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AP. 1763 A & B—P.N, PILOT’S NOTES FOR DOMINIE ls Cl TWO GIPSY VI SERIES | OR GIPSY QUEEN Ii ENGINES PREPARED BY DIRECTION OF THE MINISTER OF SUPPLY 7. rt olan slo PROMULGATED BY ORDER OF THE AIR COUNCIL W.B. Baw CROWN COPYRIGHT. AEPROOUCED @Y PERMISSION OF THE CONTROLLER OF HER MAJESTY’S STATIONERY OF FICE AMENDMENTS Amendment lists will be issued as necessary and will be gummed for affixing to the inside back cover of these notes. Each amendment list will, where applicable, be accompanied — by gummed slips for sticking in the appropriate places in the text. Lncorpotation of an amendment list must be certified by inserting date of incorporation and initials below. ei NOTES TO USERS ‘Tuts publication is divided into five parts: Descriptive, Handling, Operating Data, Emergencies, and Illustrations. Part I gives only a brief description of the controls with which the pilot should be acquainted. ‘These Notes are complementary to A.P. 2095 Pilot's Notes General and assume a thorough knowledge of its contents. All pilots should be in possession of a copy of A.P. 2095 (see A.M.O. Ag3/43). Words in capital letters indicate the actual markings on the controls concerned. Additional copies may be obtained by the Station Publications Officer by application on Form 2944, in duplicate, to Command headquarters for onward transmission to AP.F.S., 81 Fulham Road, S.W.3 (see A.M.O. Axi14/44). The number of this publication must be quoted in full — AP. 17634 & BPN. Comments and suggestions should be for- warded through the usual channels to the Air Ministry (D.T.F.). “DOMINIE” Arm Ministry Air PUBLICATION 1763A & B—P.N. September 1946 Pilot's Notes DOMINIE I & CII LIST OF CONTENTS PART I—DESCRIPTIVE Para. INTRODUCTION FUEL AND OIL SYSTEMS Fuel tanks. ve . . Priming system os . o oe : Fuel contents gauge .. Oileystem .. 0. ROR MAIN SERVICES Electrical system AIRCRAFT CONTROLS Flying controls . Flaps control . Flying controls locking gear Brakes control . on Blind flying instruments |. . u ENGINE CONTROLS ‘Throttle and mixture controle 5. ea Ignition and starter switches o oe oe 12 COCKPIT ACCOMMODATION AND EQUIPMENT Clear vision panels 5 we Ventilation 2 ag NAVIGATIONAL, SIGNALLING AND LIGHTING EQUIPMENT Nevigation and landing mpeg Identification lamps tee 18 Lighting oe - o0 - + ee Wy PART L—HANDLING nt of the fuel system Preliminaries Starting the engines and warming ‘up ‘Testing the engines : : Taxying Check list before take-off . ‘Take-off Climbing General flyit Stalling Approach and landing Mislanding .. After landing PART III-—-OPERATING DATA Engine data : ‘lying limitations. Maximum performance Cruising Fuel capacities and consumptions PART JV—-EMERGENCIES Engine failure during take-off gine failure in flight single-engine landing Parachute exit sh Ditching. PART V—ILLUSTRATION Cockpit—General view Para. 18 9 20 a4 22 23 24 25 26 28 29 30 at 33 34 35 36 37 38 39 40 4r 43 oy Fig. Atm PUBLICATION 1763A & B—P.N. Pilot's Notes PARTI DESCRIPTIVE Norg,—The numbers quoted in brackets after items in the text refer to the illustration in Part V. INTRODUCTION ‘The Dominie Mk. I and C Mk. IT are twin-engined biplanes of wood and fabric construction. They are powered. by two Gipsy VI Series I or Gipsy Queen III engines driving fixed pitch propellers. The Mk. I is used for W.T. training and can carry five pupils and one instructor; five wireless receiving sets and one transmitter are fitted for air-to-ground instruction. "The Mk. II can be used as a passenger or ambulance aircraft, FUEL AND OIL SYSTEMS 1. Fuel tanks (@ Each engine is fed separately by an engine-driven pump from a tank in its respective nacelle. The fuel cocks, one for each tank, are operated by two-position levers (1, 2) fitted on cither side of the cockpit. These are marked ON (forward), OFF (rearward), No crossfeed cock is fitted. Two long-range tanks can be carried in the cabin of the C Mk. II. These are gravity fed to the main tanks through two auxiliary cocks. These cocks are fitted below the cabin floor and are operated by two levers mounted together to the left and front of the pilot’s seat. The auxiliary cocks should not be turned ON until the main tanks are half empty. This normally entails two hours’ flying. PART I--DESCRIPTIVE (ii) ‘The fuel capacity of each aircraft is as follows: C Mk.II: Main tanks. . 76 gal. (38 gal. each side) Longe-range tanks. 36 gal. (18 gal. each side) Toul. 9... 12 gal. Mk. T: Main tanks... 76 gal. (38 gal. each side) Note.--On Mark I aircraft, in order not to exceed the maximum permissible loading of 5,950 Ib., it may be necessary to reduce the amount of fuel in the main tanks by 8 gallons from each tank. 2. Priming system ‘A Ki-gass priming pump (38) with a two-position change- over cock marked PORT-OFF-STARBOARD is fitted on the right-hand side of the cockpit. 3. Fuel contents gauge A fuel contents gauge (12) is fitted on the left-hand side of the instrument panel. The contents of cach main tank can be read by turning the adjacent selector to the appropriate tank and pressing the pushbutton. No gauge is fitted for the auxiliary tanks carried in the C Mk. 11. 4. Oil system A separate oil tank is mounted in cach engine nacelle and supplies oil to its respective engine. The capacity of the tank varies with the mark of aircraft. The capacities are: MKT. .... 3h. gal. oil with $ gal. air space CM IL... gal oil with 3 gal. air epace MAIN SERVICES 5. Electrical system (@) A 12-volt, 1g0-watt, wind-driven generator is mounted on the top port wing leading edge. It charges a 42-ampere hour accumulator fitted on the right-hand side of the cabin on Mk. I aircraft and in the luggage compartment 6 PART I--DESCRIPTIVE on C, Mk, I aircraft. The accumulator supplies electrical power to the following services: Engine starters Flood lights Fuel gauges Pitot-head heater Windscreen wiper (Mk. 11 aircraft only) and all the usual lighting services (ii) A second wind-driven generator supplies electrical power for the radio services and is mounted on the starboard wing. On C. Mk. IT aircraft the generator has a power output of goo watts and charges a 12-volt, 42-ampere hour accumulator fitted in the luggage bay AIRCRAFT CONTROLS 6, Flying controls ‘The fying controls are conventional and the rudder pedals can be adjusted for reach individually, Rudder bias Rudder bias can be applied by operation of the hand crank handle (26) on the right-hand side of the centre portion of the cockpit floor. ‘The handle is rotated clockwise for right bias and anti-clockwise for left bias. Tailplane incidence ‘The incidence of the tailplane can be adjusted by a handwheel (g) on the left-hand side af the cockpit. It operates in the natural sense, 7. Flaps control "The flaps are manually operated by a control lever (31) mounted forward and to the right of the pilot’s seat, ‘To lower the flaps the catch on the lever must first be de- pressed and the lever then pulled back until the catch engages in a slot at the top of the flaps control quadrant. "There is no provision Sor intermediate flap settings. 8. Flying controls locking gear A locking gear linkage is provided for locking the flying controls, and when not in use is stowed forward on the right-hand side of the main cabin, 7 PART I1—DESCRIPTIVE 9. Brakes control ‘The brakes are manually operated through cables, by a lever (10) on the left of the pilot's seat. The lever moves in a notched quadrant and can be set in any intermediate position by releasing the spring-loadeu catch at the top of the lever: differential braking is then afforded by movernent of the rudder bar. 1, Blind flying instruments Suction for the operation of the blind flying instruments is obtained from the inzuction manifolds of either engine. A suction gauge (2°) is mounted in the centre of the instrument panel. ENGINE CONTROLS 11, Throttle and caixture controls ‘The throttle and mixture control levers (7, 5) are fitted in 2 quadrant on the left-hand side of the cockpit. The mixture control levers are fitted with a cam which ensures that they are automatically returned to the rich position when the throttles are closed. A friction damper 29) is provided. Nore.—Should Gipsy Mod. 1088 be incorporated the mixture control must “¢ used at all heights in excess of 6,000 feet, or over-rich mixture will result, causing a loss of power. 12, Ignition and starter switches ‘The ignition switches (39) are fitted on the lower centre portion of the instrument panel. ‘The starter switches, which are shielded, are fitted on the raised portion of the floor immediately forward of the pilot’s seat. COCKPIT ACCOMMODATION AND EQUIPMENT 13. Clear vision panels ‘The side panels on the windscreen are adjustable and can be locked in any position by a friction nut at the rear of each panel. Clear vision perspex panels are fitted in the main cabin and in addition, on C Mk. IT aircraft, a clear vision panel is fitted in the cabin door. 8 PART I—DESCRIPTIVE 14. Ventilation Two ventilation ducts, positioned on either side of the fuselage, adjacent to the rudder bar, admit cold air to the cockpit. The supply can be regulated by rotation of the louvres. NAVIGATIONAL, SIGNALLING AND LIGHTING EQUIPMENT 15. Navigation and landing lamps ‘The switches for the navigation and landing lamps (36) are mounted on the left of the pilot’s seat. 16, Identification lamps ‘The combined switeh-box and morsing key is mounted on the right-hand side of the cockpit. 17. Lighting A cockpit roof lamp and a lamp for illuminating the instrument panel are provided. Two dimmer switches (6, 8) (Mark II only) mounted on top of the instrument panel operate the spot light and compass light. Air PuBLication 17634 & B—P.N, Pilot's Notes PART Ii HANDLING 18. Management of the fuel system () Sta (ii) On C Mk. IL aircraft, when long-range tanks are carried, turn ON the auxiliary tanks cocks when bulf the fuct has been used from the main tanks. This normally entails twe hours’ flying. t the engines, ran up and take-off on the main tanks. 19. Preliminaries On entering the cockpit cheek: Ignition switches OFF Main tanks ON iliary tanks OFF Fuel contents... Main tanks by gauge Auxiliary tanks by dip-utick Operation of flaps 20. Starting the engines and warming up {i) Set the controls as follows: Throitles . . . 1 inch open Mixture : : Rich Fuel cocks : +. Main ON ‘hen have a ground starter battery plugged in and, for each engine i (ii) Have the propeller turned through at least two revolution: by hand to overcome the pos ty of hydraulic shock 2 the priming cock to the engine to be pri operate the priming pump until the suction an ¢ full; this may be judged by a sudden ir istance to the plunger. Prime the ing number of strokes if cold: Air temperature °C... 430-20 +10 Fo 10 Normal fuel.. 0.0) 6 Ba 10 PART II—HANDLING (iv) Switch the ignition ON and press the starter pushbutton. Turning periods must not exceed zo seconds with 30- second interval between each period. (v) It will probably be necessary to continue priming after the engine has fired until it picks up on the carburettor. (vi) When both engines are running smoothly, turn OFF the 2h. priming selector cock and screw down the priming pump. Check that the oil pressure builds up to at least 40 Ib./ sqin, and warm up at 800 to 1,000 r.p.m. for at least four minutes. Testing the engines After warming up: (i) Test each magneto as a precautionary check hefore in- creasing power further. (ii) Open up to 1,700 r-p.m. and test cach magneto in turn. ‘The single ignition drop should not exceed 50 r.p.m. Note.—Running periods at full throttle on the ground should be as brief as possible and should never exceed 30 scconds. The following additional checks should be carried out after repair, inspection other than daily, or otherwise at the discretion of the pilot. (iii) Open the throttle fully, check the static r.p.m., which 22. should be approximately 1,900, and then test each magneto in turn, The single ignition drop should not exceed go np.m. Taxying Check the operation of the brakes by opening up the engines one at a time with the brakes on. ‘Taxy with the brake lever pulled up one or two notches on the quadrant, 1 PART II—HANDLING 23. Check list before take-off T—-Trim: Rudder .. Neutral Tail incidence Light load Full load slightly Neutral forward of neutral M—Mixture .. Rich (normal) F—Fuel .. .. Check contents Main fuel cocks ON. F —Flaps . UP Brakes oe .. OFF 24. Take-off (i) Taxy forward a few yards to straighten the tail wheel. Then open up the throttles slowly to the fully opeu position, (ii) There is little or no tendency to swing. ‘The aircraft should be kept straight by differential throttle opening and coarse use of the rudder. (iii) At light loads the aircraft will fly itself off the ground at 60-65 m.p-h. LLA.S,, and at full load at 65-70 m.p.h. LAS. (iv) Safety speed at full load at full power is 75 m.p.h. LAS, but at this speed the climb away is very poor. The recommended speed for climbing on one engine is 85 mph. LAS. 25. Citmbing The speed for maximum rate of climb is 95 m.p.h. LA.S. at sea level, thereafter reducing speed by 2 m.p.b. per 1,000 ft. 26. General flying (i) Stability. The aircraft is stable directionally and longi- tudinally but slightly unstable laterally. (ji) All controls are light and effective and the aircraft is casy and pleasant to fly. Gi) Flying at reduced airspeed in conditions of poor visibility Open’ the clear vision panels and reduce speed to 80-85 m.p.h. LA.S. 12 PART I1—HANDLING 27. Stalling (i) The stalling speeds in m.p.h. LA.S., engines off, are: At light load At maximum — At }fuel,2crew landing full only, weight load #700 Ib. sisg0lb. 5,950. Flaps up b2 64 Flaps down 38 60 (ii) Warning of the sms of the stall is given by slight rudder and elevator buffet, about 2 m.p.h. LA.S, above the stall itsel the stall the port wing and nose drop gently, In all cases recovery is straightforward and easy. 28. Approach and landing (i) Check fist before lanting ‘Mixture, .. RICH Reduce speed to not more than go m.p.hb. LAS. F—Faps . Pully down (ii) The recommended speeds a at which the airfield boundary should be crossed in m.p.h. 1. ar At light load At maximum 4 fuel, 2crew landing only, weight, 700 Ib, Flaps down, engine assisted 70 7s Flaps up, engine assisted Glide The initial approach should be made some 5 m.p.h. LA. faster. 29. Mistanding Open throttles fully and climb at 80 sm.p.h. Raise flaps at roo ft. and \retrim as necessary; then increase the climbing speed to go-95 m.p.h. L.A. 30. After landing (i) Raise the flaps before taxying. (ii) Idle the engines for a short period at about 1,009 r.p.n. to allow them to cool, ‘Turn the fuel cocks to € and when firing becomes irregular, switch off the ignition. 13 Air Puatication 1764a & B—P.N. Pilot's Notes PART IIT OPERATING DATA 31. Engine data (i) Fuck: 73 or 87 octane. (ii) Oil: See ALP. 1464) (iii) The principal engine “37° imitations are as follows: ‘Vhe engine limitations are governed by the x.p.an., which shuuld never excced 2,100 except in emergency, when they are limited to 2,350 for five minutes only. Oil pressure: Normal .. 70 tb./aq.i Emergency 30 Ib./sq. a 1. (5 mins, only) 32. Flying limitations (i) The aircraft is designed for training or light transport duties and care should be taken to avoid imposing ex- cessive loads on the structure. Intentional spinning and aerobatics are not permitted. (i) Maximum speeds: Diving. . 207 mph. LAS. go m.p.h. 1. 5,950 Ib. 5,350 Ib. Alternative loadings on C Mk. 1Y aircraft are: (a) Pilot, wireless operator and 6 passengers, or dinghy equipment and 5 passengers. (b) Pilot, wireless operator, 2 auxiliary fuel tanks and 4 passengers, or dinghy equipment and 3 passengers. (0) Pilot, wireless operator, 2 stretcher cases, 1 sitting case, 1 attendant, medical pannier and dinghy equip- meni. 4 PART I1]~-OPERATING DATA 33. Maximum performance (i) ‘The speed for maximum rate of climb is 95 m.p.h. LAS. at sea level, thereafter reducing speed by 2 m.p.h. LA. per 1,000 ft. (ii) ‘The aireraft should not be climbed in WEAK mixture below 3,000 ft. or flown at any time in weak mixture above 2,100 r.p.m. 34. Cruising Above 3,000 ft., fly in WEAK mixture at r.p.n. not exceeding 2,100. 35 (i) Fuel capacities: Mk. I aircraft: Main tanks (filled to 3o gallons only) total 60 gallons © Mk, TI aircraft: Main tanks each 38 gallons .. .._—76 gallons Long-range fuselage tanks, 18 gallons each 56 gallons Total fuel. ba 112 gallons (ii) Fuel consumptions: ‘The total fuel consumption in rich mixture at full throttle 2,100 r.p.m. at sea level is: 2g gallons per hour Cruising consumptions in weak mixture are: At 2,100 r.pam. 21 gallons per hour 2,000 F.p.m. 19 gallons per hour 1,900 F.p.m. 18 gallons per hour 1.800 rpm... «. 16 gallons per hour Air PuBLicatton 17634 & n—P.N. Pilot's Notes PART IV EMERGENCIES 36. Engine failure during take-off (i) Safety speed at full load at full power is 75 mp.b. LAS but at this speed the climb away is very poor. Th recommended speed for climbing on one engine is 85 mph. LAS. (ii) Since the take-off run is very short, it will normally be possible to close both throttles and land ahead, should engine failure occur before attaining 80 m.p.h, LA, 37. Engine failure in flight (i) At full load it is barely possible to maint one engine. The recommended single engine cruising specd is 85 m.p-h. LA.S. ‘The aircraft can be trimmed to fly hands and feet off at this speed. (ii) There is no crossfeed fuel cock, and range on one engine is therefore restricted. 38. Single-engine landing (@ A normal left-hand circuit may he carried out irrespective of which engine has failed. (ii) Flaps should not be lowered or speed reduced below %o mph. LAS. until it is certain that the airfield is within easy reach. (iii) The airfield boundary should be crossed at the speeds recommended for an engine-assisted approach (see para. 28 (ii) ). 39. Parachute exit Exit should be made through the main doorway; the door being jettisoned by pulling the red ring near the right- hand top corner of the door. 16 PART IV-~-EMERGE. 40. Crash exits A ctash exit for the pilot is provided in the cockpit roof, The top panels can be ripped out by pulling the red rings in the roof to the rear of the cockpit. ‘Two rip-out Pe: are provided in the roof of the main cabin for use of the passengers. CIES 41. Eirst-aid outlits Mk. J aireraft: ‘Lwo first-aid outfits are stowed on the floor at either side of the main cabin, near the entrance door, © Mk. I aircraft: ‘Two first-aid outlits are carried in the stowage box on the left-hand side of the cabin, aft of the entrance deor 42. Fire-extinguishers Mk. I aircraft: ‘Three hand fire-exting stowed, one on the forward right-hand side of the main cabin, one on the left-h other in the cockpit behind the pilot’s seat. © Mk. ED aircraft: ‘Two hand fire-extinguishers are provided and are stowed, one on the aft main cabin bulkhead and the other in the cockpit behind the pilot's seat. pers are provided and are nd side near the door, and the 43. Crash axes On the Mk, I aircraft a crash axe is stowed on the bulkhead behind the pilot’s seat. An additional ave is stowed near the main entrance door on C Mk. T] aircraft, ‘$4. Ditching If ditching is inmnines (i) Jertison all upper hatches. (ii) Keep the safety harness on, ensuring that the straps are tight. Disconnect R/T plugs. Gii) Tt is essential tw reduce forward speed as much as possible. Use the engines to control the rate of descent if they are available. (iv) Ditch along the swell, or into wind if the swell is not steep. 45. Air Sea Reseue An H type Dinghy in Valise and one No. 5 emergency pack for the C Mk. IL is stowed on a crate which is secured to the front face port side of the cabin bulkhead when Modification 61 hus been incorporated. 7 . Sensiti KEY to Fig. 1 COCKPIT—GENERAL VIEW Fuel cock cantro!—port Fuel cock contro!—starboard ‘Generator cut-out Ammeter ‘Mixture levers ‘Spot light dimmer switch (Mark I only) ‘Throttle levers Dimmer switch, compass (Merk IT only) ‘Tail trim hand wheel Brake lever |. Compass Fuel contents gauge . Fuel contents gauge, pushbutton Fuel tank selector switch (for gauges) - Kolisman altimeter (Mark 11); Watch (Miark 1) . Air speed indicator . Lighting switches |. Turn and bank indicator |. Directional gyro Pressure head heating switch - Suction gauge Rate of climb indicator . Artificial horizon . Kollsman altimeter (Mark 1); turn and bank indicator (Mark I1) . Engine speed indicator Rudder bias control ity control far tura and bank indicator (early Mk. I only): Clock (Mk. 11 only) . Oil pressure gauges . Friction adjuster . Identification switches » Flap lever . Course and height computor stowage - Speed restriction label Fuse panel + Adjustable window . Navigation and landing lamp switches . Change-over cock for priming pump . Kiegass priming pump Ignition switches . Lamp R 29. oO AI} 7