[updated:LAST EDITED ON 12-12-02 AT 11:46 PM (GMT)]Ever wanted to fly your own spitfire?…of course you have! 😉 Well looking through some old books I found this… it’s a bit long but worth the read…..
HANDLING THE SPITFIRE F.IX (Merlin 61 or 63)
The pilot, on approaching the Spitfire IX he is about to fly, should ensure that the wheel chocks are in position and that the ground immediately below the propeller is clear of small stones or rubble.
On entering the cockpit check the fuel gauge and, if an auxiliary tank is fitted, ensure that the ##### is “OFF”. Then check that the undercarriage selector lever is down {and that the “DOWN” indicator shows green). Control-column and rudder bars are moved about to ensure that ailerons, rudder and elevators are free to move.
The pilot is now ready to start the Merlin and warm it up by setting the fuel ##### at “ON”, pushing the throttle half-an-inch open; ensuring that the propeller control is fully forward and the carburettor air-intake is “OPEN” {except when tropicalised and take-off is from a sandy or dusty airfield, when position is “CLOSED”).
Now work the priming pump until the fuel reaches the priming nozzles which can be judged by the sudden increase in resistance. By switching-on the ignition and pressing the starter and booster coil buttons, the propeller and engine are permitted to turn-over for a period not exceeding 20 seconds.
If the engine fails to fire first time, wait 30 seconds before a second attempt. By working the priming pump as vigorously as possible while the engine is turning, it should start a cold engine after three strokes at + 30°C, seven at + 10°C and twelve at 0°C. At temperatures below freezing it will undoubtedly be necessary to continue priming after the Merlin has fired and until it picks up on the carburettor.
As soon as the engine starts, the starter and booster coil buttons must be released. With the engine running satisfactorily, screw down the priming pump and open up the engine to 1,000 r.p.m. to warm it up. During the warm-up, check temperatures and pressures, pressing the radiator test push button so that the ground crew can check that the shutters open.
Before further tests the pilot signals for three men on the tail and one on the starboard wing-tip to hold the aircraft down as he opens-up the engine to -+-4 Ib./ sq. in. boost to test the two-stage, two-speed supercharger by operating the test push button. The r .p.m. should fall as the “S”-ratio is engaged and the red light comes on. At the same boost, check the operation of the constant-speed propeller and, with the control fully back, the r.p.m. should fall to 1,800. Then, with the propeller control fully forward, open-up the throttle to the gate to check that the take-off boost and static r.p.m. is at 3,000.
When satisfied with this test, throttle back to +9 Ib./sq. in. boost and test each magneto in turn, noting that the drop does not exceed 150 r.p.m. Before taxying for take-off position, check brake pressure is at 80 Ib./sq. in. and pneumatic supply pressure is at 220 Ib./sq. in.
With everything functioning well, the pilot signals to the tail and wing “human weights” that their task is over; and the chocks are removed from the wheels. With a burst of power the Spitfire rolls forward to take up position for take-off. Taxying has to be carried out with caution for, with the tail down, the long nose blocks the pilot’s forward vision. Only by peering out of the cockpit sides and gently fishtailing can he see his way forward.
Prior to actual take-off, check that the trimming tabs on the elevator are half-a-division, nose-down ; that rudder is fully right and propeller control is fully forward. Check the state of the lower main tank; that the drop-tank ##### is “OFF” ; the electric booster pump (if fitted) is “ON” ; the rear fuselage tank ##### (if fitted) is “OFF”; the flaps are “UP”; the supercharger over-ride switch is at “AUTO” (and the red light is out) and that the carburettor air intake is “OPEN” or “CLOSED”, according to the conditions already related.
On closing the cockpit hood, the pilot is now ready to take-off by opening the throttle slowly until a boost of + 7 Ib./sq. in. is reached, or to the gate if needed. Any tendency to swing can be corrected by the rudder. Once airborne raise the undercarriage, making sure the red indicator “UP” comes on. At 160-180 m.p.h., start to climb at the maximum rate from sea level to 26,000 ft.
The fuel tank pressure ##### should normally be kept “OFF”, but must be turned “ON” if the fuel pressure warning light comes on with a drop in pressure.
The pilot converting from the Mk. V to Mk. IX will notice that the Mk. IX has more longitudinal stability in flight. At around 22,000 ft., the two-stage supercharger cuts in and there is a marked improvement in performance at higher altitudes.
For aerobatics, here are the recommended speeds: 280-300 m.p.h. for a loop; 220-260 m.p.h. for a roll ; 320-350 m.p.h. for a half-roll off a loop; and 330-380 m.p.h. for an upward roll. Flick manoeuvres are not permitted and spins are restricted to two turns.
When preparing to land, reduce speed to 160 m.p.h.; open the cockpit hood; lower the undercarriage ; select flaps down; check that the propeller control is fully forward; also that the supercharger’s red light is out, the carburettor air-intake is adjusted to conditions and that the brake and pneumatic supply pressures are still functioning correctly.
Since the Spitfire IX is nose-heavy on the ground, care must be taken when applying the brakes. The flaps must be raised for taxying. To stop the engine on parking, the engine is allowed to idle for half-a-minute at 800-900 r.p.m. Before pulling the slow-running cut-out and holding it out until the engine stops. Now turn-off the fuel ##### and switch-off the ignition.
Phew…and I thought you just jumped in it and away you went :-)……..think I’ll leave it to the experts as I could never remember all that.
Dezz 🙂
note: ##### = reads as “male chicken” :9
By: Moggy C - 16th December 2002 at 06:58
RE: You asked about current aircraft
ROTFL!!!!
Moggy
🙂 🙂 🙂
By: munnst - 16th December 2002 at 01:24
RE: You asked about current aircraft
Starting the SPAM CAN.
Spam Can.
All metal pressurised skin construction.
Opening key external on some variants.
Walkaround.
First start with a gerneral feel around the rim of the can, look for any sharp objects or protuberencies, look for damage to the sides. Check the key is visible and intact (later versions).
Servicing.
If the can has been stored for any length of time a quick wipe of all operating surfaces is advisable.
Operation.
Pre 1957 examples;
Using an opener of the correct type place securly onto the rim of the can. Turn the key clockwise. After several rotations the lid should start to open. Continue until the meat is fully exposed.
After 1957;
Locate key. Placing index finger under key lift and turn to one side. Remove key. Locate small metal tab near rim base at one end of can and pull clear. Insert key and rotate clockwise until lid is removed and meat is exposed.
Recovery from incipient key spin failure.
Some makes of Spam Can have a tendency under excessive loads and torque of the key during opening to depart from the can. If this happens follow instructions for earlier example. Under no circumstances attempt manual recover as injury may occur.
SPAM Ejection proceedure.
Under normal operating conditions inverting of the can should initiate SPAM removal. Sometimes this may fail and manual ejection should be initiated.
Place knife between can side and meat contents. Using a gentle rocking and leavering action prise meat from can using gentle shaking motions.
Disposal.
Spent cans should be disposed of as per the manufacturers instructions.
By: Christer - 15th December 2002 at 14:22
Booster pumps
I´ve got a copy of the Spit Mk.XIX and Griffon 60-series manuals and this is how I understand it:
There´s an engine driven fuel pump which works only when the engine is running.
The booster pumps are immersed in the fuel tanks and are to be used under certain circumstances. According to the manual they should operationally always be used and the drill when changing tanks was to start the booster pump in the “new” tank, change the fuel c-o-c-k to the “new” tank and finally shut off the booster pump in the “old” tank. Doing it the other way around wasn´t a good idea.
Prior to start-up the booster pump is used to prime the fuel system to make sure that the fuel lines are full. Otherwise the cylinder priming pump doesn´t work. This is a manual pump which injects small amounts fuel into the cylinders and induction manifold.
The Griffon had a Coffmann cartridge starter which cranked the engine a few revolutions when fired.
The throttle should be opened an inch, magnetos (ignition) on, fuel booster pump on, the stick held back, press the ignition booster button and fire the cartridge at the same time, when the engine starts turning release the fuel cut off lever to the on position.
If the engine didn´t start the fuel cut off lever should be set to off immediately, if not fuel kept being injected and the engine would become flooded.
If you count the things to do during start-up another arm with two hands would be helpful ……
Today electric starters have been substituted for the cartridge starters which has changed the procedure a little.
The booster pump is not turned on prior to start-up which means that there´s no fuel pressure. The fuel cut off can be left in the on position and when the electric starter cranks the engine the engine driven fuel pump builds up fuel pressure quite rapidly and the engine starts with (hopefully) less fire hazard.
Christer,
waiting for someone with hands-on-experience to tell me I´m wrong x(
By: tonydyer - 15th December 2002 at 11:02
RE: You asked about current aircraft
Depends on the fuel system. Most aircraft (old & more modern) have some form of manual ‘feed/suck’ should a boost pump fail. If the switch between the two is flawless or without any time interval, then there is no reason for boost pumps not to be selected. However, if the failure requires the pilot to make a switch selction, the time delay/interval could be a problem!
>One for Kiethmac,or anyone else who happens to know the
>answer:
>I’d been lead to believe that if you have a choice between
>manual feed and fuel booster pump then the booster pump
>should be switched off for take off.The theory behind
>this,allegedly,is that there is less chance of faliure of
>the manual feed than the booster pump.Booster pump flakes
>out on take off=nice big pile of wreckage in the next
>field.I seem to remember this theory is mentioned in the
>pilot’s notes for a few warbirds,and I’m sure that it’s
>stated in the pilot’s notes for the P38 Lightning.So,is it
>different depending on the specific aircraft type,or have I
>been lead up the garden path all along?
By: Ant.H - 13th December 2002 at 21:11
RE: You asked about current aircraft
One for Kiethmac,or anyone else who happens to know the answer:
I’d been lead to believe that if you have a choice between manual feed and fuel booster pump then the booster pump should be switched off for take off.The theory behind this,allegedly,is that there is less chance of faliure of the manual feed than the booster pump.Booster pump flakes out on take off=nice big pile of wreckage in the next field.I seem to remember this theory is mentioned in the pilot’s notes for a few warbirds,and I’m sure that it’s stated in the pilot’s notes for the P38 Lightning.So,is it different depending on the specific aircraft type,or have I been lead up the garden path all along?
By: dezz - 13th December 2002 at 19:48
RE: You asked about current aircraft
[updated:LAST EDITED ON 13-12-02 AT 07:59 PM (GMT)]:7 :7 😀 :7
you make me die moggyc 🙂 ..pmsl :7
Dezz
i really ment current spitfire pilots
i have just tryed to rate you again. but it wont let me….HAY EVERYONE MOGGYC HAS 2 MORE POINTS THAN LISTED!!!
By: Moggy C - 13th December 2002 at 19:45
You asked about current aircraft
HANDLING THE SPAMCAN
The pilot, on approaching the Spamcan he is about to fly, should ensure that the ground immediately below the propeller is clear of small stones or rubble and that his wallet is bulging.
Since he has no loyal erks to check the a/c over for him he does a complete ‘walkround’ checking that all is as it should be, including particularly the condition of the leading edge, fuel state and engine oil and general security.
On entering the cockpit check the fuel gauge and other instruments.
Control-column and rudder bars are moved about to ensure that ailerons, rudder and elevators are free to move.
The pilot is now ready to start the Lycoming and warm it up by setting the fuel “ON”, pushing the throttle half-an-inch open;
Now work the priming pump a set number of times.
By switching-on the ignition and turning the key a bit further, the propeller and engine are permitted to turn-over for a period ideally not exceeding 20 seconds.
If the engine fails to fire first time, wait 30 seconds before a second attempt.
As soon as the engine starts, check oil pressure rising to the green, check temperatures and pressures,
Once the engine is suitably warm change to the fuller of the tanks (if there is a choice) throttle forward to about 1900 rpm and test each magneto in turn, noting that the drop does not exceed 150 r.p.m. A check is also made that the carb heat also causes a drop in rpm. If prior to doing this you failed to check that the parking brake was firmly applied you may now need to extract the aircraft from the perimeter fence.
With a dribble of power the Spamcan rolls forward to take up position for take-off. Taxying doesn’t need to be carried out with caution for, with the nosewheel arrangement, nothing blocks the pilot’s forward vision.
Prior to actual take-off, check that the trimming tabs on the elevator are correctly set; the electric booster pump (if fitted) is “ON” ; the flaps are “UP”;
The pilot is now ready to take-off by opening the throttle slowly as far as it will possibly travel. Any tendency to swing (as if) can be corrected by the rudder.
For aerobatics, it is recommended you find yourself another aircraft.
When preparing to land, reduce speed to 80 m.p.h if you were actually going faster than this to begin with and select flaps down;
Since the Spamcan has a nosewheel, no real care must be taken when applying the brakes. The flaps should be raised for taxying. To stop the engine on parking, the engine is allowed to idle for half-a-minute at 1200 r.p.m. Before pulling the slow-running cut-out and holding it out until the engine stops. Now turn-off the fuel ##### and switch-off the ignition.
Moggy
By: keithmac - 13th December 2002 at 19:40
RE: MK IX Spitfire handling
Hi Dezz. The engine had a two speed supercharger with “M” and “S” ratio gears. “M” was medium supercharging and was used at low altitude. At higher altitude you switched to “S” (supercharge) ratio. Engaging the “S” gear on the ground to test it took more power to drive it than you gained in boost, so the RPM fell, and a red light illuminated to tell you that you’ve got it wrong! The check was just to confirm that the gear change was working.
KeithMac
By: dezz - 13th December 2002 at 19:29
RE: MK IX Spitfire handling
thanks keithmac…just one thing…what the hell is a “S”-ratio.
Dezz 🙂
By: keithmac - 13th December 2002 at 19:11
RE: MK IX Spitfire handling
I just love all that piston engine stuff. In modern jets, you get in, switch on the main computer and the aircraft tells you what to do! Not so the piston aircraft, you really had to know your aeroplane. Getting it wrong could really B****r up you’re day. That was a cracking post Dezz, I understood and loved every word. If there’s anyone out there who needs things explained just ask! By the way, nothing has changed, if your doing power checks you still need the tail held down, or you do the checks on the take off run.
KeithMac
By: dezz - 13th December 2002 at 18:42
RE: MK IX Spitfire handling
[updated:LAST EDITED ON 13-12-02 AT 06:43 PM (GMT)]Cheers Moggyc. I thought it was fascinating when I read it, does anyone know if the “modern day” pilots have to do all this every time they fly one, or are some bit’s skipped, as I don’t seem to remember seeing ground crew hanging on to one when they start them nowadays.
Dezz 🙂
i wonder if this works….c0ck }>
By: Moggy C - 13th December 2002 at 01:38
RE: MK IX Spitfire handling
On this forum #### usually reads as a ‘small richard’ Thus: #### Dastardly the famous cartoon racer
I had quite strange visions inserting that word in the gaps
Interesting post, thanks
Moggy
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December 12, 2002 at 11:43 pm