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Aviation History
1948
1948 - 0327.PDF
MARCH IITH, 1948 FLIGHT 277 TUDOR IV FLIGHT ENGINEER'S ROOF PANELS (Left panel) : I. Oil dilution selector switches ; 2. Fuel pump switches ; 3. Radiator flap inching control ; 4. Current flow indicator ; 5, Air intake ; 6. Aircleaner ; 7. Emergency instructions ; 8. Fuel cock switches ; 9. Pilot test buttons ; 10. Port outer flow meter cut-out ; 11. Cross feed cock ; 12. Slow running cut-off ; 13. Booster isolation switch ; 14. Supercharger ; 15. Port inner Star- board flow meter cut-out ; 16. Feathering switches : 17. Starboard outer flow meter cut-out ; 18. Roof panel lights ; 19. Centre and second pilot's lights ; 20. Off test release ; 21. Dinghy release ; 22. First pilot's panel lights. (Right panel) : I. Fuel contents ;2. Air intake temperature; 3. Engine charge temperature ; 4. Fuel pressure ; 5. Emergency air ; 6. Oil contents ; 7. Hydraulic pres- sure ; 8. Oil pressure ; 9. Auto pilot pressure ; 10. Oil temperature ; II. Radiator temperature : 12. Cool- ant loss indicator ; 13. Engine charge temp, (thermometer) : 14. Label ; 15. Engine data plate. stances, but as speed increases (I took the Tudor up toabout 200 kt indicated at 7,000ft) the elevator becomes noticeably and progressively heavier. The maximumdiving speed is 280 kt (322 m.p.h.). With permission, I next sampled the stall with flaps andwheels up, and sufficient power to silence the warning horn. I found that the first warning is given by very slightbuffeting at speeds between 105 and no kt (weight approx. 65,000 1b). This buffeting increases and at 95 kt is severeand could not possibly be overlooked. A further backward movement on the wheel caused the nose and left wing todrop fairly abruptly. Recovery at all stages was imme- diate on easing the control wheel forward. Stalling speedsare quoted by the makers as follows: Weight u / c and flaps up80,000 lb .. 113 kt I.A.S. 70,000 lb .. 106 kt I.A.S.60,000 lb .. 98 kt I.A.S. u/c and flaps down99 kt I.A.S. 93 kt I.A.S.86 kt I.A.S. On the descent to the airfield th,e port outer engine wascut, and I tried holding course with rudder at about 170 kt. This presented no difficulty, and when the trimmer wasused I found that a very small movement indeed enabled the machine to be flown straight with feet off. All thetrimmers are very sensitive. Back at the airfield, below cloud, the weather haddeteriorated, and light and visibility were rather poor. I made two close and rather shapeless circuits, and with25 degrees or more of bank had difficulty in seeing suffi- cient sideways to position the machine for the approach. LADING CHECKu^.-ropilot oil pump switch off. Superchargers M.S. gear. Hot tmd colti air intakes off. Pneumatic supply pressure 450 lb/sq in.U—Undercarriage down and checked. P—Propeller 2,650 r.p.m. fully forward.F—Flaps fully down. F—Fuel booster pumps on. I called for 2,650 r.p.m., Lancaster style, and wheels down at 140 kt, and again noticed little or no change of trim. I did not feel the wheels drop or lock down. Next I asked for 30 per cent flap but was told I might as well turn in and then put the lot down. We kept position with the help of a couple of landmarks pointed out to me on the approach. The initial approach and turn were made at 130 kt, and with flaps coming down the speed was reduced to 120 kt. As the flap angle increased, the nose came up, and some forward trim was required for comfort, and a little more engine to hold correct rate of descent. Having made a rather tight approach, the airfield boundary came up almost immediately, and we skimmed the hedge with a trickle of motor at about 115 kt. Following earlier instructions I held off for a wheel land- ing after the engineer had cut the motors right back, and was surprised to feel the Tudor grease on without the slightest jolt. After a pause I lowered the tail but did not feel it touch, and then applied a squeeze of brake to help pull up and keep straight. The port outer Merlin wasidling quite a lot too fast and produced some asymmetry as we slowed down, but this caused no trouble. I did notnotice any directional instability during the landing, and decided that the smooth arrival must reflect considerableimprovements in the design of large under-carriages during the last two or three years. CHECK AFTER LANDING Raise flaps. Radiator shutters at "manually open." Boosterpumps off. Before stopping engines open-up to zero boost and exercise superchargers. Stop engines with slow-running cut-offsolenoids. Switch off ignition. Turn off engine master cocks. Switch off electrical services. Set ground/flight switch to "ground." Looking back on the flight I can honestly record that I enjoyed it very much and found nothing about the Tudor to offend me. It takes no more than an hour to get back the "big ship" complex, and to feel the thrill of responsibility, and the security and confidence of being one of a team, which distinguishes the enthusiasm of the " heavy " pilot from that of his lone-wolf fighter comrade. NOTE Pilot's notes and operating instructions for the Tudor IVgive the following conditions for operation: Recommended climbing speed 135 kt I.A.S. sea level to 20,000ft, thereafterreducing speed by one knot per thousand feet. Supercharger gear change to F.S. 14,000 to 15,000ft with throttles at gateand 2,850 r.p m. For maximum range M.S. gear 2,650 r.p.m. maintain9 lb/sq in boost. When boost has fallen to 6 lb with throttle at gate engage F.S. gear and again maintain 9 lb. Cruise(a) at T40 kt (160 m.p.h.) or up to 10 per cent higher if speeds are obtainable at lowest possible r.p.m.; (b) in M.S. gearat maximum obtainable boost not exceeding 9 lb and holding recommended air speed with minimum r.p.m. down to 1,800. LATEST TUDOR IV FIGURES Four 1,740 b.h.p. Rolls-Royce Merlin 621 engines, with four-bladed de Havilland airscrews (13ft diam.) Length 85ft 6in Height 24ft Span 120ft Tailplane span ... ... ... ... ... ... ... 43ft Cabin width 10ft Gross wing area ... ... ... ... ... ... ... l,42lsqft Wheel track 23ft 9in Gross weight 80,000 Ib Max. landing weight 74,000 1b Equipped weight ... ... ... ... ••• ... ... 45,176 1b Fuel (3,300 gal.) • ... 23,760 1b Oil (150 gal.) l,350lb Max. range with 9,720 Ib payload 2,950 miles 3,450 1b „ 4,030miles 5.L. rate of climb (A.U.W. 80,000 Ib) 790 ft/min Distance to clear 50 ft 1,750yd Service ceiling (4 engines) 26,000ft' „ (3 engines) 20,500ft Recommended climbing speed 155 m.p.h. Most economical cruising speed ... ... ... ... ... 160 m.p.h. Max. cruising speed at 25,000ft ... ... ... ... ... 305 m.p.h. Max. level speed 340 m.p.h. Comment on the present position of the Tudors appears on pages 285-287
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