Hurricane IIA, IIB, IIC, IID and IV PILOT'S NOTES

HANDLING AND FLYING N0TES FOR PILOT

1. Engine data - Merlin XX

(i) Fuel. - 100 octane only.

(ii) Oil - See A.P. 1464/C.37

(iii) Engine limitations with 100 octane fuel:

** - 115°C coolant temperature is permitted for short periods at cruising rpm.

2. FLYING LIMITATIONS

(i) Maximum speeds (mph IAS):

Diving: ............... 390

Undercarriage down: ......... 120

Flaps down: .............. 120

(ii) At AUWs in excess of 8,750 lbs. care is necessary in ground handling and the aircraft should be taken off only from concrete or equivalent runways.

(iii) Spinning is prohibited at all times of Mark IID and IV aircraft, and of Mark IIA, B and C aircraft only when carrying 90-gallon drop tanks, bombs, SCI, containers, or RP.

(iv) Aerobatics are prohibited and violent manoeuvres roust be avoided when carrying 90-gallon drop tanks, bombs, SCI, containers, or RP (Mk.IIA,B and C aircraft only).

(v) Aircraft carrying drop tanks should not be dived.

(vi) Mark III containers must not be dropped at speeds in excess of 150 mph IAS and at heights lower than 500 feet.

(vii) Bombs should be jettisoned and RP fired, if possible, before landing.

2. POSITION ERROR CORRECTIONS

4. MANAGEMENT OF FUEL AND OIL SYSTEMS

(i) The MaIn Tanks should be used first, but if the Reserve Tank is used before the Main Tanks, the following precautions must be observed:

(a) Change over to MAIN TAKKS ON before emptying the Reserve tank.

(b) If this has not been done and the engine cuts, close the throttle (to avoid over-revving when the engine picks up) and change over to MAIN TANKS ON at once.

(c) In order to displace air drawn into the fual system from the empty reserve tank, the engine must be windmilled at high speed, when it will pick up after a few seconds. It is emphasised that the pick-up will not bo immediute after the change-over.

(ii) It fitted with fixed auxiliary tanks:

(a) Start and take-off in the normal way on the main tanks.

(b) Aa soon as the contents gauge registers only 5 gallons in the main tanks, switch ON the auxiliary tank pumps.

(c) Switch OFF tho pumps immediately the contents gauge registers 25 gallons.

(d) When the contents of the MAIN TANKS are again reduced to 5 gallons, switch ON the pumps urtil the contents gauge again registers 25 gallons and then switch OFF the pumps. The auxiliary tanks will then be practically empty.

(iii) If fitted with drop tanks:

(a) Start and take-off in the normal way on the main tanks.

(b) At a safe height (say 2,000 feet) change over to a drop tank and turn the pressurising cock to PRESSURE. Turn OFF the main tanks.

(c) When the drop tank is empty and the fuel pressure warning light comes on, change-over to the second drop tank and at the same time turn ON the reserve tank, which should still be full. This will enable the engine to pick up more qulckly and when it does so, turn OFF the reserve tank and change-over to the second drop tank.

(d) When the second drop tank is empty and the fuel pressure warning light comes on, turn ON the main tanks and turn OFF the drop tank. If the engine does not pick up on the main tanks, prime the system by using the reserve tank as before.

(e) The cock for the auxiliary oil tank (if fitted) should be turned on about 3½ hours after take-off, but not before this time. After having been turned on, the cock cannot aftercards by turned off during flight.

(f) On reinforcing flights, under maximum range engine conditions (2,650 rpm and +4 lb/sq.in. boost on climb to height, end level flighi at 190 mph IAS reducing to 160 mph IAS after jettisoning tanks) oil consumption is considerably reduced and, therefore, the auxiliary oil tank should not be turned on until after approximately 5 hours flight, when there will be sufficient spaoe in the main tank to accommodate the extra 4 gallons. The normal oil tank should be filled to 8 gallons only.

5. PRELIMINARIES

(i) If fitted with R.P. and a drop tank or R.P. and a bomb, the aircraft should be trimmed curefully to relieve stick load.

The recomended aileron tab setting is neutral at full load. Then with a drop tank fitted under the port wing, changes in load will cause the following alterations in trim:

Tank empty: Slightly right wing low

Tank empty and R.P. fired: Trim satisfactory.

Tank jettisoned and R.P. fired: Slightly right wing low tank

Tank jettisoned and R.P. not fired: Right wing low.

(ii) Switch on the undercarriage indicator and check green lights, Test the change-over switch.

(iii) See that the short (lower) arm of the hydraulic selector safety catch is across the wheels up slot or the gate.

(iv) Check that the throttle pushbutton master switch is OFF.

(v) ChecK contents of fuel tanks. If fitted with auxiliary tanks see that the pump switches or cock control are 0FF.

(vi) Test operation of flying controls,

(vii) See that the cockpit hood is locked open.

6. STARTING THE ENGINE AND WARMING UP

(i) Set fuel cock to MAIN TANKS ON.

(ii) Set the controls as follows:

Throttle - ½ inch open

Propeller control - Fully forward

Supercharger control - MODERATE

Radiator shutter - OPEN

(iii) If an external priming connection is fitted, high volatility fuel (Stores ref. 34A/111) should be used for priming at air temperatures below freezing. Work the priming pump until the fuel reaches the priming nozzles; this may be judged by a sudden increase in resistance.

(iv) Switch ON the ignition and press the starter and booster coil pushbuttons. Turning periods must not exceed 20 seconds, with a 30 seconds wait between each. Work the priming pump as rapidly and vigorously as possible while the engine is being turned; it should start after the following number of strokes if cold:

(v) At temperatures below freezing it will probably be necessary to continue priming after the engine has fired and until it picks up on the carburettor.

(i) Release the starter button as soon as the engine starts and as soon as it is running satisfactorily release the booster coil pushbutton and screw dovm the priming pump.

(vii) Open up slowly to 1,000 rpm, then warm up at this speed.

7. TESTING THE ENGINE AND INSTALLATIONS

While warrming up:

(i) Check temperatures and pressures, and test operation of hydraulic system by lowering and raising the flaps.

After warning up with two men on the tall:

Note: The following teats constitute a comprehension check to be carried out after inspection or repair, or at the pilot's discretion. In normal circumstances they may be reduced in accordance with local instructions.

(li) Open up to +4 lb/sq.in. boost and exercise and check operation of the two-speed supercharger. Rpm should fall when S ratio is engaged.

(iii) At +4 lb/aq.in. boost exercise and check operation of the constant speed propeller. Rpm should fall to 1,8OO with the control fully back. Check that the generator is charging; the power failure light should be out and the voltago 14 or over.

(iv) With the propeller control fully forward open the throttle up to +12 lb/sq.in. boost and check static boost and rpm which should be 3,000.

(v) Throttle back to +9 lb/sq.in. boost and test each magneto in turn. The drop should not exceed 150 rpm.

(vi) Before taxying check brake pressure (100 lb/sq.in. minm.) and pneumatic supply pressure (220 lb/sg.in.).

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