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    English Electric Canberra
    English Electric Canberra
    English Electric Canberra
    Ebook212 pages1 hour

    English Electric Canberra

    By Peter Bunnett

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    About this ebook

    This book explains the systems and components used on the English Electric Canberra, how and why these components work, where they are in the system, as well as the servicing schedules. Within this book, there are stories from my time in the RAF, when working on the Canberra with 73 Squadron in Cyprus. This book should be of interest to people who have a fondness for aircraft, particularly those aircraft no longer in service. The Canberra was an important part of the RAF during the period known as the Cold War, the late 1960s to the early 1970s.

    I was born in Plymouth in Devon. I joined the Royal Air Force in February 1967, trained in the Airframe trade. That particular trade is what the book is based upon. I was posted to RAF Akrotiri in Cyprus in July 1968, where I worked on the Canberra in the hangar, known as second line servicing, then I was attached to 73 Squadron where I carried out first line servicing. The stories in this book are true; they are my personal experiences.
    LanguageEnglish
    PublisherAuthorHouse UK
    Release dateAug 22, 2012
    ISBN9781477223253
    English Electric Canberra

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      Book preview

      English Electric Canberra - Peter Bunnett

      © 2012 by Peter Bunnett. All rights reserved.

      No part of this book may be reproduced, stored in a retrieval system, or transmitted by any means without the written permission of the author.

      Published by AuthorHouse 08/17/2012

      ISBN: 978-1-4772-2326-0 (sc)

      ISBN: 978-1-4772-2325-3 (e)

      Any people depicted in stock imagery provided by Thinkstock are models, and such images are being used for illustrative purposes only.

      Certain stock imagery © Thinkstock.

      Because of the dynamic nature of the Internet, any web addresses or links contained in this book may have changed since publication and may no longer be valid. The views expressed in this work are solely those of the author and do not necessarily reflect the views of the publisher, and the publisher hereby disclaims any responsibility for them.

      Contents

      FOREWORD

      PART 1

      The History

      Photo-reconnaissance and Conversion roles

      Design

      Operational History in the RAF

      Actuators

      Rotary Actuators

      Linear Actuators

      Design of the Canberra Mark 6

      The Fuel System

      Wing Tip Tanks

      The Main Fuel System

      Wing Tip Tanks

      Integral Main Plane Fuel Tanks

      Wing Tip Tank Air System

      Fuel Recuperators

      Air Pressure Relief Valve

      Operation of Fuel Shut-Off Valve

      Aeration of fuel

      Fuel and Flow Pressure Tests

      Fuel Quantities for Each Tank

      Pressure Test

      Testing Integral Wing Tanks

      Fuel Quantities

      Recuperator Tests

      Engine Ground Run

      Auxiliary Fuel Tank Delivery Test

      Hydraulic System

      Hand Pump

      Cut-out Valve

      Wheel Brake Circuit

      Maxaret Automatic Brake Control Unit

      Undercarriage Circuit

      Undercarriage Selection Control

      Emergency Operation ( this is usually

      done by the Aircrew only)

      Air Brake Circuit

      Messier Solenoid Cocks for Air Brakes

      Coil De-Energised

      Coil Energised

      Bomb Bay Circuit

      Flap Circuit

      Manually Operated Control Valve

      Adjustment and Setting of Nose-wheel Doors

      Location of Hydraulic components

      in the main plane

      Location of Hydraulic components in Fuselage

      Alighting Gear

      NOSE-WHEEL UNIT

      Shock-Absorber Strut

      Shock-Absorber

      Self-Centring Device

      Radius Rod

      Retraction Jack

      Door Jacks

      Nose-Wheel Doors

      Door-Latching Mechanism

      Up-Lock Mechanism

      Sequence Valves

      Mechanism Operation

      MAIN WHEEL UNITS

      Shock-Absorber Strut

      Shock-Absorber

      Side Stay

      Main Undercarriage Door and

      Operating Mechanism

      AIR CONDITIONING

      Cold Air Unit

      Operation

      HEAT EXCHANGER UNITS

      Action of Heat Exchanger Unit

      Selecting Cabin Heating

      Selecting Cabin Cooling

      Intermediate Temperature Selection

      Servicing

      Control or Escape Valve

      Testing

      Cabin Pressurisation

      Master Unit

      Capsules

      Rocker Beam

      Control of Esacape Valve

      Operation of Units

      Control Unit Pressure Relief Valve

      Atmospheric Pressures

      Ground Testing Using Test Rig

      Procedure for Pressure Testing when

      Engine is Running

      Effects of the manufacturing accuracy

      of the Canberra

      Speed and Range

      Handling

      Stall

      FLYING CONTROLS

      Elevator Controls

      Rudder Controls

      Trim Tab Controls

      Rudder Pedals

      Aileron Controls

      Spring Tab Mechanism

      Rudder Spring Tab Mechanism

      Flaps

      Aircraft Electrics

      Fire Extinguisher System

      Mark 1 Ejection Seat

      Specifications

      Ejection

      Camera Installation

      Forward Camera Bay

      Centre Camera Bay

      Rear Camera Bay

      Navigator’s Station

      PART 2

      RAF Nicosia

      RAF Luqa, Malta

      Teheran—Iran

      73 Squadron

      FOREWORD

      This book will delve into Systems and Components used on the English Electric Canberra, along with the History that brought this aircraft into production. The aircraft played an important role in what was known as the ‘Cold War’, stationed in Britain and overseas The First, of only two Chapters, deal with the reasons for the aircraft. It will also explain how it was conceived and which well- known manufacturers wanted the contract for what was to be a major advancement in aircraft manufacture. It will also explain how the systems and components made this aircraft what it was, a strike aircraft that became the envy of many nations.

      Chapter Two will deal with my experiences whilst working on the Canberra, both on second line servicing in the hangar, as well as on detachment on first line servicing with 73 Squadron in Cyprus and beyond. Hopefully the stories will both amuse you, as well as making you envious of the locations I visited.

      PART 1

      The History

      The Air Ministry in 1944 was looking for a high altitude, high speed bomber. They felt it was necessary to replace the de Haviland Mosquito, an aircraft which had seen continual action throughout the war. At the time it was unlikely that their vision was likely to produce an aircraft with the capabilities that the Canberra was to possess, but companies were offered the opportunity to table their ideas. One of the companies that submitted a proposal was English Electric, who at the time was a well-established and respected industrial manufacturer. They had very little aircraft experience, except for building Handley-Page Hampden, this was in fact built under licence, but this small amount of experience assisted their case. In 1944 Westland Aircraft technical director envisaged a twin engined fighter bomber, the authorities did not feel it was suitable for operational purposes. They felt it was not suitable from unprepared fields and at low altitude, but were able to see the potential of the design. Manufacturers refused point blank to take on the design. The technical director left Westland in 1944 and joined English Electric, where he was encouraged to develop his design. In 1945 English Electric formed their own in-house design team. The aircraft that was designed was called the Canberra, it was suggested it was named after the Australian capital of the same name. Most aircraft of that time were named after towns or cities. Strangely enough Australia was the first export customer for the aircraft. The design of the Canberra was relatively simple; the fuselage was circular in design, tapered at both ends, leaving the cockpit out of the equation, the aircraft had no protrusions; the line of the large, low aspect ratio wings was broken only by the engine streamlined enclosure.

      Although the Canberra was to be jet powered, the similarity to the design of the Mosquito did not go unnoticed. This new aircraft was able to carry a substantial bomb load, fitted with two Rolls-Royce Avon turbojet engines, undoubtedly the most powerful engine available at that time, the whole package was compact and aerodynamically superior. There was no space and weight devoted to defensive armament, although the aircraft was unlikely to be a match for any purpose-designed fighter, but it was felt the design allowed the aircraft to fly fast and at such an altitude, precluding it from an likelihood of air-to-air combat.

      In May 1945 a contract was signed with English Electric, the Canberra was going to become a reality. The Air Ministry requested that four prototypes were built, and constructing started in earnest in early 1946. At the end of the war the military was reduced, this affected the production of the Canberra, delaying the first flight of the aircraft, which eventually took place on 13th May 1949. During this period, although the aircraft had not yet flown, the Air Ministry ordered 132 production aircraft, they were to have various roles including bomber, Reconnaissance, and of course for training purposes. The prototype did not produce any problems, they needed very few modifications. In order to accommodate a bomb-aimer, a glazed nose was fitted, necessary because the sophisticated and advanced bombing radar was not ready for production, a minor problem as it was to work out. The engines were of the Avon R.A. 3, produced exclusively by Rolls-Royce. The teardrop-shaped fuel tanks were fitted under the wingtips, but that was to be modified in years to come.

      Following these modifications, the resultant aircraft first flew on 21st April 1950, it was to be known as the Canberra B2, entering Squadron service in May 1951, the first being used by 101 Squadron. The aircraft handled very well, for that reason it was only necessary for pilots to complete only 20 hours in a Gloster Meteor, followed by 3 hours in a dual controlled Canberra trainer, testament indeed to its handling capabilities. The aircraft had a maximum speed of 871 Km per hour, along with an altitude ceiling of 48,000 feet. It had the ability to carry 3.6 tonne or 7,900 pounds payload, making the aircraft an instant success. It was built in a total of 27 different versions, 35 RAF Squadrons were equipped with the aircraft, along with approximately fifteen nations worldwide, hence the different versions of the aircraft.

      Photo-reconnaissance and Conversion

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