Hurricane IIC - Pilot’s notes

The Hurrricane II is a single-seater, low wing, cantilever land monoplane with retractable main wheel units and enclosed cockpit.
It is powered by a Merlin XX engine fitted with a right-hand tractor propeller of the Rotol or D.H. variable pitch type with constant speed control.
The main dimension of the aeroplane are :
Span 40 ft. ; length 32 ft. 3 in.

The Hurricanes Mk IIA, Mk IIB and Mk.IIC differ mainly in the armament as follows:
Mk IIA : 8 Browning guns (.3O3 in.)
Mk IIB : 12 guns (.3O3 in.)
Mk IIC : 4 Hispano guns (20mm)

The Mk.IIA has the Hurricane I 8-guns stressed-skin main plane, and there are two versions:
the Series I can only be fitted with the 8-guns main plane, but the Series II has a fuselage incorporating strengthened longerons which enable conversion to a later Mk. to be made, by substitutions of the appropriate main plane.

- The cockpit le heated indirectly from the radiator circuit and is totally enclosed under a transparent hood which slides towards the rear for entry and exit purposes;
the pilot’s seat is adjustable vertically at any time;
the pilot is protected by armour plating against attack from front and rear.
An emergency exit panel is provided in the starboard side of the decking and the sliding hood is jettisonable;
a knock out panel is incorporated in the hood at its port front bottom corner to give clear vision under difficult conditions.
Flying controls are of the conventional stick type, with a rudder bar which is adjustable horizontally for leg reach;
The cockpit is fitted with a normal set of instruments as well as with those necessary for instruments flying.

- The fuselage structure consists of four tubular steel logerons, of steel and light alloy tubes, and plan and bulkhead bracing of tubes and swaged wires;
the tubular members are rolled to rectangular section in the vicinity of the joints.
The engine and front fuselage are covered with light-alloy panels, the decking with fabric covered, plywood and the rear fuselage with fabric on wooden formers and stringers.

- The cantilever main plane is built in three sections:
port and starboard outer planes and centre section, the last-named being integral with the fuselage and faired into it;
the underside of the centre section is flush with the bottom of the fuselage.
The outer planes are of the stressed-skin type, and those of the Mk IIA are interchangeable with Hurricane I stressed-skin outer planes.
The fabric covered mass-balanced ailerons have a differential action and hydraulically operated split flaps are fitted to the trailing edges of the outer planes and centre section;
the flaps extend between the inner ends of the ailerons except at the position of the radiator fairing.


- The tail units components are all of metal construction and are fabrio covered.
The non adjustable cantilever tail plane is attached to the top rear end of the fuselage; longitudinal trimming is obtained by elevator tabs adjusted from the cockpit through an irreversible gear mounted within each horn balanced elevator.
The rudder has a small horn balance, which houses the mass-balanced weight, and it is fitted with a tab controllable from the cockpit and also operated automatically from the rudder hinge so as to produce a servo action.
The fin is offset to counteract engine and propeller torque.
The tail unit surfaces are faired into the fuselage and into each other, no external bracing being employed.
Some aeroplanes have slightly larger elevator and rudder tabs than others.

- The main wheel units consist of two oleo-pneumatic shock absorber struts which retract inwards and backwards into a well between the centre-section spars, the units being hydraulically operated and fitted with mechanical locking and electrical indicating device;
an audible warning device operates when the units are not locked down and the throttle is less than one-third open.
Each shock absorber strut carries a stub axle with a medium pressure pneumatic wheel fitted with a pneumatically operated brake controlled by a lever on the control column;
differential action of the brakes, in conjunction with the rudder bar, is provided.
When on the ground, the tail is supported by a non-retractable shock- absorber strut which carries a fully castoring and self centring wheel with a self earthing tyre.

- The main fuel tanks are housed within the centre section between the spars, one on each side of the fuselage, and, above the longerons, a reverse fuel tank is carried between the firewall and the instrument panel;
these tanks are protected by self-sealing coverings.
Long-range fuel tanks can be fitted if required, one under each outer plane;
they can be of either operational or non-operational fixed type or of jettisonable type.
The oil tank forms the port leading edge of the centre section and an auxiliary oil tank is fitted when the larger jettiesonable-type fuel tanks are installed.
To prevent aeration of the fuel and oil, air pressure is permanently maintained in the oil tank and is applied to the fuel tanks at high altitudes.
A combined oil and coolant radiator la hung beneath the fuselage behind the main-wheels well and is contained in a low velocity cowling duct, which has a flap shutter hand-operated from the cockpit.

In every case the guns carried fire forward and are mounted in the outer planes, half the total number in each.
They are pneumatically-controlled from a single pushbutton on the control column spade grip.

- A remotely controlled radio-telephone transmitter-receiver is situated behind the pilot’s seat; on early aeroplanes a flare launching tube is fitted behind this instrument.
A mounting for an upward-firing recognition device is incorporated adjacent to the aerial mast in the rear fuselage.
Oxygen equipment is also installed and a camera gun (pneumatically operated from the gun-firing button on the control column) is mounted in the leading edge of the starboard cuter plane.

- The electrical installation, by means of an engine driven generator, provides power for navigation, identification, landing, formation-keeping and cockpit lamps, fuel gauge, engine
starting, heated pressure bad, radio supply, reflector gun sight, heated clothing and camera gun.
Windscreen de-icing equipment is fitted, and port fires are installed to enable the pilot to destroy the aeroplane should circumstances necessitate.

INTRODUCTION

The Hurricane Mks II and IV are each fitted with a Merlin 20 engine and a Rotol 35° propeller.
The Mks IID and IV are low-level attack versions of the earlier Marks and are equipped to carry various alternative armaments.
The aircraft controls, including the undercarriage, flaps and brakes are identical with those on Mark I aircraft.

FUEL, OIL AND COOLANT SYSTEM

Fuel Tanks
(1)Main and Reserve tanks :
The main tanks are housed within the centre section, one on each side of the fuselage, and a reserve tank is carried between the fireproof bulkhead and the instrument panel.
Fuel is delivered to the engine by an engine-driven pump.
These tanks are self-sealing and their effective capacities are as follows:
Main tanks : 33 gallons each
Reserve tank : 28 gallons

To meet the possibility of engine cutting due to fuel boiling in warm weather at high altitudes, these tanks can be pressurized (operative above- 20,000 feet).
Pressurising, however, impairs the self-sealing of tanks and should, therefore, be used only when the fuel pressure warning light comes on, or when auxiliary drop tanks-are used.

(2) Auxiliary tanks :
When not fitted with under-wing armament or containers, a pair of auxiliary tanks may be carried, one under each wing.
The types of tank and their capacities are as follows:

Fixed : 44 gallons each.
Drop : 45 or 9O gallons each.

With the exception of some fixed tanks which are used for combat duties, these tanks are non-self-sealing.
Fuel in the fixed tanks is delivered to the main tanks by electrically driven immersed pumps, but fuel in the drop tanks is supplied direct to the engine fuel pump by air pressure.

Fuel cocks.
(1)The main fuel cock control (48) on the left-hand side of the cockpit has a spring safety plate which prevents the fuel supply being turned off inadvertently.
The control can only be turned to the OFF position whilst the safety plate is held depressed.

(2) The switch for the electric pump in each fixed auxiliary tank is fitted on the left-hand side of the cockpit, either just above the elevator trimming tab control, or on the lower part of the electrical panel.

(3) The fuel cock control (73) and jettison lever (74) for the drop tanks are mounted together on the right-hand side of the cockpit, below the windscreen de-icing pump.
The cock control- has three positions:
OFF, PORT and STARBOARD
The pressurising cock must be turned on when the tanks are used.
The jettison lever is pulled down to Jettison both tanks simultaneously, but cannot be moved until the fuel cock is set to OFF.
When the lever is operated, the air pressure supply is automatically cut off.

(4) The tank pressurising cock (22) is fitted on the left-hand side of the cockpit, below the throttle quadrant, and is marked ATMOSPHERE and PRESSURE.

Fuel contents gauge.
A gauge (49) on the right-hand side of the instrument panel indicates selectively the contents of each of the three main tanks.
A switch unit (48), comprising a combined selector and pushbutton, is fitted above the gauge.

Fuel pressure warning light.
The warning light (50) on the right-hand side of the instrument panel comes on if the pressure drops to 6 lb/sq.1n.

Oil system.-
The self-sealing oil tank, which has an effective capacity of 9 gallons, forms the port leading edge of the centre section.
The oil passes through a filter before entering the engine and then through a cooler inside the coolant radiator.
Pressure (54) and temperature (53) gauges are fitted on the instrument panel.
When 90-gallon fuel drop tanks are carried, an auxiliary oil tank of 4 gallons capacity is fitted behind the seat, the cock control for which is on the left-hand side of the seat, above the radiator flap control quadrant.

Coolant system. –
The system is thermostatically controlled, the radiator being by-passed until the coolant reaches a certain temperature.
The header tank is mounted on the fireproof bulkhead and is fitted with a pressure relief valve.
The air flow through the radiator is controlled by a flap lever in the cockpit.

MAIN SERVICES

Hydraulic system.
An engine-driven hydraulic pump supplies the power for operating the under-carriage and flaps.
The system is automatic, selection of the desired operation of the under-carriage or flaps, by means of the selector lever, being sufficient to commence the operation.
A handpump (1) is provided for use in the event of engine failure or engine-driven pump failure.

9. Electrical system.
A 12 volt generator, controlled by a switch (3) on the left-hand side of the cockpit, supplies an accumulator which in turn supplies the whole of the electrical installation.
There is a voltmeter (31) on the left-hand side of the cockpit, and a red light (36) marked POWER FAILURE on the instrument panel comes on when the generator is not charging the accumulator.

Pneumatic system
The wheel brakes and the gun-firing mechanism are operated pneumatically, air being supplied by an engine-driven compressor and stored in a cylinder at a maximum pressure of
300 lb/sq.in.

AIRCRAFT CONTROLS

Flying controls. –
The control column is of the spade-grip pattern and incorporates a gun-firing pushbutton and the brake lever.
The rudder bar is adjustable for leg reach by means of a star-wheel midway between the two pedals.

Trimming tabs.
The elevator trimming tabs are controlled hand wheel (24) on the left-hand side of the cockpit and an indicator is fitted next to it.
Forward rotation of the hand-wheel corrects tail heavyness.
The automatic balance tab on the rudder can be set for trimming purposes by means of a small control wheel (23) on the left-hand side of the cockpit, which is turned
clockwise to apply right rudder.

Undercarriage and flap control.
The selector lever (76) for the undercarriage and flaps is on the right-hand side of the cockpit and works in a gate, having a neutral position and an UP and DOWN position for both undercarriage and flaps, the positions for operating the flaps being outboard.
The catch on the side of the lever must be pressed in order to release it for movement from an operative position, but the lever can be moved from the neutral position without first releasing the catch.
To obviate inadvertent selection on the ground of the wheels up position, a safety catch (77) is provided on the gate which must be turned in a clockwise direction to permit entry of the selector lever into the wheels UP slot.
For emergency lowering of the undercarriage see Para.35.

Undercarriage Indicator.
The electrical indicator (41) is on the left-hand side of the instrument panel and has duplicate pairs of lamps, the green lamps indicating when the undercarriage is locked in the DOWN position, and the red lamps when the undercarriage is fully retracted and locked.
There are two switches to the Left of the indicator, the left-hand one (38) being the ON-OFF switch for the green lamps and the right-hand one (39) being the change over switch for the duplicate sets of lamps.
A dimmer switch is provided in the centre of the indicator.
When the undercarriage is retracted, the wheels are visible through two small windows in the
bottom of the cockpit.

Undercarriage warnings light. –
A red light on the instrument panel comes on at any time when the throttle lever is less than one-third open and the undercarriage is not locked down.
When the throttle is opened again or the undercarriage is lowered the light goes out.

Flaps indicator.
This (72) is mechanically operated, the pointer moving along a graduated scale marked UP
and DOWN at its extremities.
It is situated immediately below the hydraulic selector lever.

Wheel brakes.
The brake lever is fitted on the control column spade-grip and a catch for retaining it in the on position for parking is fitted below the lever pivot.
A triple pressure gauge, showing the air pressure in the pneumatic system cylinder and at each brake, is mounted forward of the foot of the control column.

Flying control locking gear.
The locking struts interference bar and bracket are stowed in a canvas bag in the starboard side of the wireless bay.
The bracket clips on to the control column, just below the spade grip, for locking of the aileron control and the two struts, attached to the bracket by shackles, lock the rudder bar and control column.
The spring loaded interference bar fits on to the bracket and is inserted in a slot in the back of the seat.

ENGINE CONTROLS

Throttle.-
The throttle lever (7) works in a slot in the decking shelf on the left-hand side of the
cockpit.
The take-off .position is gated.
There is a friction adjuster (16) on the inboard end of the lever spindle.
The mixture control is fully automatic and there is no pilot’s control lover.

Boost control cut-out.
The automatic boost control may be cut only pulling the knob (34) on the left-
hand side of the instrument panel.

Propeller control.
The speed control lever (10) on the left hand side of the cockpit varies the governed
rpm from 3.000 down to 1.800.
A friction adjuster is fitted on the inboard side of the control.

Supercharger control.
The push-pull control (17) is fitted below the left hand side of the instrument panel, and must be pushed in for low (M) gear and pulled out for high (S) gear.

Radiator flap control.
The airflow through the coolant radiator and oil cooler is controlled by a lever (26) on the left-hand side of the pilot’s seat.
In order to release the lever for operation the thumb-button must be depressed.

Slow-running cut-out.
The control on the carburetor is operated by pulling out the knob (64) immediately to the right of the undercarriage and flap selector lever.

Cylinder priming pump.
The priming pump (59) is fitted below the right side of the instrument panel.

Engine starting.
The starter and booster coil pushbuttons (32 & 33) are to the left of the ignition switches (58) on the instrument panel.
An external supply socket for the starter motor is accessible through a removable panel in the
starboard engine cowling, and two handles for hand starting are stowed in the undercarriage wheel recess under the centre section.

Oil dilution.
The pushbutton (4) for operating the solenoid valve is on the left-hand side of the cockpit.

OTHER CONTROLS

Gun controls.
The machine guns and cannon are normally fired by the pushbutton on the control column spade grip.
The two 40 nm guns on Mk. IID and IV aircraft are fired electro-pneumatically by the pushbutton in the throttle lever;
They cannot be fired, however, until the master switch (11) on the decking shelf, forward of the throttle quadrant, is switched on.
The cocking lever (28) on the electrical panel to the left of the seat should be pushed down in the event of a misfire.

R. P. controls.
The projectiles are fired by the pushbutton in the throttle lever and a selector switch (40) below the left-hand side of the windscreen enables them to be fired in PAIRS or as a
SALVO.
They must not be fired with the flaps lowered.

Bomb controls.
There are two selector switches and two nose and tall fusing switches on a small panel (67) on the right-hand side of the cockpit.
The bombs are released by the pushbutton in the throttle lever.

S. C. I. controls.
These are operated by the pushbutton in the throttle lever and there is a container jettison pushbutton (63) on the right-hand side of the cockpit.

Camera gun control.
The camera gun operates only when the guns and cannon or the R. P. are fired, or when the lower pushbutton on the control column spade grip is depressed.

Landing lamps
The landing lamps, one in the leading edge of each wing, are controlled by a two way switch (15) to the left of the instrument panel, which enables either lamp to be used;
both lamps are off when the switch is in the upright position.
A dipping lever (5) on the left-hand side of the cockpit can be held in any position by tightening the knurled wheel;
when the wheel is unscrewed, the lever is pulled aft into the UP position by a return spring
in each of the lamp units.

Recognition device.
The flares are selected and released by a single lever (25) immediately aft of the trimming tab control.
The slot is marked SELECT and FIRE.

EMERGENCIES

Undercarriage emergency operation

(1) In the event of failure of the engine-driven hydraulic pump, the undercarriage may be lowered by moving the selector lever to the WHEELS DOWN position and then operating the hand pump.

(2) If the hand pump fails to lower the undercarriage the selector lever should still be left in the WHEELS DOWN position and the red painted foot pedal (21), outboard of the port heel rest, should be firmly pushed forward.
The wheels should then fall and lock down under their own weight.

(3) If difficulty is experienced in operating the undercarriage and flap selector lever it may be overcome by first selecting the opposite to that which is required.
If, for example, the selection of undercarriage down is found to be difficult, the lever
should first be moved into the undercarriage up position and then immediately moved to the down position.

(4) Hood jettisoning.
To jettison the hood the lever aft of the radiator flap control should be pulled sharply forward and upwards.
If the hood does not readily leave the aircraft it should be assisted by pushing it upwards, or failing that, by releasing the emergency exit panel (see below) in addition to operating the Jettison control.
Note: When jettisoning the hood it is advisable to lower one’s head as far as possible so as to avoid injury when it leaves the aircraft.

Emergency exit panel.
The Large detachable panel on the starboard side of the cockpit is secured by horizontal spring-loaded plungers and a bolt operated by the cockpit hood.
To jettison the panel, the hood must first be fully opened and the release lever (66) then moved aft and upwards.

Abandoning by parachute.
When abandoning the aircraft by parachute it is important to decrease speed and then dive over the side immediately.
The pilot must not stand on the seat and delay in jumping or he will hit either the aerial mast or the tailplane.

Forced landing.
In the event of having to make a forced landing the glide may be lengthened considerably by moving the propeller- speed control fully back and gliding at about 130 mph IAS.
With undercarriage and flaps up the gliding angle at speeds of 120 - 140 mph IAS is very flat.

Ditching
(1) In general, the pilot should if possible abandon the aircraft by parachute.

(2) In the event of having to ditch, auxiliary drop tanks, bombs, or containers should be
jettisoned and the following procedure should be observed:

(-) The cockpit hood should be jettisoned.

(-) The Flaps should be lowered fully in order to reduce landing speed as much as possible.

(-) The undercarriage should be retracted.

(-) Safety harness should be kept on with straps tight and the R/T plug disconnected.

(-) The engine, if available should be used to help make the touch-down in a tail-down attitude at as low a speed as possible.

(-) When about to touch the water a normal banked turn, with full rudder, should be made so as to prevent “hooking” the radiator into the water.

First aid outfit.
The first aid outfit is attached to the inside a detachable panel on the port side of the cockpit and is accessible by kicking in the panel, breaking the stringers, and tearing the fabric.

Crowbar.
A crowbar, for use in an emergency, is stowed to the right of the seat.

HANDLING AND FLYING NOTES FOR PILOT

ENGINE DATA : MERLIN XX

Fuel : 100 octanes only



Note:
(*)115°C coolant temperature is permitted for short periods at cruising rpm.
(#)Combat boost is obtained by operating the boost control cut-out.

FLYING LIMITATTIONS

(1) Maximum speeds (mph IAS):
Diving: 390
Undercarriage down: 120
Flaps down: 120

(2) At AUWs ln excess of 8,750 lbs. care is necessary in ground handling and the aircraft should be taken off only from concrete or equivalent runways.

(3) Spinning is prohibited at all times of Mark IID and IV aircraft, and of Mark IIA,B and C only when carrying 90-gallon drop tanks, bombs, S.C.I, containers, or RP.

(4) Aerobatics are prohibited and violent maneuvers must be avoided when carrying 90 gallon drop tanks, bombs, S.C.I, containers, or RP.

(5) Aircraft carrying drop tanks should not be dived
(6) Mark III containers must not be dropped at speeds in excess of 150 mph I.A.S. and at heights lower than 500 feet.
(7) Bombs should be jettisoned and RP fired, if possible, before landing.

MANAGEMENT OF FUEL AND OIL SYSTEMS

(1)The Main Tanks should be used first, but if the Reserve Tank is used before the Main Tanks, the following precautions must be observed:

- - -(a) Change over to MAIN TANKS ON before emptying the Reserve tank.

- - -(b) If this has not been done and the engine cuts, close the throttle (to avoid over-revving when the engine picks up) and change over to MAIN TANKS 0N at once.

- - -(c) In order to displace air drawn into the fuel system from the empty reserve tank, the engine must be wind milled at high speed, when it will pick up after a few seconds.
It is emphasized that the pick-up will not be immediate after the change-over.

(2) If fitted with fixed auxiliary tanks:

- - - (a)Start and take-off in the normal way on the main tanks.

- - - (b)As soon as the contents gauge registers only 5 gallons in the main tanks, switch ON the auxiliary tank pumps.

- - - (c)Switch OFF the pumps immediately the contents gauge registers 25 gallons.

- - -(d)When the contents of the MAIN TANKS are again reduced to 5 gallons, switch ON the pumps until the contents gauge again registers 25 gallons and then switch OFF the pumps.
The auxiliary tanks will then be practically empty.

(3)If fitted with drop tanks:

- - -(a)Start and take-off in the normal way on the main tanks.

- - -(b)At a safe height (say 2,000 feet) change over to a drop tank and turn the pressurizing cock to PRESSURE
Turn OFF the main tanks.

- - -(c)When the drop tank is empty and the fuel pressure warning light comes on change-over to the second drop tank and at the same time turn ON the reserve tank, which should still be full.
This will enable the engine to pick up more quickly and when it does so, turn OFF the reserve tank and change-over to the second drop tank.

- - -(d)When the second drop tank is empty and the fuel pressure warning light comes on, turn
ON the main tanks and turn OFF the drop tank.
If the engine does not pick up on the main tanks, prime the system by using the reserve
tank as before.

(4) The cock for tire auxiliary oil tank, (if fitted) should be turned on about 3,5 hours after take-off, but not before this time.
After having been turned on, the cock cannot afterwards be turned 'off' during the flight.

(5)On reinforcing flights, under maximum range engine conditions (2,650 rpm and + 4 lb./sq.in. boost on climb to height, and level flight at 190 mph reducing to 160 mph after jettisoning tanks), oil consumption is considerably reduced and, therefore, the auxiliary oil tank should not be turned on until after approximately 5 hours flight, when there will be
sufficient space in the main tank to accommodate the extra 4 gallons.
The normal oil tank should be filled to 8 gallons only.

PRELIMINARIES

(1) If fitted with R.P. and a drop tank or A.P, and a bomb, the aircraft should be trimmed carefully to relieve stick load.
The recommended aileron tab setting is neutral at full load.
Then with a drop tank fitted under the port wing, changes in load will cause the following alterations in trim:



(2) Switch on the undercarriage indicator and check green lights.
Test the change-over switch.

(3) See that the short (lower) arm of the hydraulic selector safety catch is across the wheels up slot of the gate.

(4) Check that the throttle pushbutton master switch is OFF.

(5) Check contents of fuel tanks.
If fitted with auxiliary tanks see that the pump switches or cock control are OFF.

(6)Test operation of flying controls.

(7)See that the cockpit hood is locked open.

STARTING THE ENGINE AND WARNING UP

(1) Set fuel cock to MAIN TANKS ON.
(2) Set the controls as follows:

Throttle : ½ inch open
Propeller control : fully forward
Supercharger control : Moderate
Radiator shutter : Open

(3) if an external- priming connection is fitted, high volatility fuel should be used for priming at air temperatures below freezing.
Work the priming pump until the fuel reaches the priming nozzles;
this may be judged by a sudden increase in resistance.

(4) Switch ON the ignition and press the starter and booster coil pushbuttons.
Turning periods must not exceed 20 seconds, with a 3O seconds wait between each.
Work the priming pump as rapidly and vigorously as possible while the engine is being turned; It should start after the following number of strokes if cold :



(5) At temperatures below freezing it will probably be necessary to continue priming after the engine has fired and until it picks up on the carburetor.

(6) Release the starter button as soon as the engine starts and as soon as it is running satisfactorily release the booster coil pushbutton and screw down the priming pump.

(7) Open up slowly to 1.OOO rpm, then warm up at this speed.

TESTING THE ENGINE AND INSTALLATIONS

While warming up
(1) check temperatures and pressures, and test operation of hydraulic system by lowering and raising the flaps.

After warning up, with two men on the tail:

Note: The following tests constitute a comprehensive check to be carried out after inspection or repair, on at the pilot’s discretion.
In normal circumstances they may be reduced in accordance with local instructions.

(a) Open up to +4 lb/sq.in. boost and exercise and check operation of the two-speed supercharger.
Rpm should fall when S ratio is engaged.

(b) at +4 lb/sq.in. boost exercise and check operation of the constant speed propeller.
Rpm should fall to 1.800 with the control fully back.
Check that the generator is charging;
the power failure light should be out and the voltage 14 or over.

(c) With the propeller control fully forward open the throttle up to +12 lb/sq. in boost and test static boost and rpm which should be 5,000.

(d) Throttle back to +9 lb./sq.in. boost and test each magneto in turn.
The drop should not exceed 150 rpm

(e) Before taxing check brake pressure (100 lb./sq.in. min ) and pneumatic supply pressure (220 lb./sq.in).