Lancaster Nav Panel – What Does SV Mean

thanks for the ideas. certainly looks like 8 letters, Extended could be a possibility but I’m not sure how it would fit in this context.

John

Extended?

playing with PS I get 8 letters long – last three look like TED and first is either and E or an L.

Here’s a picture of a Stirling Nav Panel, as you can see if you look closely it states Static Vent in full under the ASI. can’t quite decipher the third word though, can anyone help?

Best I can make out is ‘Enabled’.

Same here, we found such a thing among the wreckage of N3654 but couln’t indentify it, now I know.:)

Cees

That’s what I thought, I’m sure I’ve seen something like it somewhere but my aged brain can’t remember:o

John

That’s interesting thanks for posting. I suspect the clip thingys were standard stationery like giant paper clips.

Here’s a picture of a Stirling Nav Panel, as you can see if you look closely it states Static Vent in full under the ASI. can’t quite decipher the third word though, can anyone help?

John

ps, hopefully not hijacking the thread, has anyone got one of note clip type thingies at the top left corner of the panel?

Static Vent it is then. Thanks to AM and to everyone else for thinking about it.

could be, it is directly under the ASI

SV = Static Vent?

Does the position of the SV marking correspond to this advice, taken from a postwar Avro Technical Publication?

VACUUM SYSTEM
5. A vacuum system (fig. 2) is provided to operate the artificial horizon, turn indicator and direction indicator on the instrument flying panel, and is also connected to the bombsight computor and sighting head. Two pumps are used, one on the starboard inboard engine, and one on the port inboard engine. The pipelines from these pumps pass through a suction relief valve, along the front spar and the starboard side of the fuselage to a change-over **** mounted on the right-hand side of the pilot’s instrument panel. From the change-over **** one pipe leads to the instrument flying panel with a branch to a vacuum gauge, and a second pipe is taken to the bomb-sight equipment (see Sect. 12, Chap. 1). When the change-over **** is set at NORMAL, the pump on the port inboard engine is connected to the instrument-flying panel and the other pump to the bomb-sight equipment. At EMERGENCY these connections are reversed.

AIR SPEED INDICATOR SYSTEM
6. The air-speed indicator system (fig. 3) consists of two pipe systems, one conveying the air pressure resulting from the movement of the aircraft from the pressure head to the instruments, and the other connecting the instruments to two static vents.

7. The pressure head (Mk. VIII), which is electrically heated to prevent icing, is situated externally on the port longeron of the fuselage front centre section and is connected to the air-speed indicators on the pilot’s and navigator’s panels. The pressure head heater switch is located on the right-hand side of the flight engineer’s panel. Two static vents, mounted one on each side of the fuselage rear centre section, convey static pressure to the air speed indicator, the altimeter and rate-of-climb meter on the pilot’s panel and to the air speed indicator and altimeter on the navigator’s panels. The bombsight computor is also connected to the pressure head and to one of the static vents.

8. Drain pipes are provided at the lowest point of all descents in the pipe runs. These consist of short, detachable lengths of pipe, which can be removed and shaken out. For further information on the air speed indicator see A.P.1275, Vol. I.

If so, I think it was possibly to remind the nav. that some form of allowance may have to be made for instrument error from these gauges compared to his other equipment. Or something like that?