Ind EDITION AP, 2300A,8 2 CPN. Ca PILOT’S NOTES AVENGER MARKS 1&l DOUBLE CYCLONE R-26008 ENGINE MARK lil DOUBLE CYCLONE R.2600-20 ENGINE } "REPAODLIOED By PeASSION Oe THE LNT ED STATES GOVERNMENTNOTES TO USERS ‘Tuts publication is divided into five parts: Descriptive, Handling, Operating Data, Emergencies, und Ilustrations. Part 1 gives only a brief description of the controls with which the pilot 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 should be in posseasion of a copy af A.P. z095 (see A.P.O. 3467/44). Words in capital letters indicate the actual markings on the controls concerned. Additional copies may be obtained from S.N.S.O., 191 Asi Read, Shepherd's Bush, London, W.12, by application on Royal Navy Forms $1340 or D3o7, R.A.F, Station Publication Officers should apply. through Command Headquarters using Form 2944, in duplicate. ‘The number of this publication should be quoted in full—A.P, a380a, B & c PN. Comments and suggestions should be for- warded through the usual channels to the Admiralty (D.A.B).AVENGER 1 & IL Am Ministry Aan Pusutcario 23804, 8 & C—P.N. February 1945 Pilot's Notes AVENGER T.R. Mks. 7, 1 & UL PILOT’S NOTES Second Edition, ‘This edition supersedes all previous issues. LIST OF CONTENTS PART I—DESCRIPTIVE INTRODUCTION FUEL AND OIL SYSTEMS Para, Fuel tanks and cock teil enema Bonster pump Fuel gauges, Oil system, MAIN SERVICES Hydraulic aystem 6. ee vw 7 é Automatie pilot adio altimeter ‘rimming tabs Undercarriage control Underearriage indicator Undercarriage warning horn bets Arrester hook Flaps control Flaps indicator Wheel brakes ‘ailheel locking control - Wing folding and spreading ZINE CONTROLS. ‘Throttle. 19 Mixture 1.1 Propeller speed controlENGINE CONTROLS. Supercharger control Engine starting Agoition OPERATIONAL CONTROLS Bomb doors. ; Gun and torpedo-eamers control . Deicing pate COCKPIT EQUIPME) Heating on Cockpit hood ete we Cockpit lighting e PART JI-HANDLING “Management of the fuel system . Preliminaries Starting engine and warming up "Testing engine and services Cheek list for take-off a Take-off a Climbing - General lying Stalling : pinning 6, ae Diving Sat Side-stipping z Approach and landing. : Mislanding After landing PART I1[-OPERATING DATA Engine data: Double Cyclone Ra600-8.. Double Cyelone Ra6o0-20 Position error corrections... Flying Lnsitations See cen Maximum performance ‘Maximum range fae Fuel capacities znd consumptions * Para. 33 24 25 3 3 29 PART IV—EMERGENCIES Undercarriage emergency aperation Flaps emergency operation :mergency bomb release Arrester hook emergency Emergency exits. ire-estinguishers «. Dinghy and ditching Incendiary bomb PART Y-ILLUSTRATIONS Instrument panel Cockpit—port side Cockpit starboard side Electrical panel Para, 55 56 50 bo & oo FigPART 1—DESCRIPTIVE that the adjacent port is Fully closes the position may be found by feel. Individual drop tanks are selected by lectrically-operatedl evcks, one for each tank, contralled MAIN PART [DESCRIPTIVE SERVICES 5. Hydraulic system, hydraul An cagine-driven pump supplies power through an accumulator to operate the eoetun inca ne manor Cee ee eae ee ae aaeas Undrengs Beetle only, There is no electrical release, ‘Phe underwing drop tanks are lly released separately. ‘The release handles are below the instrument panel, one on eaelrside, Booster pump. The switch (40) for the pump is on the left of the cockpit and is marked EMERGENCY FUEL. The pump must be ON for starting the engine, take-off, Janding, and when changing tanks. It should also be used in the event of low fuel pressure oF engine cutting, oF failure of the sfine-deiven pump. Fuel gauges.—A single fuel contents gauge (2a) at the right-hand side of the instrament panel has four scales, tune for each permanent tank and one for the bomb-bay Alrop tank, ‘The gauge is switched on and off by the = Oil eooler shutters * A handpump (52) on the tight-hand side of the pilors sent provides an alternative method of operation and has its ‘own selector valve, When this valve i at GEN. the hand pump operates the wing folding gear, gills and oil cooler shatters. The selector has three other positions for emer reney operation of the laps, bomb doors and under- carriage through separate pipelines, Adjacent to the handpomp selector valve are two. hydraulic. prestare gauges (st) marked BNGINE PUMP PRESSURE and SYSTEM PRESSURE: the latter showing the accumu Jator pressure except when the handpump is being used, Jn which ease it shows the working pressure of the hand- batiery switch on the electrical panel. On Marks I and 11 « pump. alroraft x selector switch directly above the yatge detr- fi sinactkal ideo Aa seoiitlnse targa Ly a times the tank to be rad, On Marke IIL airerft the dil engine-driven generator provides for the following ofthe page i liferent and the selector sith isnot ited. es The fuel presure is shotsn together with the ol tempe Automatic pilot, including gyro instruments (Ot, INL satsre and. pressre on one instrument (19) at Ure auc Fightcand side of the inatrsment panel eg es Ol ystem.—The oil tank just forward of the freproot Camera und camera gun bulbiead bass maximum capacity of 27 Tuy. (32 U.S.) ine starting gallons of wil with 4 Imp. (3 US.) gllons at space Gone Except where axiom tinge i necessary tis eto Landing Highs imended that not more than 20 Imp. (24 US) gallons be Navigation and other ighte put into the tank, The flow of oil through the cooler is Pressure head heater Treemottatcally controlled, tho envler being by-passed Propeller de-icing tna tempenture of 55°C. is reac. The oiler enter Ratio Miniter are hydraulically opersted and cootrlled by a ‘Tareet and levee (4) om the leichand side of the instrament ane Vesa Hbiing marked OPEN and CLOSED. Oil dilation is provided ar} pase eoi-c asd eve Uatecy at al raguten vonage on Mk. III aireraft. It is controlled by 2 switch on the ¥ ‘ a 4 a is lectrical panel of 28:5 volts at engine speeds of 1,400 ran, aud upwards. ‘Thore is no charging avviteh, A voltjammeter at the rear 9 “antrum bethking med pages et et Sho ast ot onATRCRAF @ i) Mark THT aiveraft are equipped with a GE (i) fis} PART 1--DES RIPTIVE of the electrical panel shows the charging current, and the battery voltage can be checked by pressing a button at the edge of the ammeter dial. The master switch is a large switch to the right of the pilot, marked BATTERY, ON-OFF, Cireuit-breaker buttons are provided on a panel forward of the master snitch, and these will pop out if the current in their respective circuits is excessive. The circuits can he re-set by pressing the buttons in again. ‘The external battery socket is on the starboard side of the fuselage at the leading edge Automatic Pilot No automatic pilot is installed on Marko 1 and 11 sircraft although on some aircraft some of the controls remain fon the electrical panel and on the left-hand side of the cockpi Mk. IV automatic pilot. A hydrantic pressure of 150 tb. sq.in. required for satisfactory operation. ‘The pressure gauxe together with the main ON-OFF cock is on the left-hand ‘nd the remainder of the controls are on the m1 cockpit shel, instrument pi Kagaging automatic pitot.—-Set control switch t INS'T fand ait at least three minutes. ‘Trim to fly ‘hands off” tuncage gyros and set direction indicator t0 correspond ‘with magectic compass reading. Set control switeh 0 SYNC, and wait onc minute, Synchronise the rudder, sileron and elevator by means of the auto-pilot trim knobs: ‘anti a small movement of the knobs throws the indicator pointers from one side to the other, Turn main cock slowly ON and set control switch to AUTO. Control i. flight. —Use the auto-pilor trim knobs to change arfitude. ‘The main cock must be OFF before resetting the directional gyro to the compass heading. Adjust the sensitivity knobs as required, ‘The hest adjustment is with the knobs at the 12 o'clock position, a1, Undercarriage indicator, PART 1—DESCRIPTIER (8) Gyro Fimitations—NWhon the automatic pilot is not in ‘operation the limitations are: Bank and efimb gyro ‘90° in bank. 60° in climb or dive Directional gyro 60° in bank, climb or dive (si) Disengaging the axtomatic pilot —Turn main cock OFF. Vf the artificial horizon and directional gyro are still required set the contro! switch to INST. 8, Radio Altimeter —A radio altimeter (18) and an altitude limit switch (17) with an indicator (26) directly above, are ‘mounted on the right of the instrament panel. ‘he switeh ccan be set to intervals of 25 ft. from 50 to 300 ft. The indicstor consists of three lights: the middle light (yellow) ‘comes on when the aircraft is at the altitude selected on the altitude switch and the top (green) and bottom (red) Tights come on shen the aircraft is above or below that alvitude. 9. Trimming tabs. ‘Phe trimming tab controls are 40 the Jefe of the pilot's seat. ANI work in the natural sense, but ‘care must be taken in reading the indicators as the scales rotate the opposite way. Figures marked an the scales, denote complete turns of the control knobs, Between the figuees sub-divisions indicate quarter turns, and these sub-divisions are the “divisions' referred wo throughout these notes where trim settings are given, 10, Underearriage coatrol.-Phe selector lever (6) has two positions only, UP and DOWN, and raises and lowers the ‘min wheels ind tailvhee! simulzancously. A mechanical lock prevents movement of the selector lever while the aireraft is on the ground. On Mk, 1, IT and early Mk. HIT aireraft the underearriage selector is intereonnected with ‘the flaps selector (see para. 14). Arrow head pointers sliding in slots directly inboard of the undercarriage selector lever indicate the position of each wheel. There is no pasitive indication as to whether the underearringe is lacked down, ‘or not and the only check ja the warning hom. 1a, Undercarriage warning horn,--A hom sounds if the en- tine is throttled back when the undercarriage is not locked13. 4 PART I—DESCRIPTIVE down. On some aircraft where a check-off switch is fitted, the horn circuit is only brought into operation when the switch is sot to landing. Arrester hook.—The arrester hook i controlled by a switch (45) below the leftehand cockpit shelf. A circuit breaker button (46) is adjacent to the switeh, The attitude light is switched on automatically when the arrester hook ig lowered. For emergency lowering of the hook see para. 58 laps control—'The flaps selector lever (4) t the ight of the undercarriage lever hus two * postive" positions, UP and DOWN. A “neutral "position inthe mille of the travel ofthe lever ean be found by fee, but with the lever i this. patton the aps may he Round fo sivep. On some aireaft the Sape and undercarriage selector fevers are mechanically interconnected as fll: (@) When flaps lever is DOWN, the undercarriage lever can be moved UP after tripping the locking lever (38). "The flaps lever remains DOW! () With flaps lever UP, the undercarriage lever can be moved UP without tripping the locking lever, but since this will be necessary on later siteraft, itis recommended {hat the locking lever should he tripped on all aircraft, (©) When the flaps lever is in the neutral ” position, it returned to UP when the undercarriage lever is moved UP. Nore.—If take-off is made in this condition appreciable nose-cown change of trim occurs @s the flaps come up. (@ The undercerriage lover can be set to DOWN in- dependently of the flaps lever. (©) The flaps and underearriage levers are moved to DOWN simukaneously when the flaps lever is set to DOWN, but the flaps can be lowered independently of the undercarriage for ditching or forced landing by PART J—DESCRIPTITE pressing the protruding stub (35) on the flaps Tover an i fect to DOWD Nore.—On later Mk, 111 sireraft the stub on the fa lever is. permanently depressed by a eip. On sull ater Mh HIV airerat the situ ix dete! sl the interconneetion tween the undereartinge and flaps levers has heen completely removed, hat the underearringe lncking lever eemains. Flaps indicator. —The setting, of the laps is indieated by & pointer moving aver scale gruduateil 0°, 15°, 30°, ‘on the right of the underearriage indicator. 16. Wheel brakes.—'The brakes are tac-nperated. "There is no parking catch, 17. ‘Pallwheet Tocking control.—The conteol (3p) is on the left-hand cockpit. shelf: the positions are, buck LOCKED, and forward—UNLOCKED, ‘The tailiyhee! is self-centring and will tock automatically if the lever is in the LOCKED position 18. Wing folding and spreading. spsead hydraulically by the s strument panel alove the The wings are folded and lector (24) below the i shit rudder pedal. After spreading the wings, a mochanieal lack operated hy a handle to the right of the selvetor must he engaged: the hhandle must be pushed in and given a quarter tira clod Wise to lock, Red signal flags project above che wings car the leading edge, if the wings are unlocked ar the safety lock is nor engaged. addition, a warming horn sounds when the master witch is uirned on and the wings are not focked and secured by the safety lock, Nore he flaps selector fever must always be kept in the UP position when the wings are not spread, ENGINE CONTROLS 19, Throttte.—There is no automatic boost-contenl indo ike-off cateh, .\ friction Tock is provided om the inboard side of the engine antral quadrant, "3@ i) 3 [ES eee eee PART I-DESCRIPTIVE ‘Mixture control On Mks, 1 and 11 aircraft a Holley carburettor is ite ‘Phe mixture strength is automatically regulated with altitude, The rear position is idle cut-off, and the forward position RICH, A white mark painted on the quadrant sgves the setting for cruising lean. aircraft the position for idle cut-off is ‘marked LEAN. On Mk. TIT aircraft, a Suombery carburettor is fitted, marked IDLE CUT-OFF (lever AN, AUTO RICH and FULL. fully back, AUTO RICH Propeller sped coutrl,—The plunger comuol (2) on the Jefta the sirament anc! pushed fn wo ncemse, and Pulled ou to decom ean. Fe adjustment a ae by Fouating the Knol of te plunger. ‘he conan pce Tange othe governoc uni from 1,300 2600p Sepercharger contro ‘The contol Iver ie moved into the aft gate for HIGH, and int the forward gate for LOW gear. "The hydutcalyopcrted gly are controled by 2 three ponton elector (31) below the eateument pane! Tomermeutat seings of the ils nay Be obined by returning the selector to the neutral” (aid) potion then the dksied position is reached, ‘There is no inde {atr, the gle ae hb rom the cockpit Carburetor air intake, The conto sa" 1 ane (5) bm the extn ft of the Instrument pane, Tf pushed info cold ai and pale up and ut for warm, The con= trl should sheng best fall nr ou, andthe postion shoul oy he teed inde cing ean for waem oi ingine starting.— An incrtia and direct cranking starter is Hted, 'Phe switeh js on the eloctrical panel. ‘To energise the starter motor hold the switch to the left, and then move it to the right t ENGAGE, In this position the switch also operates the hoster-coil. A socket for hand cranking the flywheel ie provided on the lower right-hand side of the engine corling, ‘The starter switch must he 4 COCKPIT EQUIPME! PART I-DESCRIPTIVE held in the coil after hand crank battery for starting, a special adaptor main battery switch must then be OFF. 26. Ignition.—‘The ignition switch (3) is mounted on the extreme left of the instrument panel: it has four positions, OFF, R, L., and BOTH. |GAGE position to energie the booster- When using « 2g-volt ground required. The OPERATIONAL CONTROLS 27. Bomb doors.—The bomb doors may be opened or elosed by ether the pilot or the homb-simer. ‘The pilot's selector lever (28) is below the instrument panel. It has two positions: up for doors CLOSED, and down for doors OPEN. A swarming light shows red when the dovrs are ‘open. On Mks. I and IL aircraft the light is at the top left-hand side ofthe instrument pancl, but on the Mk. [11 it has been moved to the Tower right-hand side of the panel. ‘The electrical or manual release for bombs, torpedo or bomb-bay drop tank will not operate unless. the bomb doors are fully open. 28. Gum and torpedo-camera control.—The armament master and the selector switehes on the pilot's electrical panel must he on before the trigger switch on the control column is operable. Gills must be closed when the fuselage gun infra. 29, Deccing,—Anclectric pump which supplies anivicing Quid to the propeller is controlled by a rheostat on the extreme right of the instrument panel. "The leading edge de-icees are controlled by a plunger (27) at the bottom of the central pedestal. ‘The plunger must be given a quarter ‘um ant-elockwise to unlock. oT 30. Heating,— The heating system is controlled by a plunger (25) at the bottom of the central pedestal. The plunger ‘mist be given a quarter turn anti-clockwise to unlock and ‘can be locked in any intermediate position. ‘The supply of fresh air to the pilot's cockpit is controlled by a venti- Jator in the roof. 53 32. PART I—DESCRIPTIVE Cockpit hood—"The hood is spit in halves, cach half operated separately from inside or outside the eackpit at the forward edge. Thoreare two fixed positions between fally open and fully closed. Cockpit lighting. —Fluorescent lighting is provided. The circuit fuse a atthe bottom left-hand corner ofthe cireuit breaker panel. Spare fuses and a spare lighting unit are stowed in a box at the bottom of the central pedestal 33 @ Gi) i) @) wo Aim Puwiication 23808, # axp -—P.N. Pilot's Notes PART II HANDLING ‘Management of the fuel system ‘Take-offs should be made on i side main tank, but on ‘Mark ITT aircraft it is essential that some fuel should he used from the centre main tank to allow spice for fuel vented throwgh the earhurettor vapour return line, Te is Focommended therefore that the following procedure should he adopted for all Marks: Start and warm-up on centre main but change to a side main tank for run-up and take-off. Change ta bomb-bay tank (on Mk. LIT aireraft, further fact must first be used from centre main) a8 soon as practicable after take-off, but not below 1,500 fect, Always ensure that the fuel selector is in exitetly the required position. ‘The booster pump must be on when changing tanks Nove—A safe height must he attained before changing. from a side to the centre main tank, Lf engine coting is experienced change hack to a side tank, ‘operate the strainer drain control and then re= select the centre main tank. "The fuct booster pump should be switched ON for starting the engine, take-off, landing, in the event of low fuel pressure or engine cutting, failure of the engine-driven pump and when changing tanks. In order to fill all tanks to their masimum capacity the aireraft must be in the flying position. When the air- craft is tail-down the fuel gutiges are not se The fuel strainer drain (controlled by the push-pull handle above the left rudder pedal) should rated. for 5 seconds every 15 hours flying. After draining, it should be returned to the closed position Arrested landings must not be made with the homb-bay tank more than half full, Airfield landings may be made swith the tank full,PART J}—HANDILING When wingdvop tanks are carved, the folleng instructions aust aloo be observed. {vi) The fle of fuel from each drop tank must be tested hefore take-al (vii) Take-off andl landing must not be made on drop tanks (sii) Maxim speod for dropping the 48-gallon tanks i Knows LAS, (9) Before jettisoning, the tank must be surned of Profiminaties On entering the cockpit check: (6) Visually for sings LOCKED. Gi) enition and gun sseitches OFF {i} Mattery ssvitch ON (warning horn sounds if wings ar not locked and secured) Buttery switch OFF if ground battery ie Being uscd. (iv) Bom doors SHUT. Undercarriage Tever DOWN 35. Starting engine and warming up. Refore attempting to start, the engine must be turned by hand through at least two revolutions of the propeller to avoid possibility ‘of hydraulic shock damage {i) Set the eomrots as follows Theotle Vip, open Mixture “Mis 18 11 RICH Mk UL .. JDLE CUY-OFF Propeller control. Speed control pushed Sully in Fuel i CENTRE MAIN Supercharger LOW Cathurcttor aitintake COLD Gills. OPEN Gil cooler shutters. OPEN Gi) Switeh on the booster pump and the ignition, ‘Then enengise the starter ygiye the starter and at the sume time hold the priming, switch on PRIME, ix} When the engine on the Mh, LIL aireraftis fring, movethe mixture control slowly to AUTO RICH. Tt may be necessary to continue priming until the engine i ring equurly. Ifthe engine shows signs of being over-rich the mixture contaol should be returned to [DLE CUT-OFF nti is runing smoothly 8 6a) (Ro ee PART I—HANDLING (8) Switeh off the booster pump as soon as the engine regal. Nore: (0) The time fimit for starter engagement is 30 seconds. () I the engine on the Mk. IIL fils to stare, the mixture Control must he returned to IDLE CUT-OFF imme- dhacey. (4) IF the engine on any Mark fails to start, a wait of 20 5 minntes shonld be allowed beforeasecond attempt is rade, The Bywheel must be disengaged tefore re- ccrgiing (@) If failure to start is thought o be due to aver priming, switch OFF the ignition, open the throttle and have the engine turned throngh a few’ revolutions by hand. Check buttery voltage before sepeating starting procedure, (6%) Wann up at 1,000-1,200 p.m. Change to RIGHT or LEFT MAIN for ru-up. 36. ‘Testing engine and services Nore.—Cowling gills must be open forall ground running, White roarming up (@) Make the usual checks for temperatures and pressures, ‘Check the hydraulic system by lowering and raising flaps. Check battery voltage. Gi) Test cach magneto as a precautionary cheek before opening up, Afer warning up fo 40° C, (oil) aud 120°C. (cylinder): Nore.—'The following comprehensive checks should be carried out after repair, inspection (other than daily), oF at_any time at the diseretion of the pilot, On airfelds they may be reduced in accordance with local instructions. il) At 1,920 to 1,800 F-p.m. check the operation of the two- speed supercharger hy setting the lever to HIGH, Boost should increase slightly when HIGH is engaged, Change hack to LOW and after a pause of 30 acconds Papert tek opeatiar Nors.—The lever must always be moved smartly snd without pause, firing, rr)PART M—HANDLING (iv) Open the uhzote to give uot mote than 20 inches Hg. boost and exercise and check the operation of the constant- speed propeller. () Open the throttle to the take-off position and check boost and rp.m, Check that the generator is charging. (vi) ‘Phrottle back to 30 inches hoast and test exch magneto in turn, Drop in r:p.m, should not exeved 90. theek list for take-off T—Trimming tabs Elevator: With flaps up 2-3 divi- sions tail heavy With flaps down 13 divisions tail heavy 3 M—Misture Mie Tand 1 RICE MM .. AUTO RICH Carburetor air intake. COLD P Propeller Spec control pushed fully in FoPud.. 0 /.) RIGHT or LET MAIN Noster pump ON F—Faps UP normally Fully DOWN for snort take-off run and for carrier take-off (see para, 38) Gills ~ OPEN percharger .. LOW leoolcrahatters OPEN ‘Talwhed—.. LOCKED 38. Takeoff {@) Taxy forward a few yards to straighten talwhec (i) There i a tendency to swing to the lft, but thi can be rudder, ‘The tal should be le during the take-of run. lisiance is 10°, but in view of the very severe trim changes ‘schen flape are rsised, and the mechanical interconnection hotween the flaps and undercarriage selector levers, the use of partial fap for take-off is not recommended. ‘The Jollowing technique kas been found satisfactory: agg PART L—HANDLING (a) Or normal aitfields take-off with flaps up. (8) For carrier operation or when the shorter take-off run is required, use full flap (leave the flaps sclector fever DOWN). Raise the Maps in stages above aoe fect, re trimming as necessary Nore—When the flaps selector lever is DOWN the uunderearriage cannot be raised until the locking lever is tripped. (6) IE partial fap is used for vake-off the Tape as well as the sinderearriage will he raised when the undercarriage selector lever is set to UP. To avoid this, set the laps sclector DOWN a3 soon as irhorne, set the undercarriage selector lever UP (ripping the locking lever), chen ours, the flaps lever to neutral, If this is done rapidly, only about 5” of flap will he lowered and there will be seareety any change of irim, The flaps can he raised in stages Tater (sco para, 14, and Hote that this technique does pot apply to moi aft). Ge) Deck tahe-of {u) The cheek list is the same as para. tailwlieel should be UNLOCKED, (2) Open up to take-olF power against the brakes except that (8) Catapnts take-off (provisional insteuetions) (2) ‘The observer shoud he in the entre cockpit position, (@) Trimming tabs +. Blevator: 4 div, Nose up Rudder: } div. Nose right Aileron: Neutral Control ealuran Neutral Fhps Folly down (6) Use headrest (2) Open up 10 take-off power and tighten fiction mut fully Climbing i) The speed for masimum rate of climb is 115 knows LAS, from sea level to 13,600 ft, therealter decreasing 2 knots per 1,000 ffi) @ « iy PART H—H: NDLING When changing from LOW w HIGH gear ensure: (a) That the mixture control is at RICH (Ms, I and 11 aircraft) or at AUTO-RICH (Mk. TIT aircraft) (@ That rpam. (© That the throttle is partially closed to prevent aver- boosting in HIGH gear. Nore.—The supercharger control lever must be moved smartly and without pause through its Fall travel. 1,700-1,800, General fying Pending modification of the exhaust system to reduce carhon monoxide contamination, doors and pancls in the rear cockpit must be kept closed and osygen used under resaninuaun sich mistave exuising comliions anid durin full power climbs. Stability Controts "The aireraft is stable nt normal loadings. “The controls are heavy at all speeds, Change of tim Undercarriage down Slightly nose heavy Flaps down... Very tail heavy Bomb doors oper ‘o change Dive Increasing til heaviness and a tendency to yaw to the right Before flying this aircraft, pilots should be aware of the following trim changes (2) Lowering flaps at a speed of 130 knots I.A.S, results in considerable tail heaviness, but as speed is reduced below roo knots this tail heaviness tends to disappear, therefore lover flaps between 110-100 knots and retzim, ‘The trim setting will then be approximately as for full flap take-off, (® When the engine is opened up with flaps down, as rhea going round again after a mislinding or a nererofh, sovere tail heaviness will normally occur, but if trimmed as suggested in (a) above, no appreciable change of trim seill be apparent. 22 PART IL (6) With the sircenft trimmed as in (a) severe nose hea fess results from raising the flaps after mislanding. Pilots must always he prepared to retrim quickly after operating the Baps. HANDLING (iv) On Mk. J and LI aircraft an automatic override in. the carburettor provides RICH mixture should the pilot f toadjust the misture contvel manually on opening up, 43. Stalling (@) As speed decreases, the elevator control beenmes noticeably heavier and becomes less and less effective. The stall occurs rather suddenly and without wari wing may drop, but there is no tendency torspin, sither (Gi) Stalling speeds, engine" off” in knots LAS, are Ac light Abmantsira. AE Full foud landing weight Toad ry yooh. #6,o00 Ib, 17,250 Ib. riage Flaps and unde ur 6 7 8 Flaps and undereneriage DOWN. 68 Intentional spinning is nor permitted. Should an une intentional spin oceur, norenal recavery action should applied immediately. 43. Diving Gj ‘The undercarriage may be lascered prior to the dive or at any speed up 9 200 knots LAS, i) The aircraft is very steady in the dive. ‘Phe controls very heavy. (il) Even if immed hands-off st combat power conditions prior to entr during the dive, Left rudder trim is also required. i will he necessary to retrim nase heavy Gx) If dive has been made with undercarriage down, it is inadvisable to retract thisat speeds of aver (45 ots 1.4.5. a8 full retraction will not be possible until the speed hes dropped to this figure.PART M—HANDLING (0) During prolonged glides and dives the engine speci should not be reduced below 1,900 rpm. owing to possible dropinoll presaure due to the nose-down attitude. 44. Slde-stipping COning to # reduction in control and a tendency to become tail heavy, the aircraft should not be side-slipped during the approach. 45+ Approach and Janding Do not use an intermediate flap setting at any time during the approach as the flaps ace likely to creep up quite ‘quickly if the selector lever is left in neutral. () Lower undercarriage, reduce speed to 110 knots and lock ‘open cockpit hood. U—Underearriage .. DOWN {cheek indicator and horn) M—Mixture: ‘Mks. Land 0 RICH Mk UL ., AUTO RICH Carburetor air intake OLD P Propeller jpeed control pushed! fally in F Fuel Cheek fuel Booster pump ON F—Fhps .. .. DOWN (luave selector DOWN) Supercharger | LOW Cowling gills |. CLOSED. Oil cooler shutters As requived ‘Tailwheel LOCKED Bomb daors SHUT Gi) Recommended speeds for the approach: Engine assisted £85 knots LAS, Glide 3» (ill) Deck landing () Cheek list as sub-para, (I) except: Deck arrester hook Lowered {check by attempting to pull ou manual control; this should fhot come out a Full stroke) Yailwhed.. 4. UNLOCKED 4 PARY T1-HANDLING (®) The eate of sink is easily controlled with throttle with no unreasonable change of trim, ‘Phe view ie youd with the sills closed. Recommended spced for the approach is, 78 knots LAS, 46. Mistonding If the trimming tabs have been set as recommended uring the approach (see para. got), there should he no difficulty in going round again after a mislanding or wave-of, i) Climb at a0 koots LAS. Raise undercarriage as soon a8 possible (locking lever must be tripped). When ahave 200 fort rine Hap in stages RE PREPARED. FOR NOSE HEAVINESS — RETRIM APTER EACH STAGE. 47 After landing (i) Before taxying raise the flaps, open the gills, switch OFF the booster pump and unlock dhe tidy feel Supereharger.—Before stopping the engine after the last flight of the day the supercharger clutch should te desladged by opening up (iF necessary) to not mare then 1,200 p.m, and engaging THIGH gear, runsing ie this gear for 30 seconds and then changing hack ta LOW i) Idle the engine at about 1,060 p.m. uniil eyliener tem perature falls below 190° C., then set the mixture control to the idle cut-off position, (iv) Park with bomb doors OPEN to allow any trapped fuel to eseape (¥) When the engine has stopped, switeh OFF the ignition and all electric (si) Oil dilution (Mk. TH] aiterafe only)sve AP. 2095. ‘The correet dilution period for this engine is 2 minutes at 1,900 Fpum,Ant Penniearion Pilot's Notes PART III OPERATING DATA 48. Engine data. Wright Double Cyclone R-2600-8. i) Fuel and oil: Fucl.-—100 octane, Oil. See appropriate Admiralty Fleet Order, or AP. youC37 (i) ‘The principal engine limitations are as follows: Binst ‘Temp. °C Ropom. ine. Cah Oi TAKEOFF SAIN. LIME LOW as80 CLIMBING LOW — ai00 i HIGH 3460 Low 1 NOUR. ences MTS oSUE eh UE WEAK LOW Nurs HGHt aco ah 20383 comma, TOW Yap ail eX SMINLimiT wigs 4 HE As 245°C. is permite fort howe on im O11. PRESSURE: MAXIMUM 9 tea. NORMAL Bos8s Iba. SUNIMUM FoR FLIGHT TB lbein MINIMUM FOR IDLING a5 Mein OM, TEMPERATURES: MINIMUM FOR TAKE-OPE 4G ‘DESIRED BOR CLIMB AND CRUISING se7eC OyLINDER ‘teMrERATURI MINIMUM FOR TAKE-OFE we ai MASIAIUM FOR STOPPING ENGINE, eC. Gil) Poel pressure: 6 10 7 Ib. sqin, 26 2380, n AND C—P.N. PART I11—OPERATING DATA 49. Engine data.—Wright Double Cyclone R-26e0~20, ) Puet and oil: Fuel.—300 octane. Oil See appropriate Adi AP. 1464 C.az. ‘iy The principal et jralty Fleet Order or ine limitations ar as Fltows Boost Tamp.-C. Ronm, inn He. Gy OH TAKE-OFF SMIN, LIMIT Low 20" 47+ CLIMBING LOW 2,400 404, PAR. LIMtr WiGH 240 445 7770 MAX, RICH LOW 2150 33 ag continuous Hie ai ae Low 208 4 hen eS comeat LOW 2.50047 55g S MIN. LIMIT HIGH 2600 a4 f 785 m0 rp nd 4 in, Hp host ae permite on aie fed wi 4G 10--GERD governors and propel fre ich settee et OIL PRESSURE MAXIMUM sae 90 tbs in MINIMUM FOR PLIGHT 2016), in MINIMUM FOR IDLING 25 tos in. OU. TEMPERATURES MIN, FOR TAKEOFF 0 CYL. TEMPERATURES MIN. FOR TAKE-OFT 10°C. MAX. FOR STOPPING ENGINL 199°C Gil) Poel pressure: 1-18 Ib, sqin. se. Position error corrections From 85 to 100 knots LA.S, subtract 10010220, 51. Flying limitations G) The airoraft je designed far manmncene appropri torpedo and glide bomber, Care must he taken to avotd imposing excessive loads when recovering from dives. Spinning and aerobatics are not permitted. knots, [Ee ee eee |AL Part u Para $1 tr aetyy PART I1I~OPERATING DATA Gi) Maximum down, are. living speeds, undercarriage up or locked All-up weight Knots LA.S. + 1400 Ib. or less. ne nsis H600018, ves ae 28s, a7ag0lb, te 360) (iii) ‘The aireraft is designed for the following limiting speeds Knots 1.A.S. Lowering undercarriage 200 Raising undercarriage .. 145 (fall zetraction cannot be completed at higher : speeds) + Lowering Maps. a0 = Opening bomb doore =. 35 Landing ight. che {y Masini gh ‘elevated ake“ and gale maneeuvres only Aittomms offing and seston lancngs 1) Camiage o pre of ae pein reste ames are permed only with 25 1, head RAP. 00 ti, head R.P. mist be fired before landing on. x 52. Maximum performance 17,3001. 10 Ih (i) Climb From sea level to 15,000 feet 11 knots LAS. i» 15,000 feet t0 20,000 feet... 105, 8» on Change to HIGH gear when boost has fallen to 31 inches in LOW geae, (i) Combat Change to HIGH gear when boost has fallen to 413 inches in LOW gear, 53. Maximum range (see curves, pages 30 0 32). G) Clind—Use maximum climbing power and speeds for ‘maximum rate of climb given in para. 2 (2). i) Crating (@) The recommended speed for maximum range is 140 knots at moderate load and 150 knots at full load. 8 ( PART 111—OPERATING DATA (#) Fly in* cruising fean "at ma: not exceeding 29! ins. Hy. (Mks, I and 1 aircraft) ot in | AUTO LEAN at maximum obtainable host not excecd- ins-Hg. (MK, ILL aircraft). Obtain the recom: menied speed by adjusting r.p.m., whi a8 1,400. h may be as love (0) If at tow altitudes the recommended speci is exeeeded at the lowest possible r.p.m., reduce baost accordingly (d) At high alkiuude do not engage HIGH gear unless the recommended specs! cannot be maintained in LOW ear at 3,100 e.p.ta, and full throttle Norr.—When flying at low r.p.m., check that the genera tor is charging. 5. Fuel capacities and consimptions ) Fuel toad wsing permanent tans only :, ¢ Timp. gal. U.S. pl i Contre main tank e147 Left main tank 93 Right main tank 93 ‘Yotal re ant Gi) Puel foads using auxiliary tanks 278 30]PART IL-OPRRATING DATA ; E (i) Rabo 8 vine: 5 ee ee ; DOW prac qate fo 3 f | | ° 1S 70 320 4 30 60. as . RANGE AT 5,000 FEET ieee ine | | TPAD q a ss tag | ag & Bw et se 3 e wine it — NS i | ieee ‘ (isan toa ae a | | | | | RECONNAISSANCE Se ee aes : worscias ALLAUP WEIGHT AT TAREOPF : (300 U.S. gal. fuel, crew 3) 13.800 Ib. e ENDURANCE AT 5000 FEET Maw WEIGHT — 2 Ourwurd jouracy 13,900 th 8 Homeward journey se 12,380 Ib 2 i, 3 ( i | ” a ee ee ee)PART II~OPERATING DATA TORPEDO ALL-UP WEIGHT AT TAKE-OFF (200 U.S. gal, fuel and Mk. 13 torpedo) 45,000 Ib. MEAN WEIGHT. Gurward res 14,800 Ib. Homeward (torpedo dropped) .. ago Ib Homeward (torpedo on) 2214160 Ib MEIGHT-—THOUSANDS OF FRET SEA-MILES. COVERED US. GALLONS ConsuMED ‘° oe SoMa Sauaer go eee Wa ah MINUTES PER US. GALLON PART LIT-OPERATING DATA RANGE AT S000 FEET wo 17080 2 ENDURANCE AT 5,000 FEET T3990 BO KWOTS—LAS.Ate Peouication 23808, » & ¢—P.N, Pilots Notes PART IV EMERGENCIES ‘35+ Undercarriage emergency operation Lf the undercarriage fails to loever normaly : (@ Leave undercarriage lever DOWN, turn handpump selector cock from GEN to LNDG. GEAR ONLY and ‘operate handpump. ‘The underearriage should lock dawn in 20 seconds Gi) Should this prove ineffective; Reduce speed to go knots [.A.8. and set undercarriage lever UP. Pull the EMERGENCY handle directly below ‘the undercarriage lever fully out and turn it 43° clockwise 10 lock. This will release the mechanical uplocks and the undercarriage and tilwheel will lower by gravity aided by springs in the jacks, Rock aircraft laterally to ensire ‘unclerearriage is locked down and cheek this by indicator and horn. Norg—the EMERGENCY handle will release the undercarriage irrespective of the position of dhe selector lever but it is recommeniled that the lever should be set to UP ss this may relieve the load on the locking pins and allovr easier operation of the handle, 456. Flaps emergency operation Tf the flaps do aot lower normally, leave the selector lever DOWN, set the handgmmp selector cock to WING. FLAPS ONLY and operate the handpurap. 37. Emergency bomb release (i) Open the bomb doors. IF it is necessary to use the emer- ‘gency system, leave the bomb doors selector at OPEN set the handpump sctector cock to BOMB DOORS and ‘operate handpump, 4 PART If EMERGENCIES (ii) Pull emergency bomb release handle (6, ‘Nore.—Operation (ii) will release the bombs, torpedo or omb-bay drop tank, 58. Deck arrester hook emergency control.—The handle (30) befow the instrument panel will lower the hhook only. Pall handle fully out (about ro in.) and release it; repeat approximately five times. IF the deck arrester hook is fully down the handle eannot he pulled through complete stroke, 59. Emergency exits. ‘The left-hand side panel of the eock- pit hood is fted with a red release lever at the forward edge. Pull lever inboard and push panel out to jettison, Other exits are: (2) Hood of second cockpit () Panel on port side of rurret (6) Entrance door cn starboard side of rear compartment. All the above can he jettisoned. 60. Fire-extiaguishors. Two hand supplied: one ia the pilot's cockpit and one in the rear fuselage. 61, Dinghy and ditehing (sce A.P. 2095) (@ ‘The dinghy is stowed in a compartment aft of the rear cockpit and is accessible from either side of the fuselage, ‘There i no automatic inflation or release. (i) No practical experience of ditching is yet available, but seale model texis indicate that: (@) The bomb-bay load should be jettisoned if there is sufficient height for the bomb doors to be closed ageia. @) The bomb doors should be CLOSED. (0) The undercarriage ehould be UP, (d) ‘The aps should be lowered fully to reduce the touch down speed as much as possible (See pars. r4). (0 Bath ses of hood shouldbe lacked open and the rear oor elosed ee ee ee |ie PART 1V-EMERGENCIES (/) The observer should be in the centre cockpit. (g) The engine, if available, should be used to ensure a ouchlown in a tail down attitude at as low a forward speed as possible, (#) Ditching should be along the swell, or into wind ifthe swell i mnt steep, Incendiary bomb Lay bomb inside filling panel on the port side of fuselage above root of main plane, Open the adjacent filling eap of the port main tank. No spike is required. 36PANEL -linder head temperature gauge 2. Propeller control 3. Ignition switch 4 Oil cooler shutters control §. Carburetor air-intake control 6. Emergency bomb release 7. Bomb doors warning light 8 Boost gauge 9. Engine-speed indicator 12. Mtoe inior 11. Altimeter x2. Tarn and bank indicator 13. Directional gyro Uh. Rate of climb indicator 15. Artificial horizon 76. Radio altimeter indicator lights x, Radio altimeter limit switch x t Radio altimeter Fuel pressure, oil temperature and pressure gauge 20. Fuel gauge selector 25. Cockpit heat control Buel cock control 27. De-icer control 28. Tomb doors levee 29. Fuel strainer drain control 30. Arrestor hook manual control 31, Gills control 32. Flaps and undercarriage indicators 33. Undercarriage emergency release 34. Flaps lever 35. Flaps and undercarriage interconneetion 36, Undercarriage lever Air temperature gauge 3S. Undercarriage locking lever@) Ga) | COCKPIT — PORT SIDE Key to Fig. 2 cocKPIT— PORT SIDE, 39. Tailwheel lock 40. Booster pump switch, gt. Rudder trimming, tab control 42: Engine control 43. ¢ 44 Elevator trimening tab controt pasa 45. Arrester hook switch, 46. Ciretit re-set buttonRoy to Fig. 3 cocKpiT— STARBOARD SIDE 47. Electrical panel 48. Fluorescent lighting, 49. Radio controls 450. Signal cartridges stowage 51. Hydraulic pressure gauges 52. Hydraulic handpump. COCKPIT-STARBOARD SIDE