View Full Version : Hurri- Landing Checklist

05-01-2007, 11:39 AM

Can anyone send me a copy of an RAF hurricane checklist and there own variation please?


05-01-2007, 12:36 PM
Googled this...

Before entering the aircraft make a quick inspection by walking round it thus:
1. See that the tyres are in good order, and appear correctly inflated.
2. That the cover is off the pitot head.
3. That the oleo legs are not flat. Sometimes one oleo leg will appear to be higher than the other. This may be due only to the sticky opera¬tion of the leg, and can be checked by having a couple of men lift the drooping wing tip. If the leg is alright the lifting will assist it to extend, after which the aircraft should remain standing level.
4. Check that all detachable panels are securely done up. In this matter be particularly careful to check the hexagonal gun bay doors, in the upper surface of the mainplanes. Pay special heed to this check when it has been necessary to stop overnight at an intermediate station. Panels can easily be left unlocked after stowing one's personal kit. [Every sensible ferry pilot always took with him a bag containing a set of overnight things (plus a clean collar or two). On single-seaters, the only available storage space for this was in the gun-bays in the wings.]
5. See that chocks are provided, and that the tail wheel is tied down, or that at least two men are handy to hold the tail down when the engine is being run up.
6. See that there is no foreign body in the carburettor air intake, or in the front of the radiator cowling.
7. If long range or jettison tanks are fitted, check that they are empty,

On entering the aircraft, first check that the aircraft has been correctly signed out as serviceable.
1. Switch on indicator lights, and check green lights and alternative bulbs.
2. Check hydraulics and flap operation by hand pumping the flaps part of the way down and up again.
3. Wind the trimmers over to their full travel to ascertain that they work easily over their full range.
4. Switch on the charging switch if one is fitted-some of the latest air¬craft do not have one.
5. Check fuel contents. When tanks are full turn on Reserve for starting and warming up.
6. Make the usual adjustments to seat, Sutton harness etc.
7. Open the radiator shutter fully.
8. Set pitch lever FULLY FINE for Rotol propeller. (FULL COARSE with Counterweight type).

See that the external battery is plugged in. Set the throttle about half an inch open, and the mixture to Rich.
Check that there is no one near the propeller, switch on the starting magneto (if fitted) and then the main magnetos.
Dope as conditions dictate-a cold engine on an average day will require about six effective strokes of the Ki-gas pump, and 8 to 10 in cold weather. Press the starter (and booster if fitted) and the engine should start within the first two or three seconds.
Stand by to keep the engine going on the doper if necessary, and when running evenly screw down the doper and switch off the starting magneto.
Set the engine to warm up at a speed considerably faster than idling speed, so that it runs evenly.
The oil pressure should by now have risen to at least 45lbs./sq.in., and the pitch control, if operating a counterweight propeller, should be moved to the Full Fine position.

Test the engine-driven hydraulic pump by making it operate the flaps full in each direction. Attend to navigation details and instrument settings, until engine is warm and ready for testing. Minimum temperatures for run-up are 60?C for coolant and 15?C for oil. In the normal case when tanks are full and the start has been made on Reserve, CHANGE OVER TO MAIN TANKS just before the run-up.
Check that the radiator shutter is fully open, and test as follows:
1. At warming up speed, do an ignition test to make certain that both magnetos are working. [This test was done by momentarily switching off both magnetos in turn. If this test was omitted, and one magneto was not working, then test No 5, done at high power, could damage the engine.]
2. Signal two ground crew to hold down the tail for run-up if the tail is not tied down.
3. With pitch at Full Fine, open up to 0 boost and exercise the propeller. Do not exceed 400 r.p.m. drop in revolutions.
4. Open up to +6 lbs. boost momentarily as a power test. In later air¬craft with higher maximum boost, it is not necessary to open up further than this, as it puts unnecessary load on the airframe, and there is a danger of overriding the chocks. At +6 lbs. boost the R.P.M. will be found to vary between 2600 and 3000 according to the installation and the setting of the propeller fitted.
5. Shut down to +4 lbs. boost and check ignition (maximum drop per¬mitted: 100 r.p.m.)
6. Check slow running (Fast idling makes the landing run longer).

Check that there is adequate brake pressure before moving.
The aircraft is slightly nose heavy and there is a tendency to nose over when using bursts of engine to obtain initial movement on rough ground, or to turn into high winds, so use the throttle and brakes gently when taxy¬ing.
Vision can be greatly improved by releasing the Sutton harness and standing on the top foot-positions of the rudder bar. This will be found use¬ful when manoeuvring on narrow perimeter tracks, or in a confined space.
In strong winds and on bad surfaces the assistance of a handling crew must be obtained to hold the tail down.

Stop across wind at the take-off point, set the engine to run at 1000 r.p.m., and then use the standard drill:
H. Hydraulics. Open safety gate on "Undercarriage Up" position of selector lever.
T. Trim elevator neutral: rudder full RIGHT (if fitted).
T. Throttle friction as required.
M. Mixture RICH (if manual).
P. Pitch Full Fine.
P. Petrol. See that the Main tanks are turned ON and contain more than 15 gals. each. If Mains have less than 15 gals. each and Reserve has more than 15 gals., take-off on Reserve.
F. Flaps up.
G. Gills: radiator shutter full OPEN. Carb. air COLD if fitted.
G. Gauges: usual check.
F. Fuel booster: No check.
U. Unlock controls and check freedom.
S. Supercharger `M' gear (if two-speed).
T. Tail wheel lock. No check.
With stick held back clear the engine, then release the brake and turn into the take-off direction.

Open up the throttle steadily. Too quick an opening will make it neces¬sary to use a large amount of rudder to keep the aircraft straight. Use full throttle on Mark I aircraft, but on other Marks +9 boost is plenty, and is not so uncomfortable as full throttle. Do not allow the aircraft to climb prematurely, but fly level until a speed of 140 m.p.h. has been attained.
It is sometimes difficult, particularly with new aircraft, to move the undercarriage lever into the "UP" position. A strong steady pressure is required. If it does not move, check that the safety guard has not sprung back to the safe position, before trying again. With a stiff undercarriage lever, be careful not to move the control column inadvertently, when exerting strength to move the lever

Having attained a speed of 140 m.p.h. allow the aircraft to climb, and at the same time reduce power, boost first, to +4 and R.P.M. to 2600. By this time the climb should be steady at 170 m.p.h. and the undercarriage up. Check the red lights, and RETURN THE LEVER TO NEUTRAL, first pushing the lever FORWARD and releasing the catch.
On reaching cruising height, if it has been necessary to take off on Reserve tank, CHANGE OVER TO MAIN TANKS NOW, before it is forgotten. Reduce the boost to zero and revolutions to 1900. Trim to level flight, not forgetting the rudder trim. Go into weak mixture. Speed should now be about 200 m.p.h.

It is difficult to trim the aircraft because it is slightly unstable fore and aft, and so requires to be flown all the time or it will commence to dive or climb.

In fast aircraft, it is essential to reduce speed when flying in poor visibility. As speed is reduced the position of the nose becomes proportion¬ately higher, and vision forward from the cockpit becomes restricted at a time when the opposite is required.
So having reduced speed to 110-120 m.p.h., put the flaps down to the extent necessary to maintain adequate forward vision (about 30?). Increase to 2600 r.p.m. and adjust boost to maintain height. The airspeed should be increased if a turn beyond 30? of bank is to be made.

The stall occurs with flaps and undercarriage up at 78 m.p.h. and with flaps and undercarriage down at 64 m.p.h. With long range tanks fitted, the stalling speeds are only about two or three miles per hour higher even with the tanks full.
The stall of the standard aircraft is not in any way vicious, though there is little warning of its approach. When the long range tanks are full the starboard wing drops sharply.

The best glide speed with flaps and undercarriage up is 110 m.p.h. With flaps and undercarriage down, 95 m.p.h.

Carry out the standard ATA drill as follows:
P. Petrol: Check contents. If mains have less than 15 gals. each, turn over to Reserve.
B. Brakes: Check pressure and operation by observing triple gauge.
F. Fuel Boosters: No check.
Reduce to less than 160 m.p.h. then:
H. Hydraulics: No check.
U. Undercarriage Down. Check green lights and that the hand pump feels solid. Return the selector lever to Neutral. M. Mixture: Rich (if manual).
P. Pitch: Full Fine.
Reduce speed to 130-140 m.p.h. and at about 1000 feet turn towards the airfield, reduce to about 120 m.p.h. then:
F. Flaps Down. (The flaps give considerable drag and quite a steep path of descent.)
G. Gills: No adjustment normally required. Carb. air COLD if fitted.
Enter the airfield at 85 m.p.h. (90 m.p.h. with long range tanks) keeping a little power on until all descent has ceased, then close the throttle for the touch-down in the usual way.
If, as a result of undershooting, considerable power is used during the final approach, the attitude of the aircraft will be more nose-up than usual and less backward motion of the stick will be required to touch down on three points. If the stick is brought fully back under these conditions the aircraft will probably make a tail-first landing.
After touching down, do not apply the brakes until the speed has diminished somewhat, and keep the stick fully back. After coming to rest, use the drill:
T. Tail wheel: No check.
G. Gills: Radiator shutter OPEN. F. Flaps: UP.

Open the throttle to take-off boost and retract the undercarriage. Climb at 120 m.p.h. to a safe height, and put the flaps up. The flaps go fully up almost immediately, so be prepared for some considerable change of attitude accompanied by a momentary loss of altitude. As soon as the flaps are up speed will increase. Reduce to climbing power and climb at 170 m.p.h.

The aircraft presents no unusual difficulties in taking-off or landing in MODERATE cross winds, providing the correct cross wind technique is used. The amount of flaps should be reduced in proportion to the wind strength. No attempt to take-off or land should be made if the cross wind exceeds 20 m.p.h. at 30? to the runway.

On arrival at the dispersal point, run the engine for a few seconds at about 1000 r.p.m. (counterweight type propeller at Full Coarse) close the throttle and pull the slow running cut-out. Switch off as soon as the engine stops, turn off petrol and indicator circuits. Leave the brakes off to cool.

You can download more here...http://www.simviation.com/fs_manuals6.htm

Hawker Hurricane is third from the bottom...