AIK MINISTRY aorererap a $505 =m Detober, 1961 PILOT'S NOTES VULCAN B Mk 1A Promulgated by Command of the Air Council ea cee aes arerercrenAv 45050—rx Notes to Users These Notes are complementary to AP. 129 (6th Edition) ying, and reference shoul also be made ro te Volcan Operating Data Manual (AP. 4505C-OD). 2. The Notes are divided by Marker Cards into five Parts, each ‘consisting of a number of Chapters listed on the Marker Card. The Flight Reference Cards, which are stowed in the pocket ia the rear aside) cover, are aa integral part of the Notes and reference is made to them, where necessary, throughout the Notes. Farther copies of the Cards can be obtained on demand wo replace those damaged by constant use. When a Pilo’s Notes amendment includes any amendments to the Flight Reference Cards, all copies of the ‘current Flight Reference Cards aust be amended when an Amend- sent List is received. The Flight Reference Cards are re-issued, when necessary, and each Amendment List t0 che Pilo’s Notes states which Issue of Flight Reference Cards is current. 3. Throughout the Notes the Folio Sheet reference aumber is at the top left-hand corner of each sheet, each Part starting at FS/1. ‘The following conventions also apply (@) Words in large capital leters in the text indicace the actual ‘markings on the controls concemed. (b) The numbers quoted in brackets after items in the text refer to the illusrations in Part 1 Chapeer 22, The leter refers to the illustration and the figure to the item on that illuszation, eg. (B/15) refers to Fig. B, Item 15. (©) Unless oxherwise indicated, all airspeeds, altitudes, accelero- ‘meter readings and mach numbers quoted are indicated values. 4. The limitations quoted ia Part TI are mandatory and are not tw be exceeded except in emergency. The contents of other Parts ‘of the book are mainly advisory but instructions containing the ‘word “ muse” are also mandatory, 5, Each Amendment List instruction sheet includes a list of ‘Special Flying Instructions and a list of the Modifications covered by the Amendment. 6. Modification numbers are only referred to in these Notes when it is necessary to differentiate berween pre= and post-mod. states Por ease of reference @ list of Modification numbers mentioned in the (ext is included in the Introduction, with a cross-reference 10 the location in the text where details of the modification are given. 7. Comments and suggestions regarding Pilot's Notes should be forwarded to the Officer Commanding, Royal Air Force Handling ‘Squadron, Boscombe Down, Wiltshire. An6 sare 6sAP 4508C—r8 List of Associated Air Publications and Diagrams Title AP No. Title Aircraft automatic stabilisers - ee 68S Parachutes and parachute harnesses. ‘Aircrew equipment assemblies ent) Powered flying controls—Boulton Paul Aircraft pressure refuelling - 4su1 Safety-hamess - . Alreraft pressurising and air conditioning avin: 4340 4 Search and rescue airborne equipment | Aircraft refuelling in flight . : + 46it Undercacriage equipment—Dowty . Aircraft undercarriage equipment—Dowty ||| 1803E Vulcan Mk, 1 and 1A General and Technical ‘Aircraft wheels, tyres and brakes. Lol Ba ‘Auto-pilos, Mk. 10 22 14698 Bomb carrices 16644, {Data book on safety and survival ‘avipment and yng clothing. 4380 Access panels 3 Dinghies and asscciated equipment 5 11826 Cabin and aircraft presurisation | Dunlop equipment fied ro Volcan aircraft.) | SSC» De-icing. systems are Ekectrical mamals LL 4343 rou instalation) series Emergency installations || Ejection seats and escape equipment... «4288: Fire extinguisher system. Flying clothing and survival equipment + M82E Flying controls and lubrication | | Fuel pumps Pe 2 ABB Fudd system 3 7 Hydraulic equipment—Dowry | |... 1803 Hydraulic system : Instrument manuals... es 12S Jet efflax—danger areas |) series Lubrication. wa Tnstrument manval—oxygen equipment... 127SG———Peumatie system | ot Olympus rcv 10400 DL) 4501 Volcan aircrafe escape dei |)! a6 sarees aestaicre AP No 182A 4603C D&E 11828 1182), 1803E 45054 &C AD No, 60229 conv 60220 60226 (6022N_ co72M 6022C (022F cont 6on2x (60228 soze 5558rsa British Specification Lubricants Nomenclanure Ret. Ne. NATO Cate Ne. American Specification ar 4308C—rs Canadian Specification Drpsss oats s4p/oioos72, | sis MIL-H-s6064 | 3-GP-260 DTDS22A Ox-14 s4p/ouoss9 | 0-147 MIL-L-sossa | MIL-L-6ossa {emergency als) Fuels Brissh Speciteaon | tuterseree Designation Ref. No, NATO Code No, | American Specitenion | Canadion Specification (Without additive anti-icing | DERD2486 AVTAG waysioous | Pas | aay sease 3.GP-224 DERD2494 AVTUR/SO Mayor | Bs MIL-J-56248 3GP 214 th additive antiicing (DERD 2451 o¢ MIL-1-2768C) | = AVTAG 344/2200087 | Fao - - - AVTUR 34a 2201036 F386 = = Fluids rsh Specteation |trersericeDevenaion| Ref. No, NATO Cote No | American Speicaton | Canalo Speciation = | sapyovwosrs | S.938 MIL-A-cos1A. | 3.GP-525A aso | aL? vane?‘Ap 4505C—05 CONTENTS List of Contents Leading Particulars Introduction Part I Description and Management of Systems Part HW Limitations Part II Engine and Aircraft Handling Part TV Check Lists Part V Emergency Handlingan 4505C—rn sn List of Contents Leading Particulars Introduction PART I—DESCRIPTION AND MANAGEMENT Refueling in Flight Para OF SYSTEMS Checks before making contact. oa 8 Initial approach te 8 4 CHAPTER 1—FUEL SYSTEM Final approach and contact 5 Pare Tn connct oe we mm General é 1 cofcemml) 2). folo7 Foel tanks : 2 Breaking. contact Lo . 8 Fuel cocks i . 3 Checks after breaking contact >| 9 Fuel booster-pumps and sequence timers 4 Flying technique " : 10 Fuel tansfer-pumps sc 8 Flight refueling limitations " Fuel pressure warning indicators | “4 é uel contents gauges 2 eo 7 Mlasteations Fig Fusl Geran sone 8 Inflight refuelling system : 1 Fuel tank pressuristion and venting Dt ° 7 i Recuperators : 2 TecBigh refuelling panet . 2 Refuelling and defvclling system Dt u ee u CHAPTER 3—ENGINE CONTROLS, INSTRUMENTS Sequence timer : : - 4 AND OIL SYSTEMS Leaking tanks. ot © 1S General - 1 ‘Throttle control/HP controls , . 2 Mtustration Fig Take-ofi/cruse selector switch. ; 3 Simplified fuel system diagram =, . =. L_RPM governor and Pr limiter. Lo 4 Engine starting controls. = 5 CHAPTER 2—IN-FLIGHT REFUELLING SYSTEM Simultancous engine starting. 5A Starting from internal power supplies 6 Description of System Engine relighing buttons. 7 General 2. 2 2 Bnging instruments. 3 Flight refuelling conieols and indicators ||| 2) (Oil systems 2 : : 9 aestareree MT mas?an 45050 CHAPTER 4—Deleted CHAPTER S—Deleted (CHAPTER 6—FIRE PROTECTION SYSTEMS Engine Fire Protection Para Slympus power plat fre exinsshing sem 1 2 3 Hand-Operated Fire Extinguishers and Crash Switches Hand epee fe extinguishers oe CCeash switches : D6 Mlustrations Fig Engine fire prove vas 1 (CHAPTER 7—ELECTRICAL SYSTEM General P U2.volt section i 28-volt section. tok G Batteries ite bE External supply plugs. ia @ 8 AAC supplies ‘ : : ‘Fuses and circuit-breakers Starting the engines : v7 rene? After starting the engines. : Emergency start BGR eG Battery control Generator control. t Rotary transformer control CHAPTER 8—HYDRAULIC SYSTEM General. ‘Main Supplies Reservoir Engine-driven pumps | Hydraulic pressure gauge Operation of the main system Bavergency Systems Hydraulic power pack . dec power pack contol age emergency lowering Ryde soon fae Mustration Hydraulic system diagram veun easerst AP 4505C—0s CHAPTER 9—PNEUMATIC SYSTEMS — Pee _ Illustration Fig General so : 1 Antficial feel system ‘ 1 Entrance Door System Entrance door system supplies. . CHAPTER 11—PRESSURISATION AND HEATING 2 Door opening. =. rey . SYSTEMS Canopy jettison - : 4 Cabin Air System Para Door closing. : 3 Cabin air, general. : 1 Doce and canopy seals 6 Cabin air-conditioning ni " 2 Devicing tank pressurisation 7 Cabin pressursation ‘ 3 Cabin ventilation ‘ Other Pneumatic Systems Cabin air-conditioning, controls and indicators 5 Scanner presursaion . 0... ew 8 +4 bombsight computor. : 2 Engine air pressure. fora 10 Operation of Cabin Air System : Operation of the pressurisation system 6 Ilastrations Fig Cold-air unit overspeed. z ‘Door, canopy seals, 14 bombsishe systems en! Loss of cabin pressure. 8 ws system " nr} Emergency decompression 9 14 bombsight system. : : 3 Engine air yen |) 4 oe CHAPTER 10—FLYING CONTROLS Para Remb-hay Heating 1 y« Bomb-bay heating system 10 eatkiyeciuyeis ; so. Bomb-bay heating controls and operation. =| | IL Artificial fel system : : 3 ‘Trimming 4 Windscreen Thermal Demisting Starting the powered fying cots» 5 Windscreen de-misting supplies 2 ‘Testing the controls. fod 6 Windscreen de-misting controls and operation. 13: Testing the trims) Se 2 In fight : 8 Seopping the powered fiying contol unis 9 Mlsstrations Fig Pitch damper system : : 10 Cabin pressurising and air-conditioni 1 Yaw damper system Dobbs. lon Air ventilated suits system 2 Auto-mach trimming system 2)! Dol Bomb-bay heating - 3 aestarcres aL? vem67,Ar 48080 —05 CHAPTER 12—ANTEICING AND DE-ICING Airbrakes and Brake Parachute Para Airbrakes—general ‘ General 1 Airbrakes control and operation : ‘ Brake parachuce— general ‘Ant-hcing Systems Use of the brake parachute Wing and caine 7 2 in anti-icing. system 3 3 Anti-iciag controls . oe 4 Wisstrations Use of the engine antivicing system || 5 - ‘ Use of the airframe anti-cing system : 6 : eropnneaiaa meal De-Ieing Systems Windscreen de-icing. systems. 7 Windscreen de-icing controls and operation 8 CHAPTER M—AUTO-FILOT MK. oe 2 Desrnion Ele lis. ‘1 “ General. Mtustration Fig Special features. Anti-eing system. : 3 - ou Switch unit. : a oi Pilot's controller mo : (CHAPTER 13—OTHER AIRCRAFT CONTROLS Tete ee : Underage System Pore ‘Ane-pliac ikaion Undercarriage—gencral : 1 Sate ees Undercarriage normal control and operation | 2 ay preaes Undercarriage positon indicator z Nosewheel steering and centring 4 Use in Flight Undercarriage emerpeacy ar system 5 Preslighe checks. ‘Undercarriage emergency operation |. ‘ Openne ie Bight Wheelbrakes Operation of automatic cutout devices Wheelbrakes, general 7 ‘Automatic appeeaches Wheelbeakes, operation 8 Use of the auto-pilot after engine failure . ‘Brakes accumulator charging 9 Emergencies a . AL? ven 67 10 u 2 B n 2 B “rea CHAPTER 1S—GENERAL EQUIPMENT AND ‘CONTROLS: Entrance Door and Canopy Pera Entrance door and ladders 2 1 Cenopy oe 2 Canopy jettison controls 3 Lighting, Internal lighting 4 External lighting 5 Windscreens Windscreen wipers. ee Ditect-vision windows + # 7 Miscellaneous Equipment Ration heaters. se 8 Periscope installation a 9 ‘Anti-flash screens. cae wm HO Black-ovt curtains fos n Miustration Canopy jettison mechanism soe 8 CHAPTER 16—NAVIGATIONAL AND RADIO EQUIPMENT ‘Para Compasses ‘ ‘ 5 1 Radio/radar altimeters. - =. | s 2 ms and zero-reader 3 3 HP installation 2 2 Fi 4 LHF installation : 5 3 : 6 7 8 9 an 400 Para ADF (radio compass) 29 @ = 10 Geo nu FF Mk 10 = a R Sextants > 2 or 70 8 Rebecca Mk 10 7 4 8 oe CHAPTER 17—EMERGENCY EXITS AND EQUIPMENT Emergency Ex Para Genel x ov 1 Enrance door. 5S « 2 Campy 2 olo3 Emergeney Equipment inghy installation 4 Parachate static lines $ ‘Crash axe and asbestos gloves 6 Firstaid kit - . 7 Signal pistol and cartridges 8 Leak stoppers 8 Destructor units soe External emergency cquipment | n Break-in markings... 2 oi CHAPTER 18—AIRCREW EQUIPMENT ASSEMBLIES AND OXYGEN SYSTEM Para Geet : . 1 Ejection Seats jection scat Type 3K Mark 1—general 2 ‘jection gun and firing handles. 3 Drogve gun 4 jection seat/canopy time-delay mechanism 5 Barestar time-delay mechanism 6 ‘Leg resteaine : = 7 ‘Manual separation . . 8 cree a7 wn?an 4505C—rx Rear Crew Safety Equipment Para‘ Mlustration Fig Rear crew safety equipment. . ar) Bomb-door operation. | Coleg acd es 10 CHAPTER 20—FLIGHT AND ENGINE INSTRUMENTS ‘Oxygen mask and helmets |. : oon an a tt-satic system . od (Oxygen System Pressure-operated instruments » ‘ 2 Normal supply. sone Flecirically-operated instruments. 3 ‘Oxygen. regulators—general : 2. B ‘Miscellaneous instruments. 4 Emergency oxygen sets. Portable oxygen set 15 Engine Instruments Use of Aircrew Equipment Assemblies Jer gauges 5 Strapping-in procedure—pilors . 18 RIM indicators 6 Strapping-in procedure—rear crew members 17 Oil-pressure gauges: * 7 ‘Normal exit procedure—pilots . loa ‘Oil temperature gauges (Mod. 1996). | 8 Normal Procedure—rear crew members. | 19 ing the aircraft im flight . 120 lustration Pig * a a Pitor-static system. . . 1 Fig Ejection seat Type 3K Mk. 1—right-hand view. =. 1 CHAPTER 21—ECM INSTALLATION — Para Ejection seat Type 3K Mk. I—leftchand view - 1A General 4 te Rear crew members static seat. IBS em power supplics. 5) 2 ‘Oxygen system : Z eat controls and indicators : 4 3 Operation of the turbo-akerastor ||| ‘ eM cooling : 5 CHAPTER 19—ARMAMENT AND OPERATIONAL er ae vO Rear warning pressurisation system || 6 General . 1 CHAPTER 22—COCKPIT ILLUSTRATIONS Bomb-doces control and indicators || 2 Bomb-doors emergency control || 3 Pt: of Maniestions Fig Bomb release. - soe ee 4 Cockpit—forward view. . A Window launching exsien : Dos Engine controls panel and throtde quadrant B xas ft D6 Cockpit—pore console c Green Satin and ort | Dot 7 Central. console Dt Dolo wow equipment |) 3 Cockpit—starboard comme |. sO m7 viner avermicray1 $05C—rn PART [LIMITATIONS Para. - Terying se CHAPTER I-ENGINE LIMITATIONS | Tasving ~ 3 Ein linens —Ojmmpus Mk 106... ae 2 q il pressure limitations : : me a . 4 Oil temperature limitations (Mod. 1996) : 3 > eal sti ie Si heat » 42 & Engine ant-cing system ot : 4 Gite : a Cabin conditioning during the climb and descent R CHAPTER 2—AIRCRAFT LIMITATIONS General, . see “8 1 (CHAPTER 2—HANDLING IN FLIGHT ‘Speed and mach number cu wn 2 Pm. Gelimitations : Dt 3 Engine handling. an i Maximum weights | | : : 4 Engine seat = + $i i 2 ‘€Emergcney operational limitations |. Dol 4Ay prs. te 3 of G limits wo « « 8 4011 cemperatures (Mod. 1996) oe 3A ‘Temporary restrictions sone ~ + 6 Engine idling speeds 2 4 Aircraft approach limitations ||| D1 7 Fiying cooteols : 5 ‘Avto-pilot limitations Dt 8 Trimming. Dot ‘ Armament limitations.) 9 Airbeake characteristics |) : 7 Fright refueling Limitations | |) | 10 High speed fight fool los BoM equipment.) au Pitch and yaw danipers inoperative 3 Radio clearances soe . Approach tothe stall 2, ee 10 4 Bleed air turbine limitations . ey 13° > Stalling in turns. woe nu Flight in turbulent air. re’? PART TII—ENGINE AND AIRCRAFT Flight in icing conditions =. - = 8 Annan Descending rns) CHAPTER I—STARTING, TAXYING AND TAKE-OFF Para, CHAPTER 3-CIRCUIT AND LANDING PROCEDURES General. 1 Par. Starting the engines sing an external 112-volt power Joining the cirauit supply 2 Visual approach 2) sa 8 Dey motoring cycle 5 3 stramen approaches <2 oo 8 Starting the engines using the internal bateries 4 Landing : aos § ‘4 aestareres a6 surr 6sav 480808 Pwo, CHAPTER AIRCRAFT SYSTEMS ; EMERGENCY Crosswind landing». eee 5 PROCEDURES Landing without using aibrakes 5s $ Para, Bene e ing controls failure Emergencies during landing » a g Powered lying controls failure Qreroad and emerpncy landings : 9 Artificial feel failure - 2 Overshoot z {10 Pitch damper and yaw damper faites» 3 ‘Roller landings 11> eiture of the auto-mach trimmer. : 4 CHARTER 4—ASYMMETRIC FLYIN levator feel trimmer and auto-mach trimmer “runaway” 5 Para, Undercarriage emergency operation Lo 6 Shating down an copie in igh « . + 1 Undercarriage failure to lower ose 6A Refighting in light - 5 1+ 2 Bimergeney operation ofthe wheel bees 6. 7 Asymmetric handling. Soe Canopy jettisoning So 8 Asymmesi ding and overhang + += 4 Cabin presie fitre a abide || 9 (CHAPTER 5—IN-FLIGHT REFUELLING Acton ia the event of oxygen filter noxious fumes 10 Para. Emergency operation of the entrance doot —- -u . so 1 gh wih she enrance dor pen oo 2 a a ee Income : 1 Considerations ia the event of teal generator failure | Breaking contact 1 S$ Fuel system failures : . at) Flying technique : S Fite in the sir . - . wb PART IV—CHECK LISTS See Flight Reference Cards PART V—EMERGENCY HANDLING CHAPTER 3—FORCED LANDING, ABANDONING AND. CHAPTER I—ENGINE EMERGENCY PROCEDURES DITCHING Por Para, Forced landing ‘ - esl Engine failure on wake-off . ed - Engine failure fo ight. | 1B atandoning heir ‘Action in the event of engine Bee |] |. 3 itching : Le - 3 6 ert 6s nesteiereear 4305C—05) Leading Particulars Principal Dimensions fe Overall length (refuelling probe tip wo tail radome) : ws 6 Overall Jength (nese to top of fin) 7 4 Over eng (eo to al radome) - 9 Wing span i oS Height 10 top of fin Se 2% 6 Wheel wack =: 3 Wheel base mw 302 Load classification number (LCN) See Operating Data Handbook Eucl System ‘Type of fuel . 5 6 ANTAG oF AVTUR ‘Tonk Capacities (Appcoximote) + ‘Canaan Pound Tank Group | Tent No. | Capaciy |“avTuR | AVTAG Gaitons | Saubrgatt |_3.706/eutt ind 7 outboard] 1 | 3ere | sano | ast pore and stators] = 4 | Dxeso | Dicso40 | 24881 8 | axsis | patos | 2x3'950 7_|_2xs80 | rcavoo | 24238 Tot ai group | 22.28 | 2xa8ssa | 2.17.88 Toval bot groups | 446 | artes | as.r78 Find 3 Gatoand| 2 | Exasa | hacr00-| 3x73 port and sactoars)] 3 | 2x60 | dxsauo | 2x41 aera | 2xsitos | 2xs675 axa7| passe | para aese_|_sr0r2_| 35.082 Oe Power Unite Name . = Olympus 104 Type | + Turbo-jet Number Four Static dhrust (at seaclevel) | 13,500 Ib il system Type ar Integral with engine on: 5). NATO Code No. 0-148 Tank capacity 5 7 galls cil, 3 galls air space Starting system. Electrical lccerical starter motor Rotax C8¢01 Engine-deiven asiliaries Hydraulic pumps 3 (om engines Nos. 1, 2 and 3) Generators. 4-224 AW (one on each engine) Hydraulic System Pums 3 (on engines Nos. 1, 2 and 3) Working, pressure 3,600-4,000 psi Reservoir capacity 22 galls Syuem copay. S12 als Fid Oil NATO Code No, H-515 Emergency Ait Sytem Cylinders. 2 Charging pressure - 3.000 psi Pneumatic System—Entrance Dooe Cylinders . 2 Charging. pressure 2,000 psi Paeumatic System—H.S Scanner Cylinder 1 Charging pressure. , 1,800 psi westaicTeT:ar 4808C—2N Pacumatic system—T4 Bombsight Cylinder 2D Charging pressure; 2,000 psi Paeumatie system—tail warning Cylinders 2 Charging pressure. 3,000 psi Air Conditioning System Turbine unit ‘ Type BT 15 oO. NATO Gode No, 0-149 Capacity 210 cc Flying Control System Type: Aileron (four) pu Elevator (four) Pus Rudder (duplex) 2) PLY ou : NATO Code No, H-515 Capacity (each): Aileron 6 pints Elevator 68 pins Rudder 8 pints Gear Boxes ol... ox.23 Capacity © 1 ee Airbrakes Oil (gearboxes)... NATO Code No. 0-147 De-Icing System Windows Fluid system, alcohol AL-S Tank capacity 12 galls Fire Protection System Crew's cabin: Type. Number External compartment Type Number. Oxygen system Tye Cylinders So Charge pressure || Capacity (each cylinder) Safety Equipment Ejection seas: First pilor Second pilot. Parachute assemblies Hamesses Survival packs : (include dinghy Type SS) Emergency oxygen sets arstercren ‘Methyl-bromide, 12 Ib Four ‘Methyl-broenide, 12 Ib dual head Twelve ‘Mothyl-bromide, 12 Ib Four Methyl-bromide, 12 tb Six Water/ glycol Five Chlerobromomethene One (Mk 17—demand system Eight 1,800 psi 2,250 litres Mk 3K Mx 3K2 Meo Type ZE THER) pest-Mods ES mer | 5956re Safety Equipment—continued ‘Rear crew: ‘Scars . . . ‘Safety-t harnesses Parachutes (include EO Set Mk 30) Sorvival pack » (include dinghy Type SS) Aircraft avlti-teat” dinghy Nitrogen purge—fight re- fuelling: Cylinder. Charge presure | Capaciey : 4 Special Type ZC ME 20 Type S ‘Type MSS, capacity five crew ‘One 1,800 psi 750 litres ae 4505C—0 Electrical System Type = Barth return, single pole Generator (| + -U2-volt DC, 225 kW Baueeries (5) 24-volt 40 amp hour Rouary transformers (3) Type AM 1050 Inverters (8). 3 Type 350, 2 type 153 Turbocaternator ‘for ECM ‘Supplies (TGA 30). =. -200-volt AC 30 KVA Radio and intercom VHF 4 ‘TR 1985/TR 1986 UWF. 2 ARG/S2 Intercomm (normal) AI961 Imercomm (conference) | A961 HF tansmiter || T4188 HF receiver. : RAIS?19 Ae 48050 INTRODUCTION List of Contents Poe wu Pea unl oe t anes in edi Soe 4 cor te 2 Nice res io in| é Unseament layout... x" ‘ S53 Moditeation‘state “ : a 1. General The Vulcan B Mk. 1A is a four-engined all-metal aircraft of dela planform and is powered by Olympus Mk. 104 turbo-jer engines, ‘each developing 13,500 Ib static chrust at sea-level. Provision is made for in-ight refuelling. 2 Crew (@ The aircraft is operated by a crew of five accommodated in a pressure cabin, as follows : — 1st pilot ‘Corpilor ir electronics officer (AO) Provision is made for carrying oe extra crew member (¢) The two pilots are seated side-by-side in cjection sears, on a raised platform at the front of the cabin, normally referred to as the cockpit. Behind the pilot, facing afe in what is referred to asthe ‘bin are the rear crew members, The rear members have bucketype seats 5 they sit facing one long table, behind which is a crate carrying thie equipmeat. A prone bombing postion is provided in a blister below the pls floor, the bomb aiming duties being. performed by one of the navigators Handgrips and handles are located at suitable positions in the cabin to enable rear crew members to move quickly to the entrance door. ‘The pilots’ ladder, when in the stowed postion, provides hand holds forthe suo and the nav/plotter when they are moving tthe entrance door. 3 Instrument layout (@) The pilot’ instruments and controls are on the front panel (vided into four sections), the port and starboard console, the centre (retractable) console and the throttle quadrant, (®) On the port and starboard walls of the cabin are panels con- ‘aining circuit-breakers fuses and relays. (©) Additional engine instruments are located at the Axo's station, 4 Panels in cabin ‘The following panels are accessible inthe: Panel No. Position and description tn | Piloe’s instrument pane! (four sections) 2e | Fuel contents panel (forward of throttle quadrant) 3r | Fuseand relay panel (port side of cabin) 4e | Fuse and relay panel (starboard side of cabin) > nT ran?Ap 480SC—#x Introduction Panel No] Position and deseription Tovaton br __ “nwa Mot Ne. a Sr Retractable console —= — Ge Port console a8 881 | towoduction of seapan fing handle | 1,18, paras 3 8 16 . ‘om, cision seats Lignan K Ze | Barboerd code 40 | toasts hg cont uit and a1; sare 6 & | Rome basting pet lame ta, and renders the ant 9 Bombing control pane (nav /bomb-aimer) toes yun onersve 10 Generator control panel (ARO), referred 19 as De oor | troduction of toparte engine anu |1, 12, paca 4) ‘control pane! tir | Radio and radar supplies panct (rear pressure buik- 143 1 2 paca 20 & head), referred to 25 AC supplies panel ia 12e | Navigators’ and aeo’s panel Sap | Intercomm puncl (port side cabin, under crew floor) 4.1290. 1,19, para 248) 71e | Turbo-altemator contro panel (AEO) ‘eguting ol rec _ Ecat power supplies pane! (ato) a7 ff two-needle tyre Ast | 1,20, para. 29) 5 _ Equipment bays ren ai ‘The following equipment bays are ouside the pressure cabin: the se00 | tains ok Mapolng novewheel bay, the main undercarriage bays, the bomb-bay, the 1793. | Inxaduction af ening pit in mae | 1,75 para $ turbo-alternator bay (aft of the starboard main wheel bay), and the whet ba power comparunent whichis af ofthe bomb-bay. ‘These bays con 41884 | Provides ato with faciity wo manually | 1,2, para 14) fain clcrzal power distrbuton and fee panes: in adn the ante ous revue of te main undercarriage bays contain the refuelling/defvelling panels spar fal » and the nosewheel bay contains the hydraulic accumulator and 1996 | totroduction of ol temperature gauges | 1,3, ras. 8.89 pressure gauges for the wheel brakes 4301s | Negi fr shndon ara ad | 1 rar. 5) 6 Modifications referred to in text vs 2u19 | tntmduction of down waed. poll | 118, para, 2 ag eee | ama [xpsree rcin sep ss fearon 7 "ion S7UVekom| To rave rrewure in ve fcing | 1, 1, para 126 These Notes have been compiled assuming that the folowing 139 | Teinrsucectioubleguardnovere| V, 3, par 24) -Meaifcavons tare been enboxied cae door jacks = 5 : 648 | To seduce flow of ai vo cuter lading 1, 12, para 6 Moa. ect of embodiment of Minton flee of aming stems and To | Wine aching Hd Haas teniocsd itn off ia anne BC 1s | Inodoction of Beading information selec sich 177 | suifening of inboard leading edge co, 12, para 6 HG 38 | Inimtoction of nosewheel seeing oferside Mod. 1747) [aler for alcframe sntiicing system, 38 _| Flight refueling receiver fixed fitings introduced ML? FEn6? arstaieteDr/o ae 4505C—rx Irueotctbon ENGINE Fig. 1 Cockpit Layout nestatere a7 maan 45080—0% auroduetion ‘These Notes have been compiled assuming that the following ‘Modifications have been embodied :—(Contd.) ‘Mod, No, BG 34 Be 60 108 6 na 205 209 20 256 26s 28 mm 34 Ww 333 374 398 395 ats 426 42 36 44s 454 AL? vane? ect of embodiment of Modification ‘Additional oxygen supply magnetic indicator, fited at ‘av/plocte's station; cables check of oxygen supply at ‘iv/ radar’ prone ation Provision of simultancous engine starting Introdaetion of T4 Bombsight To introduce improved flow control system. Revised Dealing conteal panel on starboard console ‘Ventilated suit installation introduced Introduction of tripte-peesure gauge Deprewturisation of cabin does not occur om operation wt eatrance doar Kever Reweouting of lwéeaulic pipe lines in osewheel bay To introduce 1s audio output in the inercomm Inieoduces failiy to increase warm-air flow Inieodvction of Jouble-level float switches snd double- eting refuelling shutoff valves Iniruction of conference intecomm and station boxes lecirics modised 9 permit type 153 inverters be farted op under no-load conditions Introduction of radae abimeter Mk, 6A in lew of Mk. 6 “To introduce switching in Mk. 4B compass circuit Inirodction of zeroreader stallion Introduction of fatigue meter Tnuroduction of oxygen point at sextant postion Deletion of Type 100A inverter, Fight instruments to operate frost No. 3 inverter saw conacctsd to satc vents i lew of starboard prestore head Alte restriction on tr¥ no longer operative ‘Mod. No. MB 491 a6 sos 50s sto sis 2 ss ss 585 389 Eng. 564 soy esrarere Eject of embodiment of Modification Barostatic release time-delay reduced from 3 seconds to Ty seconde an e-stap ineredeed om ejection sate Stilening of ocb-bay structure to prevent generator ‘warning lights ticketing Ineroduction of fined Bing for additonal crew members Ineroducton of Mk, 198 atimeter Tevreduction of VHF tooe+—simulated bombing provision ‘To imroduce three charged oxygen cylinders in lieu of ‘theee dummy cylinders ‘To reposition 25 seunner presurisation switch and ‘Etuge on mav/bomt-aimer' panel Tnwreduction of se-eigned inlet and outlet ducting to the ‘cokdaie anit Tecreased tank capacity of windscreen devicing system Repositioning of starboard sextant intercomm socket to ‘rast level, Introduction of time-of-all calculator Mk. 2A Tntroduetion of steel discs and Blades in zero and iat stages of LP compressoe To inuorloce time-delay relays to overcome surge af Ccorent when aurbrakes are teveraed in operation Fnereduces uadeehest conte ia supply © AVS ‘To make provision for vue ‘To make provision for xcit installation including ani $919 Provision of static lines for rear aiccrew ‘Transfer of 1 sets to back of cision sats Fairing of parachute container “To inodvce froqvency meter and. volimeter at navi- sgnor's statin Yor checking Ac supples (ee Mod. 1188)rst These Notes have been compiled assuming that the following Modifications have been embodied :—(Contd.) Mod. No. os 7 708 ns 18 no a a 458 Eiect of embodimen of Modification “To permit operation of the entrance door opening from 2 ‘selecor sich a the mavigto m4 ‘To improve 112-volt generator system Introduction of windsercen wiper for windscreen centre panel and increased rae of flow of windscreen anlnking ‘vse “To improve etction of window ‘Embodied with Mod. 10 Deletion of portable oxygen sopply and introduction of ‘extension oxygen sappy tabs nwroduction of lamps for illumination of ght refuelling robe ‘To recovientate the Aight refuelling panel nvroduction of Hight refuelling probe sbucoft valve Introduction of later type refuelling valves in foet system tod to make provision (or and introduce lecreal ase delay for tank selection Flight refuelling—miscellancous alterations to refueling Inning and fl level switch mounting, (0 rectly errors found oo embodiment of Mod. 275 a4 9st Eng. 971 92 1070 138 ry ss ne Rss 1402 19 1a "Fo delete probe de-icing system and wo introduce Av 4808C—0 Intodveion ‘owofl Yalve in the trogen purging line Introduction of Type 120 voltage regular owen rates sol, oy » niroduction of poshed mr compressor blades Flashing white lights latroduced, navigation igh steady Tnwreduetion of test seitch for ansisicing heater ia ca ‘ondenser intake Intresuetion of bomb-eeease safety lock Tngrodction of Sanking plates im wing duct Resting syiers Aleeatons necessary to embody Mod. 622 en. alecraft having Mod. 291 embodicd Tntroduction of an improved undereatriage sector site Positive stp en crew dant-opening mechanism, Price to ‘mibodiment of this Mod, itis powible to opceate the Emergency door opening seen (rom the exteraal Joo opening contre! Ineroduction of revised Jot dacamne Fneraductoe of tank presuriation indicators Tetroduction of revised dooropening torque shaft and Termiss use of the door-opening switch imimdueed Ey ‘Mod. 623 Iniroduction of nowe-wheel tering override (HC 35) ven67Part I—Description and Management of Systems Fuel system 5 Iovfghteeoeling system Engine controls, instruments and oil systems . {Chapter deleted. Chapier deleted =. Fire protection systems. Electrical system : Hydraulic system . é Poeumatle spstens Flying comteols Pressurswion and beating ystems. List of Chapters Chapter ‘Auto-pilot Mk 10. ECM installation . Cockpit iustrations BS cesaneun=s Anthicing and de-icing systems Other aircraft controls. eral equipment ane controls ‘Navigational and radio equipment . Emergency exits and equipment. Airerew equipment assemblies and oxygen system . ‘Armament and operational equipment Flight and engine instruments 1 45050—mN Chapter 2 13 14 : + 16 eae 8 8 . 4An 4808C—rx Part I—Description and Management of Systems Chapter I—Fuel System List of Contents Geet Fue tanks S| eur: Fuel cocks yaa ¢ Fuel booster-pumps and sequence timers ||! Focl transfet-pumps toed Fuel pressure warning indicators . eon e Fuel contents gauges 7 : ; Fuel flowmeters fa: Fuel tank pressoriation and venting envaueune? 1 General (a) Fuel is carried in fourteen pressurised tanks, five in each wing and four in the fuselage above and to the rear of the nosewheel bay. The tanks are of the flexible-bag type and each tank is enclosed by a metal casing which is part of the aircraft structure. ‘The tanks are not seifscaling but are crash-proof. (#) ‘The tanks are divided into four groups, cach group normally feeding its own engine, A crossfeed system enables the various groups to be inter-connected. Automatic fuel proportioning is normally used to control the fuel C of G position, (© The controls and indicators for the fuel system are grouped, in the form of a mimic diagram, on the fuel control panel which is on the retractable console. A handle (A/40) is provided to permit raising and lowering of the console. Pare Recuperators Soe Refuelling and defveling system |. ‘Normal use of the fuel system in flight . Booster-pump failure. 3 Sequence timer P iE Leaking aks IMluseeations Fig ‘Simplified fuel system diagram oar . (@) A pressure refuelling system for ground use and an in-flight refuelling system are incorporated (for in-flight refuelling, see Chapter 2 of this Part). (@) Explosion protection is installed and is described in Chapter of this Parc. 2 Fuel tanks (@ ‘The tanks on each side of the aircraft are numbered from 1 to 7, Nos. I and 2 being the fuselage tanks and the remainder the wing tanks. The tank numbers correspond to the CG position of ‘each tank, No, 1 having the furthest forward CG and No. 7 the farthest aft. Nos. 1, 4, $ and 7 tanks comprise the outboard tank group in cach wing’ (No. 1 group port, No. 4 group starboard).ae 4508C-—0x Part 1, Chap 1—Puel System Similarly Nos. 2, 3 and 6 tanks comprise the inner, Nos. 2 (port) and 3 (starboard), groups. Each group nocmally feeds its associated engine. (8) Tank capacity yore: Fel sores my vary = 11% “The approximate tank capacities are: — No. 1 and 4 (outboard) groups. Lb normal Tank LBAVTUR AVTAG Nas Gat (SG0°80) _(SG0"77) 12x 630 2X 5040 2x 4851 4 x 602 5040 2K 485 S 2x SB 2x 4toe Bx -3.950 7 2x 350 2x 4400 2x 4235 Total — cach 228282185842 17,887 group —_- —- “eu (both outboard groups): 4846 37,168 3574 ‘No. 2 and 3 (inboard) gr “" Lb normal Tank LA AVTUR AVTAG Nos. Gat {SpG0-80) (SpG0-77) 2 2x 950-2 74600 2 7,315 3 2x 630-2 53002 4851 6 2K 7872 5896 Bx 5,675 Total —= each M2317 2 KIB S36 2X 17,841 group “Total (both inboard groups) 404 31972 35,682 Total fuel 9,280 74,240 71,456 3 Fuel cocks, (@) HP cocks ‘The four HP cocks are opened by the initial movement of the throttle levers (B/29) from the fully closed position. The sleeves con the theotle levers must be beld up to permit backward and forward movement over the IDLING gate, and also to permit movemcat from the HP COCK SHUT position to the IDLING gate, (®) LP cocks ‘The four LP cocks are electrically controled by four guarded ON OFF switches on the underside of the coaming, centrally placed above the engine instrument pane. Each LP cock is fitted with a by-pass through a non-return valve which forms a thermal relief valve for the fuel trapped berween the engine and the LP cock when the cock is closed. (©) Gross-feed cocks and indicators (@) Three electrically-operated cross-feed fuel cocks, controlled bby tsro-position switches (D/4) marked SHUT—OPEN on the fuel conteol panel, consist of a port crossefeed cock which inter- ‘connects the two tank groups on the port side, a starboard cross feed cock which interconnects the «wo tank groups on the star- board side, and a centre cross-feed cock which interconnects the No, 2 and No. 3 tank groups. It is possible to feed an engine from any tank group. (ii) Three magnetic indicators (1/28) on the fuel control pane! indicate the positions of the cross-feed cocks ; if a cock is open it Indicator will be black with a transverse white line, if it is closed. the indicator will still be black but with a fore-and-aft white line. “The transverse (open) indications are positive bur the for-and-aft (shut) indications show only that SHUT has been selected and it does not follow that the cock has actually shut, eg. with the switch at SHUT, if the actuator has failed andAr 4805C—r Part 1, Chap Fue! System Berar ave fe ett ors _ wecuws were © imas-rtmren coe ° Shown soe soe ‘neuen Fig 1 Simplified Fuel System Diagram nestarereDeas the cock does not shut, the indicator will still show a fore-and- aft white line. 4 Fuel booster-pumps and sequence timers (@) Boester-pumps ‘An electrically-operated boostcr-pump is mounted in the base of a reservoir in each fucl tank 10 supply the engines at low pressure, ‘ach pump being controlled by an ON—OFF such positioned in the appropriate place on the mimic diagram representation of the acl tank in the fuel system layout on the foc! control panel. (Items /6-11, 15, 18 and 0/22-27. These switches should normally be left ON throughout flight (6) Auxiliary booster-pumps Starvation of the booster-pumps in the fuel tanks, due to changes in aircraft attitude, is prevented by auxiliary pumps which arc fitted at the inboard end of each wing tank and ate electrically con ‘ected to the appropriate booster-pump. Whenever the booster- ump is set ON, the auxiliary pump will run and supply facl to the reservoir in which the booster-pump is located, thus maintain- ing a constant level of fuel in the reservoir. Should the auxiliary ‘pump fail, fap valves in the lower wall of the reservoir permit fuel to flow into the booster-pump. Normally the head of fac! is the reservir holds the flap valves closed (©) An clectrically-operated sequence times, installed in cach main ‘wheel bay adjacent to the refuelling panel, maintains a balance of fuel about the ¢ of G of the aircraft by causing each pump in a ‘group to ran at full speed in turn, whilst the remainder operate at reduced speed. ‘The length of time each pump runs at fall speed is proportional to the capacity of the tank, and therefore the fuel level in all tanks is kept reasonably constant, Any further trimming. of the fuel ¢ of ¢ can be carried out by use of the fuel transfer pumps, (See para. $ below.) (@) Four AUTO-MANUAL switches (0/12 and /21) one for ach tank group, are on the fuel control panel, With all booster- A $508C 8 Part b a0 Fuel System pumps ON and these switches at AUTO, sequence timing is in ‘operation ; to interrupt the sequence timing in any group, set the appropriate switch to MANUAL and, if it is desired to use fuel from any particular tank in the group, switch OFF all booster- ‘pumps which are not required. The AUTO-MANUAL switches should be set to MANUAL after flight, in order to de-energise the relays 5 Fuel transfer-pumps (@) The foresand-aft trim of the aircraft may be adjusted by transferring fuel forward or aft between tanks Nos. 1 and 7 on the port and starboard sides, Two theee-pasition FWD-AFT. © of G TRANSFER switches (0/20) for the port side and (0/13) for the starboard side, on the fuel control panel, each control tro transfer pumps, one in the No. 1 and one in the No, 7 tank (®) With a suite set to FWD, the refuelling valve of No. 1 tank ‘opens and No, 7 tank transfer pump starts and transfers fuel No. 1 tank; setting a switch to AFT opens the refuelling valve ‘of No. 7 tank and starts No, 1 tank wansfer pump. ‘The rate of fuel transfer is approximately 100 Ib/min when transfercing from No. 1 to No, 7 tank and approximately 50 Ib/min when trane- {erring from No. 7 10 No. I tank; approximacely 300 Ib of fuel ‘must be transferred to alter the ¢ of G by O°1 feet. After transfer, check that the desired amount of fuel has been transferred, (© If, when transferring fuel the resciving tank is full when the transfer pump is still runsing, a foat switch closes the refuelling valve, @) Stowage for a ¢ of 6 slide rule and fuet planning tog provided under the aft end of the starboard console. (© Fat C of G indicator @ A fuel ¢ of ¢ postion indicator (8/22), on the cngine instruments panel indicates the © of G of the fuel system (aot Of the aircraft. The instrument registers sutematically when a7 vmAP 4503C-—rn Part 1, Coop vel System incfighe refueling i in operation sce Chap 2 of this Part) but readings can be taken in other flight couditions by pressing the © of G CHECK button (6/21) adjacent to “This button can abo be wsed, when flight refuelling i in progres, to regain the fuel consents gauge readings. (i) The face of the instrument has two arcs, one for each side of the fuel system ; each arc is divided into three segments, a central green section to indicate a safe range, and red outer sections marked NOSE HEAVY and TAIL HEAVY. The needles should be on or near the 22%0 postion if the fuel is correcly. proportioned. Each green sector covers a range of 45,000 lb/ft which is divided into 15,000 Ib/fe forward of zero and 30,000 Tb/ft aft. Tf, for example both needles were ‘on the forward limit of the green scctor, the aircraft ¢ of & ‘would be 30,000 Ib/ft forward of the position with equally proportioned fu (ii) The instrument can he checked before flight by pushing the C of G CHECK button and observing any slight movement of the needles. Tf no movement is observed, it may be Because of ‘exact fuel proportioning. This cam be checked by setting the ‘Aight refucling MASTER SWITCH OFF (¢/24), wansferring fuel from No. 1 or 7 tanks and checking the indicator for smavement whilst pressing the CHECK button, 6 Fuel pressure warning indicators Four booster-pump fuel pressure warning indicators (/15) (one for each engine tank group) on the centre panel show white if the Dooster-pump pressure in # particular engine feed line falls below 5 Pst 7 Fuel contents gauges (@) A capacitor-type system provides indication of fuel contents. “The four gauges (2/23), one for each tank group, are on a panel forward of the throctle quadrant. Each gauge is calibrated with two concentric scales, reading in pounds 1,000. Normally, each ‘gauge reads the contents of its appropriate group, on the inner Seale, An individual tank reading is obtained on the outer scale ‘by pressing the pushbutton in the appropriate tank position on the mimic diagram, (®) Tn no circumstances should «wo gauge pushbuttons in the same ‘group be pressed simultaneously, as this will damage the instrument, (©) Four group contents gauges are at the nav/plotter’s station ; there is no means of reading individual tank contents on these eaves. (@) Blecirical supplies ‘The fuel contents gauges use 28-volt DC. 8 Fuel flowmeters (@) A Mk 3 flowmeter system is installed. ‘This system is designed to give the following approximate indications: — @ Fuel consumption of individual engines (Ib/min). (ii) Total fuel consumption of all four engines (Ib/min). (Gi) Total amount of fuel used (Ib). (®) An indicator (4/36) giving instantaneous flow for individual engines is on the co-pilo’s instrument pancl Selection of an Individual engine flow is obtained by pressing the pushbutton (0/5) ‘which indicates the appropriate engine on the fuel system mimic diagram. The instrument will continue to indicate the flow wo that ‘engine until another engine i selected. (© A second indicator, giving total flow (Ib) and total fuel con- sumed, fs at the nav/ploter’s station, The total flow is indicated ‘by means of wo pointers against a scale reading in 10 Ib/min at each minor division and 100 Ib/min at each major division,recessed in the face of the instrument, A RESET—NORMAL switch, spring-loaded to NORMAL is adjacent to the inserument. (© Electrical supplies ‘The flowmeres system uses 118-volt Ac from No. 3 inverter and 28.volt ve. 9 Fuel tank pressurisation and venting © Exch ciated engine. The system enables an air pressure of approximacely tained in the tanks throughout tude range of the aircraft 50 as 10 prevent loss by boiling off fel due to high altitude and high fuel temperature. Pressursation also. prevents negative diflereatial pressure in the tanks, thus preventing risk of tank collapse. (#) A TANK PRESSURISATION switch (F/15) marked ON— ‘OFF is on the flight refuelling panel (©) The wing tank vents have a common outlet on the underside ‘of the wing ; the fuselage tank vents also have a common outlet fon each side of the fuselage. 9A. ‘Tank pressurisation indicators Four TANK PRES IND. 1, 2, 3 & 4, one for cach tank group, are on the in-flight refuelling panel. ‘The indicators show black when the tanks are pressurised and white when they are depressurised 10 Recuperators AA secuperaior of approximately 2} gallons capacity is fitted to ‘each tank group. One side of the recuperator is supplied with air at constant pressure from its associated engine, and the other side is supplied with Fuel from that particular engine fvel feed pipeline at booster-pamp pressure which is higher than the ale pressure. Under conditions of negative 6, if the booster-pumps are uncovered and there is loss or reduction of pressure in the Av 4508C—ey Part 1, Chap ImFoel System fuel feed pipeline, the recuperator will discharge its full contents into the fuel feed pipeline, thus maintaining the supply to ics associated engine for at lest ten seconds even under the most axverse conditions. When nonral conditions are resuined, the tooster-pomps will again supply the engines and recharge the recuperators 11 Refueling and defuetting system (a) Refueling on the ground Two pressure-refulling points, in the outboard side of each ‘main undercarriage unit bay, are connected by separate pipe- lines to a common refuelling pipeline. ‘This pipeline runs ou- board to the individual refuelling valves in the base of each wing tank sump. Similacy each refuelling pipeline runs forward from the refuelling points along the front spar and into the faslage to the refuelling valves ia the fuselage tanks. ) During refueling each tank is filled xo the same percentage of ies capacity, wo maintain a correct € of « positon, by means of selector potemiometer calibrated 0-100 per cent in the Port main wheel-bay adjacent 10 the refueling poins. The Selector operates through the electrical ousput of the cootents gauge transmitter units. (Gi) A conveot panel at each eefulling point carries the switches for the system and indicator lights 10 show the progress of refuelling Ge) Only one tank in each group is filed at a time, automatic change-over to the next tank taking place when the frst tank is filled to the selected percentage. ‘The order of filling is 1, 4, 5 and 7 in the outboard groups and 2, 3 and 6 in the inboard roups (8) Defucting @) Defuelling can be done in ether of two ways. Ia each case it is important 10 check that the rear tanks have defuelled before defuelling the forward tanks. ALG sarrs‘Ap 4803C-—ex Part 1, Chap 1 Fuel System 1. Set the bowser to suck and open the defuelling cock. ‘Close the tank servicing cocks on all forward tanks until the rear tanks have been defuelled, then open the tank servicing cocks on the forward tanks. 2. Set the bowser to suck and open the defuelling cock. Set the AUTO/MANUAL switches to MANUAL and set ON the rear tanks booster-pumps. The pressure from these pumps will keep the non-return valves closed in the lines from the orward tanks and the rear tanks are thus defuelled first (Gd Im an emergency, when the refuelling connections are not Accessible, the aircraft may be defuelled via EMERGENCY DEFUFLLING connections on the upper surface of the main- planes, slightly to the rear of the front spar and close to the 3 FooKs. 12. Normal use of the fuel system Nova: Use of AvrAG. Until further eaperence & gtinel, and pending the ‘troduction of focl tank preture indication, a clove check fel fnsumption, a indicated by the fuel contents gauges (oot homer), fuse mbintaoeds particularly when refueling has taken place under ‘warm tempern (or topic cons (2) General 4 Before starting switch ON all up cocks and set the AUTO/ ‘MANUAL switches to MANUAL. With the cros-feed cocks closed, check the operation of the booster-pumps by switching each ‘one ON in vm and noting that the appropriate fuel pressure warning indicator shows black, and returns to white when the booster-pump is switched OFF. Post-ST1/223, the outer group pumps should be checked fist, otherwise fase indications will be ‘given by the fuel pressure warning indicators. Check the operation ‘of ‘the crossfeed cocks by switching ON one boos.er-pump and noting that the appropriate fuel pressure warning indicators show black when che cross-feed cocks are OPEN and return to white when the crossfeed cocks are SHUT. Before starting switch on one ‘booster-pump in each group, check transfer-pump switches central and guarded, and all cros-feed cocks SHUT. After starting, switch ALG sures ON all booster-pumps and set the AUTO/MANUAL switches t9 AUTO, Check all these selections before take-off. Select tank pressuritation ON after take-off and OFF before landing. After landing, set all AUTO/MANUAL switches to MANUAL, switch OFF all booster-pumps except one for each engine in use. The ‘engines must be shut down by closing the appropriate Ht? cock, fhe 1 cocks muse not be used for this purpose and are normally Jeft ON. When all engines are shut down, switch OFF all booster- ums » @) In fight (@ Under normal conditions, with the AUTO/MANUAL switches at AUTO and all booster-pumps ON, fuel balancing ‘will be maintained automatically, ensuring that the fuel c of & remains approximately constant. (i) Make syscematic checks of all tanks contents at frequent intervals. It is recommended that, when checking concens, the ‘battens for corresponding tanks on opposite sides should. be pressed simultancously ; both readings should be approximately the same. No two buttons in one group should be pressed at the same time, as damage to the mechanism will occur, It is recommended that fuel checks are made at least on the following occasions: — Before take-off At the top of the climb ‘At 30-minute incervals above 30,000 feet and mare frequently below Before letdown Before joining the circuit pattem (Gi) Stores hang-up, booster-pump failure, ete. may necesitate a departure from automatic fvel balancing, in which ease the ¢ of G position can be maintained or altered by use of the transfer switches. A ¢ of 6 slide rule is provided and is stowed below the starboard console. ¢ of © checks should be made fon the occasions listed above, except that once per hour should bbe sufficient az altitude. Checks should also be made before the release of any stores, and before and after in-flight refuelling.vss (iv) When the contents of any tank in a group has fallen to 400 Ib, the AUTO/MANUAL switch for that group should be set to MANUAL and the booster-pump for that tank switebed ‘off sehen the fuel level falls to 150 tb. (¥) Although all the fuel indicated on the fuel contents gauges {is usable, owing to the wide distribution of fucl between tanks and the possibility of uncovering fuel pumps while manceuvering the aircraft, the minimum recommended for final landing 8,000 Ib cotal. If it should become necessary to land with less fuel it is advisable, during the later stages of the fight, 10 fetaia as mich fuel as possible in Nos. 3 and 4 tanks by selective use of the fuel pumps, rather than have small amounts of fuel in each of the 14 tanks. (6) Crossfeeding {If an engine fails, oF is shut down for a long period, or if the fuel feeds unevenly for any reason, cross-feeding will Be necessary to maintain a lateral balance of the fuel, The appropriate crass {eed cock must be opened ; the system can be left at AUTO but, uc t© pressure Joss in the lines, the side on which the engine is ‘ot running will feed more slowly than the other. ‘The booster Pumps should be switched off on the side containing less fuel, ‘uml lateral balance has been restored. 4) WARNING : Do not cros-fod if the cause of inbalance is not known: if the cause i a leaking tank, more fuel will be lost. 13, Booster-pump failure (@ Failure of a booster-pump will be indicated by the contents readings of a tank remaining constant beuveen fuel contents checks. 4 If failure is suspected, switch the affected tank group to MANUAL and switch off all pumps except the suspect one; pump failure will bbe confirmed if the fuel pressure indicator shows white, If booster- pump failure is confirmed, the fucl remaining in that tank must ‘normally be considered unusable and should not be included in the recommended minimum total fuel for landing. The group should be left at MANUAL and the € of 6 adjusted by sclecive use of the idual booster-pumps. AP 4S0SC tx Pact 1, Chap 1—Puet Sater (#) Excepe in exceptional circumstances, fuel supply of an engine by suction feed only (no booster-pump running) must not be used jn an autempe to use the contents of a tank with a failed booster= pump. Due to the fuel being supplied at a lower pressure, arise in fuel temperature and turbulence at the engine-driven pump results land cases have arisen where the flexible pipe lines from the engine 4 @) Feel c of @ control switches may be used within the limes smeationed in (d) above, bur contact must be broken if either needle ‘of the C of G indicator goes into the red sector.ar $5080—ex Part I—Description and Management of Systems Chapter 3—Engine Controls, Instruments and Oil Systems List of Contents ? Gee ee ‘Thredtle conurol/ur cock controls : A Take-ot/ervise elector switch. ‘ tra governor and JT Hiiter oo Engiae startiag controls ft 1 General (@ The Olympus Mk. 10% engine incorporates two independent axial compressors, each driven by a separate turbine, and a can- ‘4 nular seraight flow combustion system. It is contelled by a single throat lever and a two-position TAKE-OFF /CRUISE combined RPM governor and jer limiter selector switch. Automatic control is provided in the various fuel system components to compensate for ‘changes in ambient conditions and airspeed. (©The eapines are equipped with a jet-pipe temperature limiter Which, as conditions require reduces the engine speed to below the ovemor controlling speed, 30 that the corresponding jet-pipe temperature Kimie is not excended. "The limiter is effective under normally changing conditions of power but not during very rapid changes. When switched off, manual throting will he required (©) To impeove engine handling at high altitudes, trimmers are fit in each jet-pipe nozzle, thereby reducing the effective area of the nozzle. Pov Siemltancous engine staring ae - 8 ‘Starting from internal power supplies oe ‘ gine righting Dotone 2 Engine instruments . . 5 ° it systems (4) Drainage from the engine fuel system, dump valve, combustion chambers and turbine annulus is piped to collector’ tanks, self- ‘emptying in flight through outlets in the centre engine doors, 2 Throttle control/HP cock controks (@ The four throttle levers (8/29), which also control the xP cocks, sre ia a theottle quadeant marked OPEN-IDLING. The sleeves oa the throtdle levers must Be held up to permit backward and forward movement of the levers at the IDLING gate, and forward movement from the HP cock SHUT position, A sector marked OPEN—HP COCKS—SHUTcorresponds to the HF cock settings. (8) The throm friction lever (B/28) is on the starboard side of the throstle quadrant. Forward movement of the lever increases friction. 43 Take-off/cruise selector switch (@ The TAKE-OFF/CRUISE selector switch (A/43), on the throttle quadeaat adjacent to the throttle levers, eliminates the need for chrome lever adjustments to maintain the engine meat and yet > 6 seer 6sAP 505C—Px Part 1, Chap, Engine Controls, ss ‘(within theie respective limitations under take-off and cruise coa- ditions. This single switch simultancously controls the MPM {overnors and JPT limiters on all four engines, (®) An ENGINE CONTROL magnetic indicator (A/ ‘engine instrument panel shows black whea the selector switch to TAKE-OFF and white when set to CRUISE. the set 4 RPM governor and JPT limiter (@) RPM governor @ The fuel system of each engine incorporates a driven and a ‘atic governor which, with the throttle OPEN, control the RPM at the TAKE-OFF and CRUISE limitations respectively, With the TAKE-OFF /CRUISE selector switch set to TAKE-OFF, the static governor is by-passed and the driven governor controls the RPM Within the TAKE-OFF limitation. With the switch at CRUISE, the static governor is brought into and, sith is lower setting, overrides the driven governor to contol the RPM within the CRUISE limitation, (i) The governors are of the hydro-mechanical variety and main- {ain the selected limiting rst regardless of variations in fuel temperature and density. However, the governor RPM may Vary very slightly with alirude. (ii) In the event of am electrical failure associated with the TAKE-OFF /CRUISE selector mechanism, the static governor is by-passed and the driven governor assumes control, thus en- suring the attainment of maximum thrust, if required, Oper limiter Signals from the jet pipe thermocouples of each engine are fed to the cockpit JPr gauge and also to the amplifier of the JT Timiter system. Hence, defects in the thermocouples or their wiring will affece the limiter and the gauge together bux defects jn the gauge system will not affect the limiter, Each amplifier has a TAKE-OFF datum and a CRUISE datum and the appro- AL ser 6s priate datum is selected by the TAKE-OFF /CRUISE selector Switch. Any rise in Jer above the selected amplifier datum revaes in a signal from the amplifier to the clestro-peesure control in the fuel system, which then reduces fuel-flow until the JT falls (0 the datum value, Any such reduction will reduce npat below the selected governed value. When the JP limitce is active, tbe Jr should be within 5° ofthe selected limitation ‘When an engine is accelerated, the jet does not rise as rapidly as the turbine temperature. ‘The Jer limiter system incorporates, fs atuipaor iret which senses the rae ef tse of Jr and computes the ultimate stable Jrr. If this should be higher than the limitation, a signal is sent tothe cecrospresure contol to reduce fue-os bp an amount silent to prevent turbine ‘overheating, (Gi) The yer limiter system is provided with an ON/OVERRIDE Selector switch (A/42), adjacent w the TAKE-OFF/CRUISE selector switch, and this should normally be set to the ON position. Set to the OVERRIDE position, the Jer limiter system is rendered inoperative. This single switch controls all four 10 limiter amplifiers simultaneously. Certain failures of the jr limiter system are possible which could lead to excessive JT, reduced thrust or instability. In the event cof excessive Jpr, manual throttling of the offending engine is necessary t0 maintain jr within the appropriate limitation. In the event of reduced thrust or instability, the JP7 limiter selector ‘switch should be set to OVERRIDE and the engine operated ithin the appropriate limitation by manual throtile control. Ic is extremely unlikely that either of these latter defects would ‘occur on more than one engine at a time. However, once the switch is #et (6 OVERRIDE for one defective JPr limiter system, all four engines must now revert to manual throttle control ‘The extreme case of reduced thrust is associated with any faire leading to a runaway of the clectro-pressure control in which event the RPM of the affected engine will reduce 10 about 8814 > nestereres« ‘on the ground in 18a conditions and about 90}/¢ i maximum tropical conditions, If such a failure bocomes apparent prior © take-off, the ser limiter selector switch should be set to OVER RIDE and the theottes set to obtain the RPM shown in Part III, Chapter 1, para. 64) to avoid turbine overheating. ‘The settings of the jer limiter amplificr TAKE-OFF and CRUISE data are identical with the engine TAKE-OFF and (CRUISE jrr limitations. However, the data settings increase with altitude to the extent of about 5°. In practice, TAKE-OFF will rarely be nceded at altitude and at CRUISE, the Rest limi tation will normally be reached before the JT listation. (iv) The yer limiter selctor switch can be set to OVERRIDE to check the RPM governor settings during ground test. Particular cate is necesary when TAKE-OFF js selected mise turbine overheating during. the period in which the Jer does not attain its stable value. Again, for the purposes of ground test, the JPT limiter system can be checked with the REM ‘governor inoperative. With the TAKE-OFF/CRUISE selector switch at CRUISE and the srr limiter selector switch ON, the cruise governor is by-passed by holding the (wo RPM. GOVERNOR ISOLATION switches at the top of panel No. 3P 10 ON. Engine nea will rise until checked by the operation ofthe so limiter coatrolling at is CRUISE datum. (©) Power supply for the 3° limiter amplifies is obcained from No, 1 inverter in the case of outer engines and from No, 3 inverter in the case of inner engines. » 'S Engine starting controls (0) Each engine is searted by its own electric starter motor. Power is normally supplied from the ground supply, plugged in to the ‘extemal socket in the power compartment (@) ‘The engine starting controls are grouped together at the rear ‘of the port console and consist of ; Ap 480SC—rx Part E, Chap $Engine Contes, ee () An ENGINE STARTING rotary sektor (at C/3) marked 2,3 and 4, which i used to select the engine to be started, (Gi) A guarded IGN ISOLATION ON (forward) —OFF switch {C/A Shieh controls the iain of al four engines. i) An ENGINE MASTER ON (forward)—OFF switch (C/33) which, when sct to ON, enables an engine to be started by pressing the engine starter-batton (C/31)- (© The ignition isolation switch and the engine master switch ‘must be ON before an engine can be started, With the ignition isolation switch set to OFF and the engine master switch ON, the ‘engines may be motored over after a failure to start to clear excess ful (@) When the engine starter-button is presed for two seconds and released, the button will remain in until the overspeed relay ‘operates to trip the isolating svitches (approx 22 seconds), or if the Sobosp dacs ‘ut ccna, fi the peed ia mg ech 90 seconds). A mechanical interlink between the engine st foray scector and the engine tarer-uttn ensures thatthe selector is retained in the position selected until the starting eyele for that particular engine is completed. SA. Siwaltancous engine stating Al engines can be started simultaneously by use ofa simultaneous start trolley. Power supplies and controls for engine starting are ‘contained on the telley which mast be connected to sockets in the undercarriage bays. Suring is effected externally by the Crew Chief presing cach start bution at one second intervals. ‘The ignition and engine master switches in the cockpit must be OFF for simultaneous starting, as the airraft starter panel is 9ot use. 6 Starting from internal power supplies ‘One engine may be started in an emergency from the 96-volt and 24-volt batteries when no ground supply is available. The 96-volt battery provides the power to operate the starter mocor and the 24-volt battery the power for the high-energy ignition, v6 sans7. Engine relighting buttons ‘The high-energy igniters may be used to relight an engine i by pressing and holding in the relight push-burcon (B/1) in the hhead of the appropriate throttle lever (B/29). ‘8 Engine instruments Oil pressure gauges (B/18), engine speed indicators (18/16) and JeT gauges (B/13) are on the engine instruments panel. The PT ‘gauges are AC operated from the No. 1 inverter in the case of the ‘outer engines, and from the No. 3 inverter in the case of the inner ALG sure 65 AP4505C—0% Part I, Chap 3—Engine Controls, ets engines Post-Mod. 1996, four oil temperature gauges are fited at the Aro's station. Power supplies for the gauges are from the 28-volt p¢ system. 9 Oil systems Each engine has its own independent integral oil system, the oil tank (oil capacity 7 gall with 3 gall air space) being integral with the engine air-intake casing. Four oil pressure gauges (B/18) are ‘40m the engine instruments panel. Post-Mod. 1996, four oll tempera- ture gauges are fitted at the AEO's station >sisie an 4505020 Chapters 4 and 5 deletedsv 48086 —on Part I—Description and Management of Systems Chapter 6—Fire Protection Systems List of Conte Engine fire protection Pans ‘Otymyas power pane ie extinguishing stem : Comgate and intiators 2 ‘Opecation 3 Fuel tanks fire peotection Fuselage tanks 4 Opseabien . o- s Engine Fire Prote 1 Olympus power plant fire-extinguishing system (4) Each engine is divided into three zones :— Nox, 1, 28 and 2s, Zone 1, which holds the LF compressor, has no fite protection. Zone 2, which holds the Hi pumps, ct, has four thermocouples for fire detection and Zone 25 has eight thermocouples. When there is a temperature difference in the thermocouple of 185°, curtent is passed to the control unit relay, to give fire warning, (8) ‘There are ero methyl-beomide extinguisher boctles oa each side ff the bomb-bay. ‘The forward ne of cach pair serves the inbourd Restarcren mt Pa ” Hiand-operated fre-extinguishers amd crash switches ansboreat fresentingushers 6 Caray gtches 3 Mlastrations re Engine fre proestion 0 ” ‘engine and the rear one the outboard engine. The bottles feed through to spray pipes on the sides of the engine bays, 2 Controls and indicators (2) Four guarded fire-extinguisher push-buttons (8/24), one for each engine, are on the couming above the engise instruments panel : each button incorporates a red earning light. ‘The warning lights may be tested by gently palling out the push-buttons, when the light should come oa. The butions will return by spring action. bat they must nox be allowed to snap back, and they must not be pushed back ‘The buttons are very sensitive and they must be treated with care,ne 4505C—ex are, Chap 6—Fire Proccetion Systems (#) A wst switch is provided on the 28-volt fuse panel on the sta board wall of the cabin for testing the whole fire-warning circuit. AML four circuits are tested simultancously and all four warning lights should come on. For groand-testing purposes, two test buttons are provided in the nosewheel bay, one fer each pair of engines. 3. Opera Engine fire is indicated by a fire-warning light coming on. Take the following action without delay Warn the crew Me cock so. SHUT cock Switched off irecextinguisher button Press Engine air switch =. 0.) SHUT Fact tank booster-pumps OFF Generator OFF and TRIM he warning light should go out when the fire is extinguished, and this can be confirmed by inspection through the periscope, On ne ‘account make any attempt to relight the engine, as no extinguisher will be available should another fire occur. Tanks Fire Protection £ Fusslage tanks Four fir-entingusher otles ate provided to supply the fusclage tanks bays, nwo being located at the front of the notewhecl bay and {avo on the bulkhead betwcen the forward and rear tanks Operation Should a fire break out in the fusclage tank hays, the botles not discharge automatically nor is there any means of discharging thom, “The bottles are only operated by the crash sitchen. v4 cated Fire Extinguishers and Crash Switches 6 Hand.operated firesextinguishers (@ Five water-zlycol, or post-Mod. 1560. bromochloroditiuere- methane (cr) handcoperated fire extinguishers are fitted in ‘towages inthe crew's compartment ‘Outboard of the AFo's seat Onthoard of the Nav. /radar’s seat Behind cach pilot's scat On a vertical stat uncer the pilot flooring (©) (@ Water-glycol extinguishers ‘The water-glycot hand-operated extinguishers are_ non-toxic ‘They must not be used on electrical equipment carrying a volte age in excess of 600 volts, and for this reason all radio and radar equipment should be switched off before dcaling with fires jn the cabin. They should noc be used against inflammable liquids. BCP extinguishers fick extinguishers ate 2 universal type of extinguisher which ‘may be used on any type of fire without restriction, inher is provided for external use and is stowed in the external emergency equipment comparment, (See ‘Chap. 7, Para. 11 of this Part, inguishers in the engine and fucl tank systems will be automatically discharged when the crash switehes operate im the ‘event of a crash landing. At the same time, the generators and rics will be isolated from all aircraft serviges, Jeaving. the cssemtial services” busbar supplied from the 24-vole bartery. Operation of the crash switches will also shut down the turbo- alternator and isolate the ext circuits averatereerss Ae 4505-08 Pant 1, Ghar 6—Fie Pratetion Sst 4 gone FimeWARDING LIGHTS ‘ano PusnBuTToNs LOCATION OF CONTROL UNITS ‘AND INERTIA SWITCHES, Fig. 1 Engine Fire ProtectionPart I—Description and Ma nayement of Systems Chapter 7—Blectrical System List of Ge ? Geneeal H2-volt section 28-volt sectien Batteries External supply plugs AC supplies Fuses and circuit-breakers Starting the engines After starting. the engines Emergency start Bauiery contol 1 General (a) The electrical system can be divided into theee main sectiass, namely 112.¥olt toe the heavy duty oF rain consuming equipment, 28-volt for the secondary or low current consumning equio7cat and single~ and three-phase AC at 11S volts with frequencies of 1,600 and 400 cycles per second. Much of the contrling equip: iment for the 112-volt section is supplied at 28 wits (Ch) Power for the 112-volt section is generated by four 22} Kw sengine-driven generators installed ons on cach engine; 2s-volt poner is provided by three rotary transformers (hewsed in. the ‘noscuwhecl bay) which derive their input from the 112.volt section ‘of the system. Single- and three-phase AC supplies for radio, radar and other equipment are provided by five inverters driven rom the L12.volt section, Is Genceatoe coated Rotary transformer contrat Control of the AC system Load shedding Masteations| Fig Bus-bar arrangement ' ctrical load amancters : 7 a BC control panel. 7: 8 AC sontrol panel ms : 4 (©) The DC control panel 10P fs on the port side of the cabin the AFO'S station and contains all the controls and warning lights for both the 2S-voh and 1H2v0' sections. The AC. control panel LIP isat te nav/ploter’s station @) The power compartment is situated aft of the bomb-bay, and sontains the aircraft bateris, one for the H12-volt section and the ther for the 28-volt section, their association fuse panels, and their associated conten! panels. © Ae “esential services” busbar which is permanently con rnected to the 24-volt battery, is om the 24-volt battery control ‘panel in the pester compartment, 1 supply: Crash switches Fire-estinguishers LP cocksAp 4505C—rn Part 1, Chap 7—Blectrieal System Battery isolating control circuits Relighting and starting circuits No. 1 28-volt rotary transformer control circuit Ist Pilot's oxygen regulator Lighting in ECM compartment In the event of a crash, six inertia switches isolate the generators and the batteries from all aircraft services (including ECM) leaving the “essential services” bus-bar supplied from the 24-volt Dateery. 2. 112-volt section @ Generators Four engine driven 22) Kw generators supply 112-vols for this section, (©) Busbars (@ The No. 1 and No, 2 generators operate in parallel and are connected to a common bus-bar known as the No. I and No. 2 ‘generator bus-bar. (ii) The 96-volt battery is connected, via a BATTERY ISO- LATING switch, to the battery bus-bar. This bus-bar_is normally connected to the No. 1 and No. 2 generator bus-bar by a BATTERY BUS-BAR ISOLATION contactor, which, when energised, allows the No. 1 and No. 2 generators to supply all the loads on both the No. 1 and No. 2 generator and battery bus-bars. ‘The No. 3 and 4 generators operate individually and are connected to their own separate bus-bars, the No. 3 and the No, 4 generator bus-bars respectively. (iv) Provision is made for the No. 1 and No, 2 generator and the battery bus-bars to take over automatically the load of failed No. 3 or No. 4 gencrator bus-bar by operation of its appropriate paralleling contactor. Also No. 3 and/or No. 4 a E Fig 1 Bus-Bor Arrangementrs generator bus-bars may take over the load of the battery bus bar by manual selection of the appropriate paralleling con actors, (© Votemeter ‘A voltmeter for the 112-volt supplies is on the DC control panel 1 continually indicates the voltage of the battery section bus-bar When any of the four generator VOLTAGE TEST push-buttons are pressed, hovrever, the voltmeter reads the associated generator voltage, but see (¢) i) below. (2) Ammeters ne ammeters in four units are fited on a panel at the AB station. They are as follows: — (@) Four ammeter, in one unit, one for each generator, to ini- cate the generator load. Casall Cee ee Fig 2 Electrical Load Ammeters Ap 450SC—rx Part I, Chap 7—Hlectrical System (li) Three ammeters, in one unit, one for exch rotary trans former, to indicate the rotary transformer load. One ammeter 10 indicate the current low in the 96-vole battery circuit (is) One ammeter to indicate current flow in the 24-volt battery circuit During engine starting, the No. 1 and No, 2 generator load ammeters, and the 96-volt and 24-vole battery ammeters are isolated by a relay in order to prevent damage t© the instru- ments (e) Control switches and warning lights Each generator has a red failure warning light and a guarded OFF & TRIM—RESET—ON main control switch on the DC control panel. Below the main control switches are four sencrator ENGAGE push-butions which are used t0 connect the ‘enerators to their respective bus-bars. Gi) Four generators VOLTAGE TEST pash-buttons, one for ‘cach gencrator, are fitted on the DC control panel. When the No. 3 o No. 4 push-button is depressed, the associated gencrator voltage is indicated on the 112-volt bus-bar voltmeter. In the ‘case of the No. 1 and No. 2 generators however, the associated generator control switch must be set to OFF & TRIM before pressing the VOLTAGE TEST push-button. The voltage of the generator being tested will then be indicated on the voltmeter. However in the case of the No. 1 and No. 2 generator, this should not normally be done in flight. i) A BATTERY BUS-BAR ISOLATION push switch is on the DC control panel ; this switch, when pressed in, opens the interconnecting contactor to separate the No, 1 and No. 2 generator busbar from the battery bus-bar thus isolating the No. 1 and No. 2 generator bus-bar and preventing fault on that bus-bar affecting the battery bus-bar, An amber warning RESTRICTEDAe 8508C—re Part fy Chap 7—Electeical System ligh: within the switch comes on when the siviteh is pressed in 150 amps on the 96-volt battery is exceeded. During engine ins ia until pulled out, when the amber warnin starting from the internal batteries the light will come on and Ligh: will go ou. remain on for a few minutes after the generators come on line. A press to tet facility for the light is provided vy) ‘Two No. 3 and No. 4 CLOSE NORMAL PARALLELING SWITCHES, cach with an associated amber warning light are fon the DG control panel. ‘These switches are aormally set to NORMAL and the amber lights are out when the generators arc on line. When manually selected to CLOSE, the parallel ing contactor is closed and the load on the battery bus-bar is taken ver Ly the appropriate Ne. 3 of No. 4 bus-bar. When cither or both PARALLELING SWITCHES are selected to CLOSE, the battery bus-bar isolation contactor automatically ‘opens to isolate the No. 1 and No. 2 generator bus-bar. These switches shculd theretore only be operated when No. 1 and No, 2 generator warning lights indicate failure. The two amber ‘warning lights come on to indicate that the associated paralleling, contactors have closed. Each will come on automatically to indicate failure of its associated No. 3 or No, 4 generator buss bar and automatic operation of the paralleling contactor. Each light ill also come on when its associated PARALLELING SWITCH is set to CLOSE, but in this case the BATTERY BUS-BAR ISOLATION amber warning light will not come fm although the battery bus-bar isolation contactor will have opened, The switch 1 Generator como i) A generator is brought on line by checking that the generator voltage is Between 108-116 volts, moving the main control switch to ON and presing in the ENGAGE button, The gcncrator failore warning Fight should then go out. A generator may be switched off line by sting its control ssritch to OFF & TRIM ii) The generator failure red warning light comes on whenever ig 3 DC Control Panel the main contactor tips due to failure or overload, causing the iv) A BATTERY DISCHARGE WARNING red fight on the generator to go ff ine. An attempt to bring the generator back DDG eoaieol panel comes on when a discharge or charge rate of on ine may be made asin para 12 belowrss. red warning light (4/16) en the engine in the event of total generator failure. (8) Transferring generator loads (@ Should No. 1 generator fail, the No. 1 and No. 2 generator bbus-bar and the battery bus-bar loads will be borne by the No. 2 [Benerator. Similarly if the No. 2 generator fails the loads oa these to busebars will be borne by the No. 1 generator. Failure of both the No. 1 and No, 2 generators however, will result in the loads con these bus-bars being borne only by the 96-volk battery. In this event, the load on the battery bus-bar may be taken over by the No. 3 and No. 4 generator bus-bars by closing the No. 3 and No. 4 PARALLELING SWITCHES, This action isolates the No. and No. 2 generator bus-bar, as the battery bus-bar isolation contactor is interlocked with the PARALLELING SWITCHES. {0 open automatically when either PARALLELING SWITCH is manually set to CLOSE. Any fault on the No. 1 and No. 2 generator bus-bar is thus isolared, and the loads on that bur-bar will no be supplied. i) Failure of either No. 3 or No 4 generator causes the associated bus-bar voltage to drop. When the voltage on the failing bus-bar has dropped to approximately 9 volts, the main contactor of that generator will open causing the astocated paralleling contactor to close automatically, and the services on this bus-bar are then transferred to the No. 1 and No, 2 generator ‘and battery bus-bars. The automatic changeover is electrically fnterlocked so that the failing generator is isolated before the change-over occurs. The services on the No. 3 and No. 4 generator bus-bars are thus assured of a continuous supply should ither No. 3 or No. 4 generators fail. When cither No, 3 o No. 4 generator bus-bars are being supplied by the No. 1 and No. 2 generator and battery bus-bars, the associated amber ‘warning light adjacent to the PARALLELING SWITCHES will be on, plas the failed generator warning light. (R) Loads om bus-bars ‘The distribution of the main electrical loads on the four bus-bars are as follows: Battery busbar Pore outer elevator ree ‘Sth suereteratoe Port ter aileron Su outer allo Main ralder r¥e ‘Normal aidbake Now 4 and $ ine Now L234 and’ 7 poet osterspumpe Now 1 and 7 poet Transfer pumps Nos 3, 4 $6 bad 7 port svishary Rooster pumps 4 Total faure gene ‘erator and auto Parallel earning lights Live Dunbar ine ar 48080 oT aad So generator ‘Nensher Nat ary transformer No inverter Main engine starting Exscenal supply sachet Pact, Chap 7—Bleceial Syscem ‘No. 3 keweratar| No, 4 generator barhar Auchan No.2 roury | Na. 3 rony eamsformer | transtormee Nov inverter | Now} inverter SStbd inner | Port inner fesatoe pve | elevator Pre Port inner | Sib toner “heron Pre | allan PRE Now.2,3 and 6 | Stand-by ‘bd bonwer | anddce P96 Emergency Tiedeaulie power pack Now. 1, 4 Sant roy Nowy § and 7 ‘bd away booster rompsAP ASOSC—Ix Part 1, Chap 7—Elecweal System 3 28-volt section (a) The three 3 Kw rotary transformers, driven by the 112-volt supply, charge a battery and provide power for operating all services not powered by the high voltage section. The 28-volt section is also used to operate the conteol relays in all electrical circuits except the generator circuits. (@) No. 1 rotary transformer control circuit is supplied from the essential services bus-bar ; Nos, 2 and 3 are controlled from the ‘main 28-volt section, and consequently only function when the 28- volt main bus-bar is“ live”. (© When a rotary transformer control switch is set to ON, the rotary transformer will start up. providing its respective 112-volt busbar is energised (see 2h) overkaf). Failure of any of these bus-bars may cause the affected rotary transformers to be shut down or may require them to be switched to OFF for load shedding purposes (See Part V, Chap 2). (@) Bach rovary transformer bas a failure warning light and a guarded TRIM—OFF—ON switch on the Dc conttol panel. If a warming. light comes on, it normally indicates failure of tha particular rotary transformer (but see Part V, Chap 2, Para 13), Te may be advisable in these circumstances to switch off some non essential 28-volt services, in order not to overload the remaining ‘wo rotary transformers. An attempt to bring the rotary transformer into use again may be made by moving its control switch to OFF and after one minute to ON. If the rotary transformer starts up again the warning light will go out. Ifthe rotary transformer fails 10 start, its control switch shouldbe set to OFF. Sort: With the switch in the TRIM position the eotary transformer is fff line But running. Tor cemplete shutdown OFF shook! he select (© A voltmeter on the pc control pane! continually indicates the 28-volt bus-bar voltage. ALT rene 4 Batteries (@) %6-volt and 24-volt batteries (0) These batteries are nominally 96volt and 24-volt for the 112-volt and 28-volt sections respectively. ‘The 96-volt battery is charged when the No. 1 and No. 2 generator and battery bus- bars are being supplied by the No. 1 and/or No. 2 generators, provided that the bus-bar isolation contactor and battery isolation ‘switch are closed. ‘The 24-volt battery is charged when a rotary transformer is operating. The batteries are located in the power compartment, and the negative poles are normally earthed, using the aircraft metal stroctute forthe negative return. (i) Two three-position ON — neutral — OFF BATTERY ISOLATING SWITCHES, spring-loaded from OFF to neutral, fon the DC control panel,” conttol the 96-volt and 24-volt ‘batteries. (Gif) A battery blower motor, operating from the 28-volt supply, is used to circulate air in the battery boxes whilst the aircraft is ‘on the ground. Ie is contolled by the undercarriage DOWN selector, so that when the undercarriage is selocted down a supply is provided to the blower motor, Both the circuit-breaker and relay for this motor are on the centeal panel on the rear spar at the forward ‘end of the power compartment. (iv) A thermestaticaly-controled heater operating from the 112= vole supply maintains stabilised temperature conditions in the battery boxes whist the aircraft i airborne. The heater is con- trolled by the undercarriage UP selector, and the thermostatic soritch operates herween 10°—15°C and 25°C, i. when a battery box temperature of 25°¢ is reached she supply to the heater is scut offy and when the battery box tompcrature fas fallen to bbeween 10° and 15°C the supply to the beater is switched oa. This cycle is maintained throughout flight. When the under- carriage is selected DOWN the supply to the heater is eu offrs20 (®) Use of internal batteries for emergency starting “The 96-volt and 24-volt batteries may be used, in an emergency, to start one engine when no external power supply is availabe (See Part UIT, Chapter 1, paragraph 4 for emergency starting procedure). (©) Emergency batteries Two 24-volt batteries, connected in parallel and fitted on the pilots’ floor underneath the port console, provide an cmergency source of supply for the 1st pilot's turn-and-slip indicator and for the three emergency lamps in the cockpit. $_ External supply plogs (@) There are two external supply plugs ia a small compartment fn the port side of the power compartment, one for the 112-volt section and one forthe 28-vol section. (© When the 112-volt extemal supply is plugged in, all 112- volt services may be operated. In addition the 96-volt aircraft battery will be charged from the external supply provided the 112- vol iolating switch is set to ON. If he rotary transformers ace Switched ON, the 28-volt services may be operated and if the 28- volt isolating switch is set to ON, the 24-volt aircraft bateery will also be charged. (©) When the 28-volt external supply is plugged in all the 28-volt Services may be operated, and the 24volt battery will be charged if the 28-vole isolating switch is sec to ON, The rotary tans- formers should be switched to OFF. AG When Mod, 1793 is embodied, an aircraft earthing pont, for use during ground servicing and refuelling, is provided at the forward end of the nosewheel bay, starboard side. 6 AC supplies @ Generat @) Ac for the instruments, auto-pilor, radar, Green Satin and certain radio equipment is provided by five inverters which are controlled from a switch panel at the nav /ploter's station. Gi) Inverters No. 1 and 3 carry the radar and radio loads, and addicioally No. 3 inverter carries the fight instruments toad AP4505C—08 Part 1, Chap. Electrical System No. 4 inverter carries the auto-pilot load and No. $ the Green Satin load. ii) In an emergency, the load from the No. 1, 3 and 4 inverters can be transferred to the No. 2 inverter, which is normally standing by without load, ‘The No. $ inverter however, has 00 stand-by, jv) 1 failure of the No. 3 javerter oovurs, the flight instruments Toad is automatically transferred to the No. 2 inverter. The remaining loads on the No. 3 inverter must, however, be manually transferred tothe No. 2 inverter. () Inverters No, 1, 2,4 and 5 (j) These inverters are controlled by ON—OFF switches on the AAG controls panel and supply three-phase 400 crs at 115-voles; the No. | and No. 2 also supply single-phase 1,600 crs at 113- volts to supply the following services: — : == ie | BT |Ta av und N 4 Ragin abt od Ne 4 ine Ley FSintns ste a TT TN tata Dee whe Md EW ea ALG sur s4808C—rs Part 1. Chay "Electrical Syston Crees i Com home i — ed Pv ca Fig, 4 AC Control Panel of the off-loadedna ap as0SC—on Pare 1, Qtap 7—lctcal System ie mae = Serie ra See ce ot [ee | tare =o ra or | [por woe ma [owns be | Ot pee pe ah oe | es ene ats see | pene nee BY) = me - arr | 0. premute exe any | me hy en m |wrsn $8, | | ro eh der 10 | none rene at | No. tv on intr “ BE | fet ween arto - a Bi [tere =i | nie | xe 3 amt Se. 9 tome we 22} | oone Seto HE | | romeo titer a SS} eseee $2 |r treme Bie rnrescunce 8 3 | | reece thine (ii) The switches conteling the starting of No. 3 inverter are fon the Ac control panel, they arc a NORMAL—STOP— BR} | me sw comp STANDBY switch and an AUTO-MANUAL switch (spring- 8 | | necnat ane loaded to AUTO), With No. 4 112 vole bus-bar energised and By ae the NORMAL—STOP—STANDBY switch set to NORMAL, 33} | zener this inverer starts automatically when the engine start bution ee pressed. The inverter may also be started by momentarily hold- ma | ate come ing the AUTO-MANUAL switch to MANUAL. To stop the 246 | Sin emerarr ome iaverer the NORMAL—STOP—STANDBY switch is set t0 20 [Ped ammeuns cor we | emer i (iil) If the No. 3 inverter fails, a torque switch operates auto- moras ee rately to wafer the fight isinnacns bad to the No 2 inverter. Only the essential flight insteuments load is transferred = |e in this way and the remaining load must be transferred to the No, 2 inverter by use of the EMERGENCY SELECTOR nestarerss AL? FER 6?‘Av 450SC—rx Part 1, Chap 7—Blectrieal System Failure of the No. 3 inverter is shown by a magaetic indicator on the Ac controls panel turning white and is thece ncon indicators sing our. Should No. 3 inverter subsequently besome service- able and the torque switch fail to transfer the fight instruments back to the inverter, the No, 3 inverter control switch may be placed to STANDBY thus by-passing the torque switch. Remaining loads of No. 3 inverter must be transferred back bby returning the EMERGENCY SELECTOR to its neutral position, Sota 1 Although the essential flight josiruments load will be transerrod ‘nd supried automaticaly, the neon-ndicars for No. 3 inverter wil way sre on again lter he remaining tach. have eae teimssrrd to the Nav 2 inverter by tse ofthe emergency elector switch, 4 xorn 2: With the Na. 3 inverter conteot switch selected to STANDBY there ie mo automatic transfer of the fight rasruments to Noe 2 nverte if sabscquent fle of No.3 imerte occurs. Im thn ase, dhe Ni 3 inverter contr sith Bas 1 Beat to STOP. ‘iv) When Mod, 622 is embodied, the voltage and frequency of the 400 crs output from the No, 2 and No, 3 inverters is measured by a volmeter and a frequency meter adjacent 10 panel 10r, A MAIN—STANDBY switch adjacent to. the instruments enables readings to be selected from No. 3 or No. 2 inverters, respectively. 7 Fuses and cireuit-breakers (W) H12colt poroer distribution fuses Fuses for the 112-volt section are contained cn panels on the sides of the power compartment (two panels) and the forward bulkhead of the bomb-bay (two panels), (8) 28-00lt fuser ‘Most of the 28-volt circuit fuses are located on the following six panels: {i) Two on the cabin walls, one behind each piloc ‘One at the crew station, Two in the nosewheel bay. Gv) One in the power compartment. Nu? ren67 (©) 28-colt cireuitsbreakers The 28-voltcircuit-breakers are on the following six panels: (®) Two on the cabin walls, one behind each (ii) One om the nav/plotter’s panel. Two in the nasewneel bay. (iv) One in the power compartment. (d) 28-volt “ essential services” fuses Fuses for the essential services are located on the following four panels: (@ Two on the cabin walls, one behind each pilot Gi) One in the nosewheet bay. ‘One in the power compartment. 8 Starting the engines (@ A Li2~vole ground starter rig should normally be used for Starting the engines, If a 28-volt extemal supply is also used, the rotary transformers should be left at OFF. If no 28-volt external supply is wsed, the Nos. 1 and 2 rotary transformers should be switched ON and the No, 3 rotary transformer left at O1 2A-eole external supply is not normally used for engine starting. () No. 1 inverter and No, 2 inverier (emergency change-over switch act 3 to supply No.3 inverter lads) mst be ON Curing engine starting to ensure AC supply to the engine instrumens. Only those services from No. 1 and No. 3 inverter loads required for engine starting are to be switched on until the generators are brought on line 9 After starting the engines (a) After starting the engines, check that cach gencrator voltage is between 109 and 115 volts, have the ground supply phig removed and then check the 96.v0lt battery under the following loads: No. Land No. 2 rotary transformers. No, 1, No.2 and No.3 inverters. Onc fucl pump per group, Check thar the battery vallage is holding 92 volts minimum.esa (b) Bring the generators on line by switching ON each generator and pressing the ENGAGE buttons, Check that the generator ON No. 3 rotary transformer and warning lights go out. Swit Nos. 4 and 5 inverters, h to OFF & TRIM. Check that the WITCH amber fight and the No, 3 ‘generator red light comes on and that the load is transferred t0 the battery section bus-bars, Check that the No, 2 rotary trans- former warning light is out to prove the interlink Fuses. Select No. 3 generator switch ON, and press the ENGAGE pashbutcn. (Check that the No. 3 PARALLELING SWITCH amber light and the No, 3 generator red light go our and tha the ammeter is loaded (d) Repeat checks at (¢) above for the No. 4 gencrator and the associated paralicing contactor, except that the No. 3 rotary trans- former warning light is checked (©) ) Set the No. 4 PARALLELING SWITCH to CLOSE. ‘Check that its amber light comes on and that No. 4 ammete reading increases. Set to NORMAL and check that the amber fight goes out and the ammeter foad returns to normal. (ii) Set the No. 3 PARALLELING SWITCH to CLOSE. ‘Check that its amber ight comes on and that the No. 3 ammeter reading increases (iit) Set the No. 4 PARALLELING SWITCH tw CLOSE. (Chock that its amber light comes on and that both No, 3 and 4 enerators are sharing the load equally (within 40 amps), Reset both PARALLELING SWITCHES to NORMAL and check that the amber lights go out and that the readings on the Nos. 3 and 4 ammeters return to their former level (D) Press the battery bus-bar isolation push-switch in. Check that the amber warning light in the switch comes on and the volt- meter reads battery volts. Pull switch out and note that the warn- ing light goes out and voltage rises to 109-115 volts ing light to test the functioning ofthe filament, (A) Ensure that all rotary transformers ate switched ON and check thar their warning lights are oat 10. Emergency start If no M2-volt external supply is a procedure (See Part I ble the emergency start ‘Chapter 1, Para 4) must be used, 11 Battery contro (@) 96-cole battery control @) The 96-volt battery is connected to the battery bus-bar by: selecting the 112-volt isolating switch to ON. Once the battery is connected to its bus-bar, it remains connected until manually selectod OFF by the isolating switch. i) If the No, 1 and No. 2 generators fail, the battery will bear all the loads on both the No. 1 and No. 2 generator and battery bus-bars provided that the battery Buscbar isolation contactor is closed. The battery bus-bar foads may however, be transferred to the No. 3 and No. 4 generator bus-bars by means of the PARALLELING SWITCHES, Failure of No, 3 and/or No. 4 generator buscbats will not affect the loads on the battery: the No. 1 and No. 2 gencrators will automatically take over the failed No. 3/No. 4 generator bus-bars loads. Failure ofall four ‘generators will cause all 112-volt Toads co be borne by the battery. Ta this event, the powered flying controls would be supplied for a limited period by the 96-volt batte~x, depending on is capacity and the rate of voltage drop. (See Part V, Chapter 2, Paragraph 4) (ii) The 96-volt battery can be disconnected from its bus-bar at any time by holding the 112-volt isolating switch momentarily to OFF; it is also automatically disconnected by the opera tion of the inertia switches in the event of a crashAP 4S0SC—rs Party Chap) 7—Heetrcal System (®) 2f-vole bactery control (@ The 24-vole battery és permanently connected to the “essential services” bus-bar and can be connected to the main 28-volt bus bar by selecting the 28-vol isolating switch to O? ) The 24-volt battery (and also the essential services bus-bar) is disconnccted from the main bus-bar by holding the 28-volt isolating switch momentarily to OFF. Tt is also disconnected ‘automatically by the operation of the inertia switches in the event of a crash, ©) After tanding ensare that all electrical services have been switched off before selecting and holding the 28-vole isolating ssitch momentarily to OFF. Sore: When switching OFF 2 Bauery isolating switch, care must be taken on releasing the spring-loaded switch that it does not recoen to ON. 12 Generator control wore: To reduce the rositilty of damage to the contacts of circuit breakers apd olay, siitching generstoes and rotary transformers 3nd in flight, paniculariy at high alutude, isto be avoided excere in emergency. ‘The appropriate generator mast be switched 10 OFF & TRIM before 3 Sntensonal engine amet and as toon as posible after an inadvertent ame-out, (© Bringing « generator on tine See para 9 above. (®) Generator ailure—No. 1 or No. 2 generator If generator warning light comes on, proceed as follows: — (@ Check the bus-bar voltage for signs of an over or under- volting generator on line, and if this is the case proceed as in sibsparas. (4) and (e) below. DIF the bus-bar voltage is normal, press the failed generator VOLTAGE TEST button and check the voltage. If ehe voltage is between 109 and 115 volts, press the ENGAGE button. Check ‘that the bus-bar voltage and load ainmeter readings are normal. » any ney (Gil) If the generator fails 10 come back on linc, switch the ‘generator to OFF & TRIM and load shed prior to use of air- brake: — 1 No. 1 inverter (transfer loads to No. 2) 2. No. 1 rotary transformer Gv) If after the action in (ji) above the generator voltage indicater +27, leave the generator ON. Only attempt reset action if further generator failures occur, after reducing engine RPM to 40% oF (6) Generator failure No. 3 08 No, 4 generator (@ Check that loads of failed generators have been automaticaly taken over by the pot bus-bars, Check voltage of filed generator by use of dhe appropriate VOLTAGE TEST pushbuton, (ii) If the generator voltage is between 109 and 115 volts, press the appropriate ENGAGE bution ; check that the paralleling amber light goes oot and that the associated load ammeter indicates tha the generator has taken over its load. (iv) IF the generator fails co come back on line, proceed a8 in 0) above. (+) If after the action in (i) ebove, the generator voltage indicates 2470, proceed asin (BXie) above. (@) Overvoti @ No.1 or No.2 generator Overvolting on either No.) or No. 2 generator will cause its parallelled generator to trip, ie, if No. 1 generator is over- voting, the No. 2 generator failure red warning light will come fon. At the same time the red fale waraing lights on the No. 2 and No. 3 rotary wansformers may come oa, Check the 112-valt busbar voltage. If above 120 volts, switch the apparently aesraierennas serviceable generator to OFF & TRIM. Bring the tripped ‘generator back on line as in (BX) above. Check that the No. 2 and No, 3 rotary transformer warning lights are out. : Gi) No. 3 generator Overvolting on the No. 3 gensrator may be indicated by the red warning lights oa Nos. 1 and 3 rotary wansfocmers coming fon, Check the voltage on No, 3 generator, and if above 120, vols set its switch to OFF & TRIM, Check that the Nos. 1 and 3 roury transformer warning lights g0 out. ii) No, # generator Overvolting on the No. 4 generator may be indicated by the red warming lights on Nos. 1 and 2 rotary transformers coming fon, Check the voltage on No. 4 generator, and if above 120, volts, sec its switch to OFF & TRIM. Check that the Nos. 1 and 2 rotary transformer warning lights go out. (©) Underwotting of No. I or No, 2 generator ‘Undervolting of No. 1 of No. 2 generator may be indicated by: Bus-bar volts 100 or less ; No warning lights; Either No. 1 or No. 2 load ammeters indicating ero, the other approximately twice the normal load. This will probably be caused by an open circuit in the generator control and equalising circuit resulting in the output voliage of the other generator being depressed to a low figure. Identify the failed generator from the zero reading load ammeter find set the generator switch to OFF & TRIM. The bus-bar voltage should return to normal. Proceed as in para 12(6)- () The minimum engine speed at which a generator is effective ‘on full load is 324%. (2) No. 1 and No, 2 generators should not be switched off in fight for voltage checking unless a failure is suspected. ast an 45080 1, Chap 7—ectebeat Systems 13. Rotary transformer control If a rotary transformer Fight comes om indicating that a rotary transformer has cut out, an attempe should be made to bring the rotary transformer into use again by moving its conteot switch to OFF for one minute and then putting it ON again. If the rotary transformer starts up again the warning light will ro out If ie does not go out the transformer must be switched OFF. I two rotary transformer warning lights come on together the probable cause is overvolting of a generator, Action must then be taken as in 12(4) above. If, however, the generators are found 1 be functioning correctly the faule may be duc to overvoling of the remaining rotary transformer. In this case, switch it OFF. 14 Control of the AC system (@) With the 112.volt bus-bars energised, the No. 3 inverter is Switched on automatically when the engine starter button is pressed, ‘As soon as the engines are running, the external supply dis- connected and the generators put on line, check the operation of the torque switch, the emergency selector and the No. 2 inverter 1s follows: @ With the No, 2 inverter switched on, place the No. 3 inverter NORMAL—STOP—STANDBY switch to STOP and check that the inverter failure magnetic indicator on the AC control panel goes white. Gi) Check that the flight instruments continue 10 operate from the No. 2 inverter and, if Mod. 622 is embodied, after selecting STAND-BY on the switch adjacent to the voltage and frequency. ‘meters, that the correct voltage and frequency is indicated on the respective meters. (Gil) Restart the No. 3 inverter by selecting the No. 3 inverter NORMAL—STOP—STANDBY switch to NORMAL and the AUTO—MANL. switch t MANL,, and check that the No. 3 verter magnetic indicator goes black. Check thar the flight instruments continue to operate from the No. 3 inverter and, if cree m7 an?AP 4805C—rx Part 1, Chap 7—Electieal System Mod. 622 is embodied, after selecting MAIN on the switch aadjaceat 10 the voltage and frequency meters, that the correct voltage and frequency is indicated on the respective meres. iv) With No. 1 invereer switched ON, select No. 1 on the EMERGENCY SELECTOR. Then switch OFF the No. 1 inverter and check that the No. 2 inverter has taken over the load from the No. 1 inverter and the No. 1 inverter neon indicators continue to glow. Restart the No. 1 inverter. (@) The No. 1, 2 and 3 inverters must always be on in flight (©) Before starting the inverters, ensure that all 1,600 crs loads are switched off; the 400 cPs loads may be switched on, When voltage and frequency control has been established, i.e. about 10 scoonds after starting the inverters, the 1,600 cPs loads may be switched on, 4(@) If a failure of the ouspur from No. 3 inverter occurs and the ‘Bight instruments load is not taken over by No, 2 inverter duc 0 torque switch failure, select the No. 3 inverter conteol switeh 10 STOP. ‘The essential fight instruments will then be connected 10 No, 2 inverter. The remaining loads on the No. 3 inverter must then be transferred 10 the No. 2 inverter by use of the EMERGENCY selector. » 15 Load shedding Complete failuce of one or more generators or rotary transformers may necessitate electrical load-shedding (see Part V, Chap 2, ppara 13). The approximate consumption of the electrical services is given in the tables below and reference should be made to them in deciding which services should be switched off Estimated Loads on 112-Volt Bus-bars Service Loads tv amps under rious fight condiions Flying contr} motors (10 of). Feet purps (may (14 off) Poet pumps (aux) (10 of) Deminer heaters Bowery heater IRS “Ampligiee | Input 10 1050 Rotary Transformers gat to 380. Enverters . Input 10 153 laverters Battery charging i Ree ee i Este Sass a7 94867 Sra ae ae tit is. mesas Taxy — Tokeof Climb T - - 330 2 = 7 5 ory 0 ‘ = — 2 3 = 300 300 ‘ 50 30 30 7 = 29 2 3 = = = ° 300 30 30 \ 400 300 400 i = = = 2 o ~ e B = = = 1" = 30 130 990A RO 1s mm 12 2 6 786 7 76 0 260 260 260 18 = = *0 9 io 10 io 20 o o cy Es 7am Ta ar a a0 0 ao 3 = es 168 a 36 36 2 = <= 26 10 e D = = 2 x oo. Ta Grand souls on 28clt Buscbar Radio and radar Z 901g ,g02 Teatruments| ie eT Genera services : 4 1936 tae shes a Sa ae Ewimated H2evolt DC faput to three type 1080 Rowary 8,840 — 7,600 — 8060 "Tranwormers Mv 4808C—rx Part I, Chap 7—Blectical System Estimated loads on 28-volt bus-bars (supplied by 3X3 KW rotary transformers) ‘Loa in watts wonder workout Right conditions Cruise | Tareet 320 330 7 . B 300 300 30 50 0 % 300 360 00 300 0 o 198 1a 130 30 ae aaa nz 12 786 76 260 20 0 30 io 0 cy cy a a Sn 56 | 200 o ory 196 ame | ant 1s 278 1196 | 196 Ss ss sr i — a 58 98 RESTRICTED‘Ar 480SC—em Part I, Chap 7—Electrical System Estimated oad on Type 350 and 133 iaveriers Anverers 1,2 and 3 are Type 350 Oueput : 2 Kw single-phase 1,600 cps 1 Kw three-phase 400 cps. nvertes, 4 and $ are Type 153 Oucput : 750 W each ‘Load bv watts wonder taious Aight condiions 11S 3-Phase 400 nestRteteD 47 4505C—rN Pare I, Chap &—Hydraulic System 49° Hydraulic system faults If the main pressure gauge pointer moves to the top of the scale, it is likely thar either the fuse has failed or the transmitter is faulty. (2) If the main pressure gauge pointer falls to low pressure, a Ihydeaulic faute is likely but an electrical fault is possible (© Ifa brake pressure gauge pointer moves to the top of the scale, ‘an electrical fault is indicated, (@) If a brake pressure gauge pointer falls to the bottom of the scale, a transmitter fault is indicated. If, however, the main pressure gauge indicates abnormally low pressure, hydraulic fluid has almost certainly been lost and the remaining brake pressure is uncer ALT van67rss av $3080 —rn Part I—Description and Management of Systems Chapter 9—Pneumatic Systems List of Contents Pars i 1 Devicing tank pressirisation 1 General ‘There are five separate poeumatic systems in the aircraft, as follows: (@) Storage system, for operation of: Maia entrance door opening and closing Canopy jettison Door and canopy seal i ‘Windscreen de-icing presvarisation (@) A storage system for pressurising the M2s scanner installation, (© A storage system forthe 14 bombsight computor. @ An engine air system to supply compressed air for the follow- ing: Bomb bay seal inflation Hydcaulic reservoir and power pack pressursation austareren Para Other pneumatic systems Seamer pression. TH Boontsight compucor Engine air premvre . 2) ) Mlustrations ‘Door, canopy seals, 14 hombsight systems “pst 44 Bombs system . Engine ai pressure ; ‘ FFoel canks and recuperators pressrisation Equipment in rear fuselage (© An emergency aie system for undercarriage lowering, dealt ‘within Chapter 8. Entrance Door System 2 Entrance door system supplies (@) Two storage cylinders, charged to 2,000 pst from an external supply, are on the port side of the crew compartment. ‘Their charging points and pressure gauges are on the front bulkhead in the nosevtheel bay. The forward cylinder supplies pressure for oor opening and canopy jettison, while the rear bottle supplies oor closing, doar and canopy seal inflation and pressurisation of the windscreen de-icing tank, AL rmn67An 450SC—rm Part f, Chap 9, Paeomatie Systems (®) A. ground servicing cock, on the underside of the crew's floor is normally locked in the open position by a red cover. When turned off, it isolates the services supplied by the rear cylinder. 3. Door opening (@) Pressure at 1,200 rst for operating the door jacks is controlled by the EMERGENCY position of the door opening lever, on the forward end of the door frame on the port side, On the ground, with the undercarriage down, the air passes through a restrictor, to control the rate of movement. In the air, with the undercarriage raised, the restrictor is by-passed, to allow the full pressure to open the door against the air stream, ‘The cabin should be depressuised before opening the door. @) A switch is provided at the navigator's station, which, when operated, causes air t0 pass chrough a unimatic valve to a jack which withdraws the door bolts and allows air to pass to the jacks, [At the same time, the door opening lever is moved up to the gate and a lower portion ofthe lever assembly, below the gate, is moved ‘on to operate the emergency door opening valve, ‘The cabin should ‘be depressurised first. Loads on the door bolts are such that, using the above control alone, the door will not opea unt the differential pressure has dropped to 1°5 rst (30 seconds at 43,000 feet, 9°5 seconds at 27,000 feet); if the door opening lever is placed in the gared EMERGENCY position at the same time, however, the door will open at 2°65 vst (20 seconds at 43,000 feet, 5:5 seconds at However, unless escape in the minimum time is ‘manual control should not be used in conjunction with 4 (6) When the door has been opened by the navigator’s switch, 4 subsequent failure of the 28-volt supply results in the lower portion of the door opening lever assembly returning to the entrance to the gate and the door closing under slip-stream pressure, There- for, the first rear crew member to reach the door must ensure that the door opening lever is placed in the gated EMERGENCY position, Au? rene? (@ If the door locking pins become scored, the door may fail 10 ‘open when the navigator’s switch is used. In this case, the manual comtrol should be used; closing the cabin air switches may assist by reducing the time required to de-pressurise the cabin (©) If the door seal deflation valve plunger is out of alignment and the seal cannot deflate, the door will not open. In this case, exHaust PRESSURE RELIEF VALVE 65-70psi SHUT-OFF VALVE TO DOOR < CLOSING SYSTEM Fig 3 T4 Bombsight Systemar 4305C—rx Part I, Chap 9, Pneumatic Systems Fut TANKS, FUEL TANKS: PRESSURISATION 1 RECUPERATORS. (emma TEST CHARGING POINT OFF VALE wyORADLIC PYORAULIC RESERVOIR POWER PACK plete th AFT BOMB COOR SEAL FORWARD BOM® GOOR SEAL eae aes a ore FD mano exmust vive Ez PSWAE FOR MORE AESEAVORS-F51 TEE FAESSURE FON tome 000K SEIS 0S row cron wire Fig 4 Engine Air Pressurews/3t Other Pneum: 8 Scanner pressurisation (@) The storage cylinder, charged to 1,800 Pst, is on the port side fof the nose section. The charging point and pressure gauge are bochind the access panel for emergency equipment en the port side of the nose. (8) 2s system Air at 30 st is passed to a regulator, the supply being controlled by an ON/OFF switch at the navigator/radar’s station. Also at this station is an absolute pressure gauge, showing the pressure delivered from the regulator to the scanner (normally 15 Pt) © Rear warning. See Chapter 21 9 Te-bombsight computor (@ Air for the +4 bombsight computor is stored in a cylinder below the pilots’ floor. The cylinder is charged to a pressure of 2,000 pst and is charged through the same charging point as the rear entrance-door bottle, The charging. pressure gauge is on a separate panel below the charging panel. (©) Air is supplied to the computor via a shutoff valve, behind the Ist pilot's seat at floor level, and a pressure-reduciag valve, which reduces the pressure t0 60 Pst. A relief valve (65-70 Pst) Ap 4908C—Px Ps L, Chap 9, Prcumatic Systerns and an air drier are fitted in the system. A gauge beside the shut- fff valve shows the pressure at the computor. ‘The minimum ‘eadurance for the computor air is calculated as 1} hours. 10. Engine air pressure (@) Compressed sir from Nos. 1, 2 and 3 engines is supplied av 15 vst to pressurise the hydraulic reservoir and the hydraulic power pack, ro ensure that a positive head of fluid is maintained to prevent cavitation. A blow-off valve in the reservoir relieves pressure at 22-27 pst and closes at 16 Pst. (@) Ai from Nos. 1, 2 and 3 engines is supplied at 10 1st to inflate the bomb door seals. Inflation and deflation of the seals is con- tolled by a micro-switch port side. (©) Al for fuel tank pressurisstion and recuperator pressurisation is supplied from all the engines, each engine serving its own fue! tank group. Tank pressurisation is at approximately 2 pst and recuperator pressurisation is at 6-10 Pst, (@) Air cooling for the equipment in the rear fuselage is supplied from Nos. 1, 2 and 3 engines at 10 pst (see Chapter 21). ALT ve 67af32 ar 4805C—r5 Part 1—Description and Management of Systems Chapter 10—Flying Controls Lis Para General. 1 Powered fying controls (PEC) units 2 Antfcial fel system ‘ 3 Trimming - : ze # Starting the powered fying conto: 5 Testing the controls i 6 Testing the trims. | : 7 Inflight =. et : 8 1 Geneeal (@ Conventional aileron, elevator and rudder control surfaces are fitted and are operated’ by electro-hydraulic units, the elevators being hinged into the outer plane tailing edges inboard of the ailerons. (#) To. guard against complete loss of aileron or elevator control the event of a power unit failure the contro! surfaces are vided into half sections, each operated by its own power unit. Should a unit fail, the surface half-setion affected will trail or run down (see Part V, Chap 2, para 1). Duplicate control in the operation of the single radder surface is achieved by providing {wo power units operating at opposite ends of the rudder actuator arm which is pivoted at the centre. Only one unit is necessary to operate the surface, the stand-by one coming into use auto- matically if the main unit fais of Contents Para ‘Stopping the powered flying control units. 9 Pitch damper system : : 10 Yaw damper system oe too Auto-Mach trimming system»: : 2 Mlasteation Fig ial feel system. ewe f (©) Dual interconnected control column handles and rudder pedals are provided in the pilots’ cockpit, and artificial loading of the it controls, as a function of aircraft speed, is introduced by loaded feel units. Provision is made to trim these artificial leads with changes of aircraft trim, (4) Both control column handles incorporate an auto-pilot cut-out switch (A/4), a press-to-transmit pushbutton (A/7), a noscwheel steering switch (A/2), 2 trim controller (A/S) for the ailerons and elevators which operates in the natural sense, and an aileron and levator artificial feel relief switch (A/S). Each pair of rudder pedals incorporates a pair of coc pedals for the foot-operated brakes, and is adjustable for reach by a star-wheel (B/3) and (B/20) at the lower inboard edge of each pilot's instrument Aying panel. nustercteDAn 4505C—9 Part 1, Chap 10—Fying Controls 2 Power fying controls (PEC) units (@ (@ Esch unit is self-contained and consists essentially of an electric motor, a hydraulic ram and a differential lever assembly. ‘Movement of the cockpit control operates the lever assembly to supply fluid to one side or other of the ram which, by move- ment of the ram rod, operates the control surface. When the control surface reaches @ position relative to the displacement of the cockpit control, the fluid supply to the ram is auto- matically cut off and the surface ceases to move, remaining ia this position until a further input movement is received by the power unit. ‘The power units are driven by 112-volts from three of the four Ui2-volt busbars. Failure of any one bus-bar therefore will affect only those power units on that bus-bar. The distribution of individual power units to bus-bars is listed at Part I, Chap. 7, Para 2(h). The power units are controlled from the 28-volt DC section (ii) If a PFC unit fails in flight, the control surface should normally trail in the neutral position. At hich Mach numbers due to unpredictable hinge moments the control surfaces may move towards the fully down position, A decrease in Mach umber should allow the conteol surface to return to the neutral i) Each PFC unit is fitted with 2 run-down restrictor 10 prevent the control surface from tramping under gusty wind loads when the aircraft is parked. The run-down restrictor is in operation when a PFC unit fails or is switched off. In flight, if @ PEC unit fails, any movement of the control surface towards the fully down pesition may be prevented or will be ata slow rate. (©) Starting controls ‘Three pushbuttons (D/2), (D/1), (D/32) marked START AND ART. FEEL RESET, one cach for the AILERON, RUDDER and ELEVATOR, are mounted at the rear of the central console, and are pressed in to start the units. Both the 112-volt and 28-volt bbus-bars must be energised to make them work. When the aileron fr elevator pushbuttons are operated the power units start auto ‘matically in the sequence, port outer, starboard outer, port inner and starboard inner, and the feel units are energised. A delay of approximately 18 secs will occur before the last unit in each wing group starts. one: It is not possible to start the PEC motors on the ground unless 1 12-vot ground supply is plugged in, oF a least one engine ft FUMIE, fad its associated generator (x connected to the bussbar, and the 112-vale bateryisotating switch is ON, (©) Stopping controls Ten pushbutton STOP SWITCHES (C/29) marked PFC SWITCHES, one for each power unit, are provided on the port console so that the units may be switched off indepen dently. The push-buttons are arranged to preseat a plan view of their respective positions on the aircraft, Sonn: Before leaving the aircraft and before the 28-voltiotating switch 8 set to OFF, all PEC STOP switches mout be operated and the PFC sop indicator (C/28) must Be webs (@) Indicators (i) Thee POWER CONTROL WARNING red warning ights (A/23) are fitted at the top of the engine instruments ppancl, one each for the aileron, rudder and elevator systems. If any power unit for a surface is not functioning correctly the red light for its system will come on. ‘When a PFC unit is switched off, the rod warning light for the appropriate system will indicate some 15 seconds later, except in the case of the starboard inner unit on the aileron or elevator systems, when the red. warning light will indicate immediately. This is a normal feature of the systems, (ii) The CONTROL SURFACES indicator (A/22) on the ‘engine instruments panel shows the position of all the controles/38 surfaces simultancously. It enables the pilot to check that the controls are operating fully and correctly. Two datum lines, ‘one vertical and one horizontal, are fixed in the centre of the instrument face and represent a view of the aircraft looking forward from the tail end, If a section of an elevator or aileron surface fails, the appropriate red warning light (x/23) will some on ; the section as shown on the control surface indicator will noe respond when the pilot's controls are moved. There is, however, no indication on the cst of a failure of the main rudder motor although the rudder failure warning light comes on. (iil) A PFC stop indicator (6/28) is fitted 10 the port console ycent to the PFC unit STOP SWITCHES. The indi will remain black until alf the power units have been stopped, when ie will go white 3 Artificial feel system @ General (@ An artifical feel system compensates forthe lack of loading on the flying controls and three feel unit are provided, each adapted to give the degree of feel required for its particular contr. (Gi) The artificial feel is beought into operation automatically when the START AND ART. FEEL RESET butons, (0/1), (0/2) and (0/32) are pressed. Gil) ARTIFICIAL FEEL magnetic indicators (4/27), one for ‘ach system, are at the top of the engine instruments panel and show black when the artificial feel is operative, and white whea it is inoperative or not giving the correct feel for the airspeed obtaining. A master warning indicator (4/10) on the 1st pilo’s instrument panel goes white if any one of the units is inoperative ‘or working incorrectly. The pilot must then look at the other three indicators (4/27) to determine which system is at fault (jv) An artificial feel relief switch (4/8) on the controt column cnables the aileron and elevator feel to be reduced to a fixed low speed value. A separate switch (8/27) marked RUDDER ART. FEEL RELIEF on the fuel co-tents gauges panel permits Av 4505C—m Part I, Chap 10—Flying Concrals ALL ar sts a ton tener Fig. 1 Artificial Feel System nT vee?‘Ar 4808C—#N Part I, Chap 10—Flying Controls the rudder artificial feel to be redu ed to a fixed low speed value. To. re-engage normal arifcial {cel the appropriate START AND ART, FEEL RESET switch (0/1), (0/2) or (0/32) should be pressed in when the aircraft is in trim. (¥) Mod, 1927 introduces a guarded FEEL-LOCK switch marked NORMAL-LOCK with an associated green indicator light on the port console. The light comes on when the switch is sec to LOCK and the appropriate feel relays have operated, locking. the artificial feel and feel relief actuators of all three channels, (i) In order to prevent a feel failure causing the feet ro run down {o the low speed value when flying at speeds above 250 knots ac low altitudes, the switch should be set to LOCK when the desired speed is reached and a check made to ensure that the light comes on, (il) If the airspeed is changed by more than about 30 knots from the speed at which the lock is engaged, artificial feel warning is indicated on all three channels, the master indicator shows white and, if speed has been reduced, the out-f-trim and manoeuvring forces are higher than normal. (vii) Before unlocking the feel, sped should be reduced to below 250 knots and the control forces trimmed out. After unlocking, ‘ensure that the feel warnings disappear and the green light goes out, Ensure that the feel forces are at the appropriate level ‘before making any large control movements. (Gx) The arifcial feel lock, if fined, should always be operated before opening the bomb doors at low level (8) Blevators ‘The artificial felis fed back as a stick force applied as a fonction of elevator angle and airspeed in the ratio “the square of the indicated airspeed. When the feel is celieved only a small fixed pre-set degree of feel is retained (appropriate to $0 knots); stick forces therefore will be very much lighter than normal, particularly at high speeds, nT rang (© Ailerons ‘The artificial feel system provides simple spring feel wo give ‘approximately 11:2 Ib, stick force at the maximum aileron and stick deflection which can be applied at any airspeed. Full aileron stick force is possible up to approximately 310 knots ; above this speed the range of aileron angular movement is progressively reduced by variable stops in the artificial feel mechanism. Since the stick forces are not a function of airspeed the pilot will have 10 indication, from feel alone, of failure in the system and must rely, therefore, on magnetic indicators. Failure or malfunction of the variable stops will permit application of excessive aileron angles at speeds above approximately 310 knots but it is unlikely that the pilot will notice that he is able to displace the control column ‘ver a greater are than normally. @ Rudder ‘The artificial feet is fed bark as a foot-force applied as a function of rudder angle and airspeed in the ratio “ the cube of the indicated airspeed". When the feel is relieved only = small pre-set degree of feel is retained (appropriate to 140 knots) ; foot-forces there- fore will be very much lighter than normal, particularly at high speeds. 4 Trimming (@) General (3) As the flying control system is irreversible, aerodynamic Toads are not transmitted to the control column or redder pedals. Control forces felt by the pilot in fight are produced by ) ° ‘Ait-ventitated suits system Aiceenilated suics system, genera)... 10 ‘Suit sie-condisoning unit : Du Suit components and controls ineabin |) Cabin Air System 1 Cabin air, general (@) The cabin is pressurised and air-conditioned with air from the ‘€engine compressors, the flow of air passing through automatic low control valves to the air-conditioning unit and thence to the cabin, Provision is made for conditioning the cabin air both on the ground and in unpressurised Aight , Bomb-bay heating Para. Bomb-bay heating system . oo B Bomb-bay heating controls and operttion 5 5 4 Windscreen thermal demisting. Windscreen demisting supplies . om of Windscreen demitting ccatrols and operation : 16 Mlustrations Fig “ants peeing ed sicrathotg 2d Airventilated suits system . - « & Bomb-bay hesting =. Foe? (®) Cabin pressure is maintained by two pressure controllers. Pressurisation can be at two alternative levels, either cruise con: tions or combat conditions. Provision is made for emergency de-pressurisation. An automatic flood-flow system is provided. (©) The main controls for cabin heating and pressurisation are frouped together on a panel on the starboard console. A cabin altimeter (8/6) is provided on the engine instruments panel. U6 sare 6sAP 450SC—Px Part 1, Chap 11—Pressurisation and Heating Systems »« 2. Cabin air conditioning unit (@) The air conditioning unit is in the nosewheel bay. It consists of an air-to-air cooler, a temperature control valve, a cooling beake- turbine unit and a water separator. (b) The cooler is supplied with cold air from a ram air intake on the port side of the aircraft, between the cabin and the engine air intake. The cold air passes round the cooler and is exhausted through a rearward-facing duct below the unit. (e) The brake turbine unit consists of an inward flow turbine coupled to a centrifugal braking compressor. The turbine receives air via the temperature control valve and passes it to a water separator and thence to the cabin. ‘The compressor receives ait through a filter from the nosewheel bay and passes it through the exhaust duct. (2) The temperature control valve is electricaly-operated, either ‘automatically, or manually. When maximum heat is selected, the engine air passes direct from the flow valves, through the tempera- ture control valve, to the cabin ; the cooler and the turbine are by- passed. At medium temperature settings, the engine air passes through the cooler and the temperature valve to the cabin, For lower air temperatures, the air passes frst through the cooler, then ‘through the control valve to the turbine and then to the cabin. (@) An underheat sensing element, set for 2°c, opens a by-pass valve when the air from the turbine falls below this value, thus allowing warm air to mix with the cold air before it reaches the water separator. (P) An overheat switch, set for 173°c, operates to move the control valve towards the cool position, when the ourput temperature rises ‘0 this figure. AL 6 se 3. Cabin peessurisatios (@) Cabin pressure is maintained by wo pressure controllers, one motorised and the other unmotorised ; the latter acts as a for the former. Each controller discharges excessive cabin air 10 ‘2 combined valve unit om the forward face of the front pressure bulkhead. Each controller is firted with a wite-locked pressure adjusting knob and a ground test lever. “The latter must always be fully down for fight (6) Two alternative pressure settings can be obtained. For the ‘cruise condition, pressure is maintained at $,000 fect until the ‘aximum differential pressure of 9 #8! is reached. For the combat condition, pressure is maintained at 25,000 feet so that a differential pressure of 3°5 pst is reached at $0,000 feet. Change from cruise {to combat condition is achieved at the rate of 12 rst per minute ‘and from combat to cruise at 1 rst per minute. (© Safety devices If a serious loss in cabin pressure ovcurs, a warning horn sounds and red warning lights come on at each rear crew member’ sation. ‘The hor can be isolated by operating a switch on the eq rate structure inboard of the pressure controllers. An inwards relief valve, set to } St, on the front pressure bulkhead, compensates for any negative differential pressure. Excess cabin pressure is pre= vented by an outwards relief valve, set t0 9% Pst, also on the front bulkhead. @ Flood flow (inoperati (i) Flood flow opcrates automatically if the cabin pressure falls to 29,000 feet, to provide some measure of pressurisation in an ‘emergency. A relay opens the flood flow valve and, at the same time, moves the temperature control valve to the mid postion ‘The system can be reset if the emergency has ceased to exist. ‘The flaod flow can be controlled by closing one oF more engine switches this results in a reductioa of temperature, (ii) Should the cabin be intentionally depressurised by any of the controls provided (see para. S(g) below) and cabin pressure is s nestarereo15/37 ‘ar 4308C—rn Part 1, Chap. H—Pressurisation and Heating Systems Dvn Fig. 1 Cabin Pressurising and Air-Conditioning, asrarerep ALG seer 6s.ese selected on again, the flood flow will start up immediately, ifthe ‘abin altitude is above 29,000 fect. (©) Decompression Decompression valves, which can be operated electrically by either pilot, of manually by the rear crew, allow decompression of the cabin in an emergency. The air will pass directly into the combined valve unit through a lightly loaded flap-spring. It may take up 0 30 seconds for the pressure to fall suicieatly co allow door open~ ing, The ENGINE AIR switches should be SHUT when depressu- rising the cabin in emergency. 4 Cabin ventitation (@ During unpressurised flight, the cabin may be ventilated by ‘opening the ram air valve on the port side of the cabin. This allows ram air, from the same source as the air cooler supplies, to center the cabin. The ram air valve must be closed before pres- surisation can take place. (®) ‘The cabin and bomb bay may be ventilated on the ground with air supplies from a ground air-conditioning unit. A ground con- tioning connection is provided en the sarboard side of the ir fe. Cabin airconditioning, controls and indicators (@) General ‘The main cabin conditioning controls and indicators are grouped ‘on a panel on the starboard console () Engine air seitches ‘The four ENGINE AIR, OPEN—SHUT switches (6/8), on the ‘outboard side of the panel, control the supply of engine air to the flow control valves. These switches also control the supply of engine air to the ant-icing systems and bomb bay heating. To climinate fatigue factors in the air ducting lines, the air pressure supply from each inboard engine is reduced to 100 Pst by means of 4 restrictor plate. ‘The supply from the outboard engine is, how- aeernicres Ap 450SC—w Par 1, Chap 11-—Pressursation and Heating Systems ever, unrestricted, and for this reason the outboard engine air switches must not be selected OPEN below 10,000 feet above 80% eM. When cruising below 10,000 fet, all the engine air switches may be selected OPEN but the outboard engine air switches must bbe sclected SHUT before excecding 60% RPM. Because of the reduced operating pressure above this height the outboard engine air switches may be selected OPEN without causing excess pressure in the aie ducting lines. The switches must noc be set OPEN when the cabin air switches are SHUT. (See (¢) below. (©) Gabin air sctches ‘The two CABIN AIR OPEN—SHUT switches (€/10), beside the engine air switches, open the shut-off valves allowing the engine air to pass to the air-conditioning unit. One switch controls the port supply and the other the starboard. The switches must fot be set to SHUT whilst the ENGINE AIR switches are OPEN. (@) Flow controt (The mass flow control system consists of automatic flow controllers, which combine shut-off valves, in the triangular ducting assembly (sce Fig. 1) at the rear of the nosewheel bay. i) Each flow controller automatically maintains the mass flow to the air-conditioning unit within che required limits, The lectrically-operated shut-o valves are normally opened oF closed by selection of the CABIN AIR switches. iit) Non-return valves in the supply ducting isolate the port ‘and starboard air supplies to the conditioning unit from each other, to prevent complete Joss of air if one side of the system is damaged, but permit either side to feed air to the fiood flow control valve and to the air-ventilated suit system. (©) Cabin temperature controls (@ Cabin temperature can be controlled automatically or manually. Selection of auto or manval control is made by a four- position CABIN TEMP CONTROL switch (6/37) ; when the a7 winrar 4S0SC—rw Part 1, Chap 11—Pressurisaion and Heating Systems switch is moved in the outboard direction, to AUTO, the tem- perature is automatically controlled according to the setting of the AUTO TEMP SELECTOR roury control (£/39), which is infinitely variable. If manual control is desired, the switch is moved inboard and either forward or aft to the MANUAL, COLD or HOT positions until the desired temperature is ‘obtained. ‘The switch is spring-loaded from both these positions to the central (neutral) position, Above the temperature selector is 2 desyan-type indicator (#/40), showing the position of the temperature control valve. i) Cold-air unit overspeed Any tendency to overspood. will cause a pressure ratio switch {close the port cabin air valve ro stop the over-specding. While the switch is in operation, # magnetic indicator (k/36) on the panel, marked COLD-AIR UNIT OVERSPEED WARNING, will show white. () Cabin ventilation controts Ram air valve ‘The ram air valve is controlled by a 3-position guarded SHUT— OPEN switch (6/11), spring-loaded to the central (acute) Position. A desynn-type indicator (8/9), beside the switch, shows the position of the valve, (e) Cabin pressure controts (@ Cabin pressure is controlled by the 3-position CABIN PRESSURE, COMBAT—CRUISE—NO PRESSURE (gated) src (e/41) Para. 30 gives the pres stings forthe COMBAT and CRUISE selections. With the switch PRESSURE, rovuratin dos not tbe ples oni the can is already pressurised, moving the switch to NO PRESSURE decompresses the cabin (ii) Cabin decompression can also be achieved by operation of ither the ABANDON AIRCRAFT switch (¢/26) or the EMERGENCY DECOMPRESSION switch (¢/27) on the port ALT ran 67 ‘ console of by manual operation of the Jever above the crew station. Tt can alio be achieved, on the ground, by a switch in the nosewheel bay. Post-Mod, 2045, the abandon aircraft and srergeey decompreion wich angle tape pes which mast be pulled up before selection, "Ths sod Row muy bs cos by speaion of he FLOOD FLOW RETURN TO NORMAL FLOW. RESET switch ona, Operation of Cabin Air System 6 Operation of the pressurisation system (@ Before starting the engines, set the pressurising and conditioning controls 28 follows EMERGENCY DECOMPRESS switch ABANDON AIRCRAFT switch NORMAL (forward) NORMAL (forward) CANOPY UNLOCKED indicator | Black ‘CREW DECOMPRESS lever . OFF CABIN AIR switches. + SHUT CABIN PRESSURE SELECTOR . Set to CRUISE ENGINE AIR switches All four SHUT. AUTO TEMP SELECTOR NORMAL temperavure CABIN TEMP CONTROL switch Neutral (central posi tion) TEMP CONTROL VALVE. . As required COLD AIR UNIT OVERSPEED — Black ‘WARNING RAM AIR switch... Operate ram air valve and leave as required. (In hot weather the fam air valve may have to be put in the a agstaieren179 (8) After starting engines, both cabin air suvitches should be set OPEN and may be left open for the sortie. Cabin pressurisation and conditioning may be controlled by selective use of the engine air switches and the cabin temperature controls, The following selections of the engine air switches are recommended for safe and ‘efficient operation of the system: (@ After starting the engines and while taxying, all SHUT. i) After take-off and during climb ro 10,000 feet, No. 2 only OPEN. Gi) Ar 10,000 feet Nos. 2 and 4 OPEN. (Gv) On reaching cruising height (above 40,000 feet), all OPEN. (#) During descent, shut Nos, 1 and 3 at 40,000 feet and No, 4 «t 10,000 feet (No. 2 OPEN). (vi) Before landing the pressure selector should be set to NO PRESS and all engine air switches shut, The ram air valve may be set a required, {© During prolonged flight, below 10,000 fees, all four engine air switches may be selected OPEN but Nos. 1 and 4 must be SHUT before exceeding 80% RDM. (@) Air conditioning is marginal when the oat is near +29°c. ‘Before descent, when prolonged flight at low levels is intended, the ‘cabin should be refrigerated using the cold air unit. All engine air switches and both cabin air switches should be selected OPEN at low level. (€) Use of manual control If the automatic cabin temperature control fails, manual control of the cabin temperature may be exercised by moving the CABIN ‘TEMP CONTROL switch from the AUTO positon into either of the COLD or HOT positions as required. The switch is spring- loaded and should be inched towards either of these positions until aesreeres ‘AP 4SOSC—#x Part 1, Chup 11—Pressurisation and Heating Systems the cabin air valve has moved towards HOT or COLD as shown fon the indicator; the TEMP SELECTOR AUTO heostat is Tnoperative when manual contro! is used. ” 7 Cold air unit overspeed If the COLD AIR UNIT OVERSPEED WARNING magnetic indicator momentarily changes to white, 2 pressure ratio switch automatically operates to prevent the cold air unit overspeeding ‘and the magnetic indicator should revert to black. If the magnetic indicator continues to blink to white, however, the No 3 & 4 ENGINE AIR switches must be set SHUT until overspeeding stops and the indicator shows steady black. 8 Loss of cabin pressure » Af there is a serious leak in cabin pressure, oF if, during the climb, the aircraft rate of climb exceeds the rate of pressurisation, the ‘warning born will sound and, if the cabin altitude rises to 29,000 feet, the flood flow will operate automatically. If pressure is regained, the flood flow RESET switch should be operated, 9 Emergency decompression In an emergency the cabin pressure can be released by one of the following means : (@) Setting the EMERGENCY DECOMPRESS switch to its rear position. (Ist Pilot) (@) Setting the ABANDON AIRCRAFT switch to its rear posi- tion. (Ist Pilot) (©) Selecting NO PRESSURE on the pressure selector switch. (co-pilot) (@) Operation of the CABIN PRESSURE RELEASE handle in the roof af the crew's compartment, ALG sure 6sAr 450SC—0w Pare 1, Chap 11—Pressuisation and Heating Systems (©) A double-pote switch in the nesewheel bay—for external use If the cabin is subsequently re-pressurised, it must be remembered that the flood flow will operate if the cabin altitude is above 29,000 fees, NOTE I: Th onder to increase the rate of depressuisation, the engine air Stitches should be SHUT at the same time as desompression action is taken. ork 2: When re-pressrising the cabin, COMBAT should be sects initial. Air-ventilated Suits System Air-ventilated suits system, general (@) The air-ventilated suits are supplied from an air-conditioning ‘nit, similar to that used for cabin conditioning. A tapping of engine air is ken from the flood flow line of the exbin system and cold air taken from the cabin sytem ram air ince, (#) The main components in the air-conditioning unit are an air- to-air cooler, a turbine and fan, © water extractor, a heat- exchanger and a filter, (©) From the filte, the conditioned air passes, via a non-return valve, into # manifold in the cabin and thence co the individual suits. (@) A. ground-conditioning connection is provided, so that an extemal supply may be plugged into the suits, 11 Suit air-conditioning unit (@) The suit air-conditioning unit isin the nosewheel bay, just aft of the cabin conditioning unit. Engine air from the flood flow supply line passes, via an electrcally-operated on-off cock, to the air-to-air cooler and thence to the turbine and the water extractor. A branch line passes through a temperature control valve to the hear exchanger, m6 Serr 6s aastare (®) A tapping from the air from the cooler passes, via a Row augmenter, to the forward side of the water extractor, in order to Provide additional pressure at altitude. This air mixes with the air from the eurbine and passes through the fileer to the manifold in the cabin. 12 Suit components and controls in cabin (©) The temperature of the air in the manifold is controlled by & sensing unit operating the temperature contol valve which controls the flow of heating air to the heat exchanger. Overheat conditions are controlled by an overheat switch operating the cock controling the supply of hot air to the conditioning unit. Pressuee in the ‘manifold is regulated by the pressure controller in conjunction with the relief valve (b) From the manifold, individual lines pass eo each suit connec- tion. An electric heater is incorporated in each line, controls being provided at each crew station, From the electric heaters, the ait [passes to manual control valves, which regulate the flow of air to the suits, (©) Controts (i) ‘The main on-off cock in the hoe air supply is controlled by an OPEN-CLOSE switch (6/22) at the rear of the starboard console. }) Temperature and flow controls are provided for each individual suit, as follows :— Istand co- Temperature control on starboard side of pilots each seat, flow control on port side, Nav./radar On the port side, on pilots’ floor support. {prone station) Rear crew ‘Temperature control on port side of each members seat, flow control on starboard side40 TO AIR VENTILATEO SUITS ar 4805C—0x. Sree issuer 1, Chap 11—Pressuraation and Heating Systems TO CABIN AIR CONDITIONING Fexnausr Fig. 2 Air Ventilated Suits System ‘mms HT ak Surrey mame COLO AIR SUPPLY CONDITIONED AIR ALG serr6srs/41 2 (iit) ‘The system can be operated when the cabin i unpressur- ised and when taxying. When the engines are not running the suits may be ventilated from a ground supply through a Wheelbrakes 7 Wheelbrakes—general (@) Bach main undercarriage wheel has a maxaret brake unit. These are designed to help the pilot, when using maximum braking, not to lock the wheels. The units ean only come into ‘operation if the wheels are rotating. () The brake units are hydraulically operated, the main system pressure being reduced to 2,500 rst at the brakes. ‘Two accumulators, charged to 4,000 PSt provide a reserve of pressure for brake operation. These accumulators can be ‘recharged by the hydraulic power pack (see Chapter 8). A failure ‘of one accumulator does not prevent the other from supplying pressure to both sets of wheels, A drop in air pressure in one of both accumulators would be disguised as long as the main hydraulic pressure remains normal. , (©) The pressure at the brakes is shown on two dual pressure gauges in the nosewheel bay and the pressure at the hydra accumulators is shown on the tiple pressure gauge (6/7) on the engine instruments panel. The accumulator air pressure gauges and charging points are also in the nosewheet bay, together with two manually operated pressure release valves, for releasing any residual hydraulic pressure in the accumulators, (@) A parking brake is provided, which operates through a bowden cable to open simultaneously all’ the hydraulic valves in the brakes control valve, ALT Fee 67AP 4505C—rx Part 1, Chap 13—Other Aircraft Controls: 8 Wheelbrakes operation (@) Brake selection is controlled by toe-buttons on the rudder pdals, ‘The pressure delivered to the brakes is proportional to the force applied to the toe-buttons ; when this pressure is released, the relay in the brakes controt valve closes and the fluid from the brakes is returned to the reservoir. (#) The aircraft must be firmly on the ground before the brakes the wheels fare rotating, As a safeguard against locking the wheels during a ounce the maxarec units do not cut out until 4 seconds have lapsed. On dry runway surfaces the maxaret units will normally prevent the wheels locking if excessive brake pressure is applied ‘but, unless the shortest possible stopping distance is required, more gentle ase of the brakes is recommended, On wet, flooded oF icy surfaces drastic reduction of braking efficiency must Continuous application of brake pressure during ‘can Icad to whee! locking and the scuffing and possible bursting of tysts, particularly during the landing run, Under these conditions ic is recommended that light intermittent braking action is com- ‘enced as soon as the nosewheel is firmly on the ground. If slip fr skid or difficulty in keeping straight is experienced, release the brakes momentarily. The pressure may be increased and held

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