Holbeach

It's an area denial device. You don't know when it will go bang, if ever. ..

The 250 lb and 500 lb GP Mk V, were exclusively for long delay fuses. 30 mins to 36 hrs. The Mk IV, MC and 250 lb SAP versions could be fitted with fuses up to 144 hrs. which included an anti tamper device. Timed bombs had red painted tails. ..

I checked my revs at 2600 and they were 20 apart. At 2300 they were 40 apart. Prop revs are on a rotator and the levers appeared even. Runway hot start. I checked the settings. They appeared OK and I cycled then back and forth, but didn't alter anything. Back to flying and the are now even at 2300 rpm. but I'll keep an eye out. ..

I'm talking real life, where no two engines are exactly the same and the prop rpm has to be synced with the levers to eliminate the beat. My rpms are wavering, (runway start), so I turn down the base to reduce the beat, (to stop wife making horrible noise). ..

The same thing will happen with the drop tanks. The staggering of the bomb timing affects them. Update: This doesn't occur if you don't drop bombs. Both tanks will drop together. Fuel cannot be transferred from 1 drop tank.

You have to sync engines, which might mean levers are out of step. I find that rpms aren't steady, so that might be difficult. ..

No prob here, but I'll take another look. Keep the release button pressed as it's the last bomb off. ..

I've been using High Halden for all my circuit training. (4200'). Summer, no wind. T/O weight with 100% fuel plus 4 x 500 lb bombs, was 20282 lb. land within max weight. Todays update, weight is now 22282 lb. but technique is the same, but with a longer run for lift off at 120 mph. Nose down 2.0, right rudder 0.5 tick, aileron right 1 tick, 15 deg flap. 3000 rpm. Advance throttles to 4 lb against the brakes. Let go brakes, advance to 18 lb. boost. This will give a straight run without use of rudder or brakes until shortly after tail lift, when it will drift left. Compensate. Lift off at 120 mph. There is no spare runway now. Trees at end are closer now. Wheels up, trim out nose up tendancy. Flaps up, trim out nose down tendancy. Stay level. build speed to 200 mph. Drop bombs, go round to land below 20500 lb max landing. 3 point touch down at 90 mph. Aircraft will now tip on nose with full braking and leave a double tail on ground. Just before stopping, braking, will lift tail and drop it, causing damage to tail wheel strut. Brake lever travel needs to be slow down. ..

The T/O weight at that loading has increased by about 2000 lb. Use 18lb @ 3000 rpm max T/O boost. ..

Bit late, but the timed detonators were fitted by the armourers. ..

Eco cruise at sea level is 2300 rpm @ 4 lb boost. I doubt they did that for 200 miles, with the horn blowing. ..

OK. Thanks for the reply. ..

Here's another picture of the IR source, (W), if you don't already have it.

That's true. I'm only using it as a reference for the point at which the aircraft becomes uncontrollable. At 18000 lb it occurs forward of this point. This is full aft stick point. The trimmer shouldn't be able to overcome the power of the elevator, for obvious resons. The Spitfire has got it right.

Here is the view I use to set the trim. (No parallax). Which one is 7.5 deg on the tab? The tab is still moving between the two. Both of these settings will overcome elevator full aft stick. ..

The trim is only supposed to relieve the pressure on the pilot stick to achieve a level of flight. If you advance the trim to about 3.75 you will have to pull the stick back to its full range. This is not possible IRL. Adavance the trim to 4 and you will have overcome to elevator authority and will entre a dive. Completely unacceptable. Advance trim to 4.5, (7.5 deg) and the dive is violent and will cause a red out. For obvious reasons this cannot happen on the real plane, (or any plane). The trim is more powerful than the elevator. Not possible and therefore incorrect! ..

Maybe if I ask this question for the third time, do you think I'll get an answer? 3. 4 ticks nose down, will overcome the elevator power and send it into an uncontrollable dive, from which you can't recover? This shouldn't be possible. ..

1. 7.5 deg is 4.5 ticks. 2. 4 ib boost @ 2600 rpm is 190 mph IAS. Much slower than normal use and rather pointless. 3. 4 ticks nose down, will overcome the elevator power and send it into an uncontrollable dive? ..

Operation Jericho, is already in the "Missions" file/ ..

It would be directly below the nav light. If that's the nav light, then no we havn't got it. There should also be a IR detector telescope in the cockpit, maybe NF only. Second extract: "I am directed to refer to your communication dated 29th January, 1945, reference 452.05 regarding the above subject. The following is the fitting programme for British aircraft with details of the progress which has been made:- (a) Type 'F' (i) The programme is to fit all Mosquito night fighter squadrons in Bomber Command, Fighter Command and 2nd T.A.F. with Receivers and Transmitters, and this programme has now been completed. (ii) It is also intended to fit all Bomber Command aircraft and the Mitchell and Mosquito bomber squadrons of 2nd T.A.F. with Transmitters. The fitting of Bomber Command aircraft has not yet started as the necessary modification sets are not yet available. The modification sets for some of the Mitchells of 2nd T.A.F. are now being issued." Looking at NFII HJ 711 in Lincolnshire, which does have the transmitter fitted, then we don't have it and Bozon answer is probably correct. 33 is the lamp bracket. There should also be a flasher coder in the cockpit. We don't have it. ..

The IR source and lamp is in the tail cone, but I believe you need a detector in the sight to see it. ..

I get a good take off @ 20800 lb with 2 nose down, 1 div right rudder and 1 div right aileron, but that is not the pilot notes recommendation. Aircraft can fly trimmed, "hands off", with 1 100 gal drop tank empty and 1 full, down to 160 mph, before aileron trim is required. IRL. Why is it possible to trim forward and overcome the ability of the elevator to maintain level flight. The aircraft will nose dive. It can't believe this would be possible IRL. What would be the point? ..

25% fuel is spread all over the place and is uneven. 1 outer tank is empty. No Mosquito flew with this loadout and given its role probably only ever used 100% fuel load. Outer tanks had to be fully loaded IRL. The museum aircraft is not representative. One thing you might like to try. Wind the trim fully forward in level flight and see what happens. ..

The altimeter and VSI are virtually the same, except that the VSI has got a hole in it. The altimeter will detect via the static and retain change in pressure in its bellows making it stable. The VSI will detact via the static and release that pressure through a hole in its bellows. This will make it liable to hunt and make it twitchy. The fact that the Mosquito is rather sensitive in pitch, tends to exagerate the effect, but the altimeter seems to be the same as the VSI, rather too twitchy in our Mossie . ..

The engines are started on the least important tanks, the outer ones, where it's safe. Then the engine run up is on the next important tanks, the inner ones. The critical stage, taxi and take off, on the more important centre tanks, which will service both engines. This ensures all fuel systems are checked. Next, when a safe height is obtained, go back to outer tanks and when some has been used, start transferring from drop tanks, to outer tanks. When these are full, stop transfer until more space has been made. Repeat until drop tanks are empty. Use remaining outer tanks before starting on main tanks. (From the MK 6 manual). ..