Night Flying.

                Night flying was made at full load with two types of exhaust manifold, 1. Ejector Type. 2. Streamline with special exits. (See photographs).

                The usual glim flare path with "Chance" floodlight was laid out in accordance withh A.&.O.A261/38.

Results.

1.             Comparing the streamline and ejector manifold it was found that the former were slightly superior. There is considerable flame from both types at full speed in level flight and at cruising speed; although this does not interrupt the view directly ahead, any object in a position slightly below and to one side of the observers path would be hidden. There is no flame noticeable at all with the engine throttled back to any speed below about 1650 r.p.m.

                It is considered that the exhaust manifolds cannot be accepted as satisfactory for night flying in the present condition.

2.     Cockpit.

                The cockpit lighting is found to be satisfactory and switches are conveniently placed. It is noted that the switch controlling the undercarriage position indicator is easily knocked into the "off" position when the throttle is being closed, this would undoubtably be very disconcerting to a pilot who had throttled back to put down the undercarriage and inadvertently knocked the switch. Although the undercarriage indicator lighting is very bright it is considered that it should be dimmed as it is important that is should be noticeable; it can be easily switched off if necessary.

3.     Landing lights.

                The landing lights are satisfactory for position but should preferably be more powerful, the lamps fitted are 240 watt.

4.     Take-off.

                The take-off is very long and in night flying this is rather uncomfortable for the pilot. In this connection it is recommended that a flare path of at least 800 yards in length should be used, and obstruction lights should be used on the highest obstructions around the whole boundary of the aerodrome.

                At take-off there is considerable flame from the exhausts, but this is not inconvenient until the aeroplane has passed the last flare when the position of the nose combined with the exhaust flames makes forward view extremely difficult.

                The slight swing taking off can be checked easily.

Approach and landing.

                The approach and landings were made using the aircraft lights or the Chance light. The approach is rather flat which makes landing easier, and a good estimate of height above the ground can be made. With the engine throttled back there is no flame from the exhaust and at 1600 r.p.m. there is sufficient speed in had to adjust the approach. By using a slight crab-sideslip the line of flares can be kept in view during the approach.

                The landing is normal but owing to the poor view ahead landings have to be made well out from the line of flares and it is recommended that the heat of the "T" of the flare path be increased to 300 yards.

Taxying.

                The aeroplane in taxying tends to reach the limiting coolant temperature very quickly, and for this reason it is necessary that as little time as possible be spent on the ground with engine running; on no occasion should the aeroplane be left stationary with engine running, unless pointing directly into the wind.