. Fither warn- but drag will be high while the propeller is wind. ing light will remain on izrespective of any milling, and elevator power may be marginal if action taken, ilo fall much below 150 knots the speed 15 allow (b) When Mod. 451 is incorporated, cesetting (©) Open the H.P. cock and press the starting pitch type flame detectors are installed rhroughour OF both sy} The appropriate light should br 20 out if the fire is successfully extinguished. gat (6 Relosseithe starting Fite button dibeetly the eustiie () Mf fire occurs, and if the cizcumstances and origin of Sew @ speed at risen } Yatton theme nee alate on the fire allow an attemp: to ke made to extinguish it oe is rapi gniti ao nada Teak rather than to abandon the aireraft, the extinguisher rp.tn, should be attained within 3-5 seconds. If the should be operated after closing the HP. cock. engine fails to aceclerate when the starting pitch pe afte cock. button is released, press it again for about J second Gi) If the ENGINE fire warning light comes on and there only to assist the rpm. to increase. . is no other evidence that a fire has occurred, power (g) Evidence that a relight has occurred will be slight should be reduced at onec. (If with Med, 437 fitted the and no initial indication of this will be forthcoming warning light goes out within ten seconds of throttling from the J.P.T. gauge as this does not register below back, @ hot gas leakage may be the cause.) The Aight 400°C. However, cautious movements of the throttle should then be continued at reduced power until actual may be made provided the r.p.m. are above 2,700; evidence of a fire exists, or until the earliest time at which if the rp.m. follow the throttle movement, a relight a landing can be made. has taken place. Drag will normally be high before the relight, but should decrease once a relight has (iii) If the JBT PIPE fire warning light comes on, it should occurred. White vapour from cither jet pipe may normally be assumed that an actual fire exists. whether mean thai the engine has not relit, Reverse torque, it can be seen or not, for the jet pipes are in close if operative, should die out as the throttle is opened, proximity co the fuel tanks. rovided a relight has occurred, . (ii) Ifa felight has net Booted by the time the engine speed. (iv) Onve either extinguisher system has been used, it should about 3,000 rpm, the H.P. cack must he elased be borne in mind thar ‘on restarting the engine, no and ihe propeller feathered ° " further fire protection for that zone will be available (iv) A relight should not be attempted above 15,000 ft., or hus, it ite ine oe with the use of the engine, the below 2,500 ft ndoned, (¥) Relighting should be undertaken within a short time of = flame out, as the chances are better with a warm engine. ALA (vi) If the engine fails to relight, a second attempt may be FE 103 Before jettisoning the hood, the seat should be lowered made at a lower aliituie to enable the engine to dry out. fully and the pilot should keep his head well down, (vii) The average height lost during relighting from the time of Speed should be between 130 and 300 knots, or, if Mod, initiating the relight to selecting climb power is about 349 is embodied, between 140 and 280 knots 2,000 Et. 66 oor oT