Aviation of WWII
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Pilot`s Notes Mosquito Pilot`s Notes


A.P. 2019E-P.N.

British Air Ministry, January 1950


30. Oxygen

A Mk. IIB oxygen regulator (35) is fitted together with a flow selector switch and indicator.

31. Heating

The cockpit heat control is behind the pilot's seat, and is rotated forward to permit hot air from the port coolant radiator to enter the cockpit.

32. Cooling

There are two adjustable ventilators (24) by means of which cool air can be admitted to the cockpit.

33. Windscreen wiper and de-icer

The windscreen wiper should not be used on a dry screen, it may injure the surface. When not in use make sure that the rheostat (78) is turned fully off. otherwise, current may be wasted.

A windscreen de-icer pump is mounted beneath the aileron trimming tab control.

34. Lighting

Three floodlights with adjacent rheostats, light the instrument panel and compass.

They are controlled by separate dimmer switches. There is a cockpit roof light, and provision is also made for UV/red and emergency lighting.

35. Night flying screens

The generator (60) and fuel pressure (5) warning lights are fitted with dimmer screens. When flying by day, these screens must be opened ; otherwise, indications will not be noticed.


36. Management of the fuel system

(i) Start the engines on the outer tanks, warm up on the main tanks, taxy and take-off on the fullest tanks.

(ii) Use of the outer tanks.

(a) Do not rely on outer tanks when flying al low altitudes ; their capacity is small and the gauges diminish in accuracy as the fuel level falls.

(b) The outer tanks are pressurised only when transfer of fuel is taking place from the wing drop tanks. When wing drop tanks are not used vaporisation may cause engine cutting at high altitudes particularly in tropical climates.

Interruptions of flow are most likely to take place in the early part of a flight at high altitude. When at dispersal every effort should be made to shield the aircraft from the direct rays of ihe sun. as the fuel should be kept as cool as possible.

(c) Engine cutting may occur during evasive action, at high power at altitude, and whenever the tanks are less than half full.

(d) It is not possible to cross-feed from the outer tanks should one engine fail and they should therefore be used first. When they are nearly empty, change to the main supply.

(iii) Use of the wing drop tanks

(a) The contents of both wing drop tanks are transferred by pressure from the exhaust side of the port vacuum pump. Failure of this pump will be masked by the automatic isolation valve, unless failure of No. I engine makes it obvious. Failure of this pump will only be revealed by the non-transfer of the contents of the wing drop tanks when transfer is selected.

(b) The contents of the wing drop tanks should be trans-ferred as early as possible to avoid loss of fuel if they should have to be jettisoned. In the event of failure of the port vacuum pump, fuel cannot be transferred, nor can it be cross-fed, in the event of engine failure; therefore, as soon after take-off as convenient turn on the transfer cock. When the wing drop tanks have been emptied, shown by a fall in the contents of the outer tanks., turn off the transfer cock.

Continue on the outer tanks until they are empty, then change to main supply.

(c) If automatic transfer is not provided, sufficient fuel must be used from ihc outer tanks before attempting to transfer, or fuel may be lost through the atmospheric vents. To transfer fuel, change to main supply and turn on the transfer cock. When the outer tanks are full, turn oil the transfer cock and revert to outer tanks. Repeat the sequence unlil the wing drop tanks are empty.

(iv) Use of the long-range rank

Select mam supply and turn on the immersed fuel pump. As soon as the warning light comes on the immersed fuel pump should be switched off.

37. Starting and warming up the engines

(i) After carrying out the external, internal and cockpit checks laid down in ihe Check List, confirm :—

Main fuel cocks ... Outer tanks

Throttles ... ... ½ in. open

R.p.m. control levers ... Maximum r.p.m. position

Superchargers ... Mod. (low gear)

Radiator shutters ... CLOSED

Pressure venting cock ... ON

Fuel transfer cock ... OFF

Immersed fuel pump switch OFF

Bomb doors ... ... Shut, selector neutral

(ii) If the engines are to be started from an external source, have a ground starter battery plugged in. and then for each engine in turn :—

(iii) The ground crew should work the priming pump until fuel reaches the priming nozzles ; this can 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 30 second intervals.

(v) The ground crew should work the priming pump as rapidly and vigorously as possible while the engine is being turned.

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

(vii) As soon as the engine is running satisfactorily, release the starter and booster-coil pushbuttons and instruct the ground crew to screw down the priming pump and remove the ground starter battery if used.

(viii) After the oil pressure has become steady, open the throttle slowly and warm up at 1.200 r.p.m.

(ix) While warming up. items (86) to (90) of the Check List should be carried out.

NotE.—(a) It is recommended that the engines be started in a different order each time so that the vacuum pumps can be checked for correct functioning.

(b) When the starboard engine is opened up, check that the generator is charging. The warning light should be out.

38. Exercising and testing

(i) Warm up to 15°C. oil temperature and 40°C. coolant temperature, and then for each engine in turn:—

(ii) At warming up r.p.m. test each magneto as a precautionary check. and oopen the radiator shutters

(iii) Open up to the static boost reading (zero under standard atmosphere conditions) and check the operation of the supercharger by setting the switch to AUTO and having the ground crew press the test pushbutton in each engine nacelle. R.p.m. should drop slightly and boost should rise when the change to high gear is made.

(iv) At the same boost, exercise and check the operation of the constant speed unit by moving the r.p.m. control lever over the whole range at least twice. Return the control lever to the maximum r.p.m. position, then check that the r.p.m. are within 50 of those normally obtained.

(v) At the same boost test each magneto. If the single ignition drop exceeds 150 r.p.m. but there is no undue vibration a full power check should be carried out; if there is marked vibration the engine should be stopped and the cause investigated. The full power check may also be carried out after repair, inspection other than daily, when the ignition drop at zero boost exceeds 150 r.p.m. or at the discretion of the pilot If the checks at the static boost are satisfactory no useful purpose will be served by a full power check.

(vi) The full power check should be carried out as follows :— Open the throttle fully and check the take-off boost and r.p.m. Throttle back uiuil a drop in r.p.m. is apparent and test each magneto. If the single ignition drop exceeds 150 r.p.m the aircraft should not be flown.

(vii) After completing the checks either at the static boost reading or at full power, steadily move the throttle to the fully closed position and check the minimum idling r p.m. Then open up to 1.200 r.p.m.

39. Taxying

Carry out items (93) and (94) in the Pilot's Check List.

FLAPS ... .. UP OR 15° PROPS. ... 2,850 RPM ON FINAL

40. Take-off

(i) Carry out items (95) to (105) in the Pilot's Check List.

(ii) Taxy forward a few yards to straighten the tailwhocl.

(iii) Open the throttles slowly, checking any tendency to swing by coarse use of the rudder and by differential throttle movement. There is little tendency to swing if the engines are kept synchronised.

The travel of the throttle levers is very short for the power obtained.

Coarse use of the throttles will aggravate any tendency to swing.

(iv) When comfortably airborne, brake the wheels and raise the undercarriage, check that the undercarriage locks up. if it docs not hold the selector lever up for five seconds.

(v) Safety speed at a weight of approximately 17.000 lb. flaps up or 15° down at -9 lb./sq.in. boost is 155 knots. At - 18 lb./sq.in. boost it is 170 knots. These speeds however, may vary considerably with individual aircraft.

(vi) Before raising the flaps, if used, trim the aircraft slightly tail heavy.