--- •

- -- -
--~ "- '- - -- - - ~ -
•-
- ,<
-
--
- -
•
- - - •
- -
--
- - -
~-

-- -- .---- -
~
~ ~ - - --- - ---
< ~
 M.148 Aircraft

PROVISIONAL
PI L0 rs NOTES

CO NTEN"l'S

PART I DESCRIP TI VE
P ART Z LL" I TATIONS
PART 1 M ANACEMENT OF SYSTEMS A N D EQUiPMEN T
PART 4 HANOUNCi
PART 5 EMERCiENCV HANDUNG
PART 6 IL LUSTRATIONS

Blac kburn and Gene ral Aircraft Ltd . . Brough, York s hi r e .

,
M.146 ALrcuIt PrgyiolonaL P uot'. Not ..
SECRET

--~
.'<
¢

SECUT
 FOREWORD

These notes have been compiled to familiarise pilots

with the M. 148 Aircraft. They do not presume to
be a manual on flying in general, and are to be
interpreted against a background of sound flying
•
experience.

Throughout this publication the following conventions

apply:-

(i) Words in capital letters indicate the actual

markings on the control or instrument
concerned.

(ii) Unless otherwise stated, all airspeeds

quoted are indicated air speeds.

Comments and suggestions are welcome and should

be forwarded to:

Technical Publications Dept.,

Blackburn and General Aircraft Ltd. J

Brough.
E. Yorks.
M.148 Aircraft SECRET Provisional Pilot's N o tes

AMENDMENT RECORD SHEET

To record the incorporation of an Amendment List in

this publication, sign against the appropria te A . L. No .
and insert the date of inc orp o rati o n.

A.L. No . Amended by Date

;q
1 //~.z. -+ , / 0 :0
2

10

11

12

13

14

15

SECRET
 PART I

DESCRIPTIVE
M.148 Aircraft Provisional Pilot IS Notes

PART 1 DESCRIPTIVE

LIST OF CONTENTS
Para.
Introduction • • •• •• •• •• •• • • •• • • 1

FUEL AND OIL SYSTEMS

Fu e l tanks •• •• •• • • •• • • •• •• • • 2
Fuel system controls and indicators • • • • •• •• •• 3
Pressure refue lling and de Iuelling system • • • • •• •• 4
Tank. venting and pressurization • • • • • • •• •• • • 5
Cross-Ieed and inter-tank tran sfe r •• • • • • •• •• 6
Fuel contents gauge •• •• •• •• • • • • •• •• 7
Fuel jetti son system • • •• • • •• • • •• • • •• 8
Oil system •• •• •• • • • • • • •• •• •• 9

MAlN SERVICES
Electrical system • • •• •• • • •• •• • • •• 10
Hydraulic system •• •• •• • • • • •• •• •• 11
Engine air blp.ed sys tem • • •• • • • • • • • • •• 12

AIRCRAFT CONTROLS
Flying controls - main •• •• • • • • •• •• • • 13
Flying contr ols locking •• • • • • • • •• •• •• 14
Trimming controls • • • • •• •• • • •• •• • • 15
Flaps control and positio n indicator • • • • •• •• • • 16
Air brakes control • • •• •• •• • • •• • • • • 17
Bomb door ope ration • • •• •• •• • • • • • • • • 18
Anti-spin parachute • • •• • • • • • • •• • • • • 19
Auto-pilot syst em • • •• • • •• • • • • •• • • 20
B oundary layer contr ol system •• •• •• •• •• •• 21
Alighting gear and nose wheel steering • • •• • • •• •• 22
Whe e l brakes •• • • •• •• •• • • •• •• • • 23
Flight instruments •• • • •• •• • • •• • • • • 24
..t("S ...
}o

SECRET
<()
ENG I NE CONTROLS Para .
Com bin ed thr o ttle and H. P . fu el cock c ontr ols • • • • • • Z5
Low pr essure fue l cock c ontr ols • • • • •• • • • • •• Z6
Engine sta r ting and s t oppi ng contro l s •• •• • • • • •• Z7
Je t pipe t empera ture automatic control •• • • • • •• Z8
Engine ins tr um en t s • • •• •• •• • • •• • • •• Z9

AlR CONDI TIONI NG SYSTEM

Genera l •• • • •• •• • • •• •• • • • • •• 30
Cabin p r essurization • • •• •• • • •• •• •• •• 31
T empe rature contr ol • • •• • • •• • • • • •• • • 3Z
Eme r ge n cy ventilation •• • • • • • • • • •• •• 33
Anti -g s y s t em •• •• • • •• •• •• •• •• •• 34
Ca nopy sealing and de -m istin g • • • • •• •• • • •• 35

GENERAL EQUIPMENT AND CONTROLS

Sliding canopy • • • • •• •• •• • • •• •• •• 36
Pilo t 's sea t • • •• •• •• • • •• •• • • •• 37
Int er na l lighting •• •• • • •• • • • • •• •• 38
External lighting • • • • • • • • •• • • •• •• 39
Oxygen system •• •• •• •• • • • • • • • • 40

NA VlGATION. WIRELESS AND RADAR E Q UIPMENT

Compasses .. .. .. .. .. .. .. .. .. 41
Radio an d inte r com m. .. .. .. .. .. .. .. 4Z
Radio altime ter ..•• .. .. .. .. .. .. 43
Radar .. .. .. .. .. .. .. .. .. .. 44

EMERGENCY EQUIPMEN T AND CON T ROLS

S liding canopy je ttiso n contro l .. .. .. .. .. .. 45
Ejec tion seat .. .. • • .. .. .. .. .. .. 46
Emergency e quipment .. .. .. .. .. .. .. 47
Engine fi r e extinguis he r equipmen t .. .. .. .. .. 48
Fue l tanks and weapons bay fi r e extinguisher equip ment .. .. 49
Centralized warning sys t em .. .. .. .. .. .. 50
M. 148 Aircraft P.P.N., Part I

I• Introduc tion

(i) This prototype aircraft, designed to Spec. M.148, is a low-

level, long-range naval strike aircraft; it is powered by two
de Havilland Gyron Junior D.GJ.I turbo-jet engines. Two
crew members. pilot and observer, are seated in tandem in
a single cabin which can be pressurized for high-altitude
flight.

(il) The pilot's controls and instruments are mounted on two

consoles and four panels which are referred to in these Notes,
commencing from the port side, as;-

Port console
Port control panel
Instrument panel
Standby control panel
Starboard switch panel
Starboard console

FUEL AND OIL SYSTEMS

z. Fuel tanks
(i) Fuel is carried in eight integral fuel tanks which extend the entire
length of the centre fuselage, immediately above the accessories
and weapons bays. The tanks are identified numerically, No.1

(A. L.l. Sop. 58)

 being the front tank. The tank capacities are approx.:-

Gall. lb. AVCAT lb. AVTUR

No.1 tank 170 1,4-11 1,360
No.2 tank 205 I, 70 I 1,640
No.3 tank 170 I, 411 1,360
No.4 tank 170 I, 411 1,360
No.5 tank 170 1,411 1,360
No.6 tank 205 I, 701 1,640
No.7 tank 205 I, 70 I 1,640
No.8 tank 205 I, 701 1,640

Total capacity 1,500 12,450 12, 000

(ii) A pressure refuelling point is located on the starboard side of the

fuselage (para.4). All tanks are fitted with filler caps, accessible
from the top of the fuselage by removal of the appropriate access
panels.
(iii) During normal operation, tanks No.2, 4, 5 and 7 supply the port
engine and tanks No. I, 3, 6 and 8 supply the starboard engine.
Hydraulically-driven fuel flow proportioners, one for each engine
and installed on the weapons bay walls, regulate the amount of
fuel drawn from each tank. In the event of an emergency, the fuel
flow can be re-directed by an inter-tank transfer system and a
cross-feed pipe connecting the port and starboard engine fuel supply
lines. During inverted flight or negative G conditions, fuel supply
to the engines is maintained for a limited period by two air-operated
recuperators.
(iv) Surplus fuel in the engines, when a false start is made and during
shutting down, is returned to the fuel tanks by a spill return pipe
line system. Fuel from the port engine is returned to No.1 tank
and fuel from the starboard engine is returned to No.2 tank.

3, Fuel system controls and indicators

(i) A switch, located at the rear of the standby control panel on the
starboard side of the cockpit, controls an electrically-operated
cross-feed cock, situated in the weapons bay, and permits the
inter-connection of port and starboard engine supply lines.

,0~{'
SE.¢ltET
.."
M. 148 Aircraft P.P.N •• Part I

(ii) A cock. mounted on the starboard wall of the cockpit, controls

four air-operated transfer valves, located in the base of tanks No.
I, 3, 5 and 7, and permits the integration of port and starboard
systems.

(iii) Control of the high-pressure (H.P.) fuel cocks is combined with

that of the throttles. initial forward movement of the throttle
levers to the gate being used to open the H.P. cocks.

(iv) Manually-operated low-pressure (L.P.) cocks, located one on each

side of the weapons bay, control the supply of fuel to the engines.
The two L.P. fuel cock control levers, labelled ENGINE MASTER
COCK, ON (forward) - OFF, are located at the rear of the port
console.

(v) A fuel flow proportioner failure indicator, located on the starboard

side of the instrument panel, shows black when both proportioners
are functioning normally and white in the event of failure of either
proportioner.

{vi} Two fuel pump inlet pressure gauges. located on the starboard
console. are provided for instrumentation purposes only.

4. Pressure refuelling and de fuelling system

(i) A self-sealing pressure refuelling coupling is located in a pocket
on the starboard side of the fuselage, just forward of the nose wheel
unit. Also located in the pocket is an indicator containing eleven
red lamps, of which only eight are used. Located in a separate
panel, immediately forward of the refuelling pocket. are eight tank
selector switches, numerically identified I to 8 and labelled REFUEL
(up) - DEFUEL. A master REFUEL/DEFUEL switch, labelled
ON - OFF. is located on the switch panel on the starboard side of
the cockpit.

Note •.•
On the first aircraft the fuel tank. selector switches are located in
the refuelling pocket.

(ii) During refuelling the master switch is selected to ON and the

appropriate tank selector switches are set to REFUEL. When a

.-'
.-
SEC(t-ET
 selector switch is set to REFUEL with the master switch ON, the
associated indicator lamp is illuminated. The indicator lamps
are extinguished as the respective tanks are filled.

(iii) De[uelling is carried out through the pressure refuelling coupling

by moving the tank selector switches to DEFUEL with the master
switch ON. The master switch must be OFF at all times except
when refuelling or defuelling .

s. Tank venting and pressurization

(i) The tanks are vented to atmosphere through an outlet located on
the underside of the fuselage. immediately forward of the air
brakes.

(il) During refuelling. air displaced by the rlsmg level of fuel passes
through the tank vent shuttle valves and the inward/outward vent
valves into a common vent line leading to the vent outlet.

(iii) When defuelling is being carried out, air at atmospheric pressure

is fed into the tanks through the common vent line and the inward/
outward vent valves. These valves are operated to the inward
venting position by the depression caused by the evacuation of fuel
from the tanks.

(iv) The fuel tanks are pressurized by a regulated air supply tapped
from each engine compressor. The four pressurizing air lines,
after passing through non-return valves and pressure reducing
valves. join the tanks venting system. In this way. air pressure
is directed to all tanks. via the individual shuttle valves. and to the
valve face of each inward/ outward vent valve which will operate to
relieve pressures in excess of normal (6 lb . per sq . in. ) . An
electro-magnetic indicator. located at the top of the starboard
console and labelled TANK PRESS •• shows black when the tanks
are pressurized and white if the pressure in any pair of tanks falls
below normal.

6. Cross-feed and inter-tank transfer

(i) The port and starboard engine fuel supply lines are connected by a
cross-feed pipe line in which is located
, an electrically-actuated
,r
,<
¥ 'CRET
M. 148 Aircraft P.P.N" Part 1

cock. In the event of a proportioner failure, the remaining

proportioner will maintain an adequate supply of fuel to both engines
immediately the cross - feed cock is opened. By subsequently
selecting the inter-tank transfer control to ON, fuel from all tanks
can be supplied, through the serviceable proportioner, to both
engines.

(ii) The control switch for the cross-feed cock actuator, labelled
CROSS-FEED, OPEN - CLOSE, is located at the rear of the standby
controls panel on the starboard side of the cockpit, A:n. electro-
magnetic indicator, located at the forward end of the starboard
console, shows black when the cross-feed cock is closed and white
when the cock is open.

(iii) The inter-tank transfer cock, labelled FUEL INTER-TANK

TRANSFER, ON - OFF, is located on the starboard wall of the
cockpit. When this cock i s selected to ON, air pressure from
the engine air bleed system acts upon and opens the inter-tank
transfer valves, thus permitting the flow of fuel between the port
and starboard fuel tanks.

(iv) In the event of an engine failure, the proportioner supplying that

engine will stop due to failure of the hydraulic supply. Fuel
from all tanks can, however , be supplied to the remaining engine
by closing the L. P. and H. P. fuel cocks of the failed engine and
selecting the inter-tank transfer control to ON. Fuel in the tanks
which normally supply the inoperative engine will now be transferred
to those supplying the other engine.

7. Fuel contents gauge

The fuel contents gauge, c alibrated in lb. xl, 000 capacity, is
locate d on the starboard side of the instrument panel. An
associated selector switch, immediately below the gauge, is
labelled PORT - TOTAL - STARBOARD. With the switch in the
centre position the total contents of all fuel tanks is registered on
the gauge. When the switch is s elected to PORT or STARBOARD,
the gauge registers the total contents of the tanks supplying either
the port or starboard engine as a percentage; e.g., if the tanks
supplying the port engine' are half empty, the gauge will indicate
50% when the switch is selected to PORT.
8. Fuel jettison system
(i) Fuel from all tanks can be jettisoned through a single outlet
located in the undersurface of the rear fuselage. A spring-loaded
control switch marked FUEL JETTISON, PULL AND TURN is
located on the cockpit starboard console.

(il) Operation of the control switch opens an electrically-operated by-

pass valve in th e hydraulic ci rcuit to each proportioner motor,
increasing the fuel fl o w from the proportioners. At the same time,
a jettison valve is opened a nd fuel, be s ide s being fed to th e engines.
pa sses through non-return valves, into a common j ettison lin e and
through th e open jettison va lve to th e ou tlet.

(iii) Fuel jettisoning can be continued until (a) the jettison co ntrol is
released when the desired quantity of fuel has been jetti son ed, or
(b) the low-l e vel float switche s ope r a t e . When j e tti s oning is
continued until the low-leve l floa t swi t c hes operat e , th e following
amounts of fuel are left in the tanks:-

Tanks 2, 6, 7 and 8 27 gallons each

Tanks I, 3, 4 and 5 32 gallons each
Combined total 236 gallons )

9. Oil system
Oil for lubri cating the engine is carried in the engine sump.
Provision i s made for replenishing the oil by a pressure re-oiling
conne c tion, and a s ight glass is provided to ensure that the oil
leve l is correct. Similarly. the accessories gearboxes are
replenished through pressure re-oiling connections. each gearbox
having it s own connection and sight glass. In an emergency, eac h
engine su mp and accesso ries gearbox can be gravity filled through
emergency oil fillers.

MAlN SERVICES
10. Electrical s y s t e m

(i) Ca) Two 6 Kw. gene rators , mounted s ide -by- si de on se par a te
engine-driven gearboxes in the access ories ba y, supply the
electrical s y s t em via the main bu:sJ-bar in the d . c .
~ ,
-< \(
s;t-.t RET
 M.148 Aircraft P.P.N., Part I

distribution panel located in the radio bay. Two 24V.,

25 amp. hour batteries, one of which is used as an emergency
source of supply, are located in the radio bay. The normal
battery is charged from the main bus-bar via a battery
isolating relay.

(b) Alternating current for the electrically-operated instruments

and radio equipment is supplied by a 400 c. p. s. 115 V.
3 phase inverter. A standby inverter is fitted in case of
failure of No.1 inverter.

(li) Generator control

(a) Operation of the generators is fully automatic upon starting

the engines. The voltage regulators, differential contactors
and test sockets are located in the radio bay. The voltage
regulators maintain an output of 27.5 volts d. c. The
differential contactors are automatic in operation and are
used to (1) connect the generators to the bus-bar at the
correct voltage and polarity. and (2) disconnect the generators
from the bus-bar when the engines are stopped and if the
system develops a fault.

(b) To safeguard the generator and system against excessive

voltages which may develop due to a fault, an over-voltage
relay is incorporated in the circuit. In the event of such a
fault, this relay operates, blowing the generator field circuit
fuse and opening the main contactor. In this way the
generator is permanently isolated from the bus-bar.

(c) Visual indication of power failure is given by warning lamps

located on the centralized warning panel on the starboard
console.

(d) In the event of a heavy landing two inertia switches. located

in the accessories bay, are operated to provide a short
circuit through the generator field fuse. thus isolating the
generators from the main bus-bar. Simultaneously, the
generator field circuit will be broken, thereby preventing
further generation.

_\1".\
SECRI'''F ~
'1<'....... -
(iii) External supply

A three-pin external s upply plug is provided on the port side of

the fu selage.

(iv) Batteries control

(a) The battery isolating relay is located in the radio bay and,
when tripped, isolates the circuits s upplied by the normal
battery, exc ept for the supply to the canopy operation circuit.
The isolating relay can be tripped by switching OFF the
battery ma s ter switch, located on the port side of the pilot's
instrument panel, or, in the event of a heavy landing, by the
action of an inertia switch located in the accessories bay.

(b) When the battery master switch is selected to ON, the

normal battery is connected to the main bus-bar and is
automatically charged in flight.

(c) The fire warning and fire extinguisher circuits, incorporated

in the centralized warning system, and the crash-trip
switches are supplied by the emergency battery which, in the
• event of failure of the normal battery, also supplies the
following services:-

Cabin pressure warning Emergency hydraulics

Standby aileron droop Standby air brakes
Standby main flaps Turn and slip indicator
Standby tail plane trim Fuel jettison
Standby tail plane flap Standby undercarriage
Standby bomb door operation and indication
Centralized warning system V. H. F. radio
Fatigue meter

(v) Distribution

(a) The combined output of the two generators is connected to

the main bus-bar in the d.c. control panel at the forward end
of the radio bay. Each generator is connected to the bus-
bar by a differential relay and contactor unit, also located on
, {\

SE,.\:~c(,.
M. 148 Aircr a ft P.P.N., Part I

the control panel. Three 100 amp. H.R. C. fuses feed the
supply from the bus-bar to the fuse panels, C-AE and R-C.

(b) Nine 12-way fuse blocks are incorporated in panel C-AE

which is located at the observer IS station. Panel R-C is
located in the radio bay and incorporates four 12-way fuse
blocks, three bank s being supplied by the normal battery and
the lower bank lDl by the emergency battery. The emergency
battery also supplies the emergency fuse panel C-AD, located
on the starboard s ide of the pilot 1 s station.

(c) The a.c. fuse panel R-B is located in the radio bay and
incorporates two 12-way a.c. fuse blocks and one d.c. fuse
block lSI.

(vi) Alternating current suppli e s

(a) Two inverters provide alternating current for the electrically-

operated instruments and the automatic pilot. The inverters
are controlled by two selector switches, located on the switch
panel on the starboard side of the cockpit and labelled FLIGHT
INST. No. I. No.2. Both switches should be selected ON
during flight.

(b) An inverter changeover circuit is incorporated which autom-

atically maintains the a.c. supply in the event of failure of
No.1 inverter. When the switches are selected ON, both
inverters run up, but when No.1 inverter attains normal
voltage and phase sequence, a torque switch operates to switch
off No.Z inverter. In the event of failure of No.1 inverter,
the torque switch again operates, automatically restarting No.2
inverter.

(c) When the No.1 inverter is operating normally, an inverter

failure indicator, located on the instrument panel, shows
black. If No.1 inverter fails, the indicator changes to white.

11. Hydraulic system

(i) Three completely separate hydraulic systems are installed, two

 T

for operation of the flying controls and the other for operation of
the aircraft general services .

(ii) Flying controls sy s tem

(a) Two hydraulic pumps, one on each engine-driven gearbox,

provide power for twin independent hydraulic systems.
operating at 3,000 lb. per sq. in. pressure . Both systems
serve the flying controls powered control units so that, in
the event of failure of either engine or pump, the flying
controls will remain operative at reduced rates.

(b) The port hydraulic system supplies the auto-stabilizer. auto-

pilot and forward jacks of both the aileron and tail plane
powered control units and also the auto- stabilizer and forward
jack of the rudder control unit. (The rudder does not
incorporate auto-pilot.) The starboard system supplies the
rear jacks of the control units and is completely isolated from
both the auto-pilot and auto- stabilizer. Therefore, in the
event of failure of the port hydraulic system, the auto-pilot
and auto-stabilizer facilities are inoperative.

(c) Two accumulators are fitted in each system and are located
two on each side of the weapons bay. One accumulator is
charged with fluid by the engine-driven pumps whilst the
second accumulator contains the necessary air pressure.
Located adjacent to each accumulator is an associated air
charging connection and pre ssu re gauge. During normal
engine running they are maintained at the system pressure of
3,000 lb. per sq.in. The function of the accumulators is to
cater for sudden demands by the control units.

(d) A flow indicator in each system transmits a signal to the

centralized warning panel in the event of pump failure.

(iii) General services system

(a) Two engine-driven hydraulic pumps, supplied by a common

main reservoir, provide the ~po\3er for all the general
•
M. 148 Aircraft P.P.N •• Part 1

services hydraulic circuits, and operate at 4, 000 lb. per

sq. In. pressure.

(b) Should the main reservoir piston 'bottom ', due to fluid
leakage, the general services hydraulic system will be trans-
ferred to both emergency hydraulic and electrical supply.
Two emergency reservoirs are provided, each of which
contains sufficien t fluid to operate the general services
emergency circuits as follows:-

Undercarriage - DOWN
Main plane flaps DOWN
Tail plane Oap UP
Air brakes - OUT and IN once only
Bomb doo r - OPEN and CLOSE once only
Fuel proportioners - Until no fluid remains
Nose wheel steering Not available

(c) Two accumulators, one normal and one emergency, are

fitted in the wheel brakes circuit which operat es at 1.500 lb.
per sq. In. pressure. Associated with each accumulator is
a ground charging connec tion and a pressure gauge . A
triple pressure gauge, mounted above the cockpit port
console, records the pressure of the main accumula tor and
the individual brake pressures. The emergency accumulator
pressure gauge is mounted aft of the standby switch panel on
the starboard side of the cockpit.

(d) In the event o f pump failure, a flow indicator in th e appropriat e

circuit transmits a signal to the general services hydraulic
sys t em failure warning indicators on the cockpit starboard
console. • With both hydraulic pumps operating normally, the
indicators show black; in the event of a pump failure, the
associated indicator will show white . Between the pump
failure indicators is a three-position indicator which shows
NORM when the hydraulic system is operating normally,
EMGY. when the system is transferred to emergency, and
black and white cross hatching when the engines are not
running and the electrical power supply is switched off.

SECRET -
12. Engine air bleed system
A bleed from each engine compressor provides air pressure for
the operation of the boundary layer control system and the
following services:-

Fuel tank pressurization

Fuel system negative G recuperators
Fuel system inter-tank transfer
Hydraulic fluid reservoir pressurization
Rudder stop
Radio bay air conditioning

AIRCRAFT CONTROLS
•
13. Flying controls - maln
(i) General
The flying controls for the pilot consist of a control column, in
a horizontal slide assembly which forms part of a central
controls pedestal, and two rudder pedals. The rudder pedals are
adjustable for leg reach by means of an adjuster wheel situated
below the control column.

(ii) Powered control units

(a) The ailerons, tail plane and rudder are operated by

hydraulically-powered control units supplied by the fiying
controls hydraulic system. Each control unit essentially
comprises a tandem ram, each half being supplied by a
separate system. There is no provision for manual
reversion but, in the event of failure of either hydraulic
sys tem , full control will be maintained by the other system,
with some limitation to the maximum manoeuvres other-
wise obtainable.

(b) The powered control units for the ailerons are mounted one
in each outer wing; th e rudder unit is mounted in the rear
fuselage and the tail plane unit ~ s mounted in the fin.
· ,

M.148 Aircraft P.P.N •• Part 1

(iii) Feel system

Pilotls 'feel' at the controls is simulate d by spring box feel
units which are connected into the control runs.

(iv) Aileron droop system

(a) In order to provide increased flap area when required, the
ailerons can be drooped to a maximum of 30 deg . The droop
position does not affect the conventional operation of the
ailerons .
(b) An electrical actuator, mechanically connected to the aileron
control circuit, comprises two identical motors, one for
normal operation and one for emergency. Normal control
is by a selector switch, located on the port control panel and
labelled AILERON DROOP, NORMAL - TAKE-OFF - DOWN.
Intermediate 5 deg. positions can be selected. with definite
'gates' at the ZO deg. (take-off) and 30 deg. (landing) position.
WARNING •••
The boundary layer control system must be switched ON
before the ailerons are drooped in flight. The aileron s must
not be drooped when the auto-pilot is engaged. or when the
flying controls hydraulic system is not pressurized.
(c) In the event of failure of the normal control. the ailerons can
be drooped once only. by operating the standby switch,
located on the standby control panel and labelled AILERON
DROOP. NORMAL - OFF - DOWN. Intermediate positions
can be obtained by selecting the switch to OFF when the
desired angle of droop is reached. The ailerons cannot be
raised after standby operation (Part 5. para. 11).
(d) An aileron droop position indicator is located at the top of the
pilot's instrument panel.
(v) Tail plane flap
Ca) The tail plane flap is operated by a hydraulic jack powered by
the general services hydraulic system. Two flap settings
only are available. NORMAL and UP. In the NORMAL
position the flap is in line with the tail plane and is mechanically
locked; in the UP position the flap is raised through 30 deg.*
and is hydraulically locked. There are no intermediate
selections.

(A.L.I, Sep . 58)

 • •

(b) Control of the flap is by a selector switch. located on the port

control panel and labelled TAIL PLANE FLAP, NORMAL -
UP. In the event of electrical failure, or failure of the
hydraulic supply to the operating jack, the tail plane flap can
be raised, once only, by operating the standby switch, located
on the standby control panel and labelled TAIL PLANE FLAP,
OFF - ON. After the tail plane flap has been raised by a
s tandby selection it cannot be se lected down by either th e
emergency or normal hydrauli c supply until a release valve in
the hydraulic system has been manually reset on the ground.

(c) An electro-magnetic position indicator, located at the port

side of the pilot's instrument panel,shows NORM on a white
background when the tail plane flap is in the NORMAL
position and UP on a black ground when the flap is UP. The
indicator displays black and white diagonal stripes when the
tail plane flap is in travel, i. e., unlocked, or in the event of
failure of the normal electrical supply to the indicator.

(vi) Rudder stop

(a) In order to prevent the inadvertent application of excessive
rudder movement at high speed, made possible through the
pilot being isolated from the aerodynamic loads imposed upon
the control surface. a safety device in the form of a mechanical
stop is fitted to restrict the movement of the rudder quadrant in
the mechanical input circuit to the rudder powered control unit.

(b) The stop is operated by air pressure piped from the air bleed
sys tem and is electrically selected by a two-position switch,
located on the port console outboard of the throttle levers and
labelled RUDDER STOP, OFF - ON. An associated magnetic
indicator, located on the left hand side of the instrument panel
indicates ON when the stop is engaged and shows black when the
stop is disengaged.

14. Flying controls locking

The flying controls are hydraulically locked through the powered

control units. ,\'vQ
,c.,
S ~1ET
,

M. 148 Aircraft P.P.N •• Part 1

Note .••
Prior to the installation of auto-pilot, mechanical10cking
devices are provided for fitment to the ailerons and the tail plane
to prevent control surface droop when the aircraft is static. The
locks are fitted immediately after shutting down the engines and are
removed prior to starting. Each lock carries a red warning
pennant which is clearly visible when the lock is in position.
15 . Trimming controls

{i} Trimming of the ailerons and the rudder is effected by electrically

actuated 'spring bias' mechanisms which are connected to the
primary control systems. Tail plane trimming is provided by an
electrically-actuated 'datum shift I mechanism which is incorporated
in the gearing unit at the aIt end of the tail plane control system.
(ii) Control of the aileron and rudder trim actuators is by a single
trim switch, mounted on the port console and labelled RUDDER -
AlLERON - TRIM. The control works in a natural sense and
associated trim indicators, located on the port console forward
of the throttle levers. show the state of trim.
(iii) The tail plane trim actuator consists of a two-speed normal motor,
with a solenoid-operated gear change, and a standby motor for use
in emergency. Two rates of trim operation are provided, a low
rate of 0.1 deg . of tail plane angle per second, for normal flight
and a higher rate of 0.8 deg. per second when flying with m a in
flaps down and ailerons drooped. The appropriate rate of tail
plane trim can also be selected by a switch. mounted on the port
console, inboard of the throttle levers, and labelled TAIL PLANE
TRIM RATE, HIGH - LOW. The high rate of operation is obtained
automatically upon lowering the flaps, irrespective of the position
of the tail plane trim rate switch, a flap-operated micro switch
completing the electrical circuit to the high speed solenoid of the
trim actuator normal motor. When operating on the standby
motor the high rate of trim operation is not available.
Note .••
On the first aircraft the tail plane trim rate switch is mounted on
the port coaming of the instrument panel.
(iv) Normal control of the tail plane trim actuator is by a thumb switch,
mounted on the top of the control column handgrip. Use of the
switch is instinctive - forward for nose down and aft for nose up

v
5 E C It"T (A.L . t, Sep. 58)
•
,.
 trim. In the event of failure of the normal motor or its electrical
circuit, the standby motor can be selected by operating the standby
control switch. This switch is located on the port console.
adjacent to the rudder /aileron trim switch. and labelled STANDBY
TAlL PLANE TRIM, NOSE UP - NOSE DOWN. An associated
trim indicator is lo ca ted on the port console, adjacent to the
rudder trim indicator.

16. Flaps control and position indicator

(i) The flaps are operated by hydraulic jacks which are supplied by
the general services hydraulic system, and are selected electric-
ally by a control lever switch. located on the port control panel
and labelled FLAPS, UP - TAKE-OFF - DOWN,
(ii) The flap control switch can be selected to seven position s and the
flaps are raised and lowered at a fixed rate. When a flap selection
is made. an electrical circuit is completed between the switch and
the flap actuator unit. Movement of the actuator is then trans-
mitted by cable and control rods to the two flap jacks. When the
selected flap position is reached. a drum switch interrupts the
electrical supply to the actuator unit.

(iii) In the event of electrical failure. or failure of the normal hydraulic

supply, the flaps may be lowered, once only, by emergency
selection . The emergency se lector switch is located on the
standby control panel on the starboard side of the cockpit. and is
labelled FLAPS, OFF - DOWN. When an emergency DOWN
selection has been made the flaps cannot be selected up by the
normal system until a release valve on the flap actuator unit has
been manually reset on the ground.

(iv) A flap po sition indicator is located at the top of the instrument

panel. The port and starboard flaps operate in synchronism and
the indicator is controlled by the port flap.

17. Air brakes control

(i) The air brakes are located at the aft extremity of the fuselage
and comprise two halves which, in the closed position, form the
fuselage tail cone. Operation of .tJ~.e air brakes is by a double -
acting hydraulic jack which is s}l p'lied by the general services
M. 148 Aircraft P.P.N., Part I

hydraulic system, selection being by a switch, located in the

starboard throttle lever handle and labelled AIR BRAKE IN -
AIR BRAKE OUT.

(ii) Intermediate positions of the air brakes can be obtained by

selecting the switch to OUT and returning it to the neutral
position when the desired setting is reached. When selected
IN the air brakes will retract fully before responding to a
further selection. An air brakes position indicator is located
centrally at the top of the instrument panel.

(iii) In the event of electrical failure, or failure of the normal

hydraulic supply, the air brakes can be extended and retracted.
(once only) by selecting the AIR BRAKE STANDBY switch,
located on the port control panelj intermediate positions can be
obtained by returning the standby switch to OFF when the required
setting is reached. When a standby selection has been made the
air brakes cannot subsequently be re-selected by the normal
system until the release valve in the hydraulic system has been
manually reset on the ground.

18. Bomb door operation

(i) In its closed position the rotatable bomb door completely encloses
the weapons bay, and provides a rigid structure upon which a
variety of weapons may be carried. The door is mounted on fore
and aft pivotal bearings and is hydraulically operated by a single
double-acting jack which is supplied by the general services
hydraulic system. Selection is by a gated lever switch, located
on the port console immediately aft of the throttle levers. and
labelled BOMB DOOR. OPEN - CLOSED.

(ii) The bomb door will complete its travel to a selected position
before responding to a reverse selection. A position indicator,
mounted on the port console adjacent to the inboard throttle lever,
shows black when the door is closed and locked, black and white
diagonal stripes when the door is in travel, i. e. unlocked, and
white when the door is open and locked.

(iii) In the event of failure of the normal electrical or hydraulic supply,

 the bomb door can be operated by selection of a standby switc h.
located on the standby control panel and labell ed BOMB DOOR.
OPEN - CLOSE . Following a standby sele c ti o n. the bomb door
cannot be re - selected by the normal supply until the release valve
in the hydraulic system has been manually reset on the ground.

19. Anti-spin parachute

Early prototypes are provided wi t h an anti-spin parachute which

is located on the port section of the air brake. The parachute is
retained in position by a blister cover which. when released.
permits the parachute to be deployed by the airflow. Release of
the cover is electrically controlled by a gated lever switch,
located on the port console immediately aft of the throttle levers,
and labelled SPIN CHUTE. JETTISON - SAFE - STREAM. A
spring-loaded safety stop prevents the switch being inadvertently
selected to the JETTISON position . In addition. a micro switch.
operated by the cover, prevents the parachute being jettisoned
before it has streamed.

20. Auto-pilot system

(i) The auto-pilot installation incorporates auto-stabilizer facilities,

the auto-pilot, auto- stabilizer and powered control units being
fully integrated . The system is operated by a control unit
mounted on the starboard console and a grip unit incorporated in
the control column . Electrical power is supplied to the auto -
pilot when the night instruments No .1 or No.2 inverter is running .

(ii) Controls

(a) The following controls and indicators are l ocated on the

control unit:-

AUTO - PILOT switch

FORCE STICKI LOCK switch
HEIGHT /MACH NO. switch
AUTO-STABILIZER switch
An electro-magnetic indicator which
operates in conjunction with the ENGAGE
switch on the grip unit ,...,
~. ~

r
-
M. 148 Airc raft P.P.N., Part I

(b) The following controls are incorporated on the grip unit:-

ENGAGE switch
DISENGAGE switch
Cut-out switch

(c) An AUTO-PILOT RESET push-button switch is mounted on the

port console. The switch is fitted with a protective flap and
is used to apply power to the system and to re-arm the auto-
pilot circuits after the cut-out or the limit switches have been
operated.

tiii) Control of the auto-pilot system

(al When the aircraft battery master switch is selected ON. the
centralized warning system will immediately operate. This
is because the cut-out circuits are not armed. To clear the
warning, the AUTO-PILOT RESET switch should be depressed .
With no further switches selected the system is in the normal
manual mode, i . e., the control column is mechanically coupled
to the main valves of the powered control units .

(b) AUTO - STABILIZER switch. When the AUTO-STABILIZER

switch is selected ON, the system remains essentially
manual. but auto-stabilizer signals are differentially super-
imposed on the manual demands; these signals are not
transmitted back to the control column. Thus, the final
position of the control surface is a combination of the
manual and the auto-stabilizer demands.

(el With the AUTO-PILOT switch made, the following auto-pilot

modes are available:-

Height lock ) These modes include the auto-

Mach No. lock) stabilizer and also have force
stick control in roll.
Force Stick with auto - stabilizer
Force Stick without auto- stabilizer

(d) Height l ock. To obtain height lock, the FORCE STICKI

5 E C ItET
,..,..
J
 LOCK switch is selected to LOCK and the HEIGHT/MACH
switch is set to HEIGHT; the auto-pilot ENGAGE button on the
grip unit is then depressed. The auto-pilot will now lock on
to the barometric height prevailing .

(e) Mach No. lock. To obtain Mach No. lock the FORCE STICK/
LOCK switch is selected to LOCK and the HEIGHT/MACH
switch set to MACHi the auto-pilot ENGAGE button on the grip
unit is then depressed. The auto-pilot will now lock on to the
Mach No . prevailing.

(f) Force Stick. The Force Stick mode is obtained by selecting

the FORCE STICK/LOCK switch to FORCE STICK and depressing
the auto-pilot ENGAGE button on the grip unit. In the force
stick mode there is no height, Mach or heading monitoring.

Note •••
To change the mode in which the auto -pilot is engaged, the
DISENGAGE button should be depressed, the required mode
s elected and the ENGAGE button depres sed. The auto-
stabilizer, however, may be switched ON and OFF as required
when the aircraft is being flown under manual control or when
the Force Stick mode is engaged . The selection of Mach or
height lock modes will automatically engage the auto-stabilizer,
irrespective of the position of the AUTO-STABILIZER switch.

(g) The AUTO-PILOT switch on the control unit serves as a

safety device to prevent inadvertent operation of th e auto-pilot
ENGAGE button on the handgrip. The switch must always be
in the OFF position on take-of! and landing.

(h) Tail plane trim. It is important to trim the aircraft before

engaging the auto-pilot and to keep the aircraft trimmed while
engaged. Failure to do so may result in the operation of the
tail plane limit switches.

(iv) Heading selector

The heading indicator of the Mk. 5 F. T. compass system is

provided with a conventional heading selec tor knob and pointer
.<~
,/
SE~RET
<!-' "
M. 148 Aircraft P.P.N., Part I

with which th e desired magnetic compass heading is set. The

aircraft s hould be turned on to the desired heading, either
manually, i.e., with the auto-pilot disengaged. or by using the
force stick; it will then hold the selected heading.

(v) Safety devices

Manual protection against malfunction is provided by the cu t -out

on the grip unit. A spring box. fitted between the aileron inputs,
provides protection against a runaway of one side of the system,
and in the case of the tail plane a control surface angle limit
switch disengages the auto-pilot automatically s hould excessive
control be applied. The operation of anyone of these devices
cause 6 the sys tem to revert to manual control, operates the
centralized warning system and switches off the electrical supply
to the auto-pilot system.

21. Boundary lay er control sys tem

(i) The boundary layer control system provides increased lift and
manoeuvrability at low speeds. Air is tapped from each engine
compressor and discharged over the main planes and under the
tail plane through slits in the leading edges; similar slits in the
main plane trailing edge direct air over the flaps and ailerons.

(ii) From the compressor outlets the air is fed into a common duct and
thence by branch ducts to the discharge points. Four servo-
operated butterfly valves, located one in each compressor outlet,
control the air supply to the main duct. Two pressure switches.
one for each pair of outlets, control the butterfly valve servo units.

(iii) Electrically-operated shut-of! valves are located in the main plane

leading edge ducts and are closed when the system is switched of!.
The valves are provided to prevent air being drawn through the
ducting from the trailing edge slits and out through the leading edge
slits, resulting in an undesirable turbulence over the aerofoil
surface.

(iv) Th e system is controlled by a switch, located on the port control

panel and labelled BLOWING SYSTEM. ON • OFF. Selection of

'v'
,.'
SECR.ET
 the switch to ON opens the main plane leading edge duct shut-off
valves. Associated limit switches then complete the electrical
circuit to the pressure switches which, in turn, energize the
solenoids of the servo units; the butterfly va l ves are then opened
and air is delivered to the boundary layer control system . After
selecting the switch to ON, a time of 3-4 sec . will e l apse before
blowing commences. Blowing will cease immediately the switch
is selected to OFF .
{v} In the event of an engine failure, the back pressure created by
the serviceable engine will open the pressure switch of th e failed
engine; the associated servo unit solenoid is de-energized and
the butterfly valves closed, thus preventing pressure escaping
from the system through the inoperative engine .

{vi} A 3-position electro-magnetic indicator is located on the upper

port side of the pilot's instrument panel and labelled BLOWING
SYSTEM. The indicator is controlled by two pressure switches
within the boundary layer control system in conjunction with the
undercarriage relays. One pressure switch operates at a
pressure of 40 lb. per sq . in . before take-off and the other at
20 lb. per sq. in . during landing. Differences in pressure
between the port and starboard main p lane supply ducts are
sensed by a differential pressure switch.

(vii) With the control switch selected to the OFF po sition, th e electro-
magnetic indicator will show OFF. During take-off, with the
aircraft weight on the wheels and the system switched ON, the
indicator will show ON when the system pressure reaches 40 lb.
per sq .in. ; when the system is switched ON before landing, the
indicator will show ON when the pressure reaches 20 lb. per
sq . in. If at any time the pressure falls below the minimum in
either case , the indicator will revert to OFF . In this event the
system must be switched OFF. Should a pressure differential
of a pre - determined amount exist between the port and starboard
supply ducts. the indicator will show black and white diagonal
stripes, and the system must be switched OFF .
Note •••
On the first aircraft, two pressure gauges are installed on the
port console for instrumentation pu~ oees .

G
SE£RET
't'V
 M. 148 Aircraft P.P.N., Part 1

22. Alighting gear and no s e wheel steering

(0 The alighting gear is hydraulically-operated and comprises two

undercarriage units, which retract inwards into recesses formed
in the inner wings and engine nacelles, and a steerable nose wheel
unit which retracts rearwards into a bay beneath the cockpit floor.
After take-of! the nose wheel will automatically centre from
approx. 55 deg. either side of the central trailing position.
Controlled steering is available through a range of 45 deg. either
side of the central position.

(ii) The alighting gear is raised and lowered by hydraulic jacks which
are powered by the general services hydraulic system and
controlled by solenoid-operated selector valves. Control of the
alighting gear is effected by a three-button switch unit, located on
the port control panel. The selector buttons are marked UP.
DOWN and EMERGENCY DOWN. A locking device in the switch
unit prevents the UP button being depressed when the weight of the
aircraft is on the wheels. In an emergency. however, this lock
may be overridden by turning the button 90 deg. in a clockwise
direction .
(iii) Visual indication of the position of the alighting gear is provided
by a po s ition indicator, located adjacent to the switch unit. A
red warning lamp, located on the port side of the centre instrument
panel, illuminates in the event of a landing approach with any
alighting gear unit in an unlocked or locked up position.

(iv) Nose wheel steering is provided by a hydraulic jack which is

supplied by the general services hydraulic system and controlled
by a solenoid-operated selector valve. Steering is selected by a
push-button switch, mounted on the starboard throttle lever, and
controlled by a drum switch which is mechanically linked to both
the rudder controls and the nose wheel, the degree of turn being
controlled by movement of the rudder pedals. When the aircraft
is on the ground and not under steering control the nose wheel is
free to castor through 360 deg.

(v) Two additional contacts in the drum switch are wired in series
with the alighting gear UP selector valve to prevent retraction
taking place before the nose wheel is in a fore and aft alignment.

,,~~.
S'ECRET
,
23. Wheel brakes
(i) The whee l brakes are hydraulically-op erated and a r e supplied by
t he general service s hydraulic system. Toe pedals are fitted
above the rudder pedals and operate transmitters attached to the
p edals. These tran smitte rs operate th e brakes through a control
unit and Maxaret units .

(ii) In the event of failur e of th e ge n e ral services hydraulic system.

no supply is ava il abl e t o either the normal or th e emergency brake
accumulator , but s uffici e nt fluid pr essure is s tor e d in the normal
acc umulator to provid e sixt een toe- brake applications .

(iii ) Th e e m e rgency accumulator provides a r ese rve of power in the

eve nt of failure of th e normal accumulator. s ufficie nt p o wer bein g
availab l e for a minimum of four brake appli cations. using the
parking and emergency brake co ntrol mounted o n th e inboard face
of the s tarb oa rd console. Selection of thi s control to ON by-passes
the Maxaret units and p ermi t s th e wheels to lock irrespec tive of the
aircraft speed .

(iv) A tr ipl e pr essure gauge , m ou nted on the port wall of the c ockpit,
r eco rd s the normal hydr a ulic accumulator pressure and the
individual brake pr essu r es . A further pressure gauge, lo cat e d aft
of the standby control pan el on the starboard side of the cockpit,
r ecords the e mer gency accumulator pr essure .

(v ) The Maxaret units permit the use of maximum braking without th e

risk of wheel loc king and tyre dama ge . Incorporated in th e
Maxaret u nits is a coc k i ng d evice which, in conjunction with a
cocking valve. applies th e brakes automatically during underc a rriage
retraction to stop the whe e ls from spinning, and subsequently
releases them when retractio n is completed.
Note •••
On the first aircraft the brakes mu s t be appli e d to stop the wheels
from spinning befor e th e undercarriag e is retracted.

24. Flight instruments

(i) Pressure-operated instrumen ts

(a ) Pitot and static pressures for the air-operated instruments

:\\,-\1...
Ht RET
M. 148 Aircraft P.P.N., Part 1

are obtained from the pressure head positioned on the port

wing; a pressure head projecting from the aircraft nose
provides a supply for instrumentation purposes.

(b) The heating elements of the pressure heads are controlled by

a switch located on the s witch panel on the starboard side of
the cockpit and labelled PRESSURE HEADS, WING AND NOSE,
ON - OFF.

(ii) Electrically-operated flight instruments

(a) The Mk.5 F . T. compass, the master reference gyro (M . R.G . )

and attitude indicator, and the turn-and-slip indicator are
electrically-operated. The Mk.5 F. T. compass and the
M.R.G. and attitude indicator are normally supplied from the
No. 1 inverter; should a failure of No.1 inverter occur, No.2
inverter automatically takes over (para. IO(vi) (b) ).

(b) Turn - and-slip indicator. The electrically-operated turn-and -

slip indicator is provide d with an independent and alternative
d . c. supply, the change-over being effected automatically, in
the event of failure of one source, by a relay in the circuit.
In the event of a failure of the normal power supply, the turn-
and-slip indicator can be operated from the emergency battery
by selection of the standby s witch adjacent to the in s trument.

ENGINE CONTROLS

25 . Combined throttle and H.P. fuel cock controls

(i) The throttle levers are mounted in a quadrant marked THROTTLE,

GROUND IDLING - TAKE-OFF in the throttle control box. At the
rear of the quadrant is a se c tion marked H . P. FUEL COCK, SHUT -
OPEN. Movement of the throttles in this section operates the
H.P . fuel cocks, the gated OPEN position COinciding with the
throttle GROUND IDLING position.

(il) A friction damping control for the throttle levers is fitted on the
inboard side of the throttle c ontrol box . Clockwise rotation
increases friction.

(A. L. I, Sep. 5 B)
 5 CR'b

Zb. Low pressure fuel cock controls

The low pressure fuel cocks are controlled by two levers which
are mount ed a t the rear of the port console and marked ENGINE
MASTER COCK, OFF - ON.

Z1 . Engine starting and stopping controls

(il The engine starting push-buttons are mounted on the port and
starboard throttle levers respectively and are marked ENGINE
START AND RE-LIGHT. The push-buttons automatically
control the air starting trolley and igniter units through relays
and a time switch. The buttons are also used for re-lighting
in the air.

(ii) To minimize the possibility of a 'wet start', a solenoid-operated

by-pass valve is incorporated in ea c h engine fuel system to
allow fuel, in excess of that required for starting. to return to
the inlet side of the fuel pumps. Each valve is automatically
controlled by the engin e starting time delay switch . Operation
of the valve can also be selected manually as required, after the
initial starting cycle (Part 4, para.3 refers). by associated
spring-loaded switche s , located at the rear of the port console
and labelled ENGINE FUEL VALVE BY-PASS, ON-OFF.

28. Jet pipe temperature automatic control

In order to prevent ex.cessive turbine temperatures and consequent

reduction in the life of the turbine b l ades , the jet pipe t emperature
is automatically limited to a pre-determined maximum value. This
is achieved by monitoring the temperature immediately aft of the
turbine and, when a pre-determined figure is reached, to
progressively reduce the fuel flow to the engine by an actuator
incorporated in the fuel system.

29 . Engine instruments

The majori t y of the engine instrument s are mounted on the main

.'
r"
5.eCRET
M.148 Aircraft 5 E C~ll1'.\CTED P.P . N., Part 1

in s trument pan e l. Fuel pump inlet pr ess ure gauges, marked FUEL
PUMP INLET PRESS. and oil pre ss ure gauges, marked PORT,
OIL PRESS. STBD .• are mounted on th e starboard console . Engine
throttle position indicators, marked PORT, ENGINE THROTTLE
POSITION, STBD., are mounted on the port console.
Note •• •
The fuel inlet pre ssure gauges and engin e throttle position indicators
are provided for instrumentation purpos es only.

AIR CONDITIONING SYSTEM

30. Gene ral
(i) A hot air supply, taken from a manifold on each engine compressor,
is used for the combined air conditioning a nd pres surizing system
for the cabin . The air supply is ducted into a common delivery
line which later separates into two bran ches . One branch delivers
air to the anti-g suits worn by th e pilot and observer; the remaining
branch is concerned with temperatur e-co ntrolled supply to the cabin.

(ii) The flow of air is co ntroll ed by two electrically-operated shut-off

valves, one for eac h engine. These shut-off valves are controlled
by a switch, locat ed on the swi t c h pane l on the starboard side of the
pilot's station and labell ed CABIN PRESSURE, ON - OFF.

31. Cabin pressurization

(i) The pressurized compartment is enclosed by two bulkheads, one just

forward of the instrument panel and th e o the r immediately behind the
observer's sea t. The air supply to th e cabin is automatically
regulated, according t o th e operating conditions, by a flow controller.

(ii) Up t o the minimum pressurizing altitude of 8, 000 ft. a bove sea level,
the air, after passing through the temp eratu re control system,
circulates freely within th e cabin and is expelled through a discharge
valve into th e nose compartm en t. Above this height the discharge
valve begins to close, throu gh the action of a cap s ule-operated
pressur e controller. thus r egula ting th e amount of air expelled from
the cabi n and causing a cabin differential pressure to build up . The
differential increa ses at a rate proportional to the r a te of climb and
continue s until the ultimat e condition of 4 lb. per sq . in . is reached
at 25, 000 ft.
(iii) Should the discharge valve fail to function, a safety valve, which
also incorporates an inward relief valve. will automatically start to
relieve at a differential pressure of 4.25 lb . per sq.in., and will
control the cabin below a differential pressure of 4.75 lb. per sq.in.
when the full cabin supply is pas sing through the valve.

(iv) During a descent the cabin differential pressure is maintained at

4 lb. per sq. in. down to 25.000 ft. Below 25, 000 ft. the differential
pressure is progressively decreased by the combined action of the
pressure controller and the discharge valve, the valve opening to
release the pressure at a rate proportional to the rate of descent
until zero differential is reached at 8,000 ft. In the event of cabin
pressure being lower than that of ambient, such as may develop
during a rapid descent with power off, the inward relief part of the
safety valve will automatically operate to allow pressure
equalization.

(v) In the event of failure of the pres s ure control sy s tem, or damage to
the aircraft structure, causing a loss of cabin pressure, the cabin
pre ssure warning lamp on the centralized warning panel will
operate when the cabin altitude reaches 32,000 It.

32. Temperature cont.rol

(i) The temperature of the cabin air supply can be controlled within
a range of + 5 deg. C . to + 35 deg. C. by manual selection of a
temperature selector, located on the aft portion of the starboard
console. Automatic or manual control of the selected temperature
can be obtained by selecting an adjacent switch to AUTOMATIC or
MANUAL as required.

(ii) When the switch is set to AUTOMATIC, the temperature selected

on the selector knob is maintained thermostatically, irrespective
of any change in aircraft operating conditions.

(iii ) The MANUAL position of the switch is intended for emergency use
in the event of failure of the thermostatic control. In this
condition the cabin temperature is governed directly by rotation
of the selector knob, adjustment being made as necessary to
compensate for any change in aircraft operating conditions.
 M.148 Aircraft P.P.N., Part 1

33. Emergency ventilation

(i) In the event of failure of the air conditioning system, an emergency

ventilation system can be brought into operation by selection of a
manually-operated ram-air valve, located on the outboard side of
the starboard console.

(ii) When the valve is opened, air at ram pressure and temperature is
admitted to the cabin from ducting connected to two small intakes,
one on the inboard side of each engine intake. At the same time
the discharge valve is opened to exhaust any pressure remaining in
the cabin, which is then subject to ambient conditions.

WARNING •••
If the ram-air valve is opened rapidly when the aircraft is at
altitude, sudden decompression of the cabin will occur. The valve
must therefore by opened slowly.

34 . Anti-g system

(i) The air supply to the crew's anti-g suits is taken from a branch
of the main air conditioning supply, passing through a non - return
valve to two stop valves, one for each suit, located on the starboard
side of the pilot's and observer's stations.

(ii) When the respective stop valve is opened, a pressure supply is

passed to an anti-g valve. mounted adjacent to the stop valve, which
permits a controlled supply to pressurize the suits in proportion to
the degree of applied positive g. Each anti-g valve incorporates a
filter and relief valve, and can be tested by manually operating the
knob at the top of the valve.

35. Canopy sealing and de-misti_ng

The canopy inflatable seal and the de-misting duct are supplied
with air pressure from a branch connection on the cabin supply
line downstream of the heat exchanger. After passing through a
non-return valve the supply pipe divides, one branch connecting
to the de-misting galleries and controlled by a manual control
valve located on the starboard wall of the pilot's station; the
other branch passes through a reducing valve, which reduces the
 pressure to 8 lb. per sq. in .• and a stop valve to the canopy seal.
The canopy seal stop valve is automatically operated by the sliding
canopy control so that the valve is opened when the canopy is
moved to the closed position .

GENERAL EQUIPMENT AND CONTROLS

36 . Sliding canopy

(i) The cabin is enclosed by an electrically-operated, one-piece,

sliding canopy. Two rollers at the forward end of the canopy
locate in guide rails along each side of the cabin, the rear of the
canopy being hinged to a shuttle unit which runs in guide rails in
the dorsal fin structure .

(ii) The canopy is operated by an electrical rotary actuator, mounted

in the dorsal fin structure immediately behind the observer's
station. The actuator drive is connected to the canopy shuttle by
chain and cable, the actuator being controlled by a handle located
on the starboard side of the cockpit. From a central LOCKED
position the selector handle is moved forward to close the canopy
and rearward to open it; this movement operates the canopy
pressure seal valve. releases the canopy locking mechanism and
operates the actuator. Limit switches. operated by stops on the
canopy. automatically switch off the actuator when the canopy
reaches the fully open or closed position. The canopy is locked
by returning the selector handle to the central position.

(iii) The canopy selector handle can be locked in the OPEN position to
facilitate manual opening of the canopy in the event of electrical
failure. Should such a failure occur , the actuator must be de-
clutched before the canopy can be opened. The de-clutChing
control knob is mounted on the starboard side of the pilot's station
and is operated by pulling the knob forward and turning it through
90 deg. into a locked position.

(iv) The canopy can be operated from outside the cabin by an external
selector handle and de - clutching control. The external handle is
integral with the internal control, but is independent in operation .
M.148 Aircraft P.P.N., Part I

When not in use, the handle is flush-fitting in the surface skin;

depression of an adjacent spring catch causes the handle to be
ejected from its recess into the operating position. The de-clutching
control is situated in the recess and is operated in a similar manner
to the cockpit control.

(v) Early prototypes are provided with a canopy inching facility to

enable the pilot to control the canopy between the closed and fully
open position. An inching switch, labelled NORMAL - STOP -
REVERSE. is mounted on the canopy internal se lector handle.
With the inching switch selected to NORMAL, operation of the
canopy remains as described in sub-para. (ii); to obtain an
intermediate open position, move the inching switc h to STOP
when the canopy reaches the desired position. If it is desired
to partly close the canopy from a previously selected intermediate
position, set the inching switch to REVERSE, move the canopy
selector handle to CLOSE and, when the canopy reaches the
required position, se l ect the inching switch to STOP.

WARNING •••
The canopy must not, under any circumstances, be inched to the
fully open position as this will damage the operating mechanism.

37. Pilot's sea t

The pilot's seat is a Martin Baker Mk. 4M ejection seat. The
seat is adjustable for height by a seat raising lever on the star-
board side of the seat pan. A shoulder harness release lever is
lo cated on the port side of the seat pan. The angle of the arm
rests may be adjusted by depressing a catch at the front of each
arm.

38. Internal lighting

(i) Cockpit

Early prototypes are not provided with cockpit lighting.

(ii) Accessories bay

A single cockpit-type lamp in the roof of the bay provides general

illumination. The lamp is co ntr olled by an ON - OFF switch

SECRET-
•
 loc ated at the forward end of the bay.

(iii) Weapons bay

The weapons bay is illuminated by four cockpit-type lamps, which

are controlled by the bomb door isolating micro switch. The
switch is automatically operated by the opening of a flap, located
immediately aft of the bomb door.

(iv) R adio bay

Three cockpit-type roof lamps provide illumination for the radio
bay . The lamps are controlle d by an ON - OFF switch, located on
the t e l e-communi cations pane l on the starboard side of the bay.

39. External lighting

No external lighting is provided on early prototypes.

40. Oxygen s ys t em

(i) Normal sup ply

(a) Th e pilot and observer are supplied with oxygen from four
oxygen cylinders, each of 150 litres capacity, stowed in the
radi o bay. Provision is made for the addition of a fifth
cylinder when r e quired. Located on the pilot's starboard
console and the observer's port console is a Mk.11D demand
regulator which incorporates the following controls and
indicators: -
(I) A manually-operated air inlet shutter, marked NORMAL
OXYGEN - 100% OXYGEN.

(Z) An e merg e ncy toggle switch, marked EMERGENCY I PRESS

TO TEST MASK.

(3) An ON - OFF control switch which is normally wire-locked

in th e ON position.

(4) An e l ec tro-magne tic blinke r - type flow indicator.

M. 148 Aircraft P.P.N .• Part I

(5) A pressure gauge (m edium pressure supp l y) .

Above 30,000 ft. cabin altitude the r egula tor s automaticall y

supply 100% oxygen.

(b) The supply from the cylinders is separated into two feeds,
each of which is served by one pair of cylinders. Inter-
connecting pipes between the two supplies, in the form of
cross-feeds, ensure that if damage or failur e occurs to one
side of the sys tem , both crew members will continue to
receive a s upply from the serviceable pair of cylinders.
The cylinders can be charged in si tu through an adjacent
charging valve.

(c) Two electro-magnetic flow indicators are locat ed on the

pilot' s and observer' s instrument pan els. The indicators
operate in conjunction with the regulator flow indicators and
provide positive indication that oxygen is flowing to the
masks. An oxygen conte nts gauge is mounted on the pilot's
starboa rd console.

(li) Operation
The supp ly of oxygen is fully automatic immediately the regulator
ON - OFF switch is selec t ed to ON . Under normal flight
conditions the air inlet shutter is se l ected in the NORMAL
OXYGEN position ; if, however, the presence of carbon monoxide
or other toxic fum es is sus pected, the shutter should be se lected
to 100% OXYGEN. As an additional precaution the EMERGENCY
toggle swi tch s hould be deflected to the left or right, when the
supply pressure to the ma sk is increased.

(iii) Emergen cy supply

(a) Each ej ection sea t is equipped with a Mk.7 emerge ncy oxygen
se t, compri si ng a cylinder of 55 litres cap aci ty and a simple
regulator. Each installation i s automa tically operated, in the
event of ejection, by a static line which releases oxygen from
the cylinde r t o the seat occupant's mask.

(b) Th e emergency oxygen can also be used in the event of failure

SECRE.1"
""
 of the normal sys t e m supply by opera ting the E M ERGEN C Y
OX YGEN manual contr ol kn ob , l ocat ed on th e s tarboard console
at eac h crew s tation . Approxima t ely 10 minutes oxygen supply
is contained in eac h eme r gency cy linder .

NAVIGATION , WlRELESS AND RADAR EQUIPMENT

41. Compasses

(i) Mk.5 F. T. Gyro-magnetic compass

(a) The gyro-compass ins tallation comprises the fo llowin g units:-

(1) Detector unit, Type A, mounted in the sta rboa rd wing tip.

(2) Amplifier unit, Type A .

(3) Heading indica t or, Type A, on the pilot ' s instrument pan e l.

(4) Observer's repeater, Type A, on the obse r ve r' s s tarboard

console .

(b) The heading indica tor is provided with a co nve nti onal cour se
se tting knob (HDG) and sync hronizing knob (SYN). Disposed
cen trally b e tween the HDG and S YN knobs is a sma ll button
con tr ol which, when pr essed, permits the instrument to
function as a direc tional gyro. In this case the SYN knob
may be used t o reset th e dial to correc t for azimuth gyro
wander.

(il) Standby compass

A magnetic compass, Type E2B, is mounted centrally on the

windscreen frame.

42. Radio and intercomm.

(i) The wireless equipm e nt consists of twin V .H.F. installations and

-
an int eg rated intercomm. system . ,..,The V . H. F. sets are mounted
in the r adio ba y in the rear fuse la g~ .
J

5
B.I03 Technical Publications Dept., Provisional Pilot's Notes
Blackburn &; General Aircraft Ltd.,
Brough, Yorkshire.

M. 148 AIRCRAFT

Advance Information Leaflet No.l/58

Insert this leaflet in Provisional Pilot's Notes, Part 1. to face para.45

Para.45 refers:-

Canopy jettison tests have shown the observer's canopy jettison unit to be
ineffective. A recent modification removes the observer's jettison
handle an,d renders the jettison unit inoperative. Provision is made for
the observer to operate the jettison unit at the rear of the pilot's seat by
a handle which is attached directly to the sear of the jettison unit. This
modification is included on the third aircraft (XK 488) and will be
incorporated on aircraft XK 486 and XK 487 by retrospective action.

Note •••
The information contained in this leaflet will be incorporated by normal
amendment list action in due course.

October, 1958

SECRET
 M.148 Aircraft P.P.N., Part 1

(U) The twin V.H.F. sets are controlled by the pilot through the control
units, located on the port console and labelled No.1 and No.2, and
an adjacent changeover switch. In the event of failure of the normal
electrical supply, an emergency supply is available by switching the
POWER SUPPLY switch. on th e port console, from NORMAL to
EMERGENCY. A press-to-transmit button is incorporated in the
starboard throttle lever handle, and a mute switch marked NORMAL
- MUTE, is l o c ated on the port console.

(iii) The observer's station is equipped with a press-to-transmit switch,

located on the port console. and a foot-operated push-button mute
switch, mounted on the starboard side of the floor.

(i v ) A mic-tel socket is located on the rear port side of th e pilot 1 s and

observer's seat structure, each socket being provided with a
protective spring flap. A further mic-tel socket and associated
control switch, labelled MUTE - OFF - TRANS •• is mounted on a
panel in the radio bay and is used for test purposes. A type 3570
quick release connector, located in the port wheel bay, permits
intercomm . between ground crew and pilot up to the moment of
take-off if necessary.

(v) The V.H.F. aerials are mounted in the dorsal fin structure; No.1
V. H. F. Bet is connected to the forward aerial and No.2 set to the
rear.

43. Radio altimeter

Early aircraft are not equipped with a radio altimeter .

44. Radar

No radar equipmen t is installed in ear ly prototypes.

EMERGENCY EQUIPMENT AND CONTROLS

45. Sliding canopy jettison control

(i) The canopy can be jettisoned by either the pilot or observer, using
the handle provided on the port side of each crew stati on . Each

SECRET
, (A.L.l, Sep. 58)
 handle is connected by Bowden cable to the corresponding cartridge-
operated canopy jettison unit, located at the rear of each ejection
seat.

(U) Operation of either handle causes its respective jettison unit to

be fired, unlocking the canopy jettison rail and ejecting the
canopy.

46. Ejection seat

(0 The Mk.4M fully automatic lightweight ejection seat i s designed

to provide sa fe escape at all altitudes and speeds within the air-
craft range and, after ejection, to deploy the parachute autom-
atically and lift the occupant from the seat.

(ii) If ejection is made at high altitude a barostatic control, attached

to the seat, d e lays opening of the main parachute and separation
of the occupant from the seat until an altitude of approximately
10,000 ft. is r eac hed. At very high ejection speeds the opening
of the main parachute is delayed by a G switch, fitted to the time
d e lay mechanism, until a safe speed for deployment is reache"A .

(iii) The seat is fitted with a cartridge-operated canopy jettison unit,

operated by the face screen firing control, a one second delay
occurring before the seat ejection gun is fired. An alternative
firing handle is fitted in the leading edge of the seat pan. To
enable the canopy to be jettisoned separately, an override canopy
jettison handle is provided in each cockpit (para.45).
Note •••
P e nding modification to the canopy jettison system. the ejection seat
firing handles are disconn ec ted from the canopy jettison gun, so that
the canopy and seat must be operated separately.

(iv) The main parachute is a s tandard Irvin 2.4 ft. canopy and is
stowed in a pack behind the pilot's shoulders. The parachute
and seat harness are combined and connected to a single box as
one harnes s .

47. Emergency equipment

(i) Survival pack. The survival pack, which forms the ejection seat
 M.148 Aircraft P.P.N., Part I

cushion, contains a Type K single seat dinghy and Type P survival

equipment. The Type K dinghy is inflated from a C02 cylinder,
housed in a sleeve on the side of the buoyancy chamber, which is
actuated by an operating strap attached to the head of the cylinder.

(ii) A hand-op erated fire extinguisher is clipped to the port wall of

the cockpit at the observer's station.

48. Engine fire extinguisher equipment

(i) Engine fire protection is provided by an automatic-type fire

extinguisher bottle with a dual operating head, mounted on the
inside of each engine outboard nacelle cowling. A firewire
sensing element, looped around the engine and heat shield , is
connected to a relay box located in the radio bay, which operates an
associated warning lamp on the centralized warning panel.

(H) The two engine fire warning lamps are duplicated in the two engine
push-button fire switches, located on the centralized warning panel
(para. 50). On receipt of an engine fire warning. the appropriate
extinguisher can be brought into action by depressing the associated
fire switch, when extinguishant will be discharg ed thr ou gh the
forward part of the operating head to the eng~ne spray ring .

(Hi) Automatic operation

In the event of a crash landing. the operation of anyone of four

crash-trip switches will cause each engine fire extinguisher to be
discharged. the forward part of the operating head delivering
extinguishant to the engine spray ring, and the rear part
delivering extinguishant to the heat shield muff. where it is
discharged into the annular space between the jet pipe and heat
shield.

49. Fuel tanks and weapons bay fire extinguisher equipment

(i) An automatic fire detection and extinguishing system is provided

for the fuel tanks and the weapons bay. Two single head type
extinguisher bottles are mounted one on each side of the radio bay
and connected to gallery spray pipes routed down the weapons bay
sides. Connected to each gallery pi . . e. are a series of pipes which
,<v
\..
SEORET
"'c.V
 project upwards into the space between the fuel tank s and the
fuselage skin . Further pipes project into the hollow bulkhead
forward of the fuel tanks and the bulkhead at th e rear of the
weapons bay. Two firewire sensing elements are incorporated,
one being clipped to the spray pipe circui t round the fuel tanks and
weapons bay, and the othe r projecting into the rear of the weapons
bay.

(ii) Two fire warning lamps, associated with the system, are located
on the centralized warning panel.

(iii) Operation

The s y s tem 1S automatic in operation by either of the following

methods:-
(a) In the event of a c rash landing, the operation of anyone of the
crash-trip switches will cause both extinguishers to discharge
extinguishant into the s pray pipe system.

(b) Abnormally high temperatures or fire in any part of the sys tem
is detec t ed by the firewire sensing elements which, acting in
conjunction with a relay, cause the fire warning lamps to be
i lluminated and both exting uishers to discharge simultaneously
into the spray pipe system.

WARNING •••
Methyl bromide fumes are toxic and must not be inhaled.

50. Centralized warning system

(i) The centralized warning system provides visual and audible warning
in the event of fire in the vicinity of the engines, Iuel tanks or
weapons bay, and in the event of failure of any of the following
services :-

Auto-pilot
Cabin pressure
D. C . supplies (port and starboard gene rators )
Flying controls hydraulic system (port and starboard
hydraulic pumps)
M. 148 Aircraft P.P.N., Part 1

(ii) Visual warning is provided by tw e lve lamps inc orporated in the

centralized warning panel, located on the starboard console. The
operation of anyone of these lamps causes two attention warning
lamps, mounted on the coaming above the instrument panel, to
flash intermittently. At the same time an audible warning note is
transmitted to the pilot's earphones.

(iii) Port and starboard engine fire extinguisher push switches are also
located on the centralized warning panel. Lamps in the switches
are illuminated when an engine fire relay is operated. When the
port or starboard switch is pressed , extinguishant is discharged
from the forward head of the appropriate fire extinguisher.

(iv) A lamp incorporated in the CANCEL push switch flashes in

synchronism with the attention warning lights when the centralized
warning panel receives a signal. On pressing the CANCEL
switch the audible and flashing warnings cease.

(v) In the pushed position, the MASTER push/pull switch completes

the circuit for the following warning lamps on the panel:-

Oxygen Controls, port

Cabin pressure Controls, starboard
Generator, port Auto-pilot
Generator, starboard

With the MASTER switch in the pulled position, the circuit for
the above warning lamps is broken and a lamp in the switch is
illuminated. During flight the MASTER switch must be left in
the pushed position.

(vi) Continuity of the warning panel lamps and the attention warning
lamps, and the operation of the audible warning, can be tested by
operating a TEST push switch on the warning panel. Providing
the a.c. supply is switched on, depression of the TEST switch will
also test the continuity of the firewire sensing elements.

SECRET
 PART 2

LIMITATIONS
 5 ..r.;S.\9T
p
Provisional Pilot's Notes
...'(.S~'ft
M.148 Aircraft

PAR T 2 LIMITATIONS
..J::.-_
"
The.se limitations, al"'e applicable to aircraft Serial No. Xl< 486 fo~ first
':~ . ~.; preview by A. &. A. E. E.
.--,
m';-:;: i=i> .:<'
-;,-

~~.
:.::::: :~,
-',"

«< ' !--lS.T 'OF '::~ .

,, , ','
~t:,-
";;,,,
.
,;""
""_;;,' ,,:,,::,< ':4=" :,"';. > -~'. I '-
.,' .:::-. ____ ,'
'l>:' };;,-,., ~,,~, "-:".
,(: Para.
Eng~,~;~(t~t:11::' ~~,' ;H~X? llari9 Gyro~ Junior ,D",: oJ ' 0 L" . ~
::::.:::
'..l ,;:,:;.,- I
Deslgn bmltat~o.ns i'~:: '.• -:' .•. .• .. " •• •• • .. . 2
. -,,' .. .. ..
.,.' f.<,· .....

'
.
~;.'

Tempo~:ary rly'ing ' li'mi~ations :. -

3
Weight 'limitations. •• ' . ". :" .. .. .. ," .. 4
"
C. of G. lirnita,tions' .. .. .. .. .
.. .. .. " 5
E·lectrical actuator limit~tions ..
, .. ..
Boundary lay'e r control system limitation.s (ground running)
.. .. ..
..
6
7
-.;.,

1. Engine data - de Havilland Oyran Junior D.eJ.1 - Phase l(a)

(Serial NOB. 3Z20 8< 3Z22)
The principal engine limitation.a are as iC?l1ows:-
,
,

Condition R.P.M. Time limit .per

!light (min.)
Max. with air bleed · • • • 9,000 , 5 710
.;"'(
Max. witnout air bleed, " , • 9,000 10 650
Military rating
"
8,550 30 , 565
• • • •

Max. continuous
:~

8,300 Unlimited "'-, .

. ,'," -
525
, • ,•
,
• • ,:
" ,
,

Min. a'ppl'oa.ch with air 'hJ.eed.

,',
6.000 Unlimited t- -
4,506
,
-
4.200
.,."".
. . -.

Oil pres8u~es
".:
' C',,' ,,_.

Grou,nd 'idling • • • • • • • • • • • • •• • 10 - 20 ~.
\1;..;;.per sq.in.
"

Normal (at inax. continuous R. P. M. ) • • • • • 20 - 25-1b. per sq.in .

..
, . ",.'

Oil te.mpel'.ature
, (sump) "
• • • • • • • • • • • • • .;.-

<v'O s.:-
5e.,",'ifR-ET (A. L.I, Sep. 58)
•
 >, . .

2. Design limitations
Maximum speeds:-
Flaps down to 30 deg. (blow OFF) • • • • • • • 260 knot.

Flaps down to 45 deg. (blow OFF) • • • • • •· • 200 knots

Flaps down to 30 deg .. ailerons dTooped to

20 deg. (blow ON) • • • • • • • "' • • • • 210 knots

Flaps down to 45 deg. • ailerons drooped to

,- -.,;,
30 deg. (blow ON)
-

• • •• • • • • • • • • --Y •
160 knots
. -""-'
-.": :8,,:-_" _
~::,
-- f
Tail plane Jlap 'operation • • • • • • • • •
. '.
•
""=;:,-J;,
' : '~
:;~i,:
•
.
•
175 knots

Alighting gear lowering • • • • • • • • • • • ZOO knots

With alighting gear locked down • • • • • • • • 225 knots

Boundary layer control ON • • • • • • • • • • 300 knots

3. Temporary fiying limitations

(i) Speed
Maximum permfssi.b le speed ...••... 450 knots E.A.S.
:\ q (to be corrected for scale altitude for 1.A.S.)
Maximum Mach No. ..,...... 0.9
xh i4'":"-. ,",- ; :~:"
Minimum Oying:..sp=e ed,s (knots I.A.S.) oj: !:S" ":Y ,--
A.U;'W. ·(lb.) 30,000 40,000
Flaps 0 deg. 150 -'.;-
170
Flaps 30 or 45 ·deg .. blow OFF 142 152 162
Flaps 30 01' 45 deg .• aileron
droop 15 deg .• blow ON 128 138 148

(El Normal acceleration

+ 5.0 indicated
- Z. 4 indicated

(iii) Altitude
Altitude not to exceed 30, OOOit. 9
~
,'"
" S ~RET
M.148 Aircraft P.P.N., PartZ

(iv) Manoeuvre limitation's

Max. rate o,f roll • • • • • • • 100 deg./aec. for 360 deg. roll
Minimum speed for 360 deg. roll • • • • • • • • 330 knots
Maximum angles of aideslip
deg. 17 11.5 6.5
knots E.A.S. 260 300 400
Maximum angle of climb • · '. • • • • • • • • • • 60 deg.
Maximum angle 6£ dive • • • • • • • • • • • • • 60 deg.

Maximum speed .for bomb door rotation • • • • • • • 350 knots

Maximum spee,d for air brake operation 400 knots
• • • • • •

The operation of air brakes in yawed flight is prohibited.

4. Weight limitations

Max. take-off weight • • • • • • • • • • • • • 40,000 lb.

Max. landing weight • • • • • • • • • • • • • 34,500 lb.

5. C. of G. limitations
Forward .)h .
,:~;
,.:. • • • • • • .18in. aft-:;".,,-of datum (0.27 S.M.C.)
-,,' :::Z.
·

,
Aft • • • • • • • • • 25.17 in. aft of datum (0.32 S.M.C.)

6.

To avoid overheating the respective electrical actuators, the

following operating limitations are to be observed:-

(i) Aileron droop - each complete cycle, i.e •• full droop and retract,
is to be followed by a rest period of two minutes.

(ii)
,

Aileron trim - each complete cycle, trim and back to

.
i.e., ' full
neutral, is to be followed by a rest period of one minute.
<.0
SE"''"''ET
",q :"
"'' ' (A.L.l, Sep. 58)
 (.'\~
5 E C'~\I!T
~<.,'
(iii) Rudder trim - as for aileron trim.

(iv) Tail plane t't"im - operation of the trim through its full range
should be effected only at high rate and must he followed by a rest
perio~ of five minutes. Operation at low rate should, be confined to
.
short bursts of two or three seconds duration, where possible, each
. ' ' . .
followed,, by a l'e!Jt period of eighteen seconds. ,~

:;:,

(v) Canopy operation - each operation of the ca:hoPy, i.e •• opening or

closing. must "be followed by a rest period of three minutes •

7. Boundary layer control system limitation (ground running)

When operating the boundary layer control system on the ground, a

maximum operating time of 3 minutes must not be exceeded.

. ;;.
/.;
~:,,'

.. '-
,~
 PART 3

M ANAGEMENT OF SYSTEMS AND EQUIPMENT

M . 148 Aircraft P r ovisional Pilo t 1 s Notes

PART 3

MANAGEMENT OF SYSTEMS AND EQUIPMENT

LIST OF CONTEN T S

Para.

MANAGEMENT OF THE FUEL SYSTEM • • • • •• • • • • 1

Use of the cross-feed coc k • • •• •• • • • • • • •• Z
Use of the inter-tank tran5fer cock •• •• •• • • •• 3
Fuel jettisoning • • • • • • •• • • •• •• •• •• 4
MANAGEMENT OF THE HYDRAULIC SYS T EM
Starting and taxying •• • • •• • • • • • • •• • • 5
General services system - emergency operation • • •• •• 6
MANAGEMENT OF THE AIR CONDITIONI NG SYSTEM
Cabin pressurization • • •• •• • • • • •• • • •• 7
Temperature control • • • • • • •• •• • • • • •• 8
MANAGEMENT OF THE AUTO-PILOT ••
Speed limitations •• • • •• •• •• • • • • • • 9
P r e-flight checks •• •• •• •• • • • • • • •• 10
Operation in flight • • • • •• • • •• •• • • •• 11
Ch ecks before l anding • • •• • • •• • • •• •• 1Z
Operatio n of limit switches •• •• • • •• • • •• 13
Emergencie s •• • • • • • • •• • • •• • • • • 14

)
/

'ECRET
 MANAGEMENT OF THE FUEL SYSTEM

1. Fuel from all the tanks is automatically fed to the engines, via
hydraulically-driven fuel flow proportioners, when the L.P.
cocks and the H.P. cocks are on.

Z. Use of the cross-feed cock

(i) Normally, tanks No. Z. 4, 5 and 7 supply the port engine and tanks
No. I, 3, 6 and 8 supply the starboard engine. In the event of a
proportioner failure with both engines running. the remaining
proportioner will maintain an adequate supply to both engines
immediately the cross-feed cock is opened. It should be noted
that this fuel supply will be drawn only from the tanka which
normally supply the serviceable proportioner; to obtain fuel from
all tanks. the inter-tank transfer control should be selected ON
(para.3).

(ii) To ensure that a supply of fuel is maintained in the event of

proportioner failure during take-off, it is recommended that the
cross-feed cock is opened before take-off and closed when a safe
height is attained .

(iii) To cross-feed, select the cross-feed control switch to OPEN and

note that the magnetic indicator changes to white.

3. Use of the inter-tank transfer cock

In the event of an engine failure, the proportioner feeding that

engine will stop due to failure of the hydraulic supply. Fuel from
all tanks can, however, be supplied to the remaining engine by
closing the L. P. and H. P . cocks of the failed engine and selecting
the inter-tank transfer control to ON.

4. Fuel jettiSOning

Fuel from all tanks can be proportionately jettisoned through a

single electrically-controlled valve. To jettison fuel, pull up the
jettison control and turn it to the FUEL JETTISON position . Fuel
will be discharged overboard until the control is released or until
one of the low level float switches operates.
 M.148 Aircraft P.P.N .. Part 3

MANAGEMENT OF THE HYDRAULIC SYSTEM

5. Starting and taxying

(i) Before starting the engines, and with an external electrical power
supply connected, check the following:-

(a) The two power controls warning lamps on the centralized

warning panel are illuminated.

(b) The two general services system pump failure indicators show
white.

(c) The general services system indicator shows NORM.

(d) The brakes emergency accumulator pressure gauge indicates

3,000 lb. per sq. in. (minimum).
Note •••
Accumulator hydraulic pressure is exhausted when the gauge
indicates 1,550 lb. per sq. in.

(ii) As each engine is started, check that:-

(a) The corresponding power controls warning lamp is extinguished.

(b) The corresponding general services pump failure indicator

changes to black.

(c) The brakes normal and emergency accumulators pressure

increases to 4,000 lb. per sq.in.

(iii) Before take-off, check the flying controls over their full range of
movement. Check the operation of the main plane flaps, tail plane
flap and air brakes.

6. General services system - emergency operation

(i) Should the general services hydraulic system develop a fluid
leakage resulting in the 'bottoming' of the main reservoir piston,
the whole of the hydraulic system will be automatically transIerred
to emergency hydraulic and electrical supply. The general

SECRET
~
 SEC~tAQ
..~S'\
services hydraulic system indicator will change to EMGY. and the
hydraulic services must be operated, as required, by selection of
the standby controls (Part 5. para. 4 to 8).

(ii) In the event of any hydraulic service failing to operate on a normal

selection, the service can be selected on the appropriate standby
control. With the exception of the bomb door and the air brakes
(IN s election only). an emergency selection, once made, must be
retained on all services, to ensure that the service is maintained
in the selected position. In the case of an air brakes or bomb
door standby selection, the remainder of the hydraulic system will
revert to normal when the air brakes are fully closed and when the
bomb door is fully open or closed.

MANAGEMENT OF THE AlR CONDITIONING SYSTEM

7. Cabin pressurization

(i) Cabin pressurization is fully automatic in operation upon selecting

the CABIN PRESSURE switch to ON.

eii} Should the pressure control system fail or damage to the aircraft
structure cause a 10s8 of cabin pressure, the warning lamp on the
cen traliz ed warning panel will illuminate when the cabin altitude
reaches 32,000 ft. In this event, the emergency ventilation control
should be operated and, if possible, a descent made to a more
tolerable altitude.

WARNING •••
If the aircraft is at altitude, rapid opening of the emergency
ventilation control will cause sudden decompression of the cabin.
In these conditions , therefore. the control must be opened slowly,

8. Temperature control

(i) The desired temperature. within the range of + 5 deg. C. to

+35 deg . C .• is selected on the temperature control knob and
the temperature control switch set to AUTOMATIC. The
selected temperature will be maintained thermostatically.
irrespective of any change in airc-raft operating conditions.
,,<
, ,(
~ CRET
M.148 Aircraft S EC~ET,\) P.P.N • • Part 3
~'<.S"\~v
(ii) In the event of failure of the thermostatic control. the temperature
can be manually regulated by selecting the temperature control
switch to MANUAL . In this condition the cabin temperature is
governed directly by rotation of the control knob . It should be
noted that the resulting cabin temperature will vary with changes
in operating conditions or cabin heat load. necessitating adjust-
ment of the control knob in order to maintain a constant cabin
temperature.

MANAGEMENT OF THE AUTO-PILOT

9. Speed limitations

The limitations when the auto-pilot is being used are as follows:-

(a) Minimum speed for engaging auto-pilot • • • • 0.6 Mach .

(b) Maximum speed for continuous cruise • • • • 0.85 Mach .

(c) Climbing speed • • • • • • • • • • • • • • 0 . 85 Mach.

(d) Maximum speed permissible • • • • • • • • 0.95 Mach .

10. Pre-flight checks

(i) Preliminary check

(a) Ensure that the FLIGHT INST. No. I and No . 2 switches are
ON and check that the inverter failure indicator shows black.

(b) Check the Oying controls lor freedom and range of movement .

(c) Note that the centralized warning system is operating (window

marked A.P. illuminated).

(d) Press the AUTO-PILOT RESET switch.

(e) Check that the auto-pilot warning lamp on th e cent ralized

warning panel is extinguished and rc-set the system by pressing

SE CRE T
 the CANCEL switch.

(f) Allow at least one minute for the rate gyros to run up.

(ii) Auto- stabilizer check

(a) Select the AUTO-STABILIZER switch ON.

(b) Check that the flying controls remain free and return the
controls to neutral.

(iii) Force stick check

(a) Centralize the control column and reduce any trim to zero.

(b) Select FORCE STICK on the FORCE STICK/ LOCK switch.

(c) Operate the AUTO-PILOT switch on the control unit.

(d) Press the auto-pilot ENGAGE button on the grip unit; check
that the doll's eye indicator on the control unit operates.

(e) Grip the lower part of the control column below the force
stick unit and check that it is locked in pitch and roll.

(fl Ensure full authority of force stick in roll.

(g) Operate the force stick in pitch and check that the tail plane
limit switches operate in both directions (+ Z deg. and - 4 deg.).
causing the centralized warning system to operate.

Note .•.
When the limit switches operate it will be necessary to press
the AUTO-PILOT RE-SET switch and to re-engage the auto-
pilot.

(h) Pres 5 the auto-pilot DISENGAGE button on the grip unit and
check that the doll's eye indicator on the control unit clears.

(j) Switch OFF the auto- stabiliz ei~ .

,
M.14B Aircraft P.P.N., Part 3

(iv) H eig ht lock check

(a) Select LOCK on the FORCE STICK/LOCK switch and HEIGHT

on th e HEIGHT /MACH switch.

(b) Pres s th e aut o -pilot ENGAGE button .

(c) Check tha t the contr o l surfaces r emain neutral .

(d) C he ck tha t the force s ti ck h as full authority in roll but is

lo cked in pitch.

(e ) Disengage the auto-pilot.

(v) Ma c h No . lock check

(a) Repeat sub-para. (iv). selecting MACH on the HEIGHT/MACH

switch.

(vi) Compass heading check

(a) Syn c hronize the Mk. 5 F. T. compass annunciator.

(b) Adju s t the compass heading selector to the indicated aircraft

compass heading .

(c) S e le c t LOCK on the FORCE STICK/LOCK switch.

(d) Centralize the control column and press the auto-pilot ENGAGE
button .
(e) Di s place the heading se l ec tor of the compass by 4 deg . t o
port; check that the ailerons indi c ate a bank to port.

(f) Restore the heading selector into alignment with the aircraft
h eading; check tha t the ailerons return to datum.

(g ) Displace the h eadin g se lector by 4 deg . to starboard; check

that the ailerons indicate a turn to starboard .

(h) Repeat operation (fl above.

(A.L. I. Sep. 58)

 . ,-.
,."
S ~ ET

(vii) Cut-out check

(a) Operate the cut-out button on the grip unit.

(b) Check that the centralized warning system operates and that
the flying controls revert to manual with full freedom of
movement .

(e) Re-set the centralized warning system by depressing the

CANCEL switch .

(d) Switch OFF the AUTO - PILOT switch .

(e) Press the AUTO-PILOT RE - SET switch.

Note •..
The AUTO-PILOT and AUTO-STABILIZER switches on the control
unit must be selected OFF befor e take - off; the AUTO-PILOT
switch must also be switched OFF before landing.

11 . Operation in flight

(i) Engaging the auto-pilot

(a) Select the AUTO - PILOT switch ON .

(b) Select the required auto-pilot mode. trim into the appropriate
flight condition and press the ENGAGE button; check the
operation of the doll I s eye indicator on the con t rol uni t .

Note • ••
To change the mode in which the auto-pilot is e n gaged, the DIS-
ENGAGE button must be depressed, the required mode selected
and the ENGAGE button operated. The auto- stabilizer, however,
may be switched on and off as required when the aircraft is being
flown under manual control or when the Force S t ick mode is
engaged .

(ill Height lock

To engage the height lock , select ~'1D. CK on the FORCE ST ICKI

L OCK switch and se l ect HEIGH:cJn the HEIGHT jMACH switch .
~'<;'
5 RET
 M.148 Aircraft P. P • N ., Part 3

Trim the aircraft to fly hands and feet off and depres s the
ENGAGE button. With the height lock engaged the aircraft will
maintain the barometric height prevailing at the time the ENGAGE
button is depressed.

(iii) Mach lock

To engage the Mach lock, select LOCK on the FORCE STICK/

LOCK switch and select MACH on the HEIGHT/MACH switch .
Trim the aircraft in the desired flight attitude and depress the
ENGAGE button. The aircraft will now maintain the Mach No.
prevailing at the time the ENGAGE button is operated. In this
mode an increase or decrease in power will produce an increased
rate of climb or descent respectively.

Note •••
Selection of the height lock or Mach lo ck modes automatically
engages the auto-stabilizer, irrespective of the position of the
AUTO-STABILIZER switch. In both of these modes bank can be
applied by the Force Stick.

(iv) Force stick

The Force Stick mode is engaged by selecting FORCE STICK on

the FORCE STICK/LOCK switch and depressing the ENGAGE
button.

(v) Use of the heading selector

The principal function of the heading selector is to maintain a

selected course when in height or Mach lock modes. To obtain
the reqUired course, the aircraft must be flown eithe r manually,
i.e., with the auto-pilot disengaged, or by Force Stick in bank
with the auto-pilot engaged. When the turn is completed, adjust
the heading selector to the new course,

(vi) Disengaging the auto-pilot

To disengage the auto-pilot, press the DISENGAGE button on the

grip unit.

SECRET (A.L.l. Sep. 58)

 •

12. Checks before landing

Before landing. check that the AUTO-PILOT switch is selected OFF.

13. Operation of limit swi tches

In the event of any of these swi t c hes operating in night, the auto-
pilot m ay be re-engaged by op erati n g the AUTO-PILOT RE - SET
switch and, after an interval of not less than one minute, pre ssing
the ENGAGE button. Should further automatic disengagement
occur, the auto-pilot should not be u se d for the remainder of the
flight.

14. Emergencies
In the event of malfunctioning of the auto-pilot, the cut-out button
on the grip unit must be operated and, if necessary, immediate
recovery action taken . Re-set the ce ntralized warning system.
Do not operate the AUTO-PILOT RE-SET switch.
 PART 4
HANDLING
M. 148 Aircraft Provisional Pilot's Notes

PART 4

HANDLING

LIST OF CONTENTS

Para .

STARTING, TAXYING AND TAKE-OFF

External checks •• • • •• • • • • • • •• •• I
Cockpit checks • • .. •• • • •• •• • • • • 2
•
Starting the cngInes •• .. •• • • •• •• .. 3
Proccdure in the even t of a false start •• • • • • •• 4
Checks after s tarting • • •• •• • • • • •• • • 5
Checks before taxying •• •• •• •• • • • • •• 6
Taxying • • • •
Checks before take-off
•• .. •• .. •• • • • • 7
8
• • • • •• •• •• •• ••
Take-olf •• • • •• •• • • .. •• • • • • 9
Checks after take-off • • •• •• • • •• •• • • 10

HANDLING IN FLIGHT
Climbing •• .. •• • • •• .. .. .. • • 11
12
Flying controls •• •• •• •• • • •• • • • •
Flying in tu rbulent conditions •• • • •• •• •• 13
Stalling • • .. • • • • •• .. • • .. • • 14
15
Diving •• • • •• •• •• •• •• • • ••

CIRCUIT PROCEDURE AND LANDING

Circuit procedure .. •• • • •• .. .. .. 16
Landing (blow ON) •• •• • • •• • • • • •• 17
Landing (blow OFF ) •• •• • • • • •• •• •• 18
Flapless landing • • • • • • • • • • •• •• • • 19
Crosswind landi ng •• •.. • .. • • •• •• 20
Missed approach •• •• •• • • • • •• .. •• 21
Checks after landing
Stopping th e e ngines
• • •• • • •• •• • • .. 22
23
• • • • • • • • •• •• • •

\'-'"
S ~ CR ET
STARTING, TAXYING AND

1. External checks

Commencing at th e starboard side of the front fuselage, check th e

following :-

Pressure head and yaw vane General condition; cover removed

and incidence meter

Front fuselage General condition

Security of panels

Nose whee l Security and condition of door

Nose wheel ground lo cks r e mov ed
Dust excluder circlip fitted
Tyr e for inflation, cuts and creep
Valve fr ee and dust cap secure

Starboard undercarriag e Unde r ca rriage ground lock r e moved

Strut fairing for damage, dents,
e t c .; secu rity of linkage
Tyre for inflation, cuts and creep
Valve free and dust cap secure
Brake hydraulic pipes undamaged

Starboard wing Engine intake cover removed a nd

free from obs tructi o n
General condition
Security of panels
Aileron con trol lock removed
Jet pipe cove r removed

Rear fuselage General conditio n

Panels and ae rials for security
Arrester hook ground lock removed

Tail unit General condition

Tai\:. plane control lock removed
~.
'-'
SEC~ ET
~
 M.148 Aircraft P.P.N., Part 4

Port wmg As ror starboard wing, plus:-

Pressure head secu re; cove r
removed

Port undercarriage As for starboard undercarriage

External electrical power supply Trolley plugged in and switched off

2. Cockpit checks

(i) Before entering th e cabin, carry out the following checks on the
ejection seats :-
Pil ot's seat
(a) Check that the safety pins are in position in the ejec t ion gun sear,
and in th e canopy gun sear, and that the seat pan firing handle
safety pin and the canopy jettison handle safety pin are in
position.
(b) Ensure that the top latch is in the correc t position; the red
line should not be visible.

(c) Check that the drogue gun and time delay mechanism trip rods
are correc tly secured. Ensure that the quick release pin has
been removed from the drogue gun safety lock.

(d) Check that the drogue withdrawal line is not trapped under th e
lifting line.

Observer's seat

(e) Check that the light alloy safety pin is in position in the ejection
seat headrest, and that the seat pan firing handle safety pin and
cano py jettison handle sa fety pin are in position.

(f) Carry ou t the checks (b). (c) and (d) above.

(il) When seated, adjust the rudder pedals and seat. Check the parking
brake pressure and set the parking brake control to ON. Check
that oxygen and R/T connections are made.

(iii) Have the external electrical power supply switched on.

(A.L.l. Sep. 58)

 -9
5 E C Rf.ltV
~~~"\
(iv) Select the Flight Instruments No.2 switch ON. Check that the
inverter failure indicator shows white.

(v) Select the Flight Instruments No.1 switch ON . Check that the
inverter failure indicator changes to black.

(vi) Push the MASTER switch on the centralized warning panel and
check that the centralized warning system is operating. then
depress the CANCEL switch; check that the attention warning
lamps go out and that the audible warning ceases. Working
round the cockpit from left to right, carry out the following checks:-

Engine master cocks ON

Voice recorder switches As required

Auto-pilot reset switch Press. Check that the auto-pilot

warning lamp on the C. W. P.
clears

V.H.F. switches No.1 set selected on NORMAL

supply

Engine fuel valve by-pass switches OFF

Radio altimeter control switch OFF

Tail plane trim standby switch Central (off)

Anti-spin parachute switch SAFE

Bomb door switch CLOSE. Check indicator shows

black

Throttl e levers Closed. H.P. cocks SHUT

Air brakes slide switch OFF. Check indicator shows IN

Tail plane trim rate switch

,~
As required

RET
M. 148 Aircraft P.P.N •• Part 4

Rudder stop switch OFF. Check indicator shows black

Battery master swi t ch ON

Undercarriage selec tor unit Selected DOWN. Check red

warning light out
Blowing system switch OFF . Check indicator shows OFF

Flap selector switch UP . Check positi o n indicator

Aileron droop selecto r switch NORMAL . Check position

indicator

Tail plane flap selector switch NORMAL. Check indicator shows

white

Undercarriage position indicator Three green light s . Check bulb

changeover

Canopy jettison control handle Fully forward. Check saIety pin

in position

Fuel contents Check

Undercarriage emergency OFF

override switch

Bomb door standby switch OFF

Tail plane flap standby switch OFF

Ail eron droop standby switch NOiJna1

Flaps standby switch OFF

Fuel cross - feed switch CLOSE. Check indicator shows

black

Compressor blade tip Two green lights

clearance indicator
v
v
SU:RET
Fuel tank pr essu r e failure indi cat o r Whi t e

Fuel proportio ne r failure indicator Whi t e

General se rvi ce hydrauli c pump White

failure indicato r s

General services hydraulic NORM .

sys tem indicator

Emergency ventilation control CLOSE

Fu e l inter-tank tran s f e r coc k OFF

Fuel jettison con trol Fully in

Oxyg en cont en t s Check

Emergency oxygen control Fully down

Auto-pilot AUTO-PILOT s witch OFF

AUTO-STABILIZER switch OFF

Oxygen ON and reac h ing mask. Check

indicators, E MERG ENCY swi t ch
and 100% switch

Nose wheel stan dby control Fully down

Cabin pr essu r e s witch A s required

Pre ssure heads heater switch OFF

Engine de-icing switch OFF

R e fu e lling ma s ter switch OFF

D e -misting control OFF

Cabin t e mpera ture switch AUTOMATIC

,eS
SEC ,ET
~
.e-c.,
 M.148 Aircraft SECRE b~Q P.P.N., Part 4

...
~~
..
'\...~
Cabin temperature selector control As required

Anti-g stop valve OFF

Ejection seat safety pins Remove and stow

Canopy jettison handle safety pin Remove and stow

Emergency oxygen Check safety pin removed and stowed

3. Starting the engines

(i) The following starting procedure 1S applicable to both engines:-

Ground starter Connected

Battery master switch ON

Engine master cock ON

Engine fuel valve by-pass switch OFF

Throttle lcve r GROUND IDLING (H. P. cock OPEN)

Engine start and re-light push- Press for 3 seconds

button

(il) When the engine starts, check that the oil pressure begins to rise.
The r.p.m. will rise and stabilize at 2,000 - 2,200 r.p.m.
during the starting cycle, subsequently increasing to the ground
idling figure . During this period, manipulation of the engine fuel
valve by-pass switch may be required to prevent compressor stall
on acceleration to idling r.p.m. Check that the appropriate
power controls warning light on the centralized warning panel
goes out, a nd that the corresponding general services hydraulic
pump failure indicator changes to black.

(iii) When both engines are running, check that the generator failure
warning lights are out and instruct the ground crew to remove the
,
ground starter and the external electrical power supply.

SECRET
4. Procedure in the event of a false start

In the event of an engine failing to light, close the H . P. cock

and allow a period of 36 seconds to elapse before making another
attempt to start. Ensure that all fuel has ceased to drain before
repeating the starting sequence; if the ground beneath the jet
pipe is saturated with spilt fuel, the aircraft must be moved to a
fresh starting position.

5. Checks after starting

Engine R . P.M . Correct idling figure

Engine fuel valve by-pass switches OFF

Oil pre ssures 10 lb. per sq.in. (min.)

Fuel proportioner failure indicator Black

Fuel tank pressure failure indicator Black

Flight instruments switches Both ON. Check inverter

indicator shows black

Mk.5 F. T . compass Set

Standby compass Check

Instruments Check and set

Hydraulic pressures!-

Brakes accumulators 4,000 lb . per sq. in .

Flying controls system Both warning lights out

General services system failure indicators black

System indicator NORM .

SECRET
M.148 Aircraft P.P.N •• Part 4

Ail e ron trim Check operation. Observe limit-

ations on operating periods
Rudd e r trim Check operation. Observe limit-
ations on operating p eriods
Tail plane trim (a) Select the tail plane trim rate
switch to HIGH and check that a
high trim rate is obtained when
the control co lumn trim switch
is operated .
(b) S e lect the trim rate switch to
LOW, operate the trim switch
and check that the low trim rate
is obtained.
(c ) Lower the main plane flaps,
operate the trim switch and
check tha t a high trim rate is
obtained .
(d) Operat e the tail plane trim
standby switch and check that a
low trim rate is obtained. Raise
the main plane flaps and return
trim rate switch to HIGH.
Note •••
During the above checks, note the
movement of the tail plane on the
tail plane angle indicator and th e
tail plane trim indicator and check
for correct indication .
Services Check operation of flaps, aileron
droop. tail plane flap and air brakes
Flying controls Check for freedom over their full
range of movement
Blowing system ON. Open each throttle in turn
and c heck that in each case the
indicator changes to ON within
4 sees. Switch the system OFF
Compressor blade tip clearance Two green lights
indicator

5 ECR.£T (A.L.l. Scpo 58)

6. Checks before taxying

(il Confirm the Iollowing:-

Hydraulic pressures

Brakes accumulators, normal 4,000 lb. per sq.in.

and e mergency

Flying c ontrols system Both warning lights out

General services system Pump failure indicators black

System indicator NORM.

(ii) Pre-taxying check:

V.H.F. On. Check communications on

both sets. if applicable
•
Pr essu re heads heater switch ON

Wh e el c hocks Removed

Canopy Check operation and leave as

required

Flight instruments Functional check

Wheel brakes Set parking brake OFF. taxy

forward and check operation of
to e brakes

Nose whee l steering Press selector button and check

functioning

7. Taxyi ng

(il Som e increase in power may be nec es sary to start the aircraft
moving, but once in motion speed increases and a reasonable
taxying speed can be maintained wi idling r.p.m. The use of
~
6
SE ~ ET
S
M.148 Airc r aft P.P.N •• Part 4

asymmetric engine power is unn ecessa ry. the n o rm a l method of

turn ing being by use of n ose wheel s t ee ring and/o r wheel brakes.

(ii) I n the e v e nt of the nose wheel steering becoming unserviceable,

th e aircraft can b e taxi ed by normal use of the whe e l brakes .

8. Checks before take-off

Trims Rudder - neutral. Rudder stop

swi t c h O FF
Aileron neu tral
Tail plane - relevant to configuration
a nd rat e s witch se t t o HIGH

Air brakes IN

Fu e l con t e nt s Check

Fuel c r oss-feed switch OPEN . Check that the indicator

c hang es to white

Fuel t a nk pr essure failu.re indic a t or Black

Flaps TAKE-O FF. Ch eck p os iti o n

indic a t o r (300)

Blowing system ON if r e quired

Aileron droop NORMAL (0° ) if taking of! without

bl ow .
As r equi r ed if taki n g off with blow.
Check position indicator

Tail plane flap As r e quired

Oxygen Check connections, 100% switch

and indicators

Centralized warning panel All li g ht s out

"
S ~C1tET (A. L.I. Sep. 58)
General services hydraulic system Check indicators

Canopy Closed and locked

Cabin pres sure switch ON. Select cabin temperature as

required

De-misting control ON

Seat harness S e cure and locked

Auto-pilot switch OFF

Auto-stabilizer switch OFF

Flying controls Final functioning check

Brakes t e mperature gauge Within limits

(observer's station)

9. Take-off

(i) Taxy on to the runway and ensure that the nose wheel is straight
before applying the brakes; open the throttles smoothly to the
take-off position. Before releasing the foot brakes, check that
the parking brake is fully 0[( and visually check the following:-

Engines r .p. m.
Inlet guide vanes changeover
Jet pipe temperatures
Oil pressures
Blowing system indicator (if taking off with blow)

(ii) Release the brakes. Slight differential braking, or nose wheel

steering, may be required for initial directional control until the
rudder becomes effective at approximately 50 knots.

(iii) Care should be exercised not to raise the nose too early in the
take-off run.
r
;'
SE~ET
....
M. 148 Aircraft P.P.N., Part 4

10. Checks after take-oC!

(i) As soon as the aircraft is safely airborne. brake the wheels and
select the alighting gear UP. The following services - if used
for take-off - must be retracted in the following order, observing
their associated speed limitations: tail plane flap, aileron droop,
blowing system. flaps.

(ii) Allow the air c raft to accelerate to a climbing speed of 400 knots and
select the fuel cross - ieed switc h to CLOSED. Select AUTO-
STABILIZER switch to ON. Reduc e engine r.p.m. to normal
climbing power ( 9.000 r. p. m.) when c onvenient. observing the engine
limitations.

HANDLING IN FUGHT

J 1. Climbing

(0 The recommended climbing speed at all weights is 450 knots I.A.S.

becoming 0.85 Indicated Mach No. (I.M.N.)

(ii) During the climb the throttle position may require adjustment to
maintain the correct engine r.p.m. Above 20.000 ft. the r.p.m.
should be reduced to 8.350.

12. Flying controls

(i) General
All controls are effective with normal response throughout the
speed range. The {allowing characteristics should, however, be
noted:-

(a) Excessive use of rudder can produce marked Dutch rolling

effects; the use of rudder auto-stabilizer reduces this
characteristic to negligible proportions.

(b) At low speed, the response of the aircraft to tail plane move-
ment is a little sluggish, particularly when the tail plane is
operating at large negative angles (e.g., during an approach
without the use of tail plane flap).

(A. L.I. Sep. 58)

 v

(ii) Trimmers
All three trimmers are effective throughout the speed range. The
following points should, however, be noted:-
(a) The high rate of tail plane trim is the most suitable throughout
the speed range 400 knots to 0.9 M.
(b) The trim change resulting from aileron droop selection cannot
be completely compensated for by using the high rate of tail
plane trim, thus a certain amount of stick correction is also
necessary.
(iii) Changes of trim, and characteristics associated with the operation
of main services:

Service Chang e of trim Remarks

Alighting gear UP Negligible

Alighting gear DOWN Negligible

Flaps DOWN Moderate nose down

Flaps UP Moderate nose up

Aileron droop DOWN Strong nose down The blowing system must
Aileron droop NORMAL Strong nose up be operating before
ailerons are drooped. It
is desirable to operate the
aileron droop in stages,
both up and down, trimming
out at each stage (para.
12 (ii)).

Tail plane flap UP Moderate nose up There is a pause of approx .

Tail plane flap Moderate nose down 3 sccs. after selection
NORMAL before the trim change is
apparent. This trim change
is within the capabilities of
the high rate of tail plane
trim available. A maximum
of 15 deg. aileron droop can
be selected before tail plane
nap is required.
M .148 Air c raft P . P.N • • Par t 4

Servic e Chang e of tr i m R emark s

Blowi ng system ON Slight no se down The aircraft a ttitud e a l so

Blowing sys tem OFF Slight no se up changes in the same s e n se .
There is a pause of approx.
3 secs. after se l ec tion
b e fore the indicator changes
to ON . accompanicd by th e
appropriate trim c hange.
If max . r.p.m. a r e being
used at the time of blow
sclection, the r.p,m. will
be automatically reduc ed by
the jet pipe temp era tur e
c on tr o l. after a short delay
(Part 1. par a . 28 ).

13. Flying in turbul ent con ditions

Dutch r olling cha r acteristics m a y be encoun t e red if rudder auto -

s tabilizer is not in us e .

14. Stalling

(i) Approach configuration (blow OFF)

Limited investigation into th e aircraft s talling c hara cte ristics has
r evea l ed that in t he app r oac h c on Iiguration (alighting gear down.
30 deg . flap. engine r .p. m . 7.000) the approach to the s t a ll is
indicated by marked airframe bufIeting. accompanied by ei th e r
wing drop in the speed ran ge 138 to 142 knots .

(ii) Approach configuration (b l ow ON)

(To b e issu ed later )
 '",
~
•

SE'CRET
~

(iii) Clean aircraft

(To be issued later)

(iv) High speed stall

(To be issued later)

15. Diving

When dived in a clean configuration, the aircraft builds up speed

rapidly. Very steep angles of descent can be achieved with
throttles closed and air brakes open .
<$>
SE~ ET
-..$
M.148 Aircraft SEC ~ P.P.N •• Part 4
l-....,~<f:.
CIRCUIT PROCEDURE AND LANDING

16. Cir c uit procedur e

(i) Pre- joining checks
Auto-pilot switch OFF

Auto - stabilizer switch ON (Rudder only)

Seat harness S ecure and loc ked

Mk.5 F. T. compass Check for correct annunciation

{ii} Checks before landing (blow ON)

Brakes Check individual brake pressures
1,500 lb. p e r sq.in. Check normal
and emergency accumulators 4, 000
lb. per sq. in.

Air brakes As required to reduce airspeed

below ZOO knots

Alighting gear DOWN. Three green lights

Fuel Check contents. This aircraft has

not been landed with less than
1, sao lb . of fuel remaining, and it
is important to note that it is
possible to use 1, ZOO lb. in a full
circuit.
Flaps Select 45 deg. below ZOO knots.
Reduce speed to 160 knots.

Blowing sy stem ON. Check indicator change 8 to

ON within 4 secs .

Aileron droop Select 15 deg.

Tail plane flap UP. below 175 knots (flap restricted

to 20 deg.)

SECRET (A. L.l. Sep. 58)

(iii) Checks before landing (blow OFF)

Brakes Check individual brake pressures

1,500 lb. per sq.in. Check
normal and emergency accumulators
4, 000 lb. per sq. in.

Air brakes As required to reduce airspeed

below ZOO knots

Alighting gear DOWN. Three green lights

Fuel Check contents. This aircraft has

not been landed with less than
1,500 lb. of fuel remaining. and it
is important to note that it is
possible to use l,ZOO lb. in a full
circuit.

Flaps S e lect 45 deg. below ZOO knots.

(iv) Final approach and landing (blow ON)

The turn on to the !inal approach should be made at an airspeed of

145 knots. flaps and aileron dr oop having b ee n lowered fully and air
brakes selected OUT. (Throughout the circuit and approach, as
much air brake as is desirable should be used, to improve speed
stability.) Airspeed should then be progressively reduced to the
runway threshold speed of 130 knots.

Note •••
Power must not b e reduced below 7,500 r.p.m., which is the
recommended minimum power setting for an approach with blow.

(v) Final approach and landing (blow OFF)

The turn on to the final approach should be made at an air speed of

165 knots, flaps having been lowered fully and air brakes selected
OUT. (Throughout the circuit and approach, as much air brake as
is desirable should be used, to im ~ ve speed stability.) Airspeed

6'"
SE~ ET
~
M. 148 Airc raft P.P.N •• Part 4

should then be progressively reduced to the runway threshold speed

of 150 knots.
Note •••
(1) In turbulent air conditions, the approach speeds quoted in sub-
para. (iv) and (v) should be increased by 5 - 10 knots.
(2) The pilot should guard against inadvertent application of brakes
before and during touchdown.

17. Landing (blow ON)

Landing is normal. To obtain the shortest landing run, the power
can be eased off completely and the aircraft rotated just above the
ground and allowed to stall on at approx. 120 knots, without change
of flight path. After touchdown, the aircraft can be further
rotated, but the nose should be lowered by 110 knots and full
brake applied immediately.

18. Landing (blow OFF)

A similar technique can be used, but it may not be pos sible to

rotate the aircraft to maximum incidence on the ground. as it is
necessary to lower the nose at 120 knots and apply the brakes
fully.
Note •.•
Full Maxaret brake should not be applied at ground speeds
exceeding 120 knots.

19. Flapless landing

(To be issued later)

S~CRET
 .. SECRET
~..,

20. Crosswind landing

Crosswind landings offer no particular problems. The crab
technique is recommended and is satisfactory in crosswind
components up to 25 knots maximum.

Z 1. Missed approach

(i) The decision to overshoot can be made at any height.

(ii) Overshoot procedure

Throttles Open up smoothly to max. power

Air brakes IN

Ii it is intended to carry out a further circuit and then land. the

remaining services can be left as selected. If, however. it is
desired to return the aircraft to a clean configuration, the following
additional sequence should be adopted:-

Alighting gear UP

At a safe height (300 ft . min. ):-

Tail plane flap NORMAL

Flaps UP

Aileron droop Select up in stages, retrimming at

each stage

Blowing system OFF

Fuel 3, 000 lb. desirable

Note •••
It is important to observe the speed .,
. appropriate to each
control . <-
....""
"
S ~ RET
M.148 Aircraft P . P . N •. Par t 4

22. Checks aft e r landing

Afte r clearing the runway, s t op the aircraft , a pply the parking brake
a nd carry o ut th e fo llowing c h ecks: -

Brakes C he ck pressure sufficient for

taxying ; c heck brake t e mpe r atu_r es
are within limits

Aileron droop NORMAL

Flaps UP

Tail plane nap NORMAL

Blowing syste m OFF

Air brakes IN

Trims Return to ne u tral

Pressure h eads heater switch OFF

Dc-misting control OFF

Canopy As r equ ir ed

23. Stopping th e e ngm es

Check t hat the no se wheel is s tr aight before applyin g the parking brake
Have c h ocks placed in position at the m ai n wheels and have the ground
l ocks fitted to th e main undercarriage struts and the nose wheel strut .
Stop the engines individually by closing the throttle s full y , thereby
turning off the H.P. cocks , then car ry out the foll owi ng check:-

Cent ralized warnin g panel Pull the MASTER switch

E n gi n e rna ster cocks OFF

Electrical services

.
'" ~

SI'ORET
......
Battery master switch OFF

Ejection seat Insert safety pins

Canopy jettison control Insert safety pin

Brakes OFF

5
 PART 5

EMERGENCY HANDLING

ET
 M. 148 Aircraft Provisio nal Pilot' s Notes

PART 5

EMERGENCY HANDLING

LIST OF CONTENTS

Para.

Action in th e event of engine fire • • •• • • • • •• 1

Engine failur e during take - oCC •• •• • • •• •• • • 2
Engine failure in flight •• • • •• •• • • •• •• 3
Flaps - eme r gency operation • • •• •• •• • • •• 4
Tail plane nap - emergency operatio n •• •• •• •• 5
Air brakes - emergency operation • • •• •• •• •• 6
Bomb door - emergency operation • • • • •• • • •• 7
Alighting gear - emergency lowering •• •• • • • • B
Alighting gea r -
emergency retraction •• • • •• •• 9
Tail plane trim - emergency operation •• • • •• •• 10
Aileron droop - e m e r gency operation • • • • •• • • 11
Abandoning th e airc raft •• •• • • •• • • •• •• 12
Action after ditching •• •• •• •• • • •• •• 13

1. Action in the event of engine fire

(i) In th e air

(a ) Warn th e observe r

(b) Throttl e l ever Clos e d (H.P. cock SHUT)

(c) Engine master cock OFF

(d) Reduce speed

(el Fir e extinguisher Preas the appropriat e extinguisher

push-button swi t c h

SECRET
... '
•
 (f) Oxygen Select to 1000/0

(g) Emergency ventilation OPEN

control

Note •••
Do not attempt to restart the engine in flight after operating the fire
extinguisher system.

(ii) On the ground

(a) Warn the observer

(b) Throttle lever Closed (H.P. cock SHUT)

(e) Engine master cock OFF

(d) Fire extinguisher Press the appropriate extinguisher

push-button switch

z. Engine failure during take-off

(il In the event of engine failure before the aircraft has reached take-
off speefi. the take-off should normally be abandoned. The brakes
should be fully applied and the anti- s pin parachute streamed,
depending on the length of runway remaining. In cases of
extreme emergency, the aircraft should be directed on to a grass
surface and the alighting gear retracted (para.9).

(ii) If the aircraft has reached a safe speed - 175 knots (£laps and
aileron retraction speed) ~ the flaps and ailerons should be raised
and a shallow climb maintained until a safe height is attained.

3. Engine faBur e in flight

(i) One engine failed

(a) Throttle lever Closed (H.P. cock SHUT)

(b) Engine master cock ~F

6
SE ~ ET
~ •
M .148 Aircraft P.P.N., Part 5

(c) Fuel inter-tank transfer ON

control

Note •••
Failure of either engine will reduce the operating efficiency of
th e hydraulic services; the remaining hydraulic pumps will,
however, supply sufficient power to maintain full control. If
the port engine fails, the hydraulic supply to the auto-pilot and
auto-stabilizer will cease and these facilities will be inoperative.

(ii) Both engine s failed

Providing both engines are windmilling, a sufficient degree of

control will be afforded by the flying controls hydraulic system
to enable the aircraft to be brought down. Use the minimum
control movements during the descent and maintain a gliding
speed of 260 knots.

4. Flaps - emergency operation

(i) If the flaps fail to operate on a normal selection. or if the genca-al

services hydraulic system is automatically transferred to
emergency operation (Part 3, para.6), select the flaps standby
switch, located on the standby control panel, to DOWN.

(il) Following a standby DOWN selection, the flaps cannot be selected

up on either the emergency or normal hydraulic supply.

5. Tail plane flap - emergency operation

(i) If a normal selection fails to raise the tail plane flap, or if the
hydraulic system is automatically transferred to emergency
operation, the tail plane flap standby switch, located on the
standby control panel, should be selected to ON. After the tail
plane flap has been raised by a standby selection, it cannot be
selected down by either the emergency or normal hydraulic supply.

6. Air brakes - emergency operation

(i) If the air brakes fail to operate on a normal selection. or the

".;
S~ORET
.:.- -,
 hydraulic syBtem is automatically transfe rred to emergency
operation, the air brakes standby switch. located on the port
control panel, should be selected to OUT or IN as required.

(il) It is possible to operate the air brakes continuously by standby

selection until either the emergency hydraulic or electrical
supply fails. In flight, however, except in conditions of
extreme emergency, the number of standby selections must be
restricted to one extension and retraction, as to exceed this
may seriously impair the operation of the other hydraulic
services on emergency.

(iii) When the air brakes return to the in position, following a

standby selection, the r e mainde r of the hydraulic system will,
i! it is not on automatic emergency, revert to normal supply.
The air brakes cannot subsequently be ope r a ted on a normal
selection.

7. Bomb door· emergency operation

(i) In the event of a normal selection failing to operate the bomb

door, or if the hydraulic system is automatica lly transferred
to e mergency operation, the bomb door standby switch, located
on th e standby control panel, should be sel ec ted to OPEN or
CLOSE as r e quired.

(ii) Although it is possible to operate the bomb door continuously by

standby selection until either the emergency hydraulic or
electrical supply fail s, such selections must be restricted in
number, when the aircraft is in flight, to one full cycle, i.e ••
open and closed. To exceed this will seriously affect the
operation of the other hydraulic ser vices on e mergency.

(iii) When the bomb door reaches the fully open or closed position
the remainder of the hydraulic sys tem, if it is not on automatic
emergency, will revert to normal supply. Following a standby
selection, the bomb door cannot be re- selected on the normal
supply.
Note •••
The bomb door position indicator i ~,:, supplied by the normal
.<
M. 148 Aircraft S~ CRET P.P.N •• Part 5

circuit fuse; if this fuse is consumed. the indicator will not

function during either normal or emergency operation.

8. Alighting gear - emergency lowering

(i) In the event of the hydraulic system being automatically

transferred to emergency operation. or if the alighting gear
fails to lower on a normal DOWN selection. the EMERGENCY
DOWN button on the selector must be depressed.

(ii) If the alighting gear sti1l fails to lower. the cause may be due to
the unde rcarriage door unlock micro switches failing to operate.
in which case the EMERGENCY OVERRIDE switch, located on the
standby control panel. must be selected to DOWN.

(iii) After the alighting gear has been lowered on an EMERGENCY DOWN
se l ection it cannot subsequently be selected up.

(iv) U the nos e wheel 'up' lock fails to release when a normal DOWN
selection is made on the alighting gear selector unit, the nose
wheel wi1l not lower. In this event, the 'up' lock can be manually
released by pulling the NOSE WHEEL STANDBY CONTROL,
mounted on the starboard console.

9. Alighting gear - emergency retraction

Should i t become necessary to retract the alighting gear when the

aircraft is on the ground. the UP selector button must be turned
clockwis e through 90 deg., to override the safety lock. and then
depressed.

10. Tail plane trim - emergency operation

(i) If the tail plane trim normal operating circuit fails. the standby
switch, l oca ted on the -port console, should be held in the NOSE
DOWN or NOSE UP position until the desired trim is obtained.

(ii) It should be noted that the high rate of trim operation. normally
obtained automatica1ly upon lowering the flaps, is not available
when operating o n a standby selection.

SECRET
•
11. ' Aileron droop - emergency operation

In the event of failure of the aileron droop normal operating

circuit, the standby switch, located on the standby control panel,
must be se l ected to DOWN. When the ailerons reach the fully
drooped position, the powe r supply to the emergency motor is
cut off by the action of internal limit switches; the ailerons
cannot be rais ed on emergency following a standby DOWN selection .

12. Abandoning the aircraft

(i) Ejection procedur e

The normal method of abandoning the aircraft is by use of the

ejection seat, the proc edu re bein g as follows:-

(a) Grasp the face screen firing handl e with both hands, knuckles
facing outwards and el bows as close tog e ther as possible .

(b) Pull the firing handle smartly downwards, drawing the face
screen over the face, thereby jettisoning the ca nopy and
commencing the ejection sequence .

Note •••
(1) II it is impossible to reach the face screen firing handl e the
alternative handle on the seat pan is to be used.
eZ} Pending modifi cation to the canopy jettison system, the face
screen firing handl e is disconnected from the canopy jettison
cartridge unit. Prior to ejection, th erefore , the canopy must
be jettisoned by pulling the canopy j etti son con trol h andl e .

(ii) Manual separation from th e seat

II, after ejection, the automatic release mechanism fails t o function,
the occupant can separate himself from the seat by manually
unlocking the seat harn e ss and deploying his parachute . It is of
vital impo rtance to follow the co rr ect procedure given below:-

(a) Pull the outer 'D' ring to the full length of its travel. This
disconnects the parachute from th e automatic gear and
exposes the inner 'D' ring. 4i>
C
<is
S~ RET
<l'
M.148 Aircraft SECRET P.P.N •• Part 5

(b) Operate the manual override lever on the port side of the seat
to unlock the seat harness.

(c) Roll out of th e seat and, when clear, deploy the parachute by
pulling the inner 'D I ring.

(iii) Free bale-out from ai r craft

In the even t of damage to the seat ejection mechanism which
prevents it operating, the occupant can make a 'free ' bale- out as
follows :-

(a) Jettison the canopy by pulling the canopy jettison handle.

(b) Pull the outer '0' ring to the full length of its travel.

(c) Operate the manual override lever on the port side of the seat.

Cd} Leave the aircraft.

(e) Deploy the parachute by pulling the inner 'D' ring.

13. Action aft er ditching

After alighting on the water, jettison the canopy by pulling the

canopy jettison handle. Rotate and strike th e plate of the harness
release box to free the harness. Pull the manual override lever
to unlock the harness and l eg lines and abandon the aircraft.
Carry out the normal dinghy drill.
 PART 6

ILLUSTRATIONS
M . 148 Air c ra ft Provisio na l P il ot's Not es

PART 6 ILLUSTRA TIONS

LIST OF CONTEN T S

Fig .

P o rt side of c ockpi t .. .. .. • • • • • • •• I
In s tr umen t pane l • • • • • • • • • • • • •• •• Z
S ta rboa rd s ide of cockpit • • • • •• • • •• • • •• 3
F ue l sys te m diag ram • • •• •• •• •• • • •• 4
Hy d raulic s y s t em dia gram - flying cont rols •• •• •• 5
Hyd rau li c sys tem diag r am - g e n e ral s e rVl• ces • • • • •• 6
 KEY TO FIG . l (PORT SIDE OF COCKPIT)

1 ENGINE FUEL VALVE BY-PASS SWITCHES

2 v. H . F. CONTROLLER NO.2
1 RADIO ALTIMETER HEIGHT SE.LECTOR SWITCH (not operative)
4 RADIO ALTIMETER ON - OFF SWITCH (not operative)
5 TAIL PLANE TRIM STANDBY CONTROL
6 RUDDERI AI LERON TRIM CONTROL
7 WHEEL BRAKES PRESSURE GAUGE
8 EMERGENCY ARRESTER HOOK CONTROL SWITCH
9 THROTTLE LEVERS
10 ENGINE START AND RE-LI GHT PUSH-BUTTON (PORT)
11 RUDDER STOP SWITCH
12 BATTERY MAST E R SWITCH
13 AIR BRAKES STANDBY CONTROL
14 UNDERCARRIAGE PUSH-BUTTON SELECTOR UNIT
15 BLOWING SYSTEM SWITCH
16 MAIN PLANE FLAPS SELECTOR CONTROL
17 TAIL PLANE FLAP SELECTOR SWITCH
18 UND E RCARRIAGE POSITION INDICATOR
19 AILERON DROOP SELECTOR CONTROL
20 TAIL PLANE TRIM INDICATOR
21 RUDDER TRIM INDICATOR
22 AILERON TRIM INDlCATOR
23 TAlL PLANE TRI M RATE SWITCH
24 ENGINE START AND RE-LIGHT PUSH-BUTTON (STBD . )
25 AIR BRAKE SELECTOR SWITCH
26 PRESS-TO-TRANSMIT SWITCH
27 NOSE WHEEL STEERING PUSH- BUTTON
28 THROTTLE LEVER DAMPING CONTROL
29 BOMB DOOR POSITION INDICATOR
30 BOMB DOOR SELECTOR
31 ANT I -SPIN PARACHUTE CONTROL
32 ENGINE THROTTLE POSITION INDICATORS
JJ BLOWING SYSTEM PRESSURE GAUGES
34 RECORDER. MASTER SWITCH
35 V,H . F , MUTE SWITCH
36 V.H.F . SELECTOR SW I TCH
31 V.H . F. POWER SUFPLY CHANGEOVER SWI TCH
lB VOICE RECORDER SWITCH
39 VOICE RECORDER STANDBY SWI TCH
40 ENGINE MASTER COCKS
41 AUTO-PILOT RESET SWITCH
42 V . H . F . CONTROLLER NO. ~o/
(..
5 ~R"E T
 p.p . N .. put b

coc:kplt
Fi t · I.
M . 14 8 Air c r aft S ~fET P.P.N •• P a rt 6
c.,"~
KE ~O F IG . 2 (I NSTHUMEN T PANEL)

1 ATTENTION WARNING LAMP

2 RUDDJ::R STOP I NDICATOR
3 VOI CE: RECORDI:.R INDICATOR
4 TAIL PLAN E: F L AP POS IT ION I ND I CATOR
5 BLO WING SYSTEM IND ICATOR
6 ANGLE OF I NCID E NCI:: Ml-.:T E R
7 FLAPS POSITION INDICATOR
8 A I LERON DROOP POSITION INDI C ATOR
9 A I R BRAKE POS ITION IND ICATOR
to NORMAL ACCEL E ROMET E R
II OXYGEN INDI CA TORS
12 YAW METI::R
13 l:: NG I NE SPEED I NDICATOR (PORT)
14 ATT E NT ION WARN I NG LAMP
15 E NGINE SPEED IND ICATOR (STBD . )
Ii> UNDERCARR IAGE: WARN I NG LAMP
17 TAIL PLAN!:: AN G Le: I NDICATOR
18 ROLLER DLi ND ATTITUDE INDIC A TOR
19 I NVERTER FAlLURE WARNI NG INDICA T O R
20 I N L E T CUmE VANl:: POSITI ON INDICATORS
21 MAC H M E Tl::R
Z2 AIR SPEED IND ICA T O R
l3 TAlL PLANE: TRIM CON TROL
24 MK . 5 FT . COM PASS
25 TURN AND SLIP IND IC AT O R STANDBY SUPPLY SWITCH
26 RATE-OF -C LI MB INDI C AT O R
27 JET P I P E T E MP E RATUR E I ND I CATORS
28 FUEL PROPORTI ONE:R FAILURE IND ICA T OR
29 C A BI N ALTIME: T E R
30 RAD IO ALTI M E: TE:R
31 AL TlMETER
32 TURN AND SLIP I NDICATOH
33 FU E L CONTJ::NTS GAUGE SELECTOR SW I TCH
34 FUEL CONTENTS GAUGE
35 CANOPY JETTISON CON TROL HANDLE
36 RUDDER P E DAL (POR T)
37 AUTO-PILOT CU T -OUT BUTTON
38 AUTO - PILOT !::NGAG I:: BUTTON
39 AUTO-P I LOT DIS ENG AG E DUTTON
40 RUDDER PEDA L (STDD. )
41 C OMPRESSOR BLADE T I P CLEARANCE I NDICA TOR
42 STANDBY COMPASS
43 RUDDER PEDALS LEG R ~ ~ H ADJ USTER

SEC~ ET
~
 ,

! ,v
. J
f1 9- 2 . In s tl)l..¥ nl pan~1

SE cit ET
 SEC ~'1
....~
~c.,
KEY TO Fl~ 3 (STARBOARD SIDE OF COCKPIT)

I UNDERCARRIAGE EMERGENCY OVERRIDE SWITCH

2 BOMB DOOR STANDBY SELECTOR SWITCH
3 TAIL PLANE FLAP STANDBY SWITCH
4 AILERON DROOP STANDBY SELECTOR SWITCH
5 MAIN PLANE FLAPS STANDBY SELECTOR SWITCH

,
6 CROSS-FEED FUEL COCK SELECTOR SWITCH
WHEEL BRAKES EMERGENCY ACCUMULATOR PRESSURE GAUGE
8 SLIDING CANOPY CONTROL HANDLE
9 SLIDING CANOPY ACTUATOR DE-CLUTCHING CONTROL
10 FUEL INTER-TANK TRANSFER COCK
II HYDRAULIC PUMP FAILURE INDICATOR (STBD.)
12 CROSS-FEED COCK INDICATOR
13 FUEL TANK PRESSURE INDICATOR
14 GENERAL SERVICES HYDRAULIC SYSTEM INDICATOR
I5 HYDRAULIC PUMP FAILURE INDICATOR (PORT)
16 WHEEL BRAKES PARKING AND EMERGENCY CONTROL
17 FUEL PUMP INLET PRESSURE GAUGE (PORT)
18 EMERGENCY VENTILATION CONTROL
19 FUEL PUMP INLET PRESSURE GAUGE (STBD.1
20 FUEL JETTISON CONTROL
21 FUGHT INSTRUMENTS MAIN INVERTER SWITCH
22 FUGHT INSTRUMENTS STANDBY INVERTER SWITCH
23 CABIN PRESSURIZATION SWITCH
24 PRESSURE HEADS HEATER SWITCH
25 ENGINE DE-ICING SWITCH
26 REFUEL/DEFUEL MASTER SWITCH
2'28 ENGINE OIL PR ESSURE GAUGE (POR Tl
ENGINE OIL PRESSURE GAUGE (STBD.)
29 STOWAGE FOR PILOT'S NOT ES
30 ANTI-G SUIT ON/OFF VALVE
31 WINDSCREEN AND CANOPY DE-MISTING CONTROL
3G CENTRALIZED WARNING PANEL
33 DEVIATION CARD HOLDER
34 AMBIENT AIR TEMPERA TURE INDICATOR
35 OXYGEN CONTENTS GAUGE
36 EMERGENCY OXYGEN CONTROL
37 AUTO-PILOT CONTROL PANEL
38 NOSE WHEEL UP-LOCK STANDBY CONTROL
39 OXYGEN DEMAND REGULATOR
40 CABIN TEMPERATURE SELECTOR
41 CABIN TEMPERATURE SEL ~ TOR SWITCH
4G ANTI-G VALVE ",<.0
,c.
S ~~RET
~
 cockpit
storboOrO s i d ~ 01
SECIU--1 - - - - - - - - - - -- - - - - - - -
".-
M . 148 Aircraft P.P.N .• Part 6

KEY TO FlG.4 (FUEL SYSTEM DIAGRAM)

I NON-RETURN VALVE
Z PRESSURE REDUCING VALVE
3 PRESSURE REDUCING VALVE
4 TANK PRESSURE SWITCH
5 INWARD/OUTWARD VENT VALVE
6 VENT SHUTTLE VALVE
7 HIGH LEVEL FLOAT SWITCH
8 RECUPERATOR
9 TWIN NON-RETURN VALVE
10 NON-RETURN VALVF.
11 INTER-TANK TRANSFER VALVE
IZ LOW-LEVEL FLOAT SWITCH
13 FUELINO AIR VALVE
14 REFUEL/DEFUEL VALVE
15 GROUND REFUELLING COUPLING
16 LOW-PRESSURE SHUT-OFF COCK (STARBOARD)
17 FLOWMETER TRANSMITTER
18 HYDRAUl.JC FLUID HEAT EXCHANGER
19 CROSS - FEED COCK AND ACTUATOR
ZO FUEL FLOW PROPORTIONER
ZI NON-RETURN VALVE
ZZ JETTISON VALVE
Z3 LOW PRESSURE SHUT-OFF COCK (POR T)
Z4 WATER/SEDIMENT DRAIN. VALVE
,
\ '
~
S~~C RET
"

•£~c~c_c_, __ ~_~_~_~_~ .. " ""O ~

Ou" "

Colo ur cod e
'''uH OH" "

- - - I~~'"' 'u""
" ., '""U"," ,O. ' .D " ''''''''
'"". ,.~, '''N''''

Fi g. 4 . Fud s ys tem di ll9rom

KEY TO FIG.5 (HYDRAULIC SYSTEM DIAGRAM - FLYING CONTROLS)

I RESERVOIR

2 ENGIN E- DRlVEN PUMP

3 LINE FILTER

4 GROUND TEST CONNECTION

5 GRO UND TEST CONNECTION

6 GROUND TEST CONNE CTION

7 HEAT EXCHANGER

8 FLOW INDICATOR TRANSMITTER

9 RESTRlCTOR

10 THERMAL RELIEF VALVE

II GAUGE - AIR PRESSURE

12 AIR CHARGING CONNECTION

13 ACCUMULATOR

14 ACCUMULATOR

15 POWERED CONTROL UNIT (RUDDER)

16 POWERED CONTROL UNIT (TAIL PLANE)

17 POWERED CONTROL UNIT (PORT AILERON)

18 POWERED CONTROL UNIT (STARBOARD AILERON)

",tv<\)
,c..
,.,~CRET
 SECRE T
, ~\~P
No.1 SJitlm - port Colourl'~\ No. 2 SJltlm _ slarboard

."
PRESSuRE SUPI>\.Y
'UO TO PUM P
AETlJRN TO AEs.EAVOIR

"

Fi g. 5 . Hydraulic system dlagrom _ f l ying controls

V
.
SEC.
::. .
tT
M.148 Aircraft P.P.N., Part 6

KEY TO FlG.6 (HYDRAULIC SYSTEM DIAGRAM - GENERAL SERVICES)

I FLOW DIVIDER

2 INWARD/OUTWARD VENT VALVE

3 EMERGENCY RESERVOIR

4 HEAT EXCHANGER

5 MAIN RESER VOIR

6 ENGINE-DRIVEN PUMP

7 MICRONIC FILTER

8 THERMAL RELIEF VALVE

9 RESTRICTOR

10 FLOW INDICATOR TRANSMITTER

11 CONTROL SELECTOR VALVE

12 DOUBLE NON-RETURN VALVE

13 DOUBLE NON-RETURN VALVE

14 EMERGENCY ISOLATING VALVE

15 EMERGENCY VENT VALVE

 , ,
...

COLOlIII CODE
',PPL'
~""" u
... ,"en,
,.<,.,,~.

A~'"U

...
__ 'L.DTO'." .....

F1S . 6. Hy<:!ro~lIc 5y~t~m diagram g~nltrol urvlcn