FOR OFFICIAL USE ONLY

AIR PUBLICATION 2025A

Pilots SotelO

PILOT'S NOTES

AND MU5TflNe /A

MUSTANG I"AEROPLANE

ALLI~ON V~1710 F.3R AERO-ENGINE

OR

,ALLISoN v- 1'f10 - F.3R/M AERO- fC-Nt;INE.

Pvepared by ~irection or the

Minister of Airc~att Production

Promulgated by order of t.he Air counc r.r,

-. _ __:. ... =------

AIR MINISTRY

_-

FOR OFFICIAL 'USE"'l5

AIR PUBLICATION 2025A PILOT'S NOTES

PILOT'S NOTES

THE MUSTANG I AEROPLANE ALLISON V-1710 - F3R ENGINE

NORTH AMERICAN AVIATION. ING.

PR1NTED IN U.S.A.

BAC/9/41/NAA

AIR PUBLICATION 2025A

llolume I

Pilot's Notes

A.JI'lENDMENT CERTIFICATE

Incorporation of an smsndment list in this publication should be certified by insertLng the amendment list number, initialling in the appropriate column and inserting the date or incorporation.

Holders of the Pilot's Notes will receive only those amendment lists applicable to tbe preliminary matter~ introduction and Sections 1 and 2.

Amendt. /~, JJ'J. 5c..
List No. ~/D
Prelimy. I
matter
Leading
Parties.
Introducn.
Section 1 / ./ V V
Section 2 V Iv/' V t/
Sectlon 3
Section 4
Section 5
Section 6
Section 7
Sectlon 8
Section 9
Sectlon 10
Section 11
Section 12
Section 13
Section lit ,
Date Of ~o/If~' ~NIt3. dIf~*, f/o/~~
incorpn. F. S./2

Continued overleaf

Amendt.
List No.
l'relimy.
ma.tter
Lea.ding
Pa.rties.
Introducn.
Section 1
Section 2
Section 3
Section 4
Section 5
Section 6
Section 7
Section 8
Section 9
Section 10
Section 11
Section 12
Section 13
Sect:.ion 14
Date of
iDcorpJ;l. \

AIR PUBLICATION 2025A

Volume I

Pilot's Notes

Note to official users

All' Ministry Orders and Volume II leaflets as issued from time to time may affect the subject matter of this publication. It should be understood that amendment lists are not always issued to bring the publication into line with the orders or leaflets, and it is for bolders of this book to arrange the necessar~ linking-up.

Where an order or leaflet contradicts any portion of this publication, an amendment list will generally be issued, but when this 1s not done, the order or leaflet must be taken as the overriding authority.

Where amendment action has taken place, the number of the amendment list concerned will be found at the top of each page affected, and amendments of tecb.n1ca.l importance will be indicated by a vertical line on the left-hand side of the cext against the matter amended or added. Vertical lines relating to previous amendraerrt.e to a page are not repeated. If complete revisiQ.n of any division of the book (e.g., a Chapter) i5 made, this will be indicated in the title page for that division and the vertical lines will not be employed.

I

F.B./}

,e

F.8:/4

AIR PUBLICATION 2025A Pilot's Notes

LIST OF SECTIONS

(A detailed Contents List is given at the beginning of each Section)

Introduction

Illustration

Mustang I Aeroplane - Port Side View

Section 1 - Controls and equipment

Section 2 - Handling and .flying notes for pilot

September, 1941

AIR PUBLIOATION 2Q25A Pilot's Notes

- INTRODUCTION -

Note. - The following introductory notes are complementary to the detailed description given in Volume I of this Air Publication.

1. The Mustang I Aeroplane is a single seat fighter, low wing monoplane designed for high speed and combat service. The aerof,lane is powered with an AllisoD Model V-1710-F3R, l2-cylindar, 'V" type, liquid-ceoled engine provided with a Bendix-Stromberg injection type carburettor. Replaceable upper cowlings with carburettor air filters are provided as extra equipment. Provision is made for connecting an external accumulator to faoilitate starting engine. The right-L"lBIld rotating tractor propeller, of steel or aluminum, is of the CurtisB constant speed, three-bladed electrically controlled type. The aeroplane is equipped for gunnery and naVigation. Except for fabric covered tail unit control Burfaces, metal cODstruction is used throughout. The aeroplane has a span of 37 feet 5!16 inChes, an overall, length of 32 feet 2-5!16 inches, and an overall height of 12 feet 8 inches with tail down.

2. The fuselage is of aluml.uum a.lloy, semi-monocoque c onstrruat.Lon , diVided into' three sections, the engine mount section, the main fuselage section and the aft aection. An oVerturning pylon is located a.ft of the pilot's seat. ~mour plate is provided as the fireproof bulkhead, and provisions have been made to install an armour plate aft of the pilot's seat. A bullet proof transparent glass is provided aft of the windshield. The cockpit is under a flush type transparent cockpit hood with an upper and port Side section hinged to open for ingress and egress of the pilot. A slidlng window is incorporated 1n both side sections.

A readily deta.chable window, aft and at both sides of the pilot, is prOVided for rear vision and access to radiO equipment. The cockpit hood, as a unit, can be completely released to provide

an emergency exit. Provisions are made for heating and ventilating the cockpit and defrost:Lng the "Windshield. On most of these aero]llanesa Glycol spray system is prOVided for the windshield.

3. The main plane 1s a sem1-Eonocoque~ full cantilever structure and cODsists of two sections bolted together. The sections are of the low drag type employing the laminar flow type Birfoil. The ailerons are metal covered. The starboard ail.eron is equipped with a booster tab and the port aileron is equipped with a combination booster and trimming tab, the latter controllable from the cockpit. Wing flap s extend from the ailerons to the fuselage, are of the sealed aileron type, and are hydraulically operated.

F.S.!I

)

4. The undercarriage consists of tva main oleo legs and a steerable tail wheel. All three units are fully retractable ~nto recesses proVided and are hydraulically operated. The tail wheel is capable of swivelling 3600 and is steerab1e within the range

of rudder peda.L travel. The wheels of" the main oleo legs are fitted with hydraulic brakes.

5· The tail unit is a full oantilever structure, wi.th a se.m1- monocoque fin and tail plane. The rudder and elevator are fabr.ic covered, equipped with combination booster and trimming ta.bs, the latter controllable from the cockpit.

6. Each main plane section at the root end contains a fuel tank of the self-sealing type. An automatic fuel tank sump selector valve, actuated gravitationally, interconnects the forward

and aft tank outlets with the pipes leading to the main selector valve to ensure suffiCient feed to the engine during steep cl~bs or diVes. Further facilities for providing the engine with sufficient fuel during manoeuvres consist of the installation of a bulkhead with flapper valves at inward end of each tank to form

a fuel chamber at fuel tank outlets and the installation of an automatic electric booster pump. A vent suction relief valve is incorporated in both fuel tSJlk vent lines located at both s Lde s

of the fuselage, just forward of the radia.toJ:'. The function of the check va.lves is to proVide a vent for the fuel tanks in the event of' adverse conditiOns should icing OCCUJ:' at the exteJ:'nal vent line inlet. A spJ:'ing-loaded flapper within the valve will open under adverse conditions, thus providing a vent in the fuel system. Provisions are made for the installation of four interconnected auxiliary tanks in place of the machine guns in each

main plane section gun bay to extend the range of the aeroplane. •

The tanks are not self-sealing. All fuel pipes are of flexible

hose for pr-otiec tion ag~nst gunfire. Refer to the fuel sys tem

diagram, Figure 4 , of Section 1.

7. The pressed al~um sheet oil tank is located between the engine and fireproof bulkhead. The vent lines, baffles with flapper valves, hopper for accelerated. oil warming and swivelling sump in the oil tank are so designed as to allow the e.ircr,aft to assume any attitude When tank is ~ull, and feed adequately in a vertical climb or dive When tank is only ODs-fourth full.

8. The pressed aluminum sheet coolant tank is located forward of the engine with armour plating between the tank and propeller spinner. The oil-coolant radiator is located at the bottom of the fuselage, aft of the cockpit with forward and aft adjustable air-scoops. The radiator is cylindrical in shape and Is divided into two concentric ra~iatorsJ the outer one utilized for coolant, the inner one for oil, providing a compact installation and good grouping of the metal tubing for protection against gunfire. A ratchet valve is proVided in the hydraulic operating system to prevent scoop from opening in case of malf"Wlctioning .from gunfire. An aub.oma.tic relief valve 119 prov1ded to permit oil at exceasive pre SSurB, which results when 0.11 119 cold, to by~pass the oil

radiator. ~

A.P. 2025A, Eilot's Notes, Vol. I, IntFoduction

9. Provisions are made in the fuselage for two .50 calibre Browning SJ'llchl'onized machine guns, one at eacb lower side of the engine. One. 50 calibre and two .30 calibre Browning macb.ine guns can be installed in the leading edge of each main plane section. The outboard .30 calibre guns of each main plane are equipped wi th 811~ r-cunde of ammuni t.Lcn each, and the inbOB.l'd .30 calibre gUllS are equipped with 932 rounds each. The .50 callb:r>e guna in the main plane are equipped with 300 rounds each. The ·50 calibre gune in the fuselage are equipped with 300 roundS e'ach. Haa t Lng is provided for the gun ccmpar=tmen't e of the main plane by means of a warm ail' ,stewart-Warner heater. Each heatep t s capable at: 10, 000 B. T., u. /hr.

10. A Fairchild W7 -Bcamera can be in5tall,sd in the leading edge of the port main plane tip. Exposure Is controlled by the gun firing switch and the camera may be operated selectively or aimul tane ous ly >(i th the gun ,.

11. .An aut oma ti c signal r-ec ognt, ti on deva c e ia pI' ov ided "Wi th control at the starboard side of the pilot' 5 seat.

12 . .An oxygen regulator is situated at the lower atarboard Side of the cockpit and a normal and overload oxygen bottle aft of the ra.dioequiplllent.

13. TyPe R-3003 radio equipment 1B installed with provisions for alternate installation of types TR9D and TR1133A aft of the pilot'e seat .

14. An Eolipse 30 volt, 50 ampere engine-driven generator is prov i de d. A gener-a tor con tro 1 uni t i. s c onnec te·d in the gene r-ator clrcu.1t and is ad jua t ed to allow the generator to deliver a. maximum voltage out.put of 28.5 volt s . A gener-e t oz- fIlter is 81 so cormec t ed to the geners. tor c Lr-cua t, The fil t er has all at t.enuation of better than 50 decibels over the range of 11 t-o 300 megacycles.

15. Conventiollal navigation lamps are provided on the upp'er and lower surface of the main plane tips and at the tra.iling edge o t' the rudder. Landing lamps are situated at ~he leading edge of each main plane section. Upper and loiter identifloation lamps are 5i tua ted aft of the ae r La.L 1IUl.5· ~ and forward of the tail wbeel, respectively. Two fOI'mation-keep1ng lamps, one at each aide of the f'useLage , ape provided to illuminate the upper Burface of the main p l.ane, The cockpdt is illuminated by two sw1vel type lamps, one at each side' of the cockpit. The instl'umen t panel ie .illum1.nated by means of indirect lighting. All flight instr.uments are individually lighted.. The cont.r-o Le for all lighting f8.ci1i tie s a.re mounted on their re ·sp ec ti v e .s,wi teh panels in the cockpit •

F.B./a )

> w Cl

Cii le: a e,

I i:LJ Z c:( ...J a. Cl z <{ ....J

FIG. I

MUSTANG! I-ANDPLANE-PQRT SIDE VIEW

FIG.I

September, 1941

AIR PUBLICATION 2025A Pilot's Notes Vo1wne I

SECTION 1

CONTROLS AND EQUIPMENT

F.S./l

AUGUST 1942

lfBIed w1tb A.L.No.l/A.

A:tR PUBLICATION 2025.& Volume I and Pilot' a Notes.

SECTION I LIST OF CONTENTS

Para.

INTRODUCTION 1

MAIN SERVICES

Fuel system 2

Oil system 3

Hydraulic system 4

Pneumatio system 5

Electrical aystem , 6

,AEROPLANE Q.ONTROLS

Rudder 7

Flying cont,rol lOcking gear 8

Trirrmlng tab controls 9

Vacuum ,selector control for instrument

flying 10

Tail wheel lock 11

Undercarrl age selector lever 12

undercarriage emergenoy knob 13

Undercarriage poa\tion indicator 14

Flaps 15

Hydraulic handpuwp 16

Brakes 17

ENGINE CONTROLS

Throttle 18

Mixture control 19

Propeller speed controls 00

Carburettor air intBke 21

Radiator air scoop 22

Air BCOOP deflector 23

Fuel cock cont,rol 24

Fuel boo ster pump 25

Priming pump 26

Igni Mon swl,tch 27

Engine starting 28

Oil dllution 29

OOCKPIT EQUIPMENT

Pilot' B aeaf 30

Hooding 31

Windows 32

Wind acre en 33

Ventilation 34

B:eati.ng 35

Cockpi t 11gb. tins 36

Instrument lighting 37

Oxygen 38

Desert equipment 39

F.S/l

Issued with A.L.l/A

psra.

OPERATIONAL EQUIPMENT

Gun selector control Gun firiDg control Gun heater control Gun charging

Gun sights

Cameras

40 41 42 45 44 45

NAVIGATION, SIGNALLING AND WIRELESS EQUImENT

Radio 46 Signal di acharger47

NBvle:ation and· identlf'loatlon lanpa 48

~~~1~8 ~

DEICING EQUIPMENT

Windscreen defrosting 50

Pressure head heater 51

EMERGENCY EXITS AND EQUIPI!JlLENT

Parachute exit 52

Crash exit 53

FlreextingUisher 54

F'lrataid kit 55

Alr.craf't deatruotion 55

N U''ST",tt Nt: r A _,q., R CR f\- r:=r

ILLUSTRATIONS

Emergency equipment and controls disgI'M1 cockpl t - port- side

C ockp it.. starboard ai de FUel .syste]ll diagram 01lsyatem il1agram Coolent system dlagram

HYdraulic :3Ystem diagram ~power pipe lines) HYdraulic .system diagram .' U.ndercarrlag·e. taU wheel and Wing flaps

HYdraulic system dlagrain (nad.1a.tor air-scoop and. deflector)

Brake system diagram

FiS· 1 2 3 4 5 5 7

B

9 10

AUGUST 1942

~ed with A.L.No.1/A

AIR PUBLICATION 2025A volume I am Pilot's Notes

SECTION I

PILOT' B CONTROLS AND, EQUIPMENT

AND GENERAL EMERGENCY EQUIPMENT AND EXITS

The layout of' t he 'flying and operational controls is illustrated in figa 2 and 3 at the end of this Sectton, each i tern being given a number Whioh Is quoted when the item is referred to in the text.

INTRODUCTION

1. The Mustang I 1s s low wing monoplane single seat f1ghter ot tlliltal construction. It 1s powered by an A~lison V-1710 F5R engine fitted with a 3 - blade Curtiss electric oonstaJIt.speed propeller. There is provision for two 0.5 Inch Browning guns in the f'ueelagej am one 0.5 inch and two 0.30 inch Browning guns in each wing.

MAIli SERVICBS

2. Fuel system

(1)

"'e 'lQ 88.18& ., "lIe J elle ia Slit)}l 'iU illS, sapp1s hel. There is prov1sion also fer 1nstalling two interconnected aux1liary tanka in each wing in place of the wing guns. When fitted, the aurl '.iary tanka feed througb the main tanks and do not feed direct to tne eng1ne. The total capacity at' the auxiliary ta·nke 1s 45 gallollB.

(11) The vapour return line is connected to the port tJl6.~ n tank.

3. 011' System

( i) The 011 tank has a c apsei ty of 10.1 gallons, plus an air space ot' 1.2 gallons.

(11)

The cylindrical oil cooler is situated within the ciroular coolant radiator; a bypass valve opens under the pressure of cold oil and returns cold

oil to the tank without passing it through the all cooler. The oil cooler temperature 1s controlled by the radiator all" scoop aod, when fltted, the air scoop Cieflector.

Issued with A.L.1/A.

4. Hydraulic system

(1) The brake system and tue engine-flump-operated hydraulic system both draw fluid from the ssme hydraulic reservo1r, but otherwise have entirely separate plpe lines. The brake system draws from a large dlmneter'staekpipe wlthin the reservoir which contains a reserve supply for the brakes.

(11) The engine-driven hydra~lic.pump operates Undercarriage and fairing doors Flaps

Radiator airsooop

Airscoop oef.lector (fitted only on AG664 and earller aeroplanes)

A handpump (36) ia provided for operating all tue services when the engine pump Is not running. The handpump draws fluid from a separate plpe line at

the bottom of the reserv01r; as the engine pump draws from a 4i inoh stackpipe this leaves a reserve of fluid for handpumping should the engine pullIp line fail. The handpump power line, nowever-, joins the engine llump line just bef'ore the selector valve.

(11i)

(tv)

On AG 664 and ear118r aeroplanes a hydraulic control knob (65) is fitted on the port side of' the instrument panel: This knob must be pushed ill and released before any of the servioes can be operated; hydraulic pressure is then available :tor about 2 minutes, at the end at whiob the hydraulio control knob will automatically bave returned to its normal position. The hydraulic presaure gauge' on the

port iIl.Btrwnant panel 'Ifill register only when a hydraull0 service ia being operated.

DnAL 958 and SUbae~rent aeroplanelf no hydraulic oontrol bob is f'f t ed. -arid hydraulic pressure is immediately available on selecting any service. On these aeroplanes a hydraulic accumulator is fitted which provides a reserve of hydraulic pressure when the engine pump is not running. An unloading valve directs engine pump pressure beck to the reservoir when the aocumulato~,pressure reaohes 1000 Ib./6~.in. The hydraulic pressure gauge will record theaocuIlILllator pressure at all times.

/"

_._---- ------------------------------------

F.S/<!l r:

Issued with A.L.l/A.

A.P.2026A Vol.I & P.N. l Beet .• I

5.

Pneumatic sys'tem. An engin.e .... driven vacuum pump Eluppllea a vacuum for operating the.gyrrJ instruments. The suction gauge should indicate 3! - 41 inches

Hg.. I1' the vacuwn :pump if.! 1nope.ratlve an alter-

na ti vesourcs 1'0 r operating the turn-and -b a,Ilk. indicator only is derived from the carburettor air intake.

6. Nle c tricalsyst em. .Ansngt ne-dr1 ven generator Brld an aOcUlIZlllator supply current 1'01' opera.t1ng:

Oockpl t lighting rnst:rument lighting Land ins lamps

Navigation aild identification lights .. Underca.rrlage warning lights end horn Guni'lr1ng and 'nesting

Gun sight

Cameras

Radio

Pre861ll'e head heater 011 dllutionsolenoid

Electric constant-speed propeller controls Engins electric startsr and booster oo'il Fuel booster pump.

AEROPLANE COllTROLS

7.

Rudder. The rudder 'Pedals (17;93) are a.djus.table fo r leg re80 h 1n :f'11 gnt. PUsh the ad jus t ing 1 eve r on the in61deof the pedal towarda the oentl'a of the, aeroplane to disengage the loCking plunger, then push pedal to desil'ed pos.1 tion and ne Leaae leve r ~ There are f1v e poss 1 ble po a1 ti ons; make sur-e that both. pedals are in the same po.si tion.

Fl~inf oontrul 10oki~ ~ar. A lock1ng plunger (2~) ~s mOllY '(;ed on t'-" ~oor iri1lllsdiately 1n front

of the control column. To look rudder and oontrol column, centra.l1se rudder ped.sI8; wi thdrGw loCklng p.lunger and put eolunm forward 80 that the lip on the co.ntrol column :eits in the looking Bocket and the boles are aligned; then release plunger.

8.

Trimming tab controls. Control knoua and indicators fo r e IeVatorl69 ) , en eron (77), and l'U doer (80) tr1lllD.ing tabs are mounted on the port sLde of the

co ckpl t. Tbe movements 81'S I

elevato;r clockwise - noee do'l'lll.

aileron clockwise rish t Wing.· do1lIl.

rudd er clockwise no Be 1'1 gh t

Issued with A.L.l/A. 10.

The

11. Tail wheel loek. The tail Wheel CBD. be elther 'steerable over a range of 6 elther slde, with the rudd er, or :t'I11.ly CBsto 1"1 Dg. The 10 eklng leve l' (70) Is on the port alde of the seat; wlth the lever down the teilwheel Is' locked in the ateerable

poet ttOD; to unlock and render fully castoring~ pullout the handle on the end ot the lever and t.tst to secure it; then pull back the lever until

1 t clicks into post t1 on. To lock the tatlll'heel, t.1et the handle and allow handle and lever to spring back to the locked position. When t~ing. always use the 1'u11y casto'ring po st tion to avoid ruining the ta_1 .heel tyre.

12. undercarriage selector lever.

(1) ·Thi iii lever (66) 1s on we port slde of the eockpi t near the'tloor. When the fUll weight of the aeroplane is on the .beels, the undercarri age seleetor canno t be moved to UP and the undercarriage CanD.Gt be ra1sed.

(11) On An 664 and earlier· aeroplanes.

( a)

Before selectIng DOWN' 91' UP the spring-loaded grip bandle must be pulled up to release the catch~ wbich engages in slots at tbe UP (aft) o I' DOWN (central) po s1 tl ons.. The b.ydl' sui i c . control knob (63) must first be pushed In.

EmefSsncf down-lock operation. If the down lac apr ngs ra11~ thi down lock pins ean be pushed home mecban1eally by pulling the undercarriage selector lever out and then pushing it tully forward; the hydraulic control knob (63) should be pressed 1n immediately be1"ore putting the selector forward. to ensure that the wheels are

fully DOWN.

(b)

Issued with A.L.l/A.

13.

14.

F.B/4

A.p.2025A vol.I & P.N., Sect.I.

(iil) On AL 966 and subsequent aeroplanes

(a) Before selecting DOWN or UP, the selector laver (68) must be IIlOved to starboard to release the catch whiob enga¥ea in slots at tbe UP (art)

a r DOWN (1'0 l'Ward) 'PO ai tiona.

On tbese later aeraplanBIJI the down looka are hydraulically operated !lIld tbsre 1s no elOOrgency posl tioD of the undercarriage • selector.

(b)

Undercarri re EMERGEOOY Knob. Tbh ;mob (57) is on tbe par side or the liistrwnent panel. When

it 1s pulled out hydrauliC ~lu1d 1s allowed to by-pass in the system and the undercarriage doors will tben open and the oleo lege will lower. under tbei r own weigbt. Leave undercarriage selector (68) DOWN; this places the down locks in readLnesB to ebgsge with the oleo legs - it may be neoessary to roCk the aeroplane from side to etde to lock

the wheels down..

Undercarl"l age pam tion indicators

Mechanical indicators. TWO indicators (76), sliding in siots on the control pedestai on the

port side ot the cockpit, show the position of tbe oleo legs at all times. They do not indicate whetber the Up or down. iocka are engaged.

(11) Warning lights.

(i)

(8.) The undercarrlage warning lights (56) are on

the port aide of the instruDient panel. The

centre 11gb. t (red or green) ina 10a. te sthe tall wbeel position and the outer lights the main wbe e1 s. Indica t ione are:

Looked down: Green

Locked up or between locks: Red.

The lights may be dilIlllsd for night use by t1U'!ling the central knob anticlockw1se j and they may be tested by pressing tbe knob in.

( b) Two red warning lights (12) on the lower starboard side of the instrument p~nel indicate when the anderoarriage doors are not locked up.

( iil)

Issued with A.L.1/A.

15.

16.

17.

18.

Warnln, horn. A warning horn Bounds when the ttirott e 1S moved to about ~ inch from the closed position and the undercarriage is not locked down. A push button (B6) at the bottom of the forward switch panel cuts out the horn; to reset the horn after cutting it out, open the throttle.

(i) TQ"e flap selector lever (74) 1s on the aft· faee of the control pedestal on the port side of the cookpit. The lever clicks into each of the three positions UP, neutral, DOWN. To partially lower or raise the flaps, put t'lap salecto r to DOWN or UP, and return selector to neutral when the desired position 1s shown on the t'laps position indioator (67). It is not necessBr7 to return the flap selector to neutral after fully lowering or raising the flaps. On AG 664 8lld earlier aeroplanes, the hydraulic control knob (65) must be pushed in before the flaps can be operated.

The flaps position indicator (67), on the control pedestal, is mechanically connected to the flaps and shows the posAtion at all times. The full flap travel 1s 50

(11)

Hfd raul! e hanrlpump. The handpump (36) i e on the r ght otthe seat. To pperate, pullout handle and twist anti-clockwise to lock. Then put selector lever to desired pos1tion and work handpump up and down. It is not neoessary to push

in hydraulic control knob.

Brakes

(1) The brakes are operated by the rudder pedals (17,93). differentially or in unison.

(11 )

The PARK BRAKE knob (65) 1s on the bottom oentre of the instrument panel. To park. depress both rudder pedals, pull PARK BRAKE and hold, release pedals, then release PARK BRAKE. To release the parkiog brakes, depress both rudder pedals.

ENGINE CONTROLS

Throttle.

-e

(1) On aer01l1aneB in which .automatic boost control is not fitted, a stop is provided at the takeoff position.

Amended by A.L.o/C.

19.

20.

(11i)

F.8/5

A.P.2025A vol. I & P.N.~Sect.l.

(ii) When Olaudel Robson automatic boost control is fitted:

(a) All-out level boost 1s obtained with the throttle lever (61) fully forward.

(b)

The boost control is not :fully automatic am When climbing the throttle lever (61) must be advanced :from the aea-level climbing 'Position to ma1ntain the boost with. increasing height. The control prBvents the boost from rising beyond the maximum permissible.

Mixture control. A Bendix-Stromberg injection carburettor ls :fitted, and the control lever (66) moves :forward from FULL RICH through AUTO RICH. AU'l'O LEAN to IDLE CUT OFF. The FULL RIOH posi tion ls for emergency use onl;?' 1n the event of the automatic mil\:ture control breaking down. To stop engine, move mixture control to IDLE ClIT OFF.

(i)

Propeller speed controls. The CUrtiss electrical propeller controls are 8.13 :followa:

Sa1'ety switch (82). on the forward switch pBIlel. This must be ON for operation of the constant speed propeller. The switch will be opened automatically if there is an excessive load on the propeller circuit, but can be reclosed by puttLng it ON again.

Four-opo s it 1 on se lecto r am tch (81), on the 1'0 rwa rd switch panel. When the swltch is in the central pOSition, the constant speed control 1s not working and the propeller pi toh 1s fixed. The DEC. Rm. MANUAL and INC.RPM MlINUAL posi tiona are used to change the pitch as desired, and on release

the switch will spring back to the central position and the propeller will again be in fixed pitch.

The AUTO position brings the constant epeed governor unit into action and is used in conjunction with

the propeller speed control (62). If the electric power supply falls the propeller '11111 remain

fixed at the pitch it hap,pens to be in at the time.

The propeller speed control (62) ie on the port sidewall. When the eelector switch (81) is at AUTO. the propeller speed oontrol in the forward FINE PITOH po a1 t 10n gl v es maxi mum r. p. m. To

reduce r.p.m., move control back towards COARSE PITCH.

(11 )

Amended by A.L.5/0.

21.. Oarburettor ail' 1ntake

(1) There 18 DO cockpit oontrol for carbursttor air intake heat. A spring loaded door allows warm air to enter the oarburett.or wh~n tne air 1ntake becomes iced up.

(il) On A.L.95B and subsequent alroraft. there Is provis1on for fittlng a Vokes all' intake fllter.

22. Radiator air scoop

The radiator air scoop selector (73) is on the control pedestal and clicks into the OPEN, LOCK-, or SHUT ~o81tion8. To partlally open the radtator sco~. put seleotor to OPED, then return 1 t to LOCK when the desired position i.s indioated on the meohanical aADIATOR 1ndlcator (67) (beside ths flcps position indicator). On AG.654 and earlier aircraft, the bydraul1c control knob

must be pushed in before the scoop can be operated.

23. Air scoov deflector. (Fitted only on AG.664 and earlier airor8tt). To lower the air scoop deflector, pull the latch (71) beside the radiatOr scoop selector (73) eideways ani move the radiator scoop selector fully forward. The hydraul1c control knob (53) must be IN. The all' BCOOP deflector shOUld boe lowered when starting tbe

eng1. De, div1.ng I 01" during long glides. or 11' 011 ooring occurs.

24. Fuel cook oontrol. The fuel cock (92) on tbe coCkpit tloor has three positioU8: RIGHT (forward), LEFT (af't) and OFF (starbo ard) ..

NOTE. If Mod.No.~75 is not incorporated. tbe ruel cock (92) on the cockpit floor has four posit10ns: RIGHT (forward), LEFT (port), RESERVE (aft) and OFF (starboard). LBFT draws fuel from a stackp1pe in the port tank, and leaves 26 gallons 1n "'eservej RESERVE draws fuel from the bottom of the port tank. RIGHT draws fuel from the bottom of the right tank.

Isaued with A.L.l/A.

A.P.2025A Vol. I & P.N., sect.I.

26.

27.

F.B/6

26. Fue~ booster p~

(i) It' IIIOd.No.344 has been carried out, the f'ue~ booster pump is brought into action when the prope~ler 1s in the FINE PITCH position. There

is also amanualsW'i tch beSide the propeller speed control lever (62) wired ill parallel with the· propeller switch, so that the booster pump may be switched ON if it 1s required when the engine

pUDlp is not running or "at high altitude. Normally this switoh is kept OFF and the booster pump is automatically controlled by the propeller speed control.

NOTE.-

that when the booster pump 1s not running the ~ompaBs deviation w111 be different and the appropriate deviation card mast be used.

(11)

In as·roplanes in which mod. No. 3M haa not been incorporated, tile f'u.el booeter puaw will be oontrolled manually b9 the switch (84) on the forward switch panel whic~ was designed to control the wing gun camera.

prlmitt SUDlP.- The priming pump (6) is on the top sa:':> oard side of the instrurrent panel. To operate, push in handle and twist counter clockwise to unlock. Then withdraw handle and pump. Arter prim1ng is complete, -push handle home and turn clocltwise to loak.

I~i t ion Bwi tch. - When the ignition aw1 tch

( ), on the forward switch panel, is OFF the following circuits are put out of o-peration, preeeure head heater, gun firing system, undercarriage -position indicators. engine electric starter, and f'Uel booster pump. When the

ignition switoh is turned to BAT the undercarriage indicator is switcbed on; the other circuits

.will be on when their respective 8wi tches are closed. The magnetos ere not on until the

ign1t ion awi tc.h is turned to L (port magneto only). R (starboard magneto only) or BOTH.

213.

Issued with A.L.l/A.

29.

(i)

Engine starting.

Electric starter. The switch (63) for the inertia starter, on the forward switch panel. moves down to ENERGISE the electric motor ~d flywheel. and up to ENGAGE flywheel With engine. The motor should never be energised tor more than 20 seconds. An extemaJ. accumu.lator socket ie provided on the starboard side ot the fuselage beloW the rear

v1 at OD window.

(11)

Hand startiif. A band crank and shaf't. for energiBing the ~a~ter flywheel by hand. are stowed in the starboard wheel well. The starting socket is reached through a hole in the bottom of the engine compartment. To engage the flywheel, the electric starter switch {63) in the cockpit must be moved to ENGAGE when the flywheel has been hand-aranked up to speed.

011 dilut10n. The oil dilution switch (85) 1s OD the forward swl toh penel.

COCKPIT ~tTIPMENT

30. Pilot I B seat. The pilot's seat, the back of wilioh is armour plated, can be adjusted tor he1ght in nine posit10ns by a handle on the starboard side of the seat.

A handle on the port side at tbe seat releases the sutton harness to allow the pilot to lean forward.

(i)

Hooding.

To unlook hood trom outside the aeroplane, pull up on the handle on the upper ohannel of the port transparent panel; fold top panel over to atarboard and allow port panel to fold outwards am down. The panels should not be swung back oarelessly Be the b1nges m~ get damaged and a bad~ fittic,g hood may reeul t.

TO cl oae the he od :from ina ide th e e oekp1 t, rai se the port panel, and pull the top panel over.

Pull back the red lever on the top forward corner ot the port panel, and release so that port panel engages with the top panel.

( 11)

33.

35.

36.

37.

38.

F.S/7

Issued with A.L.l/A.

A.p.2025A Vol. I & P.N •• Seet.I.

(lli) To open the hood from inside the ~ockplt, pull baek the red lever, gently 1'old back the top panel and let the port panel down.

Windows. The port. and starboard traneparent panels have sliding panels. TO open, pq.11 back the handle at the base of' the window and elide back,

Windsereen. On A.G.664 and earlier aeroplanes, an armour plate glass is mounted djrectly behind the forward windscreen panel. The armoured glass

oan be hinged down to enable thl inner s1de of the windscreen to be cleaned; the gun eight must first be hinged back. On A.L.95S and later aeroplanes, the forward windscreen panel itself' 1s composed o~ armoured glaSB.

Ventilation. On A.G.366 and earlier a.eroplsnBs, the cold air oontrol is a knurled knob (75) on the floor at the lett of the pil.)t' a Beat. On

A. tJ. 367 and subsequent aeroplane s , the e old all' control co net ate of a directly operated doors t the ventilating shaft outlet I on tb.e 1'1001' basid e the control column.

Heating. The warm a1~ control (35) ia a knurled knob on the 1'loor at the ~ight or the pilot's BBB t. Turning the kIlo b e loekwi a e perm t swarm air £rom the radiator to enter t~e coCkpit.

(i)

Cockpit 11~ht1~ TWo swivelling lights (25. 76), one on eac 00 it wall, are controlled by a rheostat (89) on the torward switch panel.

Instrument 11gh.ting.

The compass and gyro ln8t~ments are directll lighted and are oontrolled by a ~heostat (90) marked FLIIlHT INSTR. LIGHTS OD. the ~orward switoh panel .•

(ii) The other instruments are illuminated by indirect lighting controlled by 8 rheostat (88) marked PANEL IN5T. LIGHTS.

o~gen. A nigh-pressure o.J:Ygen master valve is etuatedon the tloor at- the starboard side 01' the pilot's seat. Tb.e oxygen regulator (23) is on "tihe starboa.rd sidewa1l in early aerop1anea. and OD the starboard side of the floor at the rear or the seat in later aeroplanes.

39. Desert eSluipment. Stowage 18 pr-ov rd ed t n rt ne rarUo compartment aft of' t1l(;J pi lot 'I:; st:at for a drinking-water container, water bottle, ene rg enc y r-a t 10 DB. and or-d lnary rations.

01':,:1,,\ TI ORAL EQUI PI.IJ;:NT

4.-0. 'JU llselector co n1:;1'o1. The gun se leota'!' (52) is

on the port sIde O'rthe i na t.r-un.ent p ane L and has i'our 'Posi.tions - OFF. WI NT} , ALL and FUS. (fuselage) Th t s [lBY'llIi t El the wing gil [18 alone. bo th tus elage

and wing guns, or the fuselage guns a Lone to be

5el ec ted. ~hecont 1'01 ,houlo be kept OFF when the f<UIle are not in USB.

41. Gun firing control. Tae gun tiring button is on the control column. The control operates the guns thr uur,fl 1:10 lena ids and the c ircu 1 t 1s arranged 80 thL!.t if !;( .,018t101d on aneslde of the aeroplane

lS defective, the corresponding solenoid on the other eide will a1 so go out 01' action. liben tne guns are f'i red the radio t.r-enscn tte r 1 a au tOITlaticalLv switched orr.

42 .•

Gll.n heater control. The gun heat control (64)

1 son the h otto m of t he port instrument pane L The control ope ra tea the fuel-ai r mixture val VB 1'0 r the h ea tel' unit and a awl tch to start combustion. The heat control should be turned OFF when fir1.ng and after landing.

I

(10 not switoh ON beat before taking off. or the engine may cut out.

43. Gun charging. '£he fuse 1 ag e gun charge rs (3. 48 ) are mounted at each ,side of the lnst.l'Ilment panel. There are three poat ti ana:

NCTE.-

(i) safety lock position - pull control aft and out about one inch.

(11) nun loading. pull straight back to extreme aft p(1sitiOll, then return 1\.lly forward.

~ iii) I}L. I COOll~. 'ro cuol the guns , pull at.rsight bae> ana ~rn c locl:vli ae to engage in the L.xtsnied locked nositions.

Issued with A.L.l/A.

A.P.2025A Vol. I & P.N., Sect.I

44. Gun sights.

(1) A reflector gun sight (51) is provided. (On some aeroplanes this has been replaoed by a periscopic gunsight). The gun sight lamp is controlled by

a rheostat (53) on the instrument panel.

(ii) On A.G.564 and earlier aeroplanes the gun sight IllllY be hinged back to allow the armourej glass to be hinged. To hinge the gun Sigh t , ext rae t the locking plunger by means of the knurled lmob at the port side.

(iii) An auxiliary ring and bead sight is provided. The bead is permanently mounted on the fireproof' bulkhead; the ring 1s etowed in clips on tbe unders1de of the instrument panel ahie;Ld. To instal the ring. pUll the knurled knob on the bracket on the windscreen frame.

46. Cameras.

(i) On some aeroplanes a Fairchild gun camera is installed in the leading edge of the wing, or in the nose. The gun camera safety switoh (84) 1s

on the forward sWitch panel, and camera gun fir1ng is controlled by the gun firing trigger on the oontrol column-

('\..1) On other aeroplanes a G .. 45 caner-a is i~ta11ed in the wing instead of the Fairchild camera. The safety switoh (64) is on the forward am tch panel; the o anera firing switcn is on the CD ntro 1 column. A footage indicator is installed on the floor on the starboard side of the oontro1 column,

(iii) On Army co-operation aeroplanes an F.24 camera ie installed. The control box for the F.24 came re ie on the floor on the port side of the control column; the camera heatirur: awi tob for the F.24 call1era 1s besi de 1 t.

NAVIGATIONAL, SIGNALLING AND HIRELESS EQUIPMENT

46. Rad io.

(i) In army co-operation aeroplanes. an Army 19.0 radio set is installed. The controller is on the port aid e of the oookpi t.

1".8/6

Issued with &L,1/A.

(1i) Alternative, provision is made for installlng T.R.9D or T.R.11~3A, if Army 19D radto Is not fitted. The cont,roller (79) is on th.e 'Dort side of tb.e co ck.p i t.

(lil) The remote cont~ctor (13) and the normal/speclal switch. (10) are on the starboard side of the instrument panel,.

(iv)

R.3003. The control unit Is on the starooard side of the cockpit; tile ON-OFF switch (34) and the destruction buttons (32) are art of the

co ntl'O 1 unl t.

(v) The p1lot's microphone socket (31) ie on the R. 3003" control unt t.

47. Signal discharger.

(1) The signal discharger operating handle (37) is at the' aft starboard side of th.e seat. PUll up to release each. signal. Six signals are provided.

( 11) If' mod .. 313 has been inca rpora ted. a preseleator 1 B f 1 t ted above the R. &l03 co ntrol un1 t J pull up to safe position:- in this position the deaired signal can be selected by pulling the operating handle onoe for eaoh cartridge tO'be passed over; when the desired signa1 has been selected, move preselector down to firing position, then pull operating handle to fire Signal.

48. Navigation and identification lamps.

(1) Switches ror the navigation l~ghts (43) are on the 'starboard switch panel.

(ii)

The identification swttchbox and key (11) 1s above the starboard switch panel. Two switches for the DO¥~ARD and UpWARD identification I1ghta have three positions, MORSE, OFF, STEADY. To signal with either lamp, place appropriate

e)'l'1. tch to MORSE and signal with key. The spring pressure on the morse key can be adjusted by turning a small thumbwheel at the f~rwal'd

end of the switcbbox.

Landing lamps. The awitches (41,42) fo r the landing lamps are on the eta.rboard swi tcb panel.

Issued with A.L.l/A.

DE-ICING EQUIA[ENT

A.P.2025A Vol. I & P.N., Sect.I.

50. Windsoreen defrosting

(1) On early aeroplanes a system of exhaust-heated air 1s provtdod for defrostlng the windscreen. The contro 1 knob (47) 1s on the top port - side of the instrument panel. Pullout to defrost windsoreen.

(ii) On A.G.B15 and subsequent aeroplanes, a glycol spray for de-icing the windscreen is provided. The glycol pump is at the a:f't port Bide of the pi10 t ' e seat. A drain cock is provided beaide the glyool pump, whioh should be used for draining off any fluid in the pipes before take-off. If there 1s any fluid left in the pipes, the forward vision during take-off may be c,bstructed.

51. Pressure head heater. Tb.e pressure head heater awl tch ( 45) is on the starboard swi toh panel.

EMERGENCY EXIlS AND EQUIRvtENT

62.

Parachute exit. The hood can be released for parachute exl.t by 'Pulling back. the red emergency re le a se handl e (9) on the starboard a1 d e or the cockpit, and pushing straight'up on the hood. Normally the emergency hood ~leaBe is wired up; it should be ensured that the wire seal 1s unbroken before taking orf, or the hood may fl~ off.

Orash exit. To escape from an aeroplane which bas overturned on the ground, pull back the hood locking control on the top port ~el, and push outward 8har~ly on the port panel.

~lre extin~iBber. A hand fire extlnguisher is provided B. tbe aft port slde 01' the seat.

First-aid kit. The first eid kit is atowed above and behind the pilot'e seat, between the over-turning pylon struts.

63.

54.

55.

56.

Aircraft destruction.

On later-aeroplanes, there is provieion for an incendiar,v bomb on the cockpit rloor.

F.S/9

Issued with A,L.No,6/n.

APPENDIX TO UCTION 1.

WSTANG IA AIRCRAFT

Thle alrcratt has 4 x ~o ~ cannon armament In the wing a, It dlffers tram the Mustang I in tile :following r8speota:-

Thrott~e oontrol.. Deleo Remy auto)De.tl0 boost oontrol h trCed. ThIs is t'Ully automatio and w111 maintain any seleoted boost up to rull throttle height, with tbe exception that, when taklng ott wIth the throttle lever- set to the take-ott posi tlon, the boost wl1l drop by about one inoh I~dlately the aircraft becomes airborne, and ... 111 than maintain this boost.

A stop Is provlded at the take-ott position, whtoh conaists ot a plunger held 1n position by a Wire

(not vlsible to the pilot); to obtain war emergency boost, the throttle lever is pushed against the stoP. thus operating the plunger and breaklng the wirs;

the plunger ... 111 then remain tn the war emergency posl t1an until reset by the ground start; but tile boost control wil~ atill regulate at anF boost to whloh tile ttrottle lever 1s set.

C8l''burettor air intake. A manually oontrolled B1ternative warm all" intake 1a provided, The oontrol Is on the top lett hand oornar ot tbe instrument panel. Norma].l,y tbe control will be kept in tbe locked cold pOSition, i.e •• oontrol in and bandle twisted so tba_ the arrow on the handle pointa to the lett. The bot all' intake ehou.ld only be used under ioing condit1ons} to obtain hot a1r. unlock by twisttng handle so that arrow points to tbe right, pull control out. and twist antt-clackwlse to look.

GQn t'irl:re cOIltrols. The sat'ety switcb on the torward Sri eh panei IIlUst be on betore the guns can be f'1red.(NOTE: It mod.344 nas Dot been incorporated, this switoh will be used to operate the booster pump). The gun. are tired by a trigger and a button on the oontrol oolumn; operation at both triQ'ger

and. button operates all tour cannons at once. Operation ot the trigger alone tires tbo two inboard cannms only. ope~ation ot the button alone will not tire

B.DT ot' tbe guns. Atte!' the ~itlon tor the two inboard guns has been eXhaust.d, the two outboard guns may be fIred by operatlng both the trigger and tbe button 01 tob aimul t ana au a 17 •

Win~reen deioing Pm. A glycol pump tor deicing t6e~naBcreen is t~d on the lett-h&nd side ot the lnstrumentp~el.

EMERGENCY DOWN DETAIL 'jt

"'.JI14 'fllII1"M /l4q68 IfNi) ~f/I1fJIfr l~) AE~ * I#~ rEAa~ H1It No E/tI6U6N'., I'WN l'IJSf'fIfti.

COCKPIT HOOD EMERGENCY RELEASE

UNDERCARRIAGE EMERGENOY LOWERING

® COCKPIT HOOD RELEASE CAM

CONTAJNER

EMERGENCY RATIONS

EMERGE~ WATER BOTTLE

FIRE EXnNGUlSl-IER

EMERGENCY EQUIPMENT AND CONTROlS DIAGRM1

FIG. I

FIG. I

47 48 49 50 51 52 5} 54 55 56 57 58 59 60 61 62

\- 6} 64 65 66 67 68 69 70

*71 72 73 7 75 76 77 78

~6

81 82 83 84 85 86 87 88 89 90 91 92 93

Key to f.1g. 2

Windshield defrosting control Port fuselage gun charging handle Clock

Suction indicator Optioal gun eight Gun selector control

Optical gun sight lamp rheostat Airspeed indicator

Artif.1cial horizon

Mixture control

Underoarriage emergency down control UnderCArriage visual position indicator Altimeter

Turn indicator Throttle control

Manual propeller pitch control Bydraulic system pressure oontrol Fuselage guns heater control Parking brake oontrol

Engine oontrols quadrant friotion disC

Wing flap and radiator air-scoop mechanical indicators Undercarriage selector handle

Elevator trimming taba oontrol

Tail wheel lock control

Air-scoop deflector control

Port fuel tank gauge

Radiator air-scoop control

Wing flap control

Oold air control

Undercarriage mechanical indicators Port aileron trimming tabs oontrol Port cockpit lamp

TR9D radiO control

Rudder tr~ng tabs control Propeller pitch oontrol switch Propeller safety switch

Engine starter control av1tch Gun camera safety switch

011 dilution switch

Undercarriage warning horn cut-out Ignit10n svitch

Instrument panel lights rheostat Oockpit lamps rheoatat

Flight instrument lights rheostat Port sl.1ding window control

Fuel selector valve control

POrt rudder and brake pedal

· ......

FIG.2

COCKPIT-PORT Ojl DE

FliG 2

Key to fig. 3

1 2 3 lj.

5 6 7 8 9

10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26

~~

29 30 31 32 33 34 35 36 37 38 39 40 4-1 42 43 44 45 46

Engine unit

Glycol temperature indicator

Starboard fuselage gun charging handle Rate of climb indicator

Engine ta.chometer

EL~ine priming pump

Manifold pressure indicator

Vacu~ system selector switch

Cockpit hood emergency release control Radio control

Upper and lover identification lamps control Undercarriage doors position indicator lights Remote contactor

Spare lamps container

Forward switch panel

Control column

Starboard brake and rudder pedal Starboard switch panel

Map and data case

Aperiodic compass

Cold air control valve Surface controls locking gear Oxygen system regulator

Mounting braCket for radio control unit Starboard cockpit lamp

Mounting for oxygen

Starboard sliding Window control Stowage for aircraft disabling device Starboard fuel tank gauge

Radio R3003 control unit 24 volt supply plug box Radio jack plug

Radio R3003 crash switches SuttOn harness stowage hook

Radio R3003 remote control Bwitch Warm air control

lIydraulla system hand-pump

Automatic recognition device control Starboard formation-keeping (flood) lamp Generator ammeter

Generator main line switch

Port landing lamp switch

Starboard landing lamp switch Navigation lamps switch ForlnB.tion-keep1ng (flood) lamps switch Pressure head heater 8~itch

Aeroplane check-off list holder

FIG.3

FIG.3

COCKPIT -STARBOARD SIDE

TO T""'" ~. -,( .. _._ .•..•• _.. • NORMAe VENT

I-I

]

'VENT LIJ.IE: wHEN ~. I-vEh;T W1-EN' NOm.w.,.

TANKS M£ INSTALL...m ,IS C:L..,OSED- OY lClNG

DETAIl.. C -Ti'I'I< VENT --- REllEr VALVE

~

~~-----RE5E_--_ PRM:.:A--- ~ vwa_-=

~ Ttl SELECTOR VIIoLIIE

OP!'4.."A -F\E..5IJMp SElECTOR \lALVE

FIG. 4

FIG. 4

e. N~ U~1' \4HeN'H01. NQ.jy( IS INtOA.PDA .. 'mf~1H£ S'l'A;;'PIP( 'iU 1'/'e

/111 1?tf -V,oII.THlllrJ 1111111" fr 'B""'IIIab QFF /iN?:) 11« IUSIII.V! '''''C~II!(S MIPtE 1);. ~ rrAIr.! 'IP.tI.l~ 7Jl(. 1H£ 1pR,."f' 'TIINI( ..

FIUER CAP

~, FOR RADIATOR AIR SCOOP AND DEFLECTOR DETAILS REFER TO COOLANT SYSTEM D1AGR~M

OIL TANK DETAiLS

F 111 EPRooF BLK'H O. I REf.]

DILUTION OFl~IN VALVE

~GEND MAIN---_ DIWTION -- -=-=V[NT II tJFlAIIIJ-= I'1'ESSUF!E-_

ENG. DRAIN BOX I REF.]

FIG. 5

OIL SYSTEM DIAGRAM

FIG.S

LE:GICNO

~~,========.:--==--==-:

VENT----

[)RA)N,----"""=--=='""

INTAKE SCOOP

OCTIIII... A-IIIR SCOOP

FIG. 6

FIG. 6

COOLANT SYSTEM DIAGRAM

PILOT'S NOTES

~;

REFER TO FIGlJRES 7 TO '0 FOR T~E INOMDUAL UNIT OPERAn)j~ SYSTEMS.

F1L

TO DOWN SIDE

U.O. OPERATING STRUTS

VALVE

~

~ RETURN TO RESERVOIR (ALSO Ff!EE fLOW) ~ ENGINE PUMP SUPPLY fLOW (.ALSO FREE Flow) ~ ENGINE PUMP PRESSURE FLOW (.ALSO fAa: FLOII'I ~ IiIlND PUMP SUPPLY FLOW

+---« HAND PUMP PRESSURE FLOW

+-----+r DEF'LEOTOA VALVE PRESSURE fLOW

~ DEFLECTOR VALVE RETUIfN F'UlW

~ RETURN TO RESERVOIR FLOW

FI(;.7

FIG.7

HYORAJJUC S':STEM DI,llGRAM (POWER PIPE UNES 1

PILOT'S NOTES

==u:> U.C. II; TAIL WHEEL UP PRESSURE FlOW _ U.C. II; TAIL WHEEL OOWN PRESSURE now - uc. FAIRING ODOR UP PRESSURE FlOW _ uc, FAIRING DOOR DOWN PRESSURE FUlW = WING FLAP UP PRESSllFtE FLOW

- WING FLAP DOWN PRESSURE FLcm

-- U.C. DOWN COM~ENSATING FLUID

SUPP~Y FLOW

= u.e. FAIRING nOOR EMERGENCV LOWERING VALVE FLOW

r>!QJ!=

uc,- UNDERCARRII\GE

NOTE'

REFER TO FIG1.IRE 1 FOIl THE GENERAL POWER AND FLUIC supp LV SV STEMS.

WING FLAP OPERATING STRUT

LEG

.C. FAJ RING 000'1 OPERATING STRUT

EN GINE PUMP I R EF.I

FIG. 8

HYDRAUUC SYSTEM DIAGRAM (UNDE~RRIAGE, TAIL WHEEL AND WING FLAP I

FIG. 8

---------------- --- ---- --------

PILOT'S NOTES

il I ~

OETAll.A

QEflEGTOR OPEJlATlm; STRUT liN AEROPl,.ANE SERIAl NOS.

11.. G. 345 TO A.G. ~61i I NCl, 1

LEGEND

= SCOOP UP PRESSURE PIPES SCOOP [)OWN. PIlESSUf!E P.IJ'Eli o::::o:::::!!O DEI"!.ECTOR ~ PRE'SSIJRE PIPES

SCOOP OPEJU>T1NG STRUT

'---+----,,""- DEfLECTOR QI>ERIl'TlNG STRUT

---------__ (IN AEROPLANe- SERIAl NO A,G. 36T AND SUBSEQUENT AEROPlANES)

<u.sO SEE OETAJL 'J\'

'---- MAIN PLANE HrDRAUUC PIPE DISCON N ECT BLO CK

Non,

REFER TO .Fl GU R E 7 FOR TH E GENE RAL POWE R AND FLUICSUPP L Y sYSTEMS,

FIG. 9

FIG. 9

H'IDRAUUC SYSTEM DIAGRAM (RADIATOR AIR scco> AjIID DEFLECTOR)

NO

PILOT'S NOTES

RETo,tIllING ON!) IIWUS1MENT NUT

.'

VEW A~A

BRAKE PEDAL. "ND CYUNoER

BRAKE SI'STEM DIAGRAM

FIG,IO

FIG, 10

September, 1941

AIR PUBLICATION 2025A Pilot's Notes VOlUlll6 I

SECTION 2

HANDLING AND FLYING NOTES FOR PILOT

F.B./l

AIR PUBLICATION 2026A Volume I aDl P110t' 8 Note ••

yeTIOR' a

IWIDLnm AND J'LYmG :RO'fES paR PILO'!'

1101; •• - !h. t'171:as '.elmlque o\1tlJ.ned in thes. not •• 18 b ••• 4 on A.P.1SS •• 171nS 'l'ra1ning Mannal part I, chapt •• III. and A.P.2095, P110t'8 Note. General. to Wb10k r.teronoe 8h~" alW87a be maa. 1t taFtb._ 1A:tormatlon 1. r.qulre4.

IB&IKI DA~J ALLISOI T-1710 - .5.1.

(1) fte1.- 100 odm,e eIIlT.
(11) !!!a.- see A.P.l~~C.a7.
(111) '" 11'la!~ . .,.ine l1ml"tat lona aN •• 1"0110.,:

BOOBt Temp ·0.
R.p.lII. !nebea Cool8D.t ou
.. 8
DL'UD on
I'D 1000 JD7 3,000 4.t5i
JU.L CLIlIBDe
COIYDOOUB 2, GOO 58~ 120 '75 91
ULLBUL
CIftDVDIJB 1,,100 aai 180 '70 81
az. ... 30-1
ew,IW •• 8,300 180 70 8&
1lU:.Q3Bl'f
1.:mI.LDn' a.oco ,,*' UI '75 n I'.S/l

.11" ~t ... '10 boost GODtrol 1. 1"Itto .. , emersaDOY

.... od or N 1D.a'h ••• t 3,000 P.p.m. 1. permitted. 1"0. CS II1DD.t •• proY1cled tbe t propeller 10 undor auto-

__ tie 0_tr01, u4 aparklr&J piq. 'tn. ObtDllplo11 c.a.tra (Q;br •• llot.13'r..a!2111. c.au U, ..... I..t. 13~S1.) or .A.C. L8/85 (8hre8 R.t.13'1B/81'" .... ft "e4. ~. U_ 01" 16 !nobe. bo •• ' Dl8' be ......... t. 'he 1lJlS1D. ••• ot'1'lcer.

D~: "J!'~ bOOR "fi, iDOIa •• " 1'. p... aile

IIllILDIIP.J'OB. fAD-OJ'J': OIL - WiD-hI' pad. 315·0

Bummer" 40·0

COO~ - 85·C.

...

Amended by A.L.No.6/D.

OIL PRESSURE

NORMAL MAX. MINM.FO.R

" "

56 Ib!aq.1n. 80 Ib/ aq.1n.

FLIGH'!' 56 1 b/Sq. in. IDLING 16 Ib/aq .• ln.

(1T) PIleI pressure: Normal 12/16 Ib/aq.in.

M1nm. for IdllI8 10 Ib/aq.1n.

1A !mGINE DATA, ALL.ISON V-1710 - F3R/M.
e i) !!!!..!:.- 100 octane onl;y.
(iI) Oil.- See A.P.1464/0.37.
( 11i) ]:ne l!rincili!al aga1ne l1m1tations ue aa follows:
Boost Temp °0
R. p.m. incnea Coolant all
MAX.. TAXE-OFP • B
TO 1000 nET 3,000 411
MAX. CLIMBIl'lG
CONTmtJOOa 2,600 36 120 76 ge
KAX .. LEVEL ..
",'
CONTINUOUS 2,600 JS 120 70 815
... ~
IIAL IB.AX
CONTINUOUS 2,300 30 120 70 815
JI.A.X.COIIBJ.'I'
15 IlmS LIU'l' 3,000 I!'T • 126 76 95 • pUl1 tbrottle 18 permitted ror 6 m1Dnte. provided that propeller 1s under 8Bto=atlc control, and aparklng plugs Champ1. C.MB (stares liet.18'7B,121S), Ctllmrplan C.3158 (stares Ret. Ul7JV2140) 01' AC type La/S5 (8'\01'88 Bef' • 13'7B/216 ) U8 fitted.

DIVING:

Mull11lD1 boost II r. p.lII.

47 inche. 3125

on. PUSSOIlB: '"'

- Winter grade 36°0

SUmmer II 4QO 0

COOLAN'l' - B ~C.

'ROB.IIAL 55 Ib/-.a.in.

KA.X. 80 " ~ "

MIRII. BOB J'LIOH'J.' 56 II " "

II "IDLIl'fG 15 " II "

Normal 12/16 lb/aq.ln.

M1lIm.t'ol' 1dling 9 1b/sq.in.

IIINM. TEIIP.li'OB TAKE-On r crt

(lv) PUel preaBQre:

j,.P.202(5A.Vol.I 4li p.N.,§eot.2.

('Y) Cbeek that w1re .seal t'Ol:' emergenoy hood jett1aoB release .1 B no t broken.

(VI) Bet'o1'e the t'1l',t 8.ta.rt 0 f' the d87, 1 t i B ad'Yiuble to clear the carburettor or a11" by awitching on booster pump end moving mixture 0 QI:ltrol to AUTO RICH tar a aeoond, then l'eturn1:ng to IDLICUT-oF]j'. Time should then be allowed tor eJI:C888 tuel to.

e Bcapa._ trom the supercharger lb'a1.n..

e. STAR'l'IBG ENGINES .AND 1JAmamJ UP

(i) Se'L tude ock to BESEllV'B..

(11) B~t eng1n.eeontrols as t'ollo.s:

Th.rotUes

- i inch OJIeu IDLB GUT-OFF

l41xture

Propell:ell

Ba:1"e ty s1r1 tab Ol'f. Selector switch AUTO. Speed control tullY t'or-lIIpd_

- Radiator all"aOiOOp S.HO'l' and. alraooop detlectol" DOWN (it :ri tted) •

~ that h7d1"aul.l0 oon.t1'ol iiiiibllllllllt :f'1rll"t be pu.l5hed in, it' tUtell.

\ .

, (lU) RaTe the engine turned by band to.l" at least bo

1"0"I'OlUtiOllB of' the 'P1"CJpeller.

It Mod,3M 1s not lnool"po1"ated, switch on ruel booster p'aq).{rt Mod.34&. is 1ncorporated booster pump win. automatioall:r be ON_tien propeller .speed control lever 1s fullT t'orward).

(v) Prime engine 3 - 4 tull etl"okea it the engine is cold. and 1 - 2 strokes if engine is hot, 1mned1atel.:y betore starting ..

(Vi) Switch on ignition end energise etarter untll the hum . be eome B e onat&nt. Never exceed 20 aee ond.B.

F.a/2

Iesued lr1th A.L.1/A.

(vil) Return starter switcb central; pause for a second and engage starter. In cold weather additional priming ma~ be given 8S Boon as the eng1ne starts turning ~nd should be continued unt1l 1t 1s running.

(Viii) iYhen the engine begins to t1re regularly, move mixture control slowly to AUTO BICH ·and atop priming. It engine shows aigna of being over-rich, return to IDLE COT-OFF until it iB rannlng smoothly.

(lx) It engine faila to start:

(a) stop pr1ming and move mixture control to IDLE

CUT-OFF.

(b) Wait ttll ~ropeller stops rotat1ng. (c) Bwitch oft ignition.

(d) Ensure that flywheel stops rotating by engaging a.tsl'ter to r a a.ea:ond, then return oi to h central.

(e) Have propeller tumed forward halt' a revolution by hand to ensure that flywheel 1s not engaged wi. th the engine.

(t) If the engine has been ov~rprimed, open the throttle end hSVB propeller turned forward by hand.

(x) Run the engine 8S slowly Ba possible tor baIt a minute, then warm. up at 1,000 r.p.m.

( xi) Tn rn oft pri m1ug pump - (Push and turn to 10 ok) • (xi1) Open radiator air scoo~ as necessary.

7. TESTING ENGINE AND INSTALLATIONS WhUe warming uP.-

(i) CheCk temperatures end pressures. and test operation or f1aps on engine-driven pumps aDd !ilso on the band-pump.

Issued with A.Lol/A.

Ai'ter warming up.-

(ii) Cheok operation of constant speed propeller. At over 25 inchea boost the full range of' r.p.m. must ilot be tested.

A.P!2025A.Vol,~ & P,N •• Sect.2.

(111) Open up to the take-off' catch (or fully forward if' automatio boost control is 1'1 tted) and check takeoff boost and r.p.m.

( iV)

With propeller speed oontrol tully forward. 010s8 throttle until r.p.m. fall to 2,200"and test eacb magneto in turn. The drop should not exceed

100 r .. p.m.

8.

TAXYING

(i) If bl ack slIlDke comes ou t of the exhaust it Is a sign that tbe engine needs olearing. Open up brieflY to about 2,2QO rop.m.

(il) Check that oockpi t hood ia locked and tall wheel unlocked - tall wheel looking lever pulled out and up. TrulYiJlg with looked tsllwheel w1-11 d runage the ta.i1wheel tyre.

(ill) Check operation of brakes when starting to taxy.

(h) The view forward 1s poor and care MUst be taken to aVoid ool11aion witb obstaoles on the ground.

(v) The airacoop must not be ~ly down.

9. FINAL PREPARATIONS FOR TAKE-OFF

The d.r11l of vital actions is (R). T,M,P. fuel. flaps, radiator and gun heat control.

H Hydraulic control - IN (NOTE that on A.L.

knob 958 and subsequent aircraft thls knob Is not 1'1 tted).

T 'l'rinmlng tabs - Elevator 3° back

Rudder 50 right.

M - Mixture - AUTO RICH

P Propene r - Sa:f'"ety fJWl tch ON

8el.8 eto r s1f1 teh AU'IO. speed control fully forward.

·ll'os/a

Issued Wi th A~ L.1LA.
Fuel
Flaps
Radiator
Gun heat control
10. TAKE-DEI" Check oontents of· tanka. FIlel cook RESERVE.

- Radiator air sooop OPEN. Air scoop deflector UP (if fitted)

- OFF.

(1) Taxy forward a few yards and look tal1wheel.

(11) (a) Until automatic boost control is fitted, open the throttle slOWly to the catch.

(b) If automatio boost Is fitted. open the throttle elow1y to the fully forward position.

(ill) The aeroplane is very blind forward during the early part of the take-off run.

(iv) At low speeds the elevator control is poor. (v) There is a tendenoy to ewing to the left which can be held on t ne rudder.

(vi) CheCk that hydraulic knob (if fitted) is IN before raising underca~riage.

(vii) Safetx speed 1s 120 m.p.h. I.A~S. Raise the flaps at 500 feet.

(vitt) If Mod.544 1s not incorporated, switch off fuel booster pump after reaching 1,000 feet·.

11. CLIMB

(1) The speed for maximum rate of climb 1s 170 m.p.h.

I. A. S. up to 11,ooott. Above th1 B height reduce speed by 2 m.p. h. per thousand feet.

Issued with A.L.2/B.

A.P.2025A Vol.r & P.N.,Sect.2

(i1) The climbing angle Is. steep and the forward view 1s poor •.

(111 t. DO not open the radiator scoop more than is necessary to keep oil and coolant temperatures within the l1m.itatlons.

12. OIL CORING

Oil cooler coring may occur with great rapldi ty and 011 and coolant temperatures must pe watched continually. The radiator scoop should be opened only 11' both oil end coolant temperatures are too high. coring will be indicated by a ra~1d rise of all temperature to over 100°0 with (generally) a rooc drop in coolant temperature. Cloae the radiator air scoop and lower the def1ec~if fitted)

until 011 temperature Is restored. Generally open only so far as ia necessary to keep temperature

wi thin the 11ml tations.

13. ECONOMICAL CRUISING

(i) The recoamended speed for maxinum range is 185 m.p.h. I.A.S.

(1i) Fly in weak mixture at 1.700 r.p~m. and adjust throttle to give recoumended speed. If the recommended speed cannot be obtained at fUll throt'tle. increase r.p. Ill.

14. FUEL CONSUl!.PTION AND CAPAOITY

(1) The fuel consumptions in weak mixture at 15,000 feet are·

..

.
Booet R.P.M.
tns.Hg. 2300 2100 1900 1700
3Di 57 - - -
28 4B 45 - -
-
27 44 '4~ 39 -
25 38 36 35 -
23 34 32 30 2Bi-
21 - 31 28 26
I 19 - - -. 24
17 - - - 17
. F.S/4

Issued with A.L.2!B.

(i1) The fuel consumptions ln rich mixture at 15,000 feet are:

R.P.M. 3,000 2,600

Boost ina.Hg.

42 35i

Gallons/hour 113

88

(111) The tank capacities are:-

Starbo ard tank port tank

Total

60 gallons 70 gallons

130 . gallons

15. GENERAL FLynn

( 1) St abUl ty. - The aeroplan e is stable longt tud.lna lly, laterS11y and directionally.

(11) Change of trtm.-

Undercarriage down Flaps down

Nose down Nose down

The direotional trim changes at low speeds as speed and power is.varied.

(ill) The trimming tab controls are sensitive and must be used with care.

(iv) Flying at low altitude in rain or bad visibility.

Lower flaps to 15°, r~duce speed to 140 m.p. hI.A.B. and increase r.p.m. to 2,600. Check radiator and all temperature frequently.

16. STALLING

(1) The st·al.l1ng speeds at 8,500 lb. are:-

Flaps and undercarriage up 92 m.p. h. I.A. S.

II" II down 82 m.p. h. I .A. S.

Iasued with A.L.l/A.

A,P.2025A,Vol.I & P.N., .. ect.2,

(11) The a.er opl ana a 1nk a rap ld1y a 6 a taJ.l1D8 speed is apprce.ohed; therefore keep welJ above ataillng speed when flying near the ground.

(11i)

As the column is pulled baolt. g~ ltl.7 the right-hand Wing tends to drop and a right-hand slllral will develop. unleos held up by nllt J'OD and rudder. If' the column is pulled right back the aeroplane will spin with the rUilder oentral. t high acceleration loads,juddering gives warning or approaching stal~

17.

SPINNING

Del1berate spinning ls not permitted. An aooidental. spln can be checked at once by normal. methods.

18. DIVING

( i) The aeroplane 16 very steal'4" in the d1 va.. It becomes 811ght~ tail heavy and there is a slight tendency to yaw to the right.

(H) If' automatic boost contro~ is not f'1 tted. the boost risea rapidly witk 10S8 of' height.

(iii) The propeller should be set for 2,60~ r.p.m.

19. AEROBATICS

The rollow~ng speeds are reoommended:-

Roll Loop

Ha~f roll off loop Climbing roll Upward roll

200 m.p,h. I.A.S. 250 m.p.h. I.A.B. 300 m.p.h. I.A.S. 375 m.p.h .• I.A.S. 400 m, p. h. I. A. S.

so, APPROACH AND LANDING

(1~ Lock the tail wheel.

F.als

Issued with A.L.l/A

(11) Preas in hydzoau.llc kno" (if fitted) and cloBe radiator 811' sooop as neeessar,y.

(111) Redues speed to 170 m.p,h. I.~S. and carr,y out the drill of vital actions (H),U,M,P and flap ••

NOTE that BPeed muat not exceed 1~5 m.p.h. I.A.S. when lowering flaps.

H - HYdraulic control knob - IN (11" fItted)

U - Undercarriage

- DOWN; check that green indioator lights show and that underoarriage lever oatch engages.

M • Jlixture

P - Propeller

- AtI'TO RICH

- Safety switch ON

selector switch AUTO. Spe-ed aontrol

:fUlly forwa.rd.

- Fully down

napa,

(tv) Approach speeds are:Bngine assisted Glide

- UC m. p. h. I.A. S.

- 120 m.p.h.I.A.S.

21. AFTER LANDING

(1) Press hydraulic knob m (it 1"1 tted), rai Be flaps, and open radiator aIr scoOp 8a necessary before t8Jl.71ng.

(11) stopping engine.-

(s) SHUT radiator air sooop.

(b) With propeller speed oontrol tully forward, at 1,200 r .. p.m. move mixture oontrol to IDLE aUT-OFF.

(c) AttersII,I!ine oeases to tire, switoh OFF' ignition and turn OFF :ruel.

!~GUed with A.L.llA,

P.2025A Vol.I ~ P.N •• Sect.2.

22. OIL :JILUTION IN COLD WEATHER

The oil dilution period 1s 4 minutes, See _ .• P.2095/4.

23, UNDERCARRIAGE FAILURE

(i) ~~~~~~~~~~~~~~~~~ o

(a) Underclll'rlage lever DOWN: p1lll. out EMBRGENCY knob. The wheels 11'111 fal1under their own weight.

(b) If wheels do not lock do~ rock ,the aeroplane Cram aide to aide. aee (lil) below.

111'01'11 If' the wheeJ' I sboul.d for any relasan j lUll up, return El!ERlrA'ECY leleotor to normal., and attempt to lower ~ h.andpump - pull. aut pump handle and turn oau,nter-clookw1le to lock in extended poslti~

(c) Return EMERGImCY knob to nol'tllal poal tiona Select naps DOWN. I~ engine pump 18 not effective, attempt to lower flaps by handpump.

To test lI'b.ethel" the downlocks have failed or whetber it 1s merely a f'a11ur,e of the warn1ng lights:

(a) Pull EMERGENCY knob (to b:r-paaa fluid); Seleotor lever DOWN.

(b) S1deslip sharp~ to right. If the righthand wheel ia not' locked 1 t will be shown by movement of its mechanical indicator.

(c) Repeat for' lef't-han,d wheel.

(d) When test is comple to return EMERGBlNCY knoo to normal poel tlon.

F.S/6

Issued wlth A.L.l/A.

(111) if the above teat ahows that undercarriage 1s not _006d down (or 11 red lights are srm on andwarnlng hol'll sounds):

On A. a, 1$64- and earlier aeroplane a only:

(a) Press hydraulic control knob IN. When hydraulic pre8su~e gauge shows approx1mate17 1,000 Ib/aq.ln., move underca~riage selector lever fully forward. This pushes the lockp1ne home, Let go; the undercarriage selector will ButomatloeJ.ly rstn.rn to DOWN.

(b) We.i t t 111 h;ydraulic pres Bure fells then repeat teat of pare. (11).

(e)

If teat shows that Wheels are still not locked down; check that EMERGENCY knob i8 ln, !l1ld ma.1ntain hydraulic pre.s.sure in jacks b7 pressing in hydraulic control knob just before 18nd1ng, or by operating bandpump.

(b)

If the wheels are down but not looked, check that ElIERGENCY knob is 1n, and aee that pressure is me.inta1l18d on the gauge. If' it is not. operata the hsndpump.

On A.L.95B and subsequent aeroplanes:

(a) There ls no emergenoy position 0:1' tbe undercarriage seleotor.

A.P. 2025A PI LOTS NOTES I VOL...I 1 SEaT. 21

I 0" I , I I
Il.0 0 0 0 0
i~ 0 0 0 0 0
Oil 0 CD U) ~
T I I I
!l. 0
:I: 0 0 0 0
~ - IX) U) 'If"
CI
FIG. I POWER CONTROL CHART FIG.I

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