LANCASTER I, III & X
PILOT'S AND FLIGHT ENGINEER`S NOTES
Air Ministry, May 1944
(i) If possible engine master cock should be turned off immediately before feathering (see pura. 52 (i)).
(ii) Close the throttle and (on LAncaster III and X aircraft) move the slow-running cut-out switch to IDLE-CUT-OFF position.
(iii) Press the feathering pushbutton and hold it in only long enough to ensure that it stays in by itself; then release it so that it can spring out when feathering is complete.
(iv) Switch off the ignition when the propeller has stopped (or nearly stopped) rotating, and turn off the engine master cock if not already done so.
Note. — If an engine fails during take-off the sequence may be (iii). (ii), (iv).
(v) Engine auxiliaries which will be affected by feathering:
Port outboard .. Alternator for special radio, rear turret hydraulic pump.
Port inboard .. Generator, main services hydraulic pump, compressor for Automatic Pilot and computor unit of Mk. XIV bombsignt, No. I vacuum pump.
Starboard inboard .. Generator, main services hydraulic pump, front turret hydraulic pump, Heywood compressor for pneumatic system, No. 2 vacuum pump.
Starboard outboard Alternator for special radio, F.N.30 mid-upper turret hydraulic pump.
Note—(a) Do not unfeuther at speeds above normal cruising speed to avoid the risk of ovcrspceding.
(b) Do not practice featherinf and unfeathering if the outside air temperature is below 15°C.
(i) Put the ignition on, set the throttle as for starting and the propeller control fully down.
(ii) Check thai the fuel booster pump of the tank in use is OFF. then press the feathering pushbutton. As the engine starts to torn, set the engine master cock to ON. Continue to hold the button in until r.p.m. rech 800-1000,
(iii) If the propeller does not return to normal constant-speed operation it must be refeactered and then unfeathered again, releasing the button at slightly higher r.p.m.
55. Damage by enemy action
(i) Fires.—If fire occurs in bomb bay, pilot should open bomb doors, jettison bombs, and dive.
(ii) Flight engineer's checks:
Check fuel contents gauges. Should any abnormal consumptions be shown on the tank the aircraft is running on, or should any of the other tanks show a loss of fuel, proceed as follows:
(a) Cross-feed cock ON.
(b) Run all engines on the damaged tank, and switch on its booster pump. The fuel selector for the tanks on the other side of the aircraft should be off.
(c) When contents of damaged tank fall to 20 gallons, turn oh fuel selector for the corresponding tank on the other side of the aircraft and turn OFF cross-feed valve.
(d) Watch fuel pressure warning lights or fuel pressure gauge and charge over to other tank as soon as pressure drops; switch off booster pump in empty tank.
56. Undercarriage emergency operation
If the hydraulic system fails, the undercarriage can be lowered by compressed air from special bottle or bottles, irrespective of the position of the undercarriage lever.
Note.—The flap selector should be neutral before using the undercarriage emergency air system.
On early aircraft the control is just aft of the front spar, hut on later aircraft the knob (80) for working the air system is just forward of the flight engineer's panel. The undercarriage cannot be raised again by this method. Although thr undercarriage will lower by this method irrespective of the position of the normal undercarriage selector, the undercarriage lever must be selected DOWN for landing befure operation the emergency air system, and left in the down position after landing, except in cases where the undercarriage selector cannot be moved through mechanical defect. Otherwise any lenkage of air pressure may cause the undercarriage locks to be released and the undercarriage to collapse.
57 Flaps emergency operation
After lowering the undercarriage by turning on the emergency air cock, the flaps may be lowered by operating the flaps control, which admits the air pressure to the flaps system. The flaps can be raised again, but there may not be sufficient air pressure to lower the flaps a second time; furthermore it may cause the header tank to burst. It it is absolutely necessary to raise the flaps by emergency method extreme care must be taken to raise them slowly by stages. If the flaps are lowered by the emergency method before landing, flaps must be left down after landing, owing to the likelihood of bursting the header tank.
58. Bomb door emergency operation
This system has been deleted.
59. Bomb jettisoning
(i) Open bomb doors and check visually that both are fully open. Set para. 19.
(ii) Then jettison containers first by switch (15) on right of instrument panel.
(iii) Jettison bombs by handle (16) beside container jettison switch.
(iv) Close bomb doors.
60. Fuel jettisoning
Note. — (a) Only the contents of No. I tanks can be jettisoned.
(b) Jettisoning should not be attempted if the hydraulic accumulator pressure cannot be built up to at least 650 lb./sq.in. (see para. 26a).
(i) Reduce speed to 150 m.p.h. I.A.S. and lower flaps 15°.
(ii) Lift and turn jettison control on left of pilot's seat. Return control after jettisoning.
(iii) The jettison valve should be closed while there is still about 100 gallons remaining in each tank; if the jettison valve is left open, all the fuel wilt be jettisoned less approximately 70 gallons, but the last 30 gallons of jettisonable fuel runs out slowly and is inclined to get splashed over the fuselage. The jettison valve may be closed at any time during jettisoning.
Approximate weight of jettisonable fuel, leaving 100 gallons in each tank, is 6,900 lb.
61. Parachute exit
Hatch in floor of nose should be used by all members of crew if time is available; originally it was released by a handle in the centre, lifted inwards and jettisoned, but when Mod. 1336 is incorporated the hatch is enlarged and is opened by a handle at the port side. It opens inwards and is secured by a clip which holds the hatch up on the starboard side. It can also be opened from outside the aircraft.
62. Crash exits
(i) On Lancaster I. III and X three push-out panels are fitted in the roof (one above the pilot, one just forward of the rear spar, and one forward of the mid-upper turret) except when Mod. 977 (which moves the mid-upper turret forward) is incorporated, in which case the Ihird panel is deleted,
(ii) On Lancaster VII there are two push-out panels in the roof, one above the pilot and one just forward of the rear spar. 63. Dinghy and ditching
63. Dinghy and ditching
(i) A type J dinghy stoved in the starboard wing may be released and inflated:
(a) from inside by pdling the release cord running along the fuselage roof aft of the rear spar;
(b) from outside by pulling the loop on the starboard side, rear of the tail plane leading edge.
(f) automatically by in immersion switch,
(ii) The flaps should be owered 30° for ditching, but if the flaps will not lower by the hydraulic system, do not attempt to lower then by the compressed air system, as this will also cause the undercarriage to lower (see paras. 56 and 57).
64. Engine fire-extinguishers
Each engine is provided with a fire-extinguisher system. When Mod. 1221 is incorporated four fire-warning lights (one for each engine) on the instrument panel indicate if there is fire in an engine and the pilot is thus warned to stop the engine, feather the propeller and then press the appropriate fire extinguisher button (22).
When Mods. 1067 and 1314 are incorporated the fire warning lights are mounted on the respective propeller pushbuttons (19), and if a fire warning light comes on, pressing the feathering button also operates the fire extinguisher system. The pilot should, however, press the fire extinguisher button as well (see A.P. 2095). If the warning light is not on, pressing the feathering pushbutton will not operate the extinguisher.
The fire extinguishers are also operated automatically by a crash switch.
65. Hand fire extinguishers
One on the right side of air bomber's compartment. One on the left side of pilot's seat. One on the right side forward of the front spar. One on the right side aft of mid-upper turret One at the left side of the rear turret.
66. Signal pistol
This is stowed on top of the front spar; the firing position is in the roof forward of the slowed position.
67. Signal cartridge stowage. — Starboard side of fuselage just forward of front spar.
68. Panchute stowages
One on the roof of the fuselage forward of mid-upper turret. One forward of tail turret.
69. Static line for parachuting wounded men
(i) If possible, fly aircraft at 130 m.p.h. I.A.S. with 15° flap,
(ii) Assist casualty to air bomber's compartment and place him feet first facing aft.
(iii) Check casualty's parachute harness, fit parachute, remove helmet.
(iv) Remove static line from stowage which is situated on starboard side of front exit. Care should be taken that the threads keeping the static line folded up are not broken. Take snap hook at end of static line and attach to parachute as follows.
(v) Pass the safety becket on the static line through the double 8 cord loop, then pass the small snap hook through the safety becket.
(vi) Snap the hook down on to the rip-cord handle. Insert safety pin to lock the shroud of the snap hook.
(vii) Stow the slack of the static line between the becket and the snap hook under the adjacent pack clastic to prevent this slack length getting caught up on anything and thus pulling the rip-cord too soon.
(vtii) Open and jettison front hatch.
(ix) Slide the man through the exit feet first facing aft. Care must be taken to keep his hands to his sides. Do not hold on to the static line by hand.
70. Emergency packs. — On starboard side at rest station.
71. Projectible kite container. — Along port side at rest station
72. Crash axes
One on port side ol fuselage aft of main entrance door
One on starboard wall in front of rear spar.
73. Incendiary bombs. — Two are provided on front face o: front spar for dicstruction of aircraft.
74. First-aid equipment. — Starboard side of fuselage aft of main entrance door.
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