RESTRICTED Ain MINISTRY August, 1959 VENOM EB. 4 ; Nore—l. = esate List also covers the following modification:— 2. When a manuscript amendment is made, endorse the adjacent margin “ A.L2.” 3, When the Amendment List is fully incorporated:— (a) Affix this sheet to the inside front cover of the Notes. (b) Certify its incorporation on Page 1 of the Notes. AMENDMENT 32.(c), G3) | Amend by gummed tte bocce ‘Amend by gummed sli 58(@) | Add at ends it COLD Pay open the louvre.” RESTRICTED {G0 16983) Wt, 8258-2170 800 9/59 H&S, Lud, Go, 387RESTRICTED NOTES TO USERS These Notes are complementary to A.P.129 (6th Edition), Flying, and it is assumed that all concerned have a thorough knowledge of the chapters which are relevant to the operation of this type of aircraft. Additional copies may be obtained by the St Officer by ap) 0 qui to Command Headquarters for onward” trai A.P.F.S. (see A.P.113A). The number of this publication must be quoted in full A.P.433SD—P.N. (2nd Edition). ‘Comments and suggestions should be forwarded to the Officer Commanding, Handling Squadron, Royal Air Force, Bos- combe Down, Wilts. AMENDMENTS Amendment lists will be issued as necessary and will be gummed for affixing to the inside front cover of these Notes, Each amendment list will, where applicable, be accompanied by summed slips for sticking in the appropriate places in the texi. neorporation of an amendment list must be certified by inserting the date of incorporation and initials below. AL. INITIALS DATE INITIALS DATE ~ eb She 4 > ww Pf bo SE Nee RESTRICTED VENOM F.B.4 LIST OF ASSOCIATED PUBLICATIONS Aircraft hydraulic equipment—Lockheed Aircraft pneumatic equipment—Hymatic Aircraft pressurising and air condit equipment an Aircraft rocket installations, ammunition (R.A.F.) Air pump units .. Cine-cameras and accessories Electrical equipment manual... Engine—Ghost Mk. 10300 se Ejection seats and escape equipment Hispano 20mm. guns... Instrument manual Miscellaneous power cartridges Powered flying control units and equipment— Lockheed e R.AF. engi Starting systems for aero-engines 10-channel V.H.F. airborne equipment AP. 1803B 4303C 4340 2802A, 1519 1355D 1095A to C 4320 4288 1641F 1275 series 1661F 40024 1464D, 1181 2538HAFB MK4MAIN SERVICE system, ic system Aileron feel and trim OTHER AIRCRAFT CONTROLS tor and rudder controls g controls locking gear Airbrakes . Wheel brakes Flight instruments Access to cockpit a Ejection seat Mk. 2F Hood operation Cockpit lighting system and pressure-breathing eaqupment oxygen Cockpit air conditioning Windscreen de-icing .. Anti-G equipment Emergency equipment External lighting SIGNALS EQUIPMENT Wireless installation .. ARMAMENT EQUIPMENT AND CONTROLS Guns Gunsight Cameras 2 we eo R.P. and bombs =e Light series bomb carrier om Si Bomb jettisoning ote an —— Para, B 14 15 16 17 18 19 20 21 26 27 28 29. 30 31 32 33 34. 36 38 39. 40 41 42 4B PART II—LIMITATIONS Engine limitations—Ghost Mk. 103 Flying limitations .. Para, 44 45 PART III—MANAGEMENT OF SYSTEMS AND USE OF EQUIPMENT Management of the fuel system Engine handl Management of the pressurising and demisting systems Management of the powered ailerons a Management of the electrical system Use of ejection equipment PART IV—HANDLING STARTING, TAXYING AND TAKE-OFF External checks 5 Cockpit and pre-start checks: Starting the engine Checks after sta Taxying Checks before take-off Take-off 1g * % HANDLING IN FLIGHT Climbing Spinning High speed flying Aerobatics Circuit procedure we Landing : ‘1 Landing with one full tip tank Instrument approach Flapless landing Checks after landing Shut-down procedure 70 1 RD B 74 5FLYING IN MANUAL manual Reselecting power PART V—TARGET TOWING Introduction Controls Performance Normal handi Emergency hai system failure Tectrical failure. Loss of cockpit pressure at hi Hood jettisoning = Drop tank and bomb jettisoning Forced landing Abandoning the aircraft Dit ‘altitudes PART VII—OPERATING DATA Loading and C.G, data Pressure error corrections ‘Take-off distances Fuel consumptions Plight planning data PART VIIL—ILLUSTRATIONS Cockpit—Port side Forward view Starboard side Para. RESTRICTED A.P.4335D—P.N. 7 Pilot’s Notes 8 | PARTI p | | DESCRIPTIVE 80 | Nore.—Throughout this publication the following conventions apply:— a | (a) Words in capital letters indicate the actual mark- 3 | ings on the controls concerned. . 84 (b) The numbers quoted in brackets after items in the text refer to the illustrations in Part VIT 85 1. Introduction Be ‘The Venom F.B.4 is a single-seat fighter-bomber powered 88 by a Ghost Mk. 103 turbo-jet. It is equipped with Mk. 2F pilot ejection seat and power-operated ailerons. The cock- e pit is pressurised and there are four 20 mm. guns, two on, a each side of the nose. Provision is made for the carriage of 2 bombs and R.P.s u FUEL SYSTEM 95 _ — Pes 22. Tanks ci (a) Nine internal fuel tanks are fitted, one in the fuselage and four in each wing. A drop tank can be attached to each 96 wing tip. Provision is also made for fitting two jettisonable 07 80-galion pylon tanks. The estimated tank capacities are 08 | as follows: — 9 bb. 100 AVTUR Gallons (8 Ib./gall) Fuselage tank . 92 736 | Wing tanks: Fig. | pre-Mod. 983 241 1 post-Mod. 983... 236 2 Wing-tip drop tanks 156 3 Pylon drop tanks . 160 Total 649 pre-Mod. 983 5,192 644 post-Mod. 983 5,152PART I—DESCRIPTIVE SUPPLY FROM OROP TANK SYSTEM IsoCaTinc. VALVE py neon He.cock TO BURNERS MAIN FUEL SYSTEM PART I— DESCRIPTIVE PRESSURE AIR FROM bieruser CASING. FUEL TRANSFER PRESSURE WARNING To FUSELAGE TANK. way cock THUS Couanment oF wie ri | PYLON TANK SET BEFORE. FLIGHT. FUEL FLOW WITH PYLON TANKS FITTED. 10 WING TIP sysTem SETTING OF 4 WaY cock ON AIRCRAFT wiTHOUT WHEN PYLON TANKS NOT CARRIED PROVISION FOR PYLON TANKS. @ way cock Nor FiTTEO) WING AND PYLON TANK FUEL SYSTEM. ul(b) © @ a) (b) © (@) PART I— DESCRIPTIVE Al the internal tanks are pressure-vented to atmosphere via a common outlet. The drop tanks are pressurised, to enable fuel to be transferred by air pressure. Collector box The eollector box in the base of the fuselage tank contains enough fuel to keep the engine running up to the limit of 10 seconds under negative loading, or when flying attitudes near the vertical Unusable fuel Between 10 and 28 gallons of fuel are unusable, depending on the aircraft attitude, the amount increasing as the air- craft tail-down attitude is increased, Pylon and The pylon tanks cannot be used unless the wing-tip tanks are fitted, as fuel transfer is via the tip tanks. Wing-tip tanks may be used, irrespective of the fiting of pylon tanks. Four-way valves in the wings are set before flight for the carriage of either pylon and wing-tip tanks, or tip tanks only. Contents gauge A Pacitor type fuel contents gauge (34) at the top right- hand side of the instrument panel gives the combined contents of all the internal tanks. There is no gauge for the wing-tip or pylon tanks. Mod. 451 introduces a mass-unit gauge, giving the con- tents of the internal tanks in pounds, This type of gauge is more accurate than one calibrated in gallons, The accuracy of the fuel gauge varies considerably in flight and from aircraft to aireraft. The gauge is sensitive to aireraft attitude and fuel state. When descending rapidly from high altitudes it under-reads considerably but re~ adjusts itself shortly after resuming level flight. In addition, the gauge generally tends to under-read. ‘Transfer system and indicators The engine is fed with fuel from the collector box in the bottom of the fuselage tank and the fuel from the internal wing tanks is fed by gravity to the collector box. The fuel from the wing-tip and pylon drop tanks 12 (o) © (a) (b) © PART I— DESCRIPTIVE sferred to the fuselage tank by air pressure from the ie. Transfer is via the tip tanks front compart bea es place before fuel is used from the internal tanks, It starts when approximately 15 gallons (120 Ib) Wve near the top of the tank. the tip tanks rear compartments empty first, then the pylon tanks (if fitted) and finally the tip tanks front compartments. Two magnetic indicators (36) are at the top of the right- hand instrument panel, beside the fuel contents gauge. ‘They show black when transfer from the wing-tip tanks is taking place, or when no electrical supply is available, and white when transfer is not taking place. There is no posi- tive indication that fuel is actually transferring to the tip tanks from the pylon tanks but this can be judged by the time taken before fuel stops transferring from the tip tanks. When the level in the fuselage tank has fallen sufficiently, 30-40 gallons remaining (240-320 Ib.), transfer starts from the internal wing tanks, by gt Feed to the engine There is a booster pump in the collector box whi fuel through the L.P. cock to two engine-driven HP. pumps, which supply fuel to the engine. If the booster pump fails, fuel is delivered to the H.P. pumps by means of a gravity by-pass. A warning light (25) comes on if the very pressure falls below 14 Ib,/sq. in. Norma when the pump is on, the warning light should go out. The ht will be on at all times when the pump is off and tri available dl From the H.P. pumps, fuel is delivered to an H.P. cock and a throttle valve. When the H.P. cock is opened, fuel will flow at the rate determined by the B.P.C., through the throttle valve to a fuel flow distributor, and thence to ea burner. The rate of flow set by the B.P.C. will be dependent upon the po: f the throttle, the altitude and the ram pressure at the air intak When the throttle is opened or closed, an acceleration control unit (A.C.U,) temporarily overrides the B.P.C. and ensures the correct delivery.(d) © @ (b) i) PART I—DESCRIPTIVE Both the B.P.C. and A.C.U. control the delivery of fuel to the engine by varying the output of the H.P. pumps, through a servo mechanism. The two engine-driven H.P. pumps have interconnected servo mechanisms and are thus capable of operating in harmony and together satisfy the fuel requirements of the engine. Should one pump fail, the output of the other is sufficient to supply the fuel required by the engine under all conditions. The B.P.C. and the A.C.U, are linked to both pumps, which differ from each other only in respect, of a solenoid-operated isolating valve incorporated in the front pump. An overspeed governor is incorporated in each pump. Controls LP. pup isolating y intended as a means of restoring power in flight in the event of a sudden drop in engine r.p.m., caused by failure of the servo system er H.P, pump. It must also be used as a safe- guard against failure during take-off (see para. 47). The valve is controlled by a switch (55) marked FUEL PUMP EMERGENCY, on the clectrical manel. On later aircraft the switch is repositioned on instrument panel, beside the aileron power selec- tor (20). When it is ON, the valve isolates the front pump from the fuel pump servo system, the B.P.C. and the A.C.U. but the rear pump remains under the control of the B.P.C. and A.C.U. In these cireum- stances, provided that a failure has not occurred, the front pump will be operating at full stroke, controlled by the pump overspeed governor, pump will be operating at reduced stroke. Booster pump switch The booster pump is controlled by a switch (54), marked FUEL PUMP SWITCH, on the electrical panel. LP. cock lever The L.P. cock lever (13) is on the underside of the engine control box and is marked FUEL OFF (down and ait) and FUEL ON (forward and up). The L.P. cock should be closed in the event of engine fire but must not be used to stop the engine, except in an emergency, as the H.P. pumps will be damaged and the fuel system aerated 14 @ te) PART I—DESCRIPTIVE HP. fuel cock lever The H.P. fuel cock lever (7) is mounted outboard of the throttle lever and is marked OPEN (forward) and SHUT (aft). When in the OPEN position it allows fuel to flow from the engine-driven pumps to the burners. It should normally be used to stop the engine. On later aircraft, this, lever is positioned inboard of the throttle lever and incor- porates a pushbutton for relighting the engine in flight. On carly aircraft, relighting is carried out by a separate switch on the left-hand instrument panel (see para. 10). Fuel tank jettisoning The wing-tip tanks may be jettisoned electrically, by pressing the rear button (9) on the inboard face of the throttle box. They can also be jettisoned mechanically by pulling back the lever (65) on the right of the seat. The pylon tanks are jettisoned by the forward button (9) or by the lever (17) on the left of the seat. ENGINE CONTROLS AND SYSTEMS, fa) Throttle control The throttle lever (10), which moves in a quadrant marked SHUT-THROTTLE-OPEN, is in the throttle box on the port side of the cockpit. The lever incorporates a V.H.F. press-to-transmit button. A friction damper control is on the inboard side of the box and is rotated clockwise to tighten. Engine starting system ‘The engine is started by a cartridge system. The engine starter master switch (50) on the electrical panel must be ON to energise the firing and ignition circuits. The cart- ridge is fired by pressing in the button (37), on the right of the instrument panel; the button is then held in electro- magnetically for 20 seconds and, during this time, the high energy ignition system is in operation. The delay prevents a second cartridge being fired too soon after @ misfire. During a normal start, the turbo-starter brings the engine up to approximately 1,500 r.p.m., by which time a ight-up should have occurred and the engine should con- tinue to accelerate to the normal idling speed of 3,000 rpm 15(b) fa) () i. fa) ) PART I—DESCRIPTIVE The starter system contains two cartridges; the second one is auto-selected as the starter button resets. Four spare cartridges may be stowed in the flap compartment. Relighting control On early aircraft, engine relighting in flight is by a rotary ignition time switch (19) on the left of the instrument panel. When switched ON, current is supplied to the high energy condenser units, which in turn supply the sparks for relighting. A clockwork mechanism in the switch returns the dial pointer from the fully ON position to the OFF position in 20 seconds and cuts off the supply of current to the condensers. On later aircraft, a relighting pushbutton is incorporated in the end of the H.P. cock lever. It should be pressed to energise the igniter plugs when relighting in flight and may be used as an audible check that the H.E. ignition functioning before starting up. The relight system wi operate irrespective of the position of the engine starter master switch. Oil system Oil is carried in the engine sump, the capacity of which is pints, In addition, three pints of oil circulate in the system. An oil temperature gauge is on the left of the instrument pan Engine fire-warning light and extinguishers ire warning AA fire-warning light (31) is on the right of the G.G.S. The flame switches are of the resetting type; if the fire has been extinguished the light will go out. Fire extinguishers NoTE.—No crash-operated inertia switch is fitted. ‘Two fire-extinguisher bottles are carried, on each flap shroud, and are operated by pressing the pushbutton on the electrical panel, provided that electrical power is available. The contents of the bottles are discharged through spray nozzles on the engine diffuser casing. The cockpit pressure control must be OFF before the extinguishers are 16 PART I~ DESCRIPTIVE operated. Below generator cut-in speed, electrical supply is available from the batteries, provided that the battery ig switch is on. Above generator cut-in speed, the extinguishers can be operated irrespective of the setting of the battery isolating switch. When Mod. 921 is embodied, the extinguishers are wired direct to the batteries. 12. Engine instruments The following engin struments are provided : R.p.m. indicator gauge temperature gauge MAIN SERVICES 13, Electrical (a) D.C. suppl (@ Two 1,400 watt (28-volt) engine-driven generators supply the aircraft electrical system and charge the aircraft batteries. stem Gi) Two generator failure warning lights (47), on the electrical panel, come on whenever their respective generators are not supplying power. Two generator isolating switches and two field circuit breakers (at 61) re on the electrical panel. Provision is made for ground-testing each generator by ammeter and volt- meter sockets, (b) Batteries control (i) A guarded battery iso! tch (48) is on the elec jon, the switch isolates ircraft batteries from all electrical services; the generators will, however, still supply the services if the engine r.p.m. are sul y high. The electrical services may be ground-tested with an external battery connected to the three-pin plug on the starboard side of the fuselage. With the battery plugged in, the aircraft batteries are automatically olated.(b) 15, @) (b) PART I—DESCRIPTIVE € two emergency batteries, one (2.4 volt) for the emergency lighting and one (24 volt) for the standby V.H.P. and the turn and slip indicator. The endurance of the former is approximately one hour and of the latter, 20-30 minutes. (iii) There AC. supply ) A.C. for the Mk. 4F compass and the a zon is supplied by a type 100A inverter in the forward gun bay. The A.C. supply is controlled by compass switch (51), on the electrical at the rear of the cockpit. There is no standby inverter but Mod. 478 introduces a torque switch, If the inverter overspeeds, the torque switch opens, breaking the D.C. supply’ to the in- verter; at the same time a warning light, on the right of the instrument panel, comes on, Pneumatic system An engine-driven compressor charges an air bottle to 2 pressure of 450 Ib./sq. in, From the bottle, the pneumati supply passes through reducing valves to the wheel brakes relay valve and the anti-G system, The main supply pressure and the pressure at each wheel brake (150 Ib./sq. in.) are shown on a triple-pressure gauge (39) on the right of the instrument panel Hydraulic system ‘An engine-driven pump provi tion of the follow Undercarriage laps Airbrakes Powered ailerons jes pressure for the opera- Two accumulators are fitted. No. | (main) accumulator will serve any selected system but, in emergency, provides sufficient pressure only for the immediate one-way oper: on of the flaps and undercarriag se the pressure will be fed to the powered serves the aileron power circuit only and should provide sullicient immediate reserve for three full aileron rever if the hydraul PART I~DESCRIPTIVE RETURN. F0H ALU SeRMcES. EWcINE VEN RESERVOIR ACCUMULATOR ACCUMULATOR PoveatD ALLERONS. PaCSSURE Sich MANUALLY” OPeRareo BY-PASS VALVE KEY SRE verve mesic af Mana a8 (Es OPERATED MMMM FLIGHT BY MAIN OF MaND?UmP PRESSURE (Gao Use ony) SIMPLIFIED HYDRAULIC SYSTEM DIAGRAMPART I—DESCRIPTIVE component seepage, the pate in a short time, ev: tors. (©) If either the engine or a handpump (15) on the le seat, on the floor, ‘operate the undercarriage or flaps, at a reduced rate. The handpump will not operate the airbrakes o nor ground, when a manually-oper rough a door on the port side can be opened. For full details of emergency op see para. 88. (d) There are two types o} operated by lack of pressure sumulator pressure w' failure, one rning of hydraul id the other by ‘on. A flow switch is incorporated downstream of the hydraulic pump and, when lack of flow in the main hydrau- lie system occurs, it causes an audio warning to sound in the earphones and, at the same time, illuminates the red ht previously mentioned. The warning may be silenced the electrical pan POWERED AILERONS AND CONTROLS he ailerons are power-operated by oil sup) pressure from the aircraft hydraulic system. A booster of the servodyne type, consisting of an onjoff valve, a control valve, a jack body ted close to (b) (i) When hy ‘lected on, hen passed to the ram side of the piston head (ice. the left side, in the sketch) fluid on the cylinder side (i.e. the right) is isolated. The jack is thus locked hydraulically. 20 PART I—DESCRIPTIVE ON/OFF setectoa met enue BEE eae Iwanuar sevectep “POWER SELECTED ON/OFF seuecron —PoweR ON/OFF SELECTOR POWER wore vase ove L ON/OFF seiecTon ~ power, Power’ seecTen jt, “owen” sevecrep the control valve is moved inwards, pressure fluid passes to both the ram and the cylinder sides of the piston head. Since the effective area of the cylinder side of the piston head is twice that of the ram side, the jack extends with an effort equivalent to the difference in pressure, When the control valve is moved outwards, cylinder side of the piston head is connected to ex! ind the ram side is connected to pressure, The jack 21«c) 17. fa) (b) 18, (a) (b) PART I— DESCRIPTIVE then retracts with an effort equi effort. lent to extension If hydraulic pressure falls or is selected off, the spring the onjoff valve overcomes the hydraulic pressure and ex- hausts both sides of the jack piston on the return lines to the reservoir. In manual, control surface movements are achieved by the control column pushing the control valve against its stop and then pushing manually the jack body to obtain control surface movement. The controls heavier in manual because of (i) the artificial feel spring and (ii) the necessity to move the jack and aileron manually Controls and indicators ‘The aileron power system is controlled by a selector valve (20) on the lower left of the instrument panel. To select POWER, pull out the control and turn left to lock. To select MANUAL, push in the control, turn right to lock. Failure of the system hydraulic pressure is shown by a red light (11) beside the selector valve, which comes on if hydraulic pressure in the system falls appreciably below normal. In addition, failure of one or both hydrauli pumps is indicated by the audio warning. The aileron power hydraulic accumulator provides sufficient reserve for a limited number of aileron movements before becom- ing exhausted. Aileron feel and trim Spring fee! The piston rod of the servodyne unit is anchored to the aircraft structure and all. ai resisted entirely by hydraulic jack effort. No air load is fed back to the control c To provide a measure of control feel, a plain spring is fitted in the control circui which gives an artificial stick force proportional to stick deflection but not to airspeed. Rotation of the spring-feel strut (66) applies trim when the ailerons are in power. Trim tabs Each aileron has a servo-tab which operates during power operation to relieve loads on the booster jacks. When hydraulic pressure falls or is selected off, a pressure-switch operates to enable the ailerons to be trimmed by means of PART I—DESCRIPTIVE an actuator connected to the port servo-tab. The spring- loaded trim switch (8) is on the port shelf, A warning :ht (26), on the port instrument panel, lights up when the port aileron that MANUAL is selected. The tab 7 the light out before power is engaged. A for the trim cireuit is on the port wall reuit breaker (4) OTHER AIRCRAFT CONTROLS 19, Elevator and rudder controls (a) Elevator The elevator is manually operated and has a servo-tab to assist the pilot and a trimming tab controlled by the hand- Wheel (12) on the engine control box. The trim indicator is on the rear face of the box. (b) Rudder Each rudder has a ground adjustable anti-balance tab. The rudder pedals can be adjusted to suit the pilot's leg length by lifting them and then sliding them forward or aft into the required slot 20. Flying controls locking gear (a) Internal (see diagram overleaf) The flying controls are locked with a cable harness. The spigot of the handle clamp is inserted into the bracket at the base of the gunsight bracket and the clamp body is bolted round the handgrip. ‘The small hooks on the cable harness clip into eyebolts on the bulkhead, situated about elbow height each side of the seat. The longer hooks clip on the rudder pedal brackets. Tension adjustment is made by sliding the lock- ing clamp along the harness, The gear is stowed (2) behind the pilot's seat. (6) External Clamping blocks are provided for the ailerons. 23PART I—DESCRIPTIVE Besa SS HARNESS TENSIONTNG CLAMP RUDDER BRACKET FLYING CONTROLS LOCKING GEAR 21. Undercarriage (a) Normal operation ‘The undercarriage selector (18) is the longest of three levers extending from the rear face of the engine controls box and has two positions, UP and DOWN. A lever must be h before When the wheels are on the gt the DOWN position by a solenoid-operated plunger, pro vided that the lever is filly down and the safety catch engaged 24 (b) © (d) (a) PART I—DESCRIPTIVE Position indicator A standard undercarriage position indicator (21) is on the bottom lefi-hand side of the instrument panel. Indications are: Undercarriage locked up No lights. Undercarriage unlocked ‘Three red Underearriage locked down Three green A red light (29), above the instrument panel, comes on only ifany of the three wheels are locked up and the throttle is less than a quarter open. The light is exting. all the wheels start to come down. Emergency operation If the engine-driven hydraulic pump fails and accumulator pressure is exhausted, the handpump to the left of the lower the undercarriage. Imme- is suspected, set the flap select: to avoid possible dumping of hydraulic fluid. Up to 115 strokes may be necessary to lower the undercarriage fully and lock it down. Undercarriage emergency override The undercarriage can be retracted in emergency, when the aircraft is on the ground, by first operating the guarded itch (5) on the port wall aft of the throttle box and then using the normal undercarriage selector. Note.—Safety locks, each with a red flag, may be inserted in the radius rods of the main underca Stowage board gun-bay door. This stowage is deleted by Mod. 965. Flaps Normal operation The flaps selector lever (16) is on the rear face of the engine control box. There are three positions on the selector lever quadrant, UP-NEUTRAL-DOWN. Any degree of flap movement may be obtained by selecting and then returning. to neutral after the required position is reached. The lever should be returned to neutral after the flaps are fully down, if it is necessary in emergency to conserve accumulator pressure, but may be left on when they are up.(b) (c) (b) PART [—DESCRIPTIVE Position indicator ‘There is a flaps position indicator (23 of the instrument panel. It is connected to the right-hand flap only and may give a false reading for intermediate flap settings on the ground. When the flaps are under air load, the indication is correct. d side Emergency operation If the engine-driven pump fails and the accumulator is exhausted, the flaps may be operated by the handpump after normal selecti |. Airbrakes Normal operation ‘The airbrakes are operated by a lever (14) extending from the top of the engine control box. No intermediate settings are available. Emergency operation The airbrakes cannot be operated in flight by the hand- pump. Wheel brakes The pneumatically-operated wheel brakes are controlled by a lever (incorporating a parking catch) on the control column and differential braking is controlled by use of the rudder bar. The available pressure in the system and at each wheel brake is indicated on the triple-pressure gauge 39). ‘The ressure at each wheel brake is 150 Ib./sq. Flight instruments Mk. 4F compass and artificial horizon The A.C. supply to the Mk. 4F compass and art on the electrical panel and a circuit breaker (62) at the reat of the cockpit on the starboard side, A test panel (63) for the compass is at the rear on the starboard side. There no standby rrument panel, Js (see para. B3 ce: PART J—DESCRIPTIVE (b) Turn and slip indicator ‘The electrical supply to the turn and dicator is fed through two fuses, connected in parallel and through a relay. If the normal supply fuse fails under operating conditions, the supply will be routed through the alterna- tive fuse. Post-Mod. 409, the turn and slip can also be supplied from an emergency battery, the supply being controlled by the standby V.HLF. ganged switches. (c) Pressure-operated instruments ‘A combined pressure head on top of the port tailfin sup- plies pressure for the A.S.I., V.S.L., altimeter and mach- meter. The pressure head is electrically heated, current for the heater being controlled by a switch (at 49) on the electrical panel (4) £.24 standby compass An_E.2A standby compass (32) is on the right of the GGSs. (©) Accelerometer An accelerometer (33) is outboard of the E.2A compass. GENERAL EQUIPMENT AND CONTROLS. 26. Entrance to cockpit A spring-loaded retractable footstep is located on the port side of the fuselage. The footstep may be pulled out after first depressing the end fairing and is held out by means of a spring-loaded catch. When the weight of the body is on the step, the catch is depressed and when the weight removed the step should spring to the closed positior not possible to operate the step from i 27. Bjection seat Mk. 2F (a) A Mk. 2F pilot ejection seat is fitted, incorpor ZF harness, headrest, footrests, parachute container and a seat well for the dinghy and emergency oxygen supply. (b) The height of the seat may be adjusted by a lever on the starboard side of the seat; the harness release is also on the starboard side. ()_ The ejection gun is fired by pulling the handle above the headrest, 21PART I—DESCRIPTIVE BAROSTATIC TIME- ReLease unit S+———FininG HaNoLe. SAFETY PIN AND DISC HEADREST alate Gicn soe) Socker, ‘AND Disc RELEASE UNIT STATIC: LINE STOWAGE MKe 2F SAFETY HARNESS PARACHUTE, OXYGEN TUBE K DINGHY PACK Harness mes RELEASE MANUAL Leven PARACHUTE fiPCORO SEAT RAISING BRING Lever —~ MANUAL DINGHY PACK OVERRIDE LANYARD EMERGENCY OXYGEN BOTTLE. EJECTION SEAT MK.2F 28 (a) (eo) wy (b) © (a) (e) PART I~ DESCRIPTIVE All leads incorporate quick releases, matically broken on ejection. h are auto- at heights of 10,000 ft. and below, a baro- automatic time cycle to start. After five Mod. 205) the safety harness is ig handle and headrest ‘on attached to the seat drogue then pitches the After ejectio stat his parachute. ‘A manual override D-ring is fitted over the rip-cord D- ring and should be operated to isolate the automatic device if the system has failed Mod. 792 introduces leg-restraining cords. Hood operation ing hood may be opened or closed by means of the ing handle (53) on the cockpit starboard wall; the handle must first be pulled out, then rotated in the natur: sense, A plunger incorporated in the spring-loaded hand! permits the hood to be locked in any desired position. When opening the hood from inside, the initial movement ing handle will partially turn off the hood seal to remind the wat this lever must be turned off before opening the Mod. 437 introduces a lanyard beside the handle. This lan- yard should always be attached during flight. (See sub- para. (f) below.) Mod. 447 modifies the handle, which no longer has to be pulled out before turning. Instead, the locking plunger is released by pressing a pushbutton in the end of the handle. Mod. 929 introduces a shroud over the handle and push- n during flight, Operation from outside is effected by first pressing and hold- the button marked PRESS TO SLIDE CANOPY, ¢ just below the canopy rai od is then free to sh ther direction. The hood cannot be operated exter he seal cock is ON, or if the lanyard is attached to the handle. 29) (@ 29. fa) (b) 30. (a) (b) PART I—DESCRIPTIVE Jettisoning the hood Unless Mods. 1042, 1043 are embodied, the overlapping demisting pipes cause a lock, preventing satisfactory jetti: soning, unless the hood is first opened one inch. It ist fore essential that, before jettisoning, the lanyard should be attached to the winding handle and the hood moved back to the posed by the lanyard (one inch). The hood is then jettisoned by pulling inwards the lever (14) on the cockpit starboard wi ‘The hood may be jettisoned from outside by opening the starboard ammunition door above the engine intake and pulling the red-painted jettison cable inside. Cockpit lighting There are three red floodiamps and four U/V lamps at various places in the cockpit. The master and dimmer switches are all on the port wall. Post-Mod. 328, three further red floodlamps are installed. There is a single amber emergency lamp above the instru ment panel, which is controlled by a switch (6) on the port wall, The lamp is supplied by a battery independent of the main services. Oxygen system and pressure-breathing equipment ‘Oxygen is carried in two cylinders stowed behind the pilot’s seat. The high pressure supply is taken to a Mk. 16A regulator (41) on the starboard side of the instrument panel. The low pressure supply is taken from the regulator to a selector valve (64), marked P.B. and ECON., behind the pilot’s seat on the starboard side. From the selector valve, oxygen is directed either to the pressure-breathing waistcoat and the pilot's type J oxygen mask (when pressure-breathing equipment is in use) or to the econo- miser and then to the type H_mask, via a flexible tube, depending on the position of the selector valve. With pressure-breathing equipment When the pressure-breathing waistcoat and type J mask are used, the selector valve must be wired in the P.B. posi- tion, The flow selector lever on the regulator sl used in the normal way to vary the flow accor cockpit altitude. 30 © Bly (a) Cockpit pressurising, PART I—DESCRIPTIVE Without pressure-breathing equipment When the type H mask is used, the selector valve must be breathing equi valve in the ECON. po: vays be used when wearing an He-type mask. The use of presst 1g equipment the replacement of the Mk. 1 quick- release socket in the pilot's supply tube by a Mk, 3 quick-release plug. The changeover from ECON. to P.B. cannot therefore be made flight. Emergency oxygen An oxygen supply is incorporated in the dinghy pack. On ejection, the main oxygen service is broken at the quick- release plug, while a cable anchor by the economiser ‘operates the emergency oxygen supply to the pilot’s mask. Cockpit air conditioning Note,—A hood seal control on the starboard wall must be ‘on before attempting to pressurise the cockpit ‘ing and cooling are controll by movement of the wheel (3) on the port wall. The wheel rotates through 270° and has five marked positions: OFF— COLD-MIX-HOT-REDUCE. COLD or must not be cted on the ground, otherwise ove ing of the cold air unit may occur with subsequent damage. (b) Pressure With the hood seal cock on and the wheel set other than OFF, cockpit pressure is automa’ valve which allows a steady build-up of differential cock- pit pressure above approximately 12,000 feet until, at 35,000 feet, the full differential pressure of 3 Ib./sq. in. is reached. The cockpit pressure is indicated on an altimeter (38) at the right-hand side of the instrument panel. A warning light (40), below the altimeter, comes on when the cockpit altitude falls below the allowable minimum for a given altitude. The table overleaf shows the cockpit altitudes, corresponding to the minimum pressures, When the con- trol is at REDUCE the cockpit pressure will be reduced, 31PART I—DESCRIPTIVE cop a cooUNG: ear CONTROL ca ‘Blecreo) c near exthatcen oN. ReTURE WATCH SEAL Gy rameate COCKPIT PRESSURISATION AND HEATING Actual Equivalent Approx. cockpit al ide-at which, ) ‘comes on 20,000 18,000 30,000 22,000 40,000 28,000 50,000 32,000 hholes in the windscreen and hood de-misting pipe. The amount of air passing to the windscreen can be controlled by adjusting the louvre. Ae a a ST Es nleted, air does ot pas Uivough the demisting pipes and itis therefore necessary to open the louvre to, obtain, pressurisation. 33, Windsereen de-icing 32 Anti-G equipment Pressuri cor belo b PART I~ DESCRIPTIVE kit is provided on the decking A crowbar (1) is on the left of the ‘Air for pressurising enters the cockpit through a louvre and through and instrument is on the G.G.S. 409, amended by SRIM 1994, introduces a n be run from either The system isPART I—DESCRIPTIVE ) When testing the normal V.HLF., the standby can be tested by putting the single switch ON. The TR.2002 should then operate from the mains battery, cutting ‘out the normal V.H_F. If main electrical power the standby set is brought into operation by breaking the wire lock on the ganged switches and selecting STANDBY V.H.F. The standby set (and the turn and slip indicator) are then supplied by the emergency battery. (iv) If the normal V.HLF. system fails, but main electrical power is available, the ganged switches should be left in the NORMAL position and the single switch should be put ON (©) Telebriefing The pilot’s warning light (22) (which indicates that the system is in use) and the press-to-talk p the lower side of the port instrument panel. The landline connector is in the end of the port tail boom. (d) Rebecca Mk. 7 The controller is at the aft end of the port wall, the range and heading indicator (28) is on the left of the G.G.S. and a circuit-breaker (56) is above the electrical pane! ARMAMENT EQUIPMENT 38. Guns ‘There are four 20 mm. guns, two on each side of the nos they by a trigger on the control colum after the safety catch has been released. To prevent inad- vertent firing of the guns when the aircraft is on the ground, the electrical firing circuit is broken when the undercarriage is locked down, Mod. 933 introduces position armament safety switch in the nosewheel bay, allowing gun-firing on the ground. The switch is marked GUN FIRE TEST SWITCH and is spri aded to the off (centre) position. 39. Gunsight (a) Gyro-gun A gyro-gunsight Mk. 4E is above the instrument panel and led by the master switch (57) on the electrical The R.P.|GUNS selector (58) is on the starboard 34 (a) (b) 43. (a) PART I~ DESCRIPTIVE selector-dimmer control . selector-dimmer control (30) is at the top of the instrument panel to the right of the gunsight, Ranging is operated by a twist-grip on the throttle lever handle Cameras G.G.S. recorder-camera A recorder-camera may be fitted on the top of the gun- sight. It will operate whenever the guns are fired or the camera button on the control column is pressed, provided that the camera master switch (57) on the electrical panel is on. Stowage for the camera is provided on the cockpit floor beneath the throttle quadrant. A test switch on the lower port instrument panel enables the camera circuit to be tested on the ground. GAS camera A G45 camera is pod-mounted beneath the port wing and operate whenever the guns are fired or the camera switch is operated, provided that the camera master swit is on. A sunny-cloudy switch (49) is on the electrical panel R.P. and bombs ‘The R.P.s may be fired either in pairs or salvoes according to the position of the PAIRS-SALVO selector switch (57). The firing pushbutton is mounted on the control column handgrip. The button releases the R.P.s or bombs accord- ing to the position of the R.P./ BOMBS selector switch on the electrical panel. The nose and tail fusing switches, the single-salvo selector and the port and starboard selector switches (57) for the bombs are also on the electrical pan . Light series bomb carrier ht series bomb carriers may be fitted on the bomb ht practice bombs. Changeover switches are set to PRACTICE BOMBS when the carriers are fitted Bomb jettisoning, Bombs fitted direet to pylons ‘There is no electrical bomb jettison switch. Bombs may be jettisoned unfused through the normal release circuit or by 35_ A.P.4335D—P.N PART I—DESCRIPTIVE Pilot's N ettison lever. If provision is made for PART II d. 78), bombs may be jet ned electri- LIMITATIONS yn tanks Puiy (fused or unfused, depending on the position of the Py fusing switch) by use of the pylon tank release button on face of the throttle box. ‘be exceeded, . The ef ker advisory ut instruct ‘ining be regarded as mandatory. (A.M.F.O. 101 refers) .§ carriers s case, the pylon electrical release circuit is discon- — a — nected, therefore bombs cannot be jettisoned electrically 44. Engine limitations Ghost Mk. 103 aly hey may be released it (in which case they th bombs (unfused) through the pylon tank circuit. through the normal bomb cir be fused), or the carriers cor may be jettisoned by the m Ground permissible r p.m. are to be reduced t0 10,100 above 25,000 ft. imbing and above 35,000 ft in level flight. Oil temperatures Maximum OM.7I or OEP-71 ing and opening up using 45. (a) Intentional spinning is prohibited. The carriage of pylon | tanks is permitted, subject to a 2 speed of S00 knots and a maximum accelerometer reading of -+-6G but flight fat high speeds and high engine thrusts must be avoided | helow 15,000 feet, as fuel transfer may be unsatisfactory in these conditions. | (6) Maxinnum speeds in knots Clean aircraft . . . 535 Wi tanks (full or empty) 510 With pylon tanks (full or empty) 500 With bombs and R.P.s . .. see sub-para. (d) 37 36 |fe) PART II—LIMITA TIONS Maximum speeds (knots) for the operation of: Undercarriage fee 220 Flaps 0° to 30°.. 190 Flaps beyond 30 165 ‘The maximum speed for the operation of a service also applies to flight with the service in the extended position. () Carriage and release of bombs and R.P. T Max, x, | Max, Armament | speed for | speed for | dive arriage | “release | angle 480 kts. and | 440 kts, | 60° | [above ox3M 350 kis. No. 9 Mk 1, Ta ielease above 100 or 107) 5.500 f 20K. | [ Mk 7 (No. ‘and. | 420kts. | 60 VI fused) oxoM Bombs, practice | SOK | | Trabove and | sookts. | 60° | 400 kis. ox0M Telease above RPS | 500 kis. [S00 ks ts - \ (e) (fh) Mach manber limitations (with or without drop tanks) Ailerons in power At all heights ‘The mach number at which the nose-up trim change occurs (see para. 67). (ii) Ailerons in manual At all heights 0.82M. Maximum all-up weights Take-off and all permitted forms of flying... 15,610 Ib. Landing (tip tanks empty except in an emergency) . » 12,240 Ib, 38 PART II—LIMITATIONS Approximate typical service loadings are listed below. (i) Clean aircraft, full internal fuel and ammo. 900 Ib. With 2 1,000 Ib. bombs 14,000 Ib. 8x60 Ib. RPS. 2 12,700 Ib. (ii) With full tip tanks, full ammo. ‘ 3.300 Ib. With 2 1,000 Ib. bombs 15,500 Ib. With 8 x60 Ib. R-P.s . = 14,200 Ib. (a) CG. limitations The C.G. limitations are as follows: Forward limit 8.81 ins. aft of datum Aft limit (i) Drop tanks not fitted .. (ii) Drop tanks fitted but empty . : 14.19 ins, aft of datum (iii) Drop tanks fitted and full 16.19 ins. aft of datum 13.85 ins, aft of datum (h) Maximum accelerometer readings Clean aireraft we ses 164G With tip tanks or external stores (except 000 Ib. bombs)... 5 +646 With tip tanks and external stores (except 000 1b. bombs). +6G With 1,000 Ib, bombs (carriage and release) .. +66 Gi) Speci itations jury when using the ejection seat, the pilot's thigh length must not exceed 25 inches. (ii) Intentional manual reversion must be carried out at speeds below 0.82M. If automatic reversion occurs above that speed, speed must be reduced immediately to below 0.82M. 39A.P.43353D—P.N. Pilot’s Notes PART III MANAGEMENT OF SYSTEMS 46. (a) (b) (©) (d@) © AND USE OF EQUIPMENT Management of the fuel system ‘The booster pump must be switched on before starting and left on at all times when the engine is running. If the booster pump fails, the pressure warning light should come on but engine failure is unlikely. Above 20,000 ft, however, it may not be possible to obtain maximum r.p.m. and large fluctuations may be experienced. The rate of fuel transfer should be sufficient to maint the level in the fuselage tank at approximately 400-480 Ib. (50-60 gallons) at all altitudes and engine powers. There is sufficient air pressure to transfer fuel from the tip tanks when the indicators on the instrument panel show black. If fuel is carried in the tip tanks, check that the indicators go black after take-off. The fuel gauge should show a con- stant reading of about 2,200 Tb. until transfer from tip and/or pylon tanks is complete. If pylon tanks are carried, igh speeds and high engine thrusts must be avoided below 15,000 feet, as fuel transfer may be unsatisfactory in these Note.—In rapid descents, it is usual for the indicators to show white intermittently before transfer is com- plete. When descending rapidly from high altitudes, the total contents fuel gauge will under-read but should re-adjust If shortly after resuming level flight. A negative G trap in the fuselage tank ensures fuel for about 10 seconds flight with negative G. Flight attitudes near the vertical should also be restricted to 10 seconds for the same reason. If less than 480 Ib. (60 gallons) remain, the aircraft should be restricted to normal flying attitudes onl Between 80 and 225 Ib. of fuel are unusable, the amount increasing with tail-down attitudes. 40 47. (a) (b) {c) (d) (©) PART III—MANAGEMENT OF Engine handling Although the engine r.p.m. may be within limits before take-off, forward movement of the aircraft may result in a creep-back in r.p.m. of up to 150. This will not appreciably affect the take-off. Take-off should not be attempted if the p.m. on run-up are less than 10,150 or if, during take-off ground run, they fall below 10,050. SYSTEMS During the climb, the r.p.m increase above the show a marked tendency to care should be taken s the throttle should be moved very care- fully, as the engine is sensitive to the smallest movements. Harsh movements, particularly when opening the throt will cause excessive jet pipe temperatures and po: flame extinction. H.P. pump isolating check At idling r.p.m., put the fuel pump isolating switch ON; there should be an increase in r.p.m. If no inerease occurs, return the switch to OFF and open up to 6,000 r.p.m. ‘Again set the switch ON; if there is still no increase the system is unserviceable and the flown. Return the switch to OFF and check that r.p.m. return to the original figure. Nore.—If a reduction in r.p.m. occurs during either test, the aircraft must not be flown. Use of H.P. pump isolating switch for take-off The isolating valve must be switched OFF at a safe height and preferably before throttling back. With the switch ON, the maximum r.p.m, are liable to hunt between approx mately 9,900 and 10,400, This hunting can be unpleasant but is not dangerous. It can be eliminated by throttling back to 10,000 r-p.m., which ke the governors out of action. If the switch is left ON whilst climbing, it will be necessary to throttle back considerably to prevent over- fuelling and a resultant inerease in the j.p.t, and r.p.m. If alve is switched OFF after the throttle has been par- closed, there will be a rapid drop of up to 2,000 r.p.m. If switched OFF the throttle fully open, the r.p.m. drop should not exceed 5 41(8) Use of the H.P. pump BES Ate © PART III—~MANAGEM. TEMS and de-misting systems (a) The control wheel for regulating the supply and temperature of the pressurised air must be set to OFF, HOT or REDUCE ‘when the aircraft is on the ground with the engine running, in Order to avoid overheating the cold air unit. COLD or MIX ‘must not be selected on the ground. (b) In conditions where hood misting is anticipated, the control wheel should be at HOT, the r-p.m. should be kept as high as practicable and the ‘position of the louvre adjusted to give maximum flow. through the gallery pipe. (©) To reduce temperature at high altitudes, the control wheel should be moved to MIX or COLD, since movement to REDUCE may result in a reduction of cockpit pressure. (@ - When Mod. 1043 is embodied and COLD is selected, the louvre must be fully open in order to obtain pressurisation. (©) "The hood seal cock must be OFF duting take-off and landing, so that the external hood release mechanism can be operated if a crash occurs. leron power ron trim tab is inoperative when POWER is c pressure is available. A in Power is made with the spring strut adjuster board side of the cockpit floor. TI ator but PART III—MANAGEMENT OF SYSTEMS 50. Management of the electrical system (b) to bring ight instruments switch on horizon erects, the Mk. 4F compass. annunciat light goes out. Should the come on at any time, put and then on again, in an attempt to res After stopping the engine, put the ACC. ISOLATION switch off when the generator warning hts come on. including the removed and stowed before flight. He must iso ensure, before leaving the cockpit after that the handle is locked against the ity of accidental withdrawal on the by passing the safety strap through with the spring in. All personnel must ensure that the andle is locked before entering the lot on ejection depends primarily on equipment. The following drill should therefore be followed carefully when preparing for flight (a) Adjust the height of the seat. (b) Connect the dinghy lanyard to the life-saving waistcoat, ensuring that the quick release is below the parachute waist-belt. Secure the parachute harness. (©) Fasten the safety harness lap-straps and then, if fitted, secure the leg restraining cords as follows:— (i) Secure the leg straps below the knees with the D-rings to the rear. 43PART HI—MANAGEMENT OF SYSTEMS (ii) Pass the left nylon cord through the right-leg D-ring under the safety harness lap straps and insert the right shoulder harness eye-piece through the loop on the cord. Secure the shoulder harness in the quick release OK. Repeat for the other cord, passing the right cord through the left-lez D-ring, and attach the loop to the left shoulder harness, Secure the harness. (4) Connect the main oxygen and emergency oxygen supply tubes to the oxygen mask tube and the locating chain to the life-saving waistcoat. To prevent possible entangle- ‘ment, ensure that the emergency oxygen tube is connected under the seat safety harness but above the parachute harness, (©) Connect the mic/tel lead. (f) Check that the firing handle can be reached with both hands together. Do nor pull (g) Have the ejection seat’safety pin removed and stowed A.P.4335D—P.N. Pilot's Notes PART IV HANDLING STARTING, TAXYING AND TAKE-OFF External checks (a) Before starting the external checks, look inside the cockpit and ensure that the undercarriage selector lever is fully down and that there is sufficient brake pressure and oxygen. (b) The outside of the aircraft should be checked systemat cally for obvious signs of dama; security of panels, filler caps, doors, mudguards, aerials and external tanks. The engine intakes should be checked for freedom from obstructions, the jet pipe for wrinkling and the turbine for damage. The main wheel oleos should be checked for equality of extension, the tyres for cuts, wear and creep and the brake leads for damage. The pressure head cover, undercarriage ground locks must be removed. fe Corn nad Cp JK 53. Cockpit and pre-start checks (a) Strap in and then make the necessary connections and have the seat safety pin removed and stowed. (b) Put the ACC, ISOLATION switch ON, ensure that the turn and slip indicator starts up, then check the cockpit from left to right. Check Securely stowed. Tem Crowbar (1), tank spanner and control locks (2) Rebecea Mk. 7 (28) OFF. Cockpit pressure control OFF. wheel (3) Aileron trim cut-out circuit. In, breaker (4) Undercarriage lever (18) Fully down, safety cateh engaged. 45PART IV—HANDLING Item Pylon tanks and bomb jettison lever (17) Undercarriage emergency retraction switch (5) Emergency lamp switch (6) Cockpit lighting Flaps selector lever (16) irbrake selector lever (14) L.P. cock (13) H.P. cock (7) Throttle (10) Elevator trimmer (12) and indicator (27) Aileron trim switch (8) Aileron power warning light (11) Relighting switch (19) I temperature gauge Aileron selector (20) Undercarriage indicator @y Fuel pressure warning ight (25) V.HLF. (24) Undercarriage warning ight (29) ire warning light (31) Fuel contents gauge (34) Fuel transfer indicators (36) Brakes 46 Check Fully down and clip engaged. Wired OFF. On then OFF. As required. Operation with handpump. Operate with in Manual. Trim light for correct operation. Set neutral. Light out. On, OFF. Reading. Operation, Selector up and locked—POWER. ‘Three green lights, Test bulb changeover. On. As required. Out. Out. Contents. White. On. Pressure sufficient ‘equal at each wheel. nd 54. (a) PART IV—-H. Item Cockpit pressure warning light (40) Oxygen (41) Anti G valve (42) De-icer pump (43) Hood jettison lever (35) Hood seal cock (52) Generator failure ights (47) H.P. fuel_pump isolating tch (5 Hydraulic failure ‘warning switch (45) Rebecca Mk. 7 circuit breaker (56) Other switches (49) Generator isolating switches (61) Generator field circuit breakers (61) ‘Oxygen selector valve (64) arning Mk. 4F compass circuit breaker (62) Wing tip tanks jettison lever (65) Aileron. spring strut juster (66) Starting the engine Engine starter master switch (50) Booster pump switch (54) 47 ANDLING Cheek Out. ‘On, Contents. Supply. Check HIGH and LOW flow. Emergency cock wired OFF. \ OFF. Locked off. forward OFF. On. OFF. ON. In. | As required. On. In. Wire-locked ECON. type H_ mask). P.B. (with type J mask). In, (with j Fully down and clip engaged Turn fully to one side and wind back 24 turns. ON. Mk. 4F compass and | pressure warning light out.PART IV—HANDLING (6) (i) Open the H.P. cock and press the starter pushbutton (37) to fire the cartridge. The r.p.m, will rise rapidly to approximately 1,500 r.p.m., when light-up should occur. The r.p.m. will then rise until idling speed is reached. If light-up does not occur until the r.p.m. have fallen below 1,000, excessive j.p.t. may result, in which case the H.P. cock should be set OFF before the limit is reached. A better start can be obtained by setting the throttle about half-way open; if this is done, the j.p.t. must be watched carefully and the throttle eased back when the temperature starts to rise (c) Ifthe engine does not start correctly it will be in one of the i lowing circumstances :— (i) Cartridge fails to fire If a cartridge does not fire, close the H.P. cock and wait at least 15 seconds before re-opening it. The starter pushbutton will be held electrically in the depressed position and will return to the starting position only at the end of the automatic starting sequence. The remaining cartridge may then be fired after re-opening the H.P. cock. Engine fails to rotate If the engine does not rotate or does so at low r.p.m. and there is a heavy discharge of yellow smoke from the starter exhaust for a period of approximately 10 seconds, the safety disc has probably blown. The H.P. cock should be closed and the cause of failure rectified before attempting a further start. (ii) Failure to light up If the starter accelerates the engine normally but the r.p.m. continue to drop below 1,100 without any indi- cation of light-up, the H.P. cock must be closed rpm. ‘have fallen below 1,000. If the speed, there is, a risk of damage to the tailplane from possible torch- ing and, in any event, the start will be slow and laboured, with a risk of exceeding the j.p.t Also, if the r.p.m. are allowed to drop below 1,000 before closing the H.P. cock, a wet start is likely on the next attempt. If the engine rotates but the r.p.m subsequently drop and remain at approximate! 1,200 r.p.m. the H.P. cock must be closed at once. 48 PART IV—HANDLING (d)_No attempt should be made to restart until the compressor has stopped turning. (©) Two successive failures to start indicate a fault which should be investigated before a further start is attempted. (f) After any failure to start, it is essential that the ground crew depress the tail and remove surplus fuel from the jet pipe; if fuel has been drained on to the ground, the aireraft should be moved to another position. (g) The cartridge breeches should not be reloaded until they have cooled down. Expended cartridges can, however, be removed and the breeches left open to assist in cooling. 55. Checks after starting Engine idling speed 2,800-3,200 r.p.m. Tp. 450° idling ma: Engine fire warning light Out um, To avoid draining the batteries, open up to generating 1.p.m. (approx. 4,400) and then check:— Generator warning lights Both out. Aileron power warning Out. light Flight instruments Check and set, Compare Mk. 4F compass with E.2A. Hydraulics Test flaps and airbrakes. V.ELF. As required. Pressure head heater As required. Brake pressure Pressure 450 Ib./sq. in. or sufficient for taxying and supply increasing. H.P. pump isolating switch Test (see para. 47 (d) ). 56. Taxying The brakes are powerful and must be used with care. On wet or icy surfaces it is easy to lock the wheels and great care must be used under these conditions. 4937. 58. fa) PART IV—HANDLING Checks before take-off i leron: neutral. or: neutral (clean or empty tip tanks) 4 div. nose-down (full tip tanks) Airbrakes IN. Fuel H.P. and L.P. cocks on. Contents. Booster pump on Pressure wart ON. Flaps Up, or 20° if full tip tanks are carried. Instruments Cheek and set. Mk. 4F compass switch ON. Pressure-head heater ON. Oxygen ON. Reaching mask. Hood Shut, handle locked. Lanyard (if fitted) attached to handle, Hood seal cock OFF. Harness Tight and locked. Aileron selector in POWER. Warning light out. All controls full and correct movement. Flying controls Take-off Nore.—The shortest take-off run is obtained by using releasing the brakes: this procedure mended tip tanks are carried. At aft C.G positions (e.g. wing-tip tanks full), trim 4 div. nose-down. Care must be taken not to raise the nose too high during the take-off run as the craft may fail to accelerate. Align the aircraft on the runway with the nosewheel straight, release the brakes and open the throttle smoothly to full power. 50 PART IV—HANDLING (b) To keep straight initially, it may be necessary to use gentle braking until, at about 50 knots, the rudders become effective, (©) Ease the nosewheel off the ground at about 80 knots, taking care not to touch the tail on the ground, The ai craft should be flown off at about 110 knots at normal Joad and at about 120 knots at maximum load. Because of the possibility of a wing drop, the aircraft should not be pulled off the ground below the recommended speeds (d) When comfortably airborne, apply the brakes moment and raise the undercarriage. (e) Raise the flaps, if used, turn on the hood seal and cockpit pressure. TF COLA zo ale ete d, open. tks & HANDLING IN FLIGHT. 59. Climbing (a) The recommended climbing speeds at the various loadings, using 10,250 reducing to 10,100 r.p.m. above 25,000 ft. are:— Altitude ip tanks fit but empty Fea Roos | Mi. ‘Sea level 10,000 335 300 305 215 270 250 20 210 195 185 (b) After take-off the aircraft may be allowed to accelerate to the recommended speed while climbing, provided that 1 is reached below 5,000 fi. This results in a very sm: increase in time to heial (©) Above 40,000 ft. it is important that the correct speeds be maintained; should the speed fall below that recom- mended, the rate of climb will be severely affected and speed can only be regained by diving the aircraft. 51(a) (b) (c) (d) © PART IV—HANDLING Flying controls Ailerons in POWER ‘The powered ailerons make the aircraft light and pleasant to control laterally. As artificial feel is provided by a spring strut in the aileron circuit, the force required varies aileron defection and not with speed, Above 375 knots the aileron power control stalls progressively with increase in speed so that, although the initial response is immediate, the rate of roll is limited by the power control stall restrict- ing the amount of aileron applied. Elevator For small movements in the lower speed range, the elevator ight and effective but becomes very heavy with increased movements. As the mach number is increased it loses its effectivene: Rudder ‘The rudder forces, heavy at high speeds. , become moderately Trimmers (i) Ailerons There is practically no lateral trim change with speed: when in Power, any adjustment which is required should be made with the spring strut adjuster. The clectrically-operated trim tab is used in manual c trol only and must be in the neutral position whenever the ailerons are in Power. (ii) Elevator ‘The elevator trimmer increases in sensitivity as speed increases and must be used with caution at high indi- cated airspeeds. At high mach numbers it becomes considerably less effective. Airbrakes ‘The airbrakes are relatively ineffective at low speeds but are effective at high indicated airspeeds. Buffeting and some pitching must be expected. When pylon tanks are fitted, extension of the airbrakes produces a strong nose- up pitch and associated control column snatch. 52 « 61. 62, 63. 64, (a) (b) PART IV Changes of trim (i) Undercarriage down (ii) Flaps down 0°-30° (ii) Flaps down beyond 3 The strong nose-up change of trim when flaps are lowered, necessitates a large forward movement of the control column. (iv) Airbrakes on extension HANDLING Slight nose-down. Slight nose-up. Strong nose-up. Nose-up trim change fol- lowed by a_ nose-down trim change, then a return to trimmed condition Flying at aft C.G. If fuel fails to transfer from the tip tanks, some instability and elevator hunting may be experienced and stick force per G will be very low at altitudes above 20,000 ft. It is recommended that, before landing, all stores except amnu= nition are expended and that the internal fuel is used down to approximately 540 Ib. (68 gallons). Flying at reduced airspeeds Reduce speed to 150 knots and lower 30° flap. Flying with hood open The hood can be opened in flight provided that a speed of 150 knots is not exceeded. The hood winding handle must be grasped tightly to stop the hood from running back- wards violently onto its stops. Flying in turbulent conditions flying in conditions of severe turbulence, speeds should, if practicable, be kept within the following ban Up to 15,000 feet 300-350 knots. Above 15,000 feet Upper 0.7™M 300 knots at 15,000 feet re- ducing to 200 knots (0.7M) at 40,000 ft. Note.—Even within this speed band, control may be marginal above 25,000 feet. 33 Lower limit65. fa) PART IV—HAN DLING Stalling Stalling speeds are found to vary considerably, dependent ‘on the way the stall is approached (small amounts of G increase the stalling speed considerably) and the condition of the aircraft. The precise stalling speed at cert and in certain configurations is difficult to determine, because of fluctuation of the A.S.I. needle at speeds around 90 knot (b) The following are the approximate stalling speeds in knots for a typical aireraft:— U/C and flaps | U/C and flaps UP DOWN fuel los 90-95 100 gallons, z © (a) © With the throttle closed, there is little or no warning of the approach of the stall in any configuration. At the stall, the nose will drop gently and a wing may drop slowly. This may be accompanied by mild buffeting, increasing sity as the control column is held back, and fluctuations of the A.S.L needle. If the aircraft is stalled with the throttle open, simulating typical approach conditions, con- siderable buffeting is usually experienced before height is lost and any wing dropping is rather more violent. There is no tendency to spin. Use of the airbrakes does not affect the teristics or speeds. ing charac- Atany time when G is applied, warning of the approach of a stall is given by buffeting and continued movement of the control column results in either Recovery is immediate on release of the on the control column. $4 PART IV—HANDLING 66. Spinning Intentional spinning is prohibited but, spin occurs, normal recovery a is effective. The characteristics of the spin are rapid rolling about the longi- tudinal axis with the nose up for the first 1-1} turns and then the nose dropping until the spin stabilises with the nose well down. When applying normal recovery action, care should be taken to ensure that the ailerons are neutral and that the control column is moved slowly and pro- gressively forward only until rotation ceases. Vigorous Fecovery action is to be avoided. If the undercarriage and flaps are down they should be raised. The recovery from a n to port will normally take about 4-4 of a turn but, in a spin to starboard, the rate of rotation is faster and recovery will take longer (about 1-14 turns). Since the principal rotation in the spin is in roll, recovery may be completed in an inverted attitude and it is for this reason that the forward movement of the control column should not be continued after rotation has ceased, otherwise the aircraft may enter an inverted spin. On recovery inverted attitude, it may be advantageous to hal ease the aircraft out of the ensuing dive. If the spin occurs at high altitudes, once recovery has been effected the air- brakes should be used to prevent a high mach number ing reached. If an inverted spin occurs, the standard re~ covery should be used but again vigorous action should be avoided. an unintentional n 67. High speed flying (a) The high mach number characteristics may vary slightly rom aircraft to aircraft. They also depend, particularly at high altitude, on the angle of dive (rate of increase of speed), on Gand on the condition of the aircraft. (b) The elevator trim can be used at any combination of air- speed, mach number and height. It must, however, be used with care at high indicated airspeeds. tanks does not affect ics. (©) The carriage of wing-tip and py the high mach number character (d) The characteristics described below may be experienced at higher or lower indicated mach numbers than those stated, because of variations in machmeter pressure error. 55PART [V—HANDLING (©) Behaviour above 25,000 fi. ‘The mach number at which the nose-up trim change ‘occurs must not be exceeded intentionally. (ii) This nose-up trim change will occur at approximately 0.88M above 35,000 ft. and approximately 0.86M below 35,000 ft. The typical behaviour up to 0.88M is described below:— 0.81M-0.83M Nose-down change of trim. 0.84M Slight right-wing heaviness, requiring only a small aileron movement to hold. Nose-down change of trim marked. 087M Nose-down change of trim ceases, Slight airframe buffet commences. Slow nose-up change of trim. A push force on the control column has little effect and the mach number drops fractionally when the nose- up trim disappears. Above 35,000 ft. the angle of dive is steepened sufficiently to overcome the nose-up change of trim which occurs at about 0.88M, a progressive nose- down trim change occurs which is difficult to over- come, because of the poor elevator effectiveness which becomes apparent above 0.89M. With the con- trol column held fully back, with a heavy pull force, recovery is slow. Should this condition be reached, care must be taken to ease the stick forward when the nose-up trim change with decreasing mach number (at about 0.88M) is reached, otherwise an excessive pitch-up will result. four below 25,000 ft. ‘The mach number at which the nose-up trim change ‘occurs must not be exceeded intentional (ii) Similar characteristics to those given in (e) above are likely to occur but at lower mach numbers. If the angle of dive is sufficient to overcome the nose-up trim change at these al 56 tudes, there is a possibility PART IV—HANDLING that the airspeed limitation will be exceeded. This is because of the delayed recovery caused by the poor elevator effectiveness at mach numbers in excess of those at which the nose-up trim change occurs. (g) Recovery Recovery from high speed dives should in all cases be ‘ted by extending the airbrakes and throttling back. 68. Aerobaties. (a) Until experience is gained, the following speeds (in knots) are recommended — Roll 270 Loop 370 Roll off the top 370 Vertical roll 400 plus CIRCUIT PROCEDURE AND LANDING 69. Circuit procedure Nor.—480 1b. (60 gallons) of fuel should be allowed for circuit and landing. Below this fuel state, large changes of attitude should be avoided. (a) Checks before landing Airbrakes IN. Undercarriage Lever fully down and safety catch engaged. Three green lights. Brakes Pressures, off. Fuel Contents, OFF (except in an emer- gency). Flaps As required. Harness Tight and locked. HoodPART IV—HANDLING (0) Approach () R.p.m. should not be reduced below 5,000 on the approach, until certain of making a landing, since below that r.p.m, thrust response is relatively slow when the throttle is opened. The turn onto the final approach should be made at about 130 knots. The recommended speeds, in knots, at the runway threshold are:— At normal landing weight (empty tanks, fuel approx. 800 Ib. (100 gallons) ) ‘At emergency landing weight 100 knots 105 knots When full flap is lowered, the marked nose-up change of trim requires a large forward movement of the control column to correct it. 70. Landing (a) The landing is straightforward. A large and rapid change of attitude should be avoided. After touchdown, the brakes should be applied with care to avoid locking the wheels, icularly on a wet runway. Continuous and progressive braking is recommended, 3 “Base $8°(b) Overshooting Gi” ° "GW Open the throttle smoothly to the power required and ae put ON the isolation switch. Normally the use of full power is unnecessary and 9,000 r.p.m, will generally be sufficient. (ii) Raise the undercarriage. (ii) Raise the flaps; the slow rate of retraction makes it easy to check any tendency to sink. iv) The trim change which occurs when the flaps are raised, can be held without retrimming (although the trimmer may be used if desired). 71. Landing with one full tip tank Landing with a full tip tank on one side and an empty one on the other presents no difficulty. The normal threshold speed should be increased by 5 knots. 38 “h tha. PART IV—HANDLING 72. Instrument approach The following speeds, together with the appropriate flap and approximate power settings, are recommended for use during instrument approaches with the undercarriage down. These figures apply to the aircraft with wing-tip tanks fitted but empty. Rom. Airspeed ‘inots) Downwind 4 |S Base leg 1 120 Gtide path Pa us * When the runway ble, flaps may be lowered fully and airspeed reduced for landing 73, Flapless landing (a) The turn onto the final approach should be made at 140 knots. A long, flat approach requiring little power should be made and the runway threshold crossed at J13 2eknots. (b)_Because of the difficulty of losing excess speed, reduce to {|5#20 knots early in the approach, to avoid the possibility of crossing the threshold at too high a speed. (©) The landing run is not excessive if moderate braking is used. 74. Checks after landing Flaps Up. Brakes Pressure sufficient for taxy- ing. Cockpit pressure control OFF. Pressure head heater OFF. Oxygen on. 59PART IV—HANDLING 75, Shut-lown procedure Allow the engine to idle for 30 seconds and then turn off the H.P. cock. Check:— Electrical control panel All switches off. ACC ISOLATING switch OFF when generator warn- ing lights come on. Aileron power selector MANUAL, Chocks In position. Brakes of. Ejection seat Safety pin in position. Note.—If the aireraft is to remain on the ground for a long period, the L.P. cock should be closed when the engine has stopped running. This will prevent fuel seeping through the distributor, which could cause a hot start. FLYING IN MANUAL 76. Selecting manual (a) Intentional manual reversion must only be made at speeds below 0.82M. (b) If automatic reversion occurs above 0.82M, aileron buffet will be encountered, the severity of which will depend on the amount of G being applied. Use of the trim switch should be avoided, as response above 0.82M is slow and overcorrection is easy. (©) If hydraulic pressure fails, the aileron control will revert to manual automatically. For practice purposes, manual con- trol can be selected by means of the selector valve on the lower left side of the instrument panel. The valve must be pushed down and turned clockwise to lock in the MANUAL position. 77. Flying in manual (a) When manual reversion takes place, a very tudinal trim change may occur, as a result of the upfloating. (b). The aileron forces in manual are very heavy. There will be slight backlash at the control column, because of the dead travel of the servodyne selector valve. a PART IV—HANDLING () The use of the aileron trimmer for manoeuvring the aireraft is not recommended, as its action is so much in advance of response of the aircraft that it is impossible to check the aircraft laterally when required. In case of malfunc- tioning, the trim tab actuator can be cut out by tripping its circpit breaker. 78, Landing in manual nding in manual control is straightforward but, because of the considerable force required and the slow response of the ailerons, a slightly larger circuit will have to be made, 79. Reselecting power To re-select Power, pull out the selector valve and turn it anti-clockwise. Check that the warning light goes out. 61A.P.4335D—P.N. Pilot's Notes PART V TARGET TOWING 80. Introduction When Modification 359 |, Venom F.B. Mk. 4 reraft are cleared for drag or snatch launching and tow- ing of a 30 ft. banner target. The towing cable incorporates 800 ft. steel cable with 30 ft. nylon cable, or 50 ft. steel cable with 800 ft. nylon cable. The steel cable must always be attached to the aircraft towing hook. 81. Controls A towing hook is fitted beneath the fuselage. The target is released by pulling a toggle, on the left-hand side of the instrument panel, marked TARGET RELEASE. 82. Performance (a) Take-off For a drag take-off in LS.A. conditions and no wind, approximately 1,270 yds. are required for the target to reach a height of 50 ft.; for a snatch take-off, 700 yds. are required. For temperate summer conditions, it is estimated that these distances would be increased to 1,370 yds. and 760 yds. respectively and for tropical conditions to 520 yds. and $40 yds. respectively. In the drag take-off case the distance is from the banner target position and in the snatch take-off from the position of the aircraft, at the start of the ground run. (b) Climb Ata take-off weight of 12,570 Ib., rate of level reducing to 2, reach 20,000 ft (c) Cruising At 20,000 ft. with tip tanks fitted, the max. level-flight speeds in 1.S.A. conditions are approximately 290 kts. at 83. (a) (b) © (d) (e) PART V—TARGET TOWING maximum power and 250 kts. at 9,750 r.p.m. Speed should normally be kept below 240 kts. (see para. 83 (c) ). Allow- 12 40 gallons fuel for taxying and take-off and 100 gallons for descent and landing, the endurance varies from 90 minutes, cruising at 180 kts., to 54 minutes at 250 kts, Normal handling Take-off and initial climb Note.—Flap should not be lowered until the launching party are clear of the aircraft. ‘Trim neutral and select 15° flap. Take up slack and then ‘open up, to full power if possible, before releasing the brakes. With wing-tip tanks full, ease the nosewheel off the ground at 90-95 kts., unstick at 100-110 kts. and climb. away at 115 kts, With wing-tip tanks off, the above speeds can be reduced by 5 kts. Because of the possibility of a wing drop, the aircraft should not be pulled off the ground below the recommended speeds. If more t 15° flap is used for take-off, the wing dropping tendency is increased and the acceleration to elimb-away speed not so rapid. The handling characteristics are the same for drag and snatch take-off Climbing The recommended climbing speed is 240 kts. up to 7,000 ft. and then decreasing by 3 kts. per 1,000 ft With the target in tow, handling characteristics are normal straight and level Hight and in turns but, to provide adequate clearance of the cable from the tail booms, turns must not exceed Rate 2. The behaviour of the target is unreliable above 240 kts. and the banner frays out rapidly at the same time, slight surging may be experienced. Hence speed should normally be kept below 240 kts. for gunnery practice and, if any surging is felt, speed should be reduced by 20 kts. to ensure satisfactory target behaviour. Descent Descents with the target on tow are best made at 240 kts., using 5,000 r.p.m. with airbrakes OUT. Approach and dropping Reduce speed to 150 kts., lower flaps 30° and drop the target at 300 ft. at 120 kts, 6384. PART V—TARGET TOWING Emergency handling If the cable breaks, the portion attached to the should be jettisoned immediately if the area is suitabl the cable cannot be jettisoned, speed must be kept below 180 kts. to prevent the cable damaging the te cable should then be dropped from at least 5 sure it does not foul ground obstacles. ft. to make A.P.4335D—P.N. Pilor’s Notes PART VI EMERGENCY HANDLING 85. Engine failure and flame-out (a) Mechanical defect If the engine fails because of an obvious mechanical defect set:— Throttle SHUT. HP. and L.P. cocks Closed. Booster pump. of. Non-essential electrical Off. services Do not attempt to relight ine speed (b) Sudden drop in en (i) Ian inexplicable drop in r-p.m. occurs in flight, close the throttle and switch ON the isolating valve. Since, in these circumstances, the rate of flow of fuel may not be under the control of the B.P.C. or A.C.U., the throttle should be opened again with care, to avoid overfuelling and a consequently high j.p-t. Large changes in r.p.m. may be experienced for relatively small movements of the throttle and, during a descent, the throttle may have to be opened progressively to maintain a constant r.p.m. The switch should be left on until after the landing, which should be made as soon as practicable. Because the idling r.p.m. may be high with the switch on, the landing should be made with caution and, if necessary, the H.P. cock should be shut after touchdown to ensure the shortest pos- sible landing run, (ii) If combustion has ceased, relight, leaving the H.P. pump isolating switch on. 65PART VI-EMERGENCY HANDLING (©) Flame-out (i) If flame-out occurs, a relight may be attempted imme- diately, while r.p.m, are decreasing, by closing the throtile and pressing the relight button with the H.P. f \dicated by the r-p.m. stabilising and then starting to rise. Gi) If no reli 10 seconds, release the relight button and proceed as follows: Throttle 4 open (shut if isolating switch ON). HLP. cock Closed. All non-essential Off (to. conserve electric electrics power) Booster pump 86. Relighting (a) Relighting may be accomplished at altitudes up to 40,000 feet but is more certain at 30,000 feet and below. If the HP. pump isolating switch is ON, no attempt must be made to relight above 30,000 feet. (b) Check and/or set Maximum altitude See (a) above. irspeed 180-250 knots. Windmilling speed Not more than 1,800 r.p.m All non-essential electrics. Off (to conserve electric power) Throttle 4 open (shut if isolating switch ON). Ground/flight switeh FLIGHT. H.P. pump isolating As required (see para. 47) switch. Booster pump On, button and, at the same time, move the ion, keeping the Immediately a rise in r.p.m. or j.p.t. is observed, or after S-6 seconds (see Nort), close the throttle if it is open, The engine should then accelerate to the normal idling speed for the altitude. 66 (@) co) 87. (a) (b) © (@) © 88. (a) PART VI—EMERGENCY HANDLING It is possible that the two igniter combustion chambers may relight satisfactorily but combus- ‘ay not spread to the other chambers if the If, therefore, the engine has not relit normally within 5-6 seconds of reopening the H.P. cock, the throttle should be closed to en- courage combustion to spread. When r.p.m. increase to idling speed, open the throttle carefully to the desired power setting. This is essential the H.P. pump isolating switch is ON. If the engine has not relit within 30 seconds of opening the H.P. cock, close the cock again and wait about one minute before repeating the cycle of operations. Action in the event of engine fire If the engine fire-warning light comes on, close the throttle mediately. IF the light remains on, close the H.-P. and .P. cocks and switch off the booster pump. Reduce the airspeed to as low as practicable and turn off the cockpit pressure before operating the fire extinguisher. To obtain maximum benefit from the fire-extinguishing equipment, the aicraft should be in level flight when the button is pressed. These operations should be carried out as quickly as possi If the fire has been extinguished, the fire-warning g0 out Any attempt to relight the engine may result in a further outbreak of fire, which will be uncontrollable since the extinguisher cannot be used again. WarwinG.—Fire in the engine bay may render the flying controls and pressure instruments useless, necessitating immediate abandoning of the aircraft Hydraulic system failure Hydraulic pump failure If the hydraulic pump fails, indicated by the audio warning and subsequently by the warning light, set the flaps selector 67(b) (©) (a) (e) PART VI~EMERGENCY HANDLING lever to neutral. Pressure is available in two accumulators for emergency use. () No. I accumulator. The main accumulator is con- nected to all the services but its capacity provides for only one one-way operation of the undercarriage together with flaps or airbrakes, provided that manual control has been selected as soon as the failure has occurred. If Manual control has not been selected immediately the failure has occurred, the accumulator may have been partially exhausted with use of the ailerons. (ii) No. 2 accumulator. This accumulator provides a reserve for the powered ailerons. Three full aileron reversals will normally exhaust the accum (iii) When the accumulators are exhausted, the handpump can be used to pump down the undercarriage and flaps. It will not operate the ailerons or airbrakes. When operating the handpump for lowering the undereartiage, ensure that the flap selector lever is in the neutral position. To conserve pressure in No. | accumulator for lowering undercarriage and flaps, Manual aileron control should be selected. If a descent or deceleration is required, the air- brakes must not be used. is is because the airbrakes annot be operated by the handpump in flight and the capacity of No. | accumulator is insufficient to effect full retraction following extension. If a descent from high altitude is required, the following procedure is recommended: Reduce speed to below 220 knots. Lower the undercarriage. This will have to be pumped down if the main accumulator is exhausted. Descend at not more than 220 knots If a G.C.A. is being made, aim to have full fiap lowered before the glide path is reached. Emergency operation of the undercarriage ) If the hydraulic pump has failed and no pressure is available in No. 1 accumulator, the undercarriage may be lowered by means of the handpump, after normal selection. Up to 115 strokes of the handpump will be required to lock the undercarriage down, 6 PART VI—EMERGENCY HANDLING i) The undercarriage can be retracted, in an emergency, by first operating the override switch and then raising the normal selector lever. This will not be possible i complete electrical failure has occurred. (f) Emergency operation of the flaps ic pump has failed and accumulator pressure s may be lowered by the hand- selection. Do not attempt to lower the down and pump, after norr flaps by the handpump until the undercarriage locked, 89. Electrical failure (a) If one generator fails, the other should be sufficient to supply normal loads. (b) If both generators fail, the main battery will last for only a short time. Switch the V.H.F. (and turn and slip) to STANDBY. Switch off all non-essential electries and land without delay. With the booster pump inoperative, maxi- mum r.p.m, will not be obtainable above 20,000 feet and engine Surging and rough running may occur. Warwtnc.—The Mk. 4F compass will cease to be reliable and reference should be made to the E.2A ‘compass. 90, Loss of cockpit pressure at high altitudes (a) Cockpit pressure failure will be indicated by the red warn- ing light (40) and the cockpit altimeter (38). Note.—Should cracks, or other signs of failure, appear in the perspex of the hood or windscreen, reduce cockpit pressure and speed to a safe minimum. (b) Ifa type J mask is fitted, proceed as follows:— ) Set the emergency lever on the oxygen regulator to ON. (ii) Turn the valve on the type J mask to the position marked H, to inflate the pressure breathing waistcoat. ) Descend as rapidly as possible to 30,000 feet or below, when the emergency lever may be switched OFF, the lve on the type J mask turned back to the normal position and high flow selected. 09© o1. (a) (b) © (d) 92. fa) PART VI—EMERGENCY HANDLING If a type H mask is fitted, proceed as follows:— (0 Set the emergency lever on the oxygen regulator to ) Descend as rapidly as possible to 30,000 feet or below (iii) Set emergency lever to OFF and check supply on HIGH flow ‘Hood jettisoning If Mods. 1042 and 1043 are not incorporated, the following jettisoning drill must be carried out because of the over- lapping de-misting pipes (see para. 28), A lanyard must be fitted. (Ensure that the lanyard is attached to the winding andle. (ii) Open the hood to the limit imposed by the lanyard (one inch). i) Pull inwards the hood jettison handle on the cockpit starboard wall. Ifa lanyard is not fitted and Mods. 1042 and 1043 are not mbodied, the pilot should eject through the hood rather than attempting fo jettison it first. Phe-gunsight-must-be- fowered-betorecjection. If Mods. 1042 and 1043 are embodied, the hood may be safely jettisoned at speeds between 110 and 170 knots and there is no need to deflate the hood seal first. The pilot’s head should be lowered below the level of the cockpit coaming before operating the lever. Drop tank and bomb jettisoning Wing tanks The tanks can be jettisoned in straight and level flight within the following speed ranges:— Tanks empty 180-260 knots Tanks ful 130-260 knots To jettison the wing-tip tanks, press the rear button on the inboard face of the throttle box. If the electrical jettison system fails, jettison the tanks mechanically by pulling up the lever on the right-hand side of the seat. 70 PART VI-EMERGENCY HANDLING (b) Pylon tanks To jettison the pylon tanks, press the forward button on the inboard face of the throttle box. If the electrical system fails, jettison the tanks mechanically by pulling up the lever on the left-hand side of the seat. Before jettisoning, reduce speed to between 180 and 260 knots and check the brakes are in. Because of the possibility of damage to the airbrakes when the tanks are jettisoned at high mach numbers, reduce height to below 35,000 ft. (c) Bomb jettisoning Bombs may be jettisoned through the normal release cir- jit, or by the mechanical jettison lever. If fitted direct to the pylons, when provision has been made for pylon tanks, they can be jettisoned by the pylon tank release button (see para. 43), 93. Forced landing Nore.—When making a forced landing on an aerodrome or in open country, experience suggests that it preferable to lower the undercarriage. In the down absorbs most if not all of the initial im- pact, assists in retarding the aircraft and, provided that electrical power isavailable, it may be retracted after touchdown if necessary. With the under- carriage up, the aircraft must be lowered gently on to the ground az the normal speed; if the speed is too low, a wing drop is likely to occur and if the speed is too high, the aircraft is prone to bounce, the initial impact having a damaging effect on the cockpit (a) Inall cases of engine failure, when a relight is not p ry out the following actions immediately :— ble, L.P. and H.P. cocks — Closed. Booster pump of, All non-essential electrics of, Glide at 160 knots. (b) Even if the engine is windmilling, it is unlikely that suff. cient hydraulic pressure will be generated to keep the accumulators charged and the ailerons in Power, so the following procedure is recommended mPART VI—EMERGENCY HANDLING (® Select Manual control (see para. 88 (b) ). (ii) Ifeircumstances permit, jettison all stores and external tanks. Jettison the hood (lower the head below the level of the cockpit coaming before doing so). If it is decided not to jettison the hood, the hood seal cock should be off and the lanyard disconnected from the winding handle. (See para. 91.) (iv) Release the emergency oxygen supply tube, the para- chute harness and the dinghy pack lanyard attachment to the life-jacket. (v) When manceuvring to land, maintain 140 knots until the selected landing area is within reach. (vi) Lower the flaps, aiming to cross the threshold of the landing area at 110 knots. Nore.—1, Do not use the airbrakes (see para. 88 (b) ). 2. The ejection seat is a source of danger to un- skilled persons. After a crash landing the pilot should, if possible, make the seat safe by insert- ing the safety pin in the firing handle. An appro- priate warning should be given to the authority on the spot. 3. If the battery isolating switch is put OFF before landing, it must be put ON again after landing if it is required to operate the fire- extinguisher, unless Mod. 921 is embodied. 94. Abandoning the aircraft (a) Reduce speed as far as practicable. Lower the head below the level of the cockpit coaming and jettison the hood. (See para. 91.) Pull the firing blind sharply over the face, being care- ful to keep the elbows out of the slipstream (b) Action should the Mk. 2F seat fail to eject Pull the first D-ring on the parachute harness. ‘Trim nose-heavy, invert the aircraft, release the safety harness and fall out In these circumstances the parachute will not be opened automatically so, when clear of the aircraft, pull the second Dering’ to develop the parachute canopy. n © 95, @ (b) PART VI—EMERGENCY HANDLING Action should the automatic mechanism of the Mk. 2F seat fail a, the pilot for any reason doubts the ser viceability of the automatic parachute releasing mecha he should operate the parachute manually as follows (i) Pull the first D-ring on the parachute harness. i) Release the restraining straps from the seat. (iii) Release the ress. (iv) After falling clear of the seat, pull the second D-ring to develop the parachute canopy. Ditching Ditching characteristics are believed to be poor, because of the probability of the tail booms hitting the water and causing a nose-down pitch and subsequent dive in. The tail booms may in some cases break off. It is therefore recommended that the aircraft be abandoned rather than ditched. Successful dit ideal conditions may be possible 2 the following technique (i The water must appear calm (but not glassy) and free from swell Jettison the hood, tip-tank fuel and stores. (See para. 85.) Make a normal approach, using 10° of flap only, using engine assistance where possible. (iv) The speed at touchdown must be 10 knots above the normal speed and any nose-up attitude likely to cause the tail booms to hit the water first must be avoided. (v) Provided that the tail booms do not hit the water first at touchdown and if the sea is calm, the aircraft should plane well on its fuselage with the nose clear. To reduce any tendency to porpoise, the rate of descent at touchdown must be at a minimum. external B96. @ © (d) (e) A.P.4335D—P.N Pilot's Notes PART VII OPERATING DATA Loading and C.G. data Nore.—1. When making C.G. calculations, reference should always be made to A.P.4335D, Vol Sect. 2, Chap. 3. 2. All data below assumes the use of AVTUR fuel (8 Ib./gall.). Weight and C.G. limitations These are given in Part II (Limitations) para. 45 (f) (g)- Clean aircraft, no ammunition ‘The C.G. will’ move aft after take-off, reaching the aftmost position when approximately 328 Ib. (41 gallons) of fuel have been used. The C.G. then moves progressively for- ward, reaching its most forward position when about 552 Ib. (69 gallons) of fuel remain, after which the C.G. again moves slightly aft. Empty tip tanks, no ammunition The C.G. movement is as in (b) above, with the initial C.G. further aft. Full tip tanks, no ammunition, tanks (i) Without pylon tanks The C.G. will be on the aft limit on take-off: as fuel used, the C.G. moves rapidly forward until transfer is complete, after which C.G. movement is as in (b) above. (ii) With pylon tanks The C.G. is slightly further forward than in (i) above. h or without full pylon Effect of carriage of ammunition and R.P.s (i) Carriage of ammunition moves the C.G. forward considerably. At the most forward C.G. position quoted in (b) bove, the C.G, is on the forward limit when full ammunition and 8 R.P.s are carried. 74 PART VII—OPERATING DATA 97. Pressure error corrections The pressure error corrections at sea level are:— se | | an | a | soe | 2] [ee To | 20 | 250 | 30 | as0 | aw | 450 | SoOKno [eis le] +8 | +9 kos | 98. Take-off distances The approximate take-off distances, in yards, are given below. (a) With tip tanks (13,320 Ib.) ase] ee | Send 7 | at | 900 | 1,050 | 1,150 wowins || "| me Ground | 380 | 440 630 770 1,170 | (b) With tip tanks and R.P.s (14,132 lb.) | 800 | ‘900 | 1,050 | 1,180 | 1,300 | No Wind mart “| 630 | 710 mea Wind Toclear | 910 50 ft. The ground run and distance to clear 50 feet should be increased by approximately 10% for every 1,000 feet the aerodrome is above sea level 15PART VI—OPERATING DATA 99. Fuel consumptions ‘The approximate fuel consumptions in Ib. hour for varying f.p.m. at different altitudes are given below. If'it is required to know the consumptions in gall./min, divide the by the fuel density. AVTUR=8.0 Ib./gall. AVTAG =7.7 Ib./gall. At best range speed At At - = Height | 10,250 | 9,750 Tip tanks (ee) | rpm. | rpm | Clean | and ip RPs | tanks Seatevel | 7,200 | 3400 | 2,220 340 10,000° | 5/400 11620 By 20,000 | $200 1620 30,000 1320, 40,000 1320 | 100. Flight planning data (a) The tables on the following pages show the climb, eruise and descent data in tabular form for various configura~ tions, Heights are given at 10,000 feet intervals but inter- polation is possible for intermediate heights. (b) The climb and descent data tables give the necessary infor- mation for climbing or descending from any one height to another, Climb distances are included where necessary in the cruise data table but not descent distances, sinee in some cases the descent may be made from overhead and in others some distance from the destination, Allowance is made for fuel used on the descent (c) Each cruise data table co} blocks. Each block shows:— () The level flight ra miles, at the particular height for various fuel states. (ii) The best range speed at the particular height together with approximate A.N.M. per 100 Ib. fuel used and the approximate fuel consumption in Ib,/min. (iii) The range, including the distance covered on the climb nb is made to any other altitude during flight. (d) Use of the tables Pre-flight planning Enter the appropriate cruise data table in the sea level block, at the fuel state applying immediately 76 PART VII—OPERATING DATA after take-off. Select the height at which maximum range is available at that fuel state. The distance available includes distance covered on the climb but not on the descent, (Absolute maximum range is obtained b 2 on the descent distance, provided that the let-down is started at that distance from the destination.) For short-range flights, inspect the sea- level block and select the height at which the distance to be covered requires the least amount of fuel. This is the best altitude for the flight. (ii) Inflight plannin; ‘At any stage of a flight, the available range may be ascertained by applying the fuel state to the level- flight range in the particular altitude block. If an increase in range is required, or if a climb has to be made, the new available range may be obtained by entering the existing altitude block at the particular fu state and moving vet ly downwards within the block, until the new altitude is reached. Figures in heavy type indicate the best altitude for the maximum increase in range. Above these heights, no further range increase is possible. If a descent is necessitated, the new range is shown by moving direet from the ig altitude level-flight range for the particular fuel state to the new altitude level-flight range. (©) Effect of temperature change on performan (i) Climb performance is dependent on temperature. The following table lists the correction factors per 10°C. rise in temperature from 1.S.A. conditions. All igures should be added to the appropriate cli figures in the tables on the following pages. wit ip | ‘inks ,000 ft 20,000 ft, 30,000 40,000 1 (ii) The range at any altitude is independent of tempera- ture but dependent on the weight of fuel carried. 7PART VII—OPERATING DATA PART VII—OPERATING DATA CLEAN AIRCRAFT FUEL CONTENTS:—342 GALLONS 2.736 1b. AVTUR CRUISE DATA CLEAN AIRCRAFT 2.630 Ib. AVTAC 1 TAXY AND TAKE-OFF ALLOWANCE 3361, (42 gl TUEL STATR—uB. | 2400] 000 LANDING ALLOWANCE 2 480 Ib. (60 (excluding descent fuel) Range | 220 | 175 CLIMB DATA ae [|e [om | em | SeaLevel | 10,000n. | 160 | 10 |. aoooo te | 280 2 3oi000 | 400 33 1,000 Fi. 520 0 40 10,000 ft. 120 10 10,000 ft. 125 | 30 240 3 130) 360 50 ANM 100 Ib,—16 10 | — } | tb min—27 20,000 ft 120 5 2 TAS—330 Kis. 240, 40 SE 1 30,000 ft. 120 a | 20 | 140 | 50 | 250 rpm. below 25,000 ft 285 | 160 | 35 TOO f-pam. above 28,000 ft 30s | 158 DESCENT DATA | From To Lb. Dis. | Mins 40,000 ft. | 30,000 f 15 3 | 4 | Hy sooo tt | 40 i 7 : Toon: | 6s © 10 Seatevi | 115 8 iy 30,000 ft. x pont | 25 20 [ 3 000 ft 50 8 6 Seatevel | 100 55 10 ass | 205 | 58 20,000 f. | 10,000 25 5 3 Sete! | 75 38 ; 10,000 ft. | Sea Level 30 20 4 IRBRAKES—IN a 6,500 __| —S'ETM above 25,000 f Fuel Siate—Gals. AVTUR | 300 | 250 SOK below 25,000 Me : bt, WK WR pete (LE, Toe Tope. 8 tes are yeu ted (njepprorinatdle 21, |PART VI—OPERATING DATA WITH TIP TANKS FUEL CONTENTS:~—498 GALLONS TAXY AND TAKE-OFF ALLOWANCE % LANDING ALLOWANCE... —480 descent fuel) CLIMB DATA 20,000. | 30,0001. 160 25 2h 40,000 f 320 50 8 30,000 f. | 40,000 f. 160 25 St PART VII—OPERATING DATA CRUISE DATA—WITH TIP TANKS FUEL STATE—LB. 3,600 | 3,200 | 2,400 | 1,600 | 800 [Range | 340 | 295 | 210 | as | a8 10,0008. | 450 | 390 | 265 | 140 20,000 ft: | 595 | S05 | 335 | 160 30,000 ft. | 725 | 615 | 395 | 170 40,000 | 880 | 740 | 485 | 170 Sea Level ANM/100 Ib. —10.9 Lb, min.—39. PAS, 255 Ks, 41s | 290 | 165 | 40 soo | 385 | 215 | 40 660 20 | = 565 | 390 | 220 | 45 qoo | 475 | 250 | 30 845 580 295 | — Range 720 | 500 | 280 | 50 30,000 ft, 40,000. | — | 880 | 600 | 310 | 20 ANM/100 Ib.—27.7 Lb,/min 19 TAS.—205 Kis. 30,000 ft. = | | Range | — | — | 628 | 340 | $5 | 20,000. | 25 5 a 40,000 ft. 70 35 7 ANM/100 1b —35.6 10,000 ft. 45 2 | 4 QIRDRAKES 1 be State—Gi 1 0 | 300 | 200 | 100 RE SAM sss oN Ts Fuel State—Galls. AVTUR | 450. 400 —210 K below 25,000 fi 80 + WTR pris RET, te reve fa pee cn Tedted In, eolprap iene!»PART VI—OPERATING DATA WITH TIP TANKS AND 8 R.P.s FUEL CONTENTS:—498 GALLONS 43,984 Ib, AVTUR (8 Ib. gl b. AVTAG (7.7 ib, TAXY AND TAKE-OFF ALLOWANCE=360 Ib. (45 LANDING ALLOWANCE... =480 Ib. (60 gal (excluding descent fuel) CLIMB DATA From Dist. Min, Sea Level [8 2 25 44 | 8 u | 3 1 10.000 ft 5 PY 3 oh % B 20,000 20 4 © 104 30,000 ft # 6 pam. below 25,000 ft. im, above 25,000 fe DATA From To Lb. Dist. 40,000 ft. “| 2) |S: % 2% 0 0 160 35 30,00 20 10 © 25 140 i 20,000 ft. Pn 15 120 30 10,000 ft. Sea Level 80 15 ~~ AIRBRAKES—IN RPM. 6,500 SPEED —0/67M above 25,000 ft —270 Kis. below 25,000'f, PART VII—OPERATING DATA CRUISE DATA— WITH TIP TANKS AND 8 R.P.s 3,600 | 3,200 | 2,400 800 310 | 270 | 190 30 oo | 345 | 235 | 125 | 15 490 | 420 | 270 | 135 | — 20 | s2s | 335 | ras | — 675 | 565 | M40 | 120 | — - — | 365 a5 000 ft. — | 4s 15 — | 555 = ANM/100 Ib.—13.8 — | 610 - Lb, min.— 31 EAS 220 Kis. | 405 | 325 | 180 | 35 sas | 395 | 205 | — — | 650 | 430 | 205 | — Range | — | ois | 425 | 235 | 45 © 40,000 ft. 685 | 460 | 240 | — | — | 490 | 270 | 4s Fuel State—Galls. AVTUR | 450 100 82PART VII—OPERATING DATA WITH TIP AND PYLON TANKS PART VII—OPERATING DATA CRUISE DATA— WITH TIP AND PYLON TANKS. an sinciscare-em [gen |snn]avodacoda LANDING ALLOWANCE .. =480 Ib. (60 gall.) 7 a 275 | 230 (excluding descent fuel) ted CLIMB DATA 435 | 335 33 13s ale wale jae (38 218 ame. 490 | 390 | 290 | 190 | 90 ana [| | ap a5 | 20300] 73 | a3) 33/8 |= 790 | 635 | 475 | 305 | 135 | Fuet State—Galls. AVTUR | 585 | 500 | 375 | 312 | 250 | 187 | 125 85‘AR NAUTICAL MILES PER 1O0LB, FUEL PART VII—OPERATING DATA PART VII—OPERATING DATA TRUE MACH NUMBER TRUE MACH NUMBER Fu coussworion care pay & lat eit \ hear a 330] \ ae pair a ll a Is 2 TBE. : ese % see z 2 ssa as so 5 ie 3 = "8 ss 2 = & te we me is . ey O° sal | 5 Bia ee § a es 5 a a Frc midt anaes Part ant CRUISE DATA CHART — CLEAN AIRCRAFT CRUISE DATA CHART ~ WITH TIP TANKS 86 87ssa 00 ‘AR NAUTICAL MILES PER 10OLB. FUEL veo) PART VII—OPERATING DATA TRUE MACH NUMBER ee OTs ] ] o ieee aia 0000 2 = POUNDS FUEL FER AIR NAUTICAL MILE no 30 "30 hy Weer ‘TRUE MACH NUMBER CRUISE DATA CHART —TIP TANKS AND 8X601B. RP'S 88 AIR NAUTICAL MILES PER 100, FUEL PART VII—OPERATING DATA TRUE MACH, NUMBER op os os ae 254] oF et coxsurerion 3 fom) ina aero Gals Sr ss s Fy > s a TY TRUE MACH. NUMBER CRUISE DATA CHART—TIP TANKS AND PYLON TANKS, 89 POUNDS FUEL PER AIR NAUTICAL MILEA.P.4335D—P.N. Pilot's Notes PART VIII ILLUSTRATIONS Cockpit—Starboard side rn) 90 |. Aileron power sel |. Undercarriage posi KEY TO FIG. 1 . Crowbar Flying controls locking gear stowage Undercarriage selector lever lock override switch ing switch, |. HP. cock control LP. cock control .Airbrakes control Hydraulic handpump Flaps selector lever |. Bomb and pylon tanks mechanical jettison lever ntrol lever and safety eateh KEY TO FIG, 2 Telebriefing war Flaps position indi |. V.ELF. controller . Fuel pressure warning, eron trim warning indicator ding indicator E.2A compass Accelerometer 5. Hood jettison control transfer indicators Cockpit pressure altimeter 91). Triple pressure gauge ). Cockpit pressure warning light on/off control De-icing pump KEY TO FIG.3 |. Fire-extinguisher pushbutton Powered ailerons audio warning cut-out External lights morse button Generator failure warning lights .. Battery isolating switch 1. Camera aperture, pressure head heater andl navigation lights switehes 50. Starter master switch SI, Mk. 4F compass switch 52. Hood seal cock 83, Hood winding handle $4, Booster pump switch 35. H.P. pump isolating switch (moved to instrument panel on later ‘ircraft) 5. Rebecea 7 circuit breaker Armament switches |. Mk. 4F compass test 1. P.B,/Econ, oxygen regulator selector Tip tanks mechanical jettison lever ;. Aileron spring strut adjuster= LdxD0D Q 9 4 he 9 mFIG 2 O50 9 @ COCKPIT — FORWARD VIEW FIG®@ ®) () Sey 2)®) de Oo | @ IS) ®) uy. &) G COCKPIT — STARBOARD SIDE