(1970) AP 101B-1902-15 Vulcan B Mk.2 Aircrew Manual

AP.IOI B-1902-15

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VULCAN B Mk.2

AIRCREW MANUAL RESTRICTED

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RESTRICTED 2nd Edition April 1970

AP lOlB-1902-1 5 (Formerly AP 4SOSB-PN)

VULCAN B t

AIRCREW MANUAL

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BY COMMAND OF THE DEFENCE COUNCIL

Prepared by Procurement Executive, Ministry of Defence

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NOTES TO USERS 1. The Flight Reference Cards (AP 101B-1902-14) are issued separately from this manual and are subject to a separate amendment procedure but they are complementary to this manual and reference is made to them where necessary. 2.

The Manual is divided by Marker Cards as follows: Part Part Part Part Pan

1. Description and Management of Systems 2. 3. 4.

5.

Limitations Handling Emergency Procedures Illustrations

Each Part is divided into Chapters as listed on its marker card. Each sheet is identified by a Part, Chapter, Page reference at the foot of the page. Thus a page bearing 1-3 Page 1 is Page 1 of Part 1 Chapter 3.

3.

The limitations quoted in Part 2 are mandatory and are not to be exceeded except in an emergency. Instructions containing the word 'must' are also mandatory.

4. The Manual and its associated Flight Reference Cards aim to provide the best operating instructions and advice currently available. Although they provide guidance for most eventualities, they are not substitutes for sound judgement and good airmanship; moreover, they assume an adequate knowledge of the pertinent volumes of AP 3456. Furthermore, circumstances might require aircrew to depart from or modify the prescribed procedures and drills. Consequently the Manual and Flight Reference Cards should not be regarded as documents which are to be adhered to inflexibly at all times-other than as explained in the preceding paragraph. 5. Amendment lists will be issued as necessary and each amendment list instruction sheet will state the main purpose of the amendment and will include a list of modifications covered by the amendment. The list of pages will also be updated at each amendment. New or amended matter of importance will be indicated by triangles positioned in the text thus: ~- ... ..... ...~ to show the extent of amended text and thus: ~ ~ to show where text has been deleted. Sheets issued by an amendment list will bear the AL number at the bottom of the odd-numbered pages and any amendment marks on either side of the sheet will relate to that amendment. However, when a new chapter is issued with an amendment list, or an existing chapter is completely revised, this fact will be noted within the heading of the chapter and amendment marks will not appear on those pages, apart from the AL number. 6.

The following conventions are observed throughout the manual: a.

The actual markings on the controls are indicated in the text by capital letters.

b. Unless otherwise stated, all airspeeds, mach numbers, accelerometer readings, temperatures and altitudes quoted are indicated values. c. WARNINGS are inserted only when the serious consequences of not following a procedure might otherwise be overlooked. d.

Information needing emphasis is printed in italics.

e. Nores are inserted to clarify the reason for a procedure or to give information which, while not essential ro the understanding of the subject, is useful to the reader.

7. Modification numbers are only referred to in the text when it is necessary to differentiate between the pre- and post-mod states. For ease of reference, a list of modifications mentioned in the text is included in the preliminary pages, with a cross-reference to the location in the text of the modification details. IMPORTANT Comments and suggestions should be forwarded to the Officer Commanding, Royal Air Force Handling Squadron, Boscombe Down, Salisbury, SP4 OJF.

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AP 101B-1902-15

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AP 101B-1902-15 Preliminaries

ANA INCORPORATED

ANA No

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ANA are to be incorporated in manuscript and the ANA serial number is to be recorded above.

LIST OF PAGES AT AL 10 Pages which have manuscript amendments are marked with an asterisk. Pag6

Title page Amendment record

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1-5 Marker Card 1-5 page 1 3• 5 7

Initial

Prelim page 1 3 5 7 9 11

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Prelim Page 1 (AL 10)

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MODIFICATION NUMBERS MENTIONED IN TEXT

Mod No

Location in text of Mod details Pt, Chap, Para

Effect

2193

Pressurisation of radio equipment ...

2321

Nitrogen pressudsation for hydraulic system

2330

Redesigned pressure-head ...

2393

Combined static linejoxy hosejmictel release coupling at

1, 13, 24 ) 1, 10, 6 l1, 13, 21 1, 12, 88

rear crew station ... 2465

New Tacan aerial .. .

CM 0291/Mod 2505 SEM012

,4, 1, 7

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1, 14, 22

Transfer of event marker supply

to

1, 3, 7

F95 camera ...

Manual operation of wing and fuselage

tank

fire

extinguishers ~

SEM 027I Mod 2504

1, 6, 9

Abandon aircraft switch automatically operates cabin light (SEM 057 in MRR aircraft)

4, 1, 7

SEM 041/Mod 2503

RAT field switch on AEO's panel lOP

SEM 045/Mod 2502

F95 Mk 4 camera (MRR only)

SEM 04t6 /Mod 2500

IF BIAS voltmeter at navfradar station

1, 14, 33

SEM 058

Dimmer facility on rear crew TFR fault lights ...

I, 15, Table 1

STI 410

Airbrake setting at high drag changed to 77° -+- 3°

1, 7, 69

Prelim Page 2

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1, 4, 22 . 1, 3, 7

AP lOlB-1902-15 Preliminaries

Prelim. Fig. 1 Vulcan B Mk. 2

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Prelim. Page 3 (AL 3)

LOCALISER (ILS) DOPPLER BENEATH

PORT WING AFT OF MAINWHEEL BAY.

BLUE DIVER

SAGA

TACAN

FORWARD>~ h /~• 1

RED SHRIMP

UNDERSIDE OF STARBOARD ENGINE NACELLES FROM REAR.

UHF LOWER

RA /ALT Mk.7 (BENEATH A IR INTAKE) ALT 6 (Tx) (BENEATH INTAKE EACH SIDE)

SENSE AE RAD/COMP GLIDEPATH ILS .

Prelim. Fig. 2 Vulcan B Mk. 2-Aerial Location

E2B COMPASSES

CENTRE PANEL

RETRACTABLE CONSOLE

Prelim. Fig. 3 Cockpit Layout Prelim. Page 4

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AP IOlB-1902-15 Preliminaries

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INTRODUCTION ~General

1. The Vulcan B Mk 2 delta-wing, all . .metal aircraft may be powered by four Olympus 200 series engines, each developing 17,000 lb static thrust at sea level in ISA conditions, or by Olympus 301 engines, developing 18,000 tb static thrust. Provision is made for air-to-air refuelling. A ram air turbine and an airborne auriliary power plant provide for emergency electrical supplies. Equipment bays outside the pressure cabin contain power distribution and fuse panels in addition to various components of the main services : a. Nose section. b. Nosewheel bay. c. Main undercarriage bays. d. Bomb bay. e. Power compartment (aft of bomb bay).

In addition, two red fire warning lights for the wing fuselage and bomb bay fue1 tanks are at the top of refer to the serviceable instrument, ie the director horizon presenting the greater demand or pitch indication. c. If the fault occurs during an ILS approach, break off the approach and use a ground interpreted aid instead, referring to the serviceable director horizon. ci As the demand signals to the autopilot are unaffected, an auto-ILS approach can be made successfully although the defective horizon presents false indications.

51. Pitch Pointer Fluctuation. The pitch pointer is liable to minor fluctuations. These may ·b e accepted, provided that the vertical gyros are erect and that the variations do not exceed half the thickness of the pitch pointer bar. 52. Port Vertical Gyro Failure a. The possible indications of malfunction or failure of the port vertical gyro are : (1) Appearance of the attitude flags. (2) Port director horizon rolling continuously due to gyro toppling. (3) Port director horizon display displaced due to a fixed fault. (4) Failure of the TFR. Any of these faults may be caused by fuse failure, therefore the relevant fuses should always be checked. If a malfunction or failure cannot be corrected, the starboard MFS can still be used in all modes. b. The port vertical gyro feeds pitch and roll signals to the port director horizon and pitch signals to the TFR. 53. Starboard Vertical Gyro Failurea. The possible indications of malfunction or failure of the starboard vertical gyro are: (1) Appearance of the attitude failure flags. (2) Starboard director horizon rolling continuously due to the gyro toppling. (3) Starboard director horizon display displaced due to a fixed fault. (4) Pitch scale oscillations following operation of the fast setting facility or the selection of HEIGHT or APPROACH. Any of these faults may be caused by fuse failure, therefore the relevant fuses should always be checked. b. The starboard vertical gyro feeds pitch and roll signals to the starboard director horizon, pitch signals to the pitch computer (used for director signals to 1-12

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both director horizons when fast chase, HEIGHT or APPROACH is selected) and roll signals to the autopilot (used as a roll datum for angles of bank of 5° to 45° except in the auto-ILS mode). c. If a malfunction or failure cannot be corrected, the port MFS can still be used in normal flight and during instrument or auto-ILS approaches by use of the emergency (manual operation) function of the port director horizon pitch scale knob. Avoid low level flight except in cases of operational necessity. Do not use TFR (because incorrect pitch indica·tions will be given). d. Do not use the autopilot in normatl flight; it may be used during an auto-ILS approach. If the autopilot is used with track selected when the MFS navigation selector is set at other than LOC & GP, a continuous roll may occur when a heading change requiring more than 5° of bank is selected; when LOC & G P is selected, the autopilot roll monitor function is inhibited.

e. To caay out an auto-ILS approach, position the aircraft manually on the approach about 5 miles before the start of the glide path. At the correct height and with the speed below 180 knots, set the QDM of the ILS on the port beam compass, engage the autopilot in the normal manner, select LOC & GP, pull TRACK and then: (1) When the glide path pointer begins to move down the pitch scale, adjust the pitch scale so :that the centre dot is in line with the horizon bar. The pitch scale has no fixed relationship to attitude and must only be used in the emergency mode to help in judging relative movement between pitch pointer and horizon bar. (2) When the glide path pointer is coincident with the centre dot, pull GLIDE, select airbrakes and power as normal and keep the autopilot trim indicator central. Throughout, the flight instruments must be monitored carefully and speed, power and attitude must be checked regularly. f. If an overshoot is necessary, make it manually, remembering that attitude must be interpreted from the horizon bar, pitch pointer, ASI and VSI.

AUTOPILOT

General 54. The autopilot provides all the normal facilities. Three rate gyros, mounted at right angles to each other, detect disturbances to the flight path and pass signals, through amplifiers, to servo motors in the control runs. 55. Pitch and sideslip monitors in the autopilot platform and a heading monitor in the beam compasses 1-12 Paae 10

back up the rate gyros to detect slow rates of movement. The autopilot platform, with the rate gyros, is below the 1st pilot's seat. A crossfeed system enables yaw signals to be fed to both aileron and rudder circuits; corrections to heading are thus made with both these controls. An aileron/rudder crossfeed compensates for yaw due to aileron drag. 56. As safety measures, a spring strut in the elevator circuit and a roll error cut-out in the aileron circuit automatically disengage the whole autopilot if too great a demand is applied to the controls. A neutral detector ensures that, if a servo-motor is overloaded, power is cut off and cannot be re-applied until the fault is rectified. 57. The aileron artificial feel control stops are signalled to the high speed position when the autopilot is engaged and rudder feel is increased by 45 % , to limit application. To allow sufficient control authority on the ILS approach, the elevator artificial feel is relieved by 20 knots and 1° more aileron movement is provided (but see para 64). 58. Autopilot Control Interlocks. The autopilot controls operate in the following order of precedence. Each control overrides all others lower in the order: Azimuth Control Interlocks 1. TRACK

2.

BOMB

3. Turn control 4. Heading monitor Note 1: Track is de-selected whenever the .M.FS navigation selector is moved to or from the central position, or when MFS/HRS selections are made by the pilot or navigator. Note 2: All controls are inoperative if the aileron channel is disengaged. Pitch Contt·ol Interlocks 1. GLIDE 2. Fast rate pitch control 3. ALT/IAS 4. Slow rnte pitch control Note 1: GLIDE is only available if LOC & GP is selected on the MFS navigation selector. Note 2: All controls are inoperative if the elevator channel is disengaged (but GLIDE remains sele~ed).

59. Power Supplies. The autopilot uses 115V AC from the port transformer, and 28V DC from the non-essential busbar. Controls and Indicators 60. Autopilot Control Panel. The autopilot control panel at the rear of the retractable console carries the following items :

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a. POWER Switch. When this switch is pulled out, 115V AC and 28V DC are fed to the autopilot. The gyros then accelerate to working speed, the pitch platform erects to horizontal and the roll frame erects to level with the aircraft wings. b. READY Magnetic Indicator. Shows black/ white 60 + 15 seconds after pulling the POWER switch, indicating that the autopilot is ready for engagement. Shows black when the autopilot is engaged and black/white if, when the autopilot is engaged, any individual channel is disconnected. c. Channel Switches. When the rudder (R), aileron (A) and elevator (E) channel switches are set to IN, the control surfaces engage with the autopilot, provided that the ENGAGE switch is pulled out. If any one switch is put to the out position, its channel disengages ; if all three switches are put to the out position, the whole autopilot disengages. d. ENGAGE Switch. Pulled out to couple the autopilot to all three control surfaces (provided that the channel switches are IN).

e. IN Magnetic Indicator. Shows black when the autopilot is disengaged, white when it is engaged. f. IASJALT Lock Switch. When selected and pulled out, maintains the aircraft at the existing airspeed or pressure height, whichever is selected. Overridden by the fast rate of the pitch control, by GLIDE or by setting the elevator channel to out. This switch overrides the slow rate of the pitch control. Signals are supplied by the port pitot-static system. g. BOMB Switch. Pulled out to feed signals from the NBS or the bomb aimer's turn control to the autopilot, to maintain the aircraft on the desired bombing track. Overrides the turn control. Aircraft bank is limited to 25°. h. TRACK Switch. When TRACK is pulled out, the bank angle is limited to 25° maximum and the heading monitor is overridden. Heading errors control the aircraft in azimuth. In addition, when LOC is selected (auto-ILS) and coupling takes place, the aircraft responds to the heading errorflocaliser error resultant in the same way as the ADP of the director horizon. The turn control is overridden. WARNING: When TRACK is pulled with the MFS selector set to LOC & GP, elevator feel is relieved by 20 knots, the aileron stops are reset to give 1 o more travel, low speed gearing is introduced in the control channels and an increased value of yaw-to-roll crossfeed is introduced as the roll datum instead of the starboard MFS vertical gyro; for this reason, LOC & GP must not be selected with TRACK, even with the ILS off, unless the speed is below 180 knots, otherwise

AP lOlB-1902-15 Military Flight System, Autopilot, Flight Instruments

serious over~banking may result, accompanied by noscdow:n pitching. i. GLIDE Path Switch. Pulled out to feed ILS glide path signals to the autopilot (MFS set up for ILS approach). Overrides ALT lock. When GLLDE is pulled, a programmed 3o pitoh-down occurs ; :t!he · aircraft is subsequendy controlled in pit.ch by gtlide path signals and lin azimuth by looaliser signals only, ie, heading error signals are ignored. Bank angle is limited to 10°. 'j. AJL PRIME Switch. Inoperative. 61. Turn and Pitch Controls. The turn and pitch control is at the forward end of the retractable console. A rotary switch turns over a scale marked from 0° to 4(}0 on either side of a neutral detent to provide lturn control; a DIVE/CLIMB switch provides pitch ' control. These switches are used to alter the aircraft attitude. a. Pitch Control. The switch is spring-loaded to the central (neutral) position and is moved forward to produce nose-down pitch change. Switch movement · .is opposed by two spring rates, so that initial movement against a weak spring causes a slow rate change of attitude and further movement against a strong spring causes a fast rate of change. This control, ' and not the elevator trim, must be used to adjust pitch attitude. b. Turn Control. To turn the aircraft, move the turn control to the desired bank angle. The control remains at the selected position and the aircraft maintains that angle of bank until the control is moved to a new position, when the aircraft follows the new selection. The control overrides any preselected heading on the beam compass, except when TRACK is pulled. Bank angles of up to 45° can be achieved with the turn control. c. Bomb Aimer's Turn Control. To enable the bomb aimer to control the aircraft in azimuth during a visual bombing run, a further control is provided at the bomb aimer's station. 62. Instinctive Cut-out and Reset Switches. An instinctive cut~out switch is provided on each control column. Applying firm pressure to either switch cuts off the 28V supply to the autopilot and the ENGAGE and POWER switches release. The POWER switch cannot be reselected until the spring-loaded autopilot reset switch on the starboard console has been operated. 63. Trim Indicator. The trim indicator on ·t!he piJots' centre panel, is in ·t he form of a side view of the aircraft, with a pointer to show any out-of-trim condition in pitch, movement of the pointer showing if the aircraft is trimmed nose or tail heavy. The indicator also carries flags to show when the autopilot is ready and engaged, the indications corresponding with those on the control panel. 1-12

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64. ArtificUzl Feel a. When the autopilot is engaged, the aileron feel actuator moves to the maximum speed condition and feel failure warnings in the aileron channel are normally inhibited (if the actuator overruns the maximum speed setting, a limit switch reactivates failure warnings); also the rudder feel actuator is moved to a higher speed setting. The artificial feel MI remains black and normal failure warnings are available in the rudder and elevator channels. Although both aileron and rudder channels should be IN at all times:

If the rudder channel is switched out the feel MI changes to white.

(1)

(2) If the aileron channel is switched out the feel MI changes to white after about 10 seconds. (3) If both rudder and aileron channels are switched out simultaneously, or the autopilot is disengaged, the feel MI shows ILS for about 10 seconds before turning to black. Note: In some aircraft, the 2-position artificial feel MI shows white whenever the autopilot is engaged and reverts to black about 10 seconds after disengagement. b. When TRACK is selected with the MFS navigation selector set to GP (see para 60h) full normal warnings are available in all feel channels and the feel MI shows ILS. If it remains black, the elevator LOC relay has failed to operate and, because the elevator feel has not partially relieved, the spring strut has less authority and is more likely to disengage. c. If, on selection of TRACK with GP, the aileron feel fails to reset from cruise to approach setting, aileron feel warnings remain inhibited (unless the failure is due to power supply loss) and, after disengaging the autopilot, the feel MI remains at ILS. This should be regarded as an indication that the aileron feel has failed to the maximum speed condition and the appropriate action must be taken. 65. Autopilot Disengagement. The autopilot will be completely disengaged as a result of: a. Power off or non-essential loads shed. b. Operation of either instinctive cut-out. c. ENGAGE switch selected down. d. All three channel switches out. e. Spring strut collapse. f. Roll error cut-out operation. g. Neutral detector operation.

The maximum rate of roll is 4·8° fsec

67. The maximum pitch angles are: ClUnb 25° Descent 400 The maximum rates of change of pitch are: Slow rate . . . 0·5 fsec Fast rate 1·4°/sec 68. The elevator spring strut is designed to cut out the autopilot when a force of about 26 lb is applied to the control column. Pre-Flight Checks 69. The pre-flight checks are given in the Flight Reference Cards. The full fun