A.P. 1708C, VOL.I, & P. N.

NOTES TO OFFICIAL USEHS

Air Ministry Orders and Vol. 11 leaflets as issued from

time to time may affect the subject matter of this publication.
It should be understood that amendment lists are not always issued
to bring the publication into line with the orders or leaf'lets
and it is for holders of this bool< to arrange the necessary link-up.

lvhere an order or leaflet contraclicts any portion of this

publication, an amendment list will generally be issued, hut when
this is not done, the order or leaf'let must be taken as the over-
riding authority.

Where amendment action has taken place, the number of' the
amendm ent list concerned will be found oat the top of' each pa,<;e Aff'<>cted,
and ame nd ments of technical importance will he indicated hy a vertical
line o n the left-hand side of the text ag;d.nst the matter nmendecl or
added . Vertical lines relating to previous am e ndments to a pnge are
not repeated. If complete revision of any division of th e book
(e.g . a Chapter) is made this will be indicated in the title page for
that division and the vertical lines will not be employed.

PROCTOR
 AIR PUBLICATION

January, 1942 AIR PUBLICATION 1708C Pilot's Notes

Pilot' s Notes

Incorporation of an amendment list in this publication

should be certified insertir. the amendment list number,
initialling in the appropriate column and inserting the date of
LIST OF SECTIONS incorporation.

Holderlii of the Pilot' Notes will reeeiYe

amendment lists to the
Sections 1 and 2.,

Amendt.
List no. l r11
Prelimy. I I
matter ./
Section. 1. Controls and equipment for pilot Leading
Parties.

~
Section 2. Handling and flying notes for pilot
Introducn.

Section 1
v
Section 2 r/
Section 3

Section 4

Section 5

Section 6

Section 7

Section 8

Section 9
~

Section 10

Section l l

':-:.1-
~:
Date of .._
R.T.P/1107/750. 12/41
incorpn. ::-
 Amended by A.L. 3/A AIR PUBLICATION 1708C
VOLUNE I
and Pilot's Notes.

SECTION I

CONTROLS AND EQUIPMENT FOR PILOT

~ The layout of the pilot's cabin is illustrated

and annotated in Fig.1 at the end of the
Section. The number quoted after an item in
the text refers to the reference number on
the illustration,

INTRODUCTION

Lt~~dt.
no. 1. The Proctor III is a low wing monoplane designed
- for training and communication. It is fitted
Prelimy. with a Gipsyqueen II engine and a D.ll. 14
matter constant speed propeller,
Leading
Parties. NAIN SERVICES

Introducn. 2, Fuel System, There are two twenty gallon tanks,

one in each wing, the fuel being delivered by an
engine driven pump,
Section l
3. Oil System, The three gallon tank is in the centre
Section 2 section on the port side,

4. Pneumatic System, An engine driven vacuum pump

Section :5 provides the suction for operating the blind
flying instruments,
Section 4
5. Electrical System, An engine driven generator
Section 5 and an accumulator on the floor at the rear of the
cabin provide the current for the engine starter,
fuel contents gauges (12) and (14), navigation,
Section 6 identification and landing lamps, aldis lamp and
cabin lighting.
Section 7
AEROPLANE CONTROLS

Section 8 6, Flying Cpntrols. The control column (36) is

normal.
Section 9
The rudder bar has a connecting rod to the bendix
brake unit beneath the cabin floor giving
Section 10 differential control of the brakes. The pedals (30)
are adjustable fof reach by means of a pin through
Section l l the pedal attachment and a series of holes in the
pedal,

F.S/1
J)ate or
1ncorpn..

Amended by A.L. 3/A.
The flying controls locking gear (35) consists or
two tubes hinged rrom the front seat bearers, and
a detachable Y-shaped tube which ends in two
square end hooks. To lock the controls the
Y-shaped tube is threaded through the compass
mounting and the two hooks are placed in eyes in
the clips on the port rudder bar. The free ends
or the two hinged tubes are placed in position,
on each side or the control column. the hole at
the end or each tube being in line with the hole.
in the control column. The screwed pin attached
to the Y-shaped tube is inserted through the
three tubes and the column. Stowage ror the
detachable Y-shaped tube is provided at the rear
or the capin on the port side, and the hinged
stays rold down and are held in the stowed position
by leather straps attached to the seat bearer.
Tail Plane incidence Control. The tail plane
incidence is adjustable in flight by me~ of a
handwheel (39). Berore turning the wheef it
must be rreed rrom its locked position by pulling
it inboard along the spindle against a spring. An
indicator (40) is fitted alongside.
Pltp The flaps are mechanicallY controlled by 1
a and lever (37) on the left side of tlle pilot s
seat. 'I'he lever can be set in one of three
positions by engaging a spring-loaded pawl in
notches on the lever quadrant; the .lever is
disengo.ged frorn the quadrant by pressing the
plunger at the top of the lever. The positions
of the lever are as follows:-
Handle down -Flaps up
Handle half way - li'laps in t alee-off
position
HandJ.e up Flaps tully down.
1fnee1 brakes. The brakes are applied by a
9.
ratChet lever (27) in the centre or the cabin on
the right of the pilot's seat. Movement of the
rudder bar gives differential brake cont~ol. The
brake lever is locked in any desired pos~tion by
pressing the pl~er at the top. It is unlocked
by pulling the lever back sl~ghtly which will
enable the locking pawl to d~sengage from tne
ratchet.
Amended by A.L.3JA. A.P.1708C. Vol.I and P.N.Sect.1.
ENGINE CONTROLS
10. Throttle and mixture controls. The throttle lever
(24) arid the fuixture control lever (25) are fitted
in a quadrant below the instrument panel in the
centre of the aeroplane and an extra throttle
lever (41) is fitted on the port side of the cabin
The levers in the central quadrant are fitted with
a friction adjuster. The throttle lover and
m:lixture lever are inter-connected so that when the
mixture lever is in the WEAK position, it is
automatically returned to NORMAL i f the throttle
lever is closed.
11. Pro~l.er ~eed control. The control (23) for the
n.B~4 constant speed propeller is on the right
side of the central control quadrant. With the
lever fully back, the propeller moves to positive
COARSE pitch, and the pitch is fixed independently
of the r.p.m. In other settings the pitch adjusts
itsalf to give the r.p.m. appropriate to the
setting, the r.p.m. increasing as the lever is
moved forward ..
Carburettor air intake heat control. The flap
valve on the air Intake ts controlled by a knob
{:h) on the port side of the decking., The knob
should be IN for cold air. A label instructs the
pilot to pull out the control knob, when the
temperature is Shown by the thermometer (19) to
be below 30C.
FUel cock. The fuel cock (28) is in the centre a!:
the floor to the right of the pilot's seat. FUel
can only be drawn from one tank at a time. An
instruction label fitted by the cock is marked
OFF, PORT TANK, and S TARBOAR.D TANK.
Note.- ll.hen parked on uneven ground, the fuel
should not be turned off, since with the
cock in the OFF position the tanks are
cross-connected.
14.
Carburettor floodits and fuel ~ priming
controls. The kriO (38} for f~ing the carburet-
tor arid the knob (33) fo:e the fuel pump primer are
on the port side forward decking. To rlood the
carburettor, pull and hold out the knob marked
CliRB. at the same time operating the knob marked
PU11P backwards and forwards over its full travel.
F.S/2
Amended by A. L~

COCKPIT ACCOM!iODATION AND EQUIPMENT
15 . Seating. The seat is adjustable ~ore and ~t and
may be hinged upward and forward to give access
to the rear of the cabin. It is designed to
accommodate a seat type parachute.
16. Ventilators. A fresh air inlet (1) is fitted on
the extreme port side of the instrument panel. A
foul air extractor tube is fitted in the centre
of the cabin roof.
17. Ma case. A pocket for maps is provided o~ the
1e t of the pilot's seat.
NAVIGATIONAL, SIGNALLING AND LIGHTING E~UIPUENT
18,. Radio Equilment. A type T.1083 R.1082 Radio is
Inetall&an the rear o~ the cabin and is operated
exclusivelY by the radio operator.
19. Landi~ and !~avigational laF svfitches. These are
mounte on a fUse--cover (22 above the starboard
~ 1ended by A.L.3/A. A.P.1708C. Vol.I & P.N.Sect.1.
22. Emergency exit. The hinge pins o:r the cabin doors
are co~~ected to handles in the roof', w~ch if
pulled downwards , withdraw the hinge pine and
jettison the doors.
Special windows. A direct vision window (3) is
provided on the port side of the windscreen and a
small sliding window is fitted to both cabin doors.
An inward and upward hinging window is fitted in
each side of the cabin aft o:r the doors.
~~e~n~t. Shackles for picketing cables
are e ase or the firewall, to the
centre section rear spar, and to the sides o~ the
near the tail wheel.
25 First-}~d outfit. The :first-aid outfit is

I
20.
side of the dee~~ng.
Signal pistol. The signal pistol is mounted on
contained in a-Sox stowed in a compartment on the
starboard side of the fuselage sealed with a
otencilled rip-of'f patch.
the starboard side o~ the cabin under the decking.
A flat lever is mounted above the pistol stock
and this lever must be s true k sharply to open the
breech for loadi~. Additional cartridges are
stowed in a rack (26) forward of the pistol. To
withdraw- the piist ol from the mounting, open the
breech and undo the two wing nuts on the aides of
the mounting bracket. A wooden plug is provided
~or closing the firing tube when the p1istol i.s not
~it ted.

EMERGENCY AND OTHER EQUIPMENT

21. Fire Exti~isher. The fire extinguisher is on the

port aide ehirid the pilot's seat. The operating
lever (29) is on the right of the pilot's seat and
the extinguisher operates through spray heads over
the carburettor 9 For use in the cabin, the
extinguisher can be taken from the mounting and
operated by striking the head sharply.
 Q

Issued with A.L.3/A.

Fig.,1.
GENERAL VIEW OF CABIN.

1.. Air inlet.

2. Compass light dimmer switch.
3. Direct vision window.
4. Engine starter push button switch.
5. Ignition switches.
6. Fuse box.
7. Altimeter.
8. Airspeed indicator.
9. Directional gyro.
10e Artiricial horizon.
11. Turn and Bank indicator.
12e Fuel contents gauge.
13.. Fuel contents gauges operating switch.
14. Fuel contents gauge.
15. Rate-of-climb indicator.
16. Engine speed indicator.
17. Boost pressure gauge.
18. Air temp. gauge operating switch.
19. Air temperature gauge.
20. Oil pressure gauge.
21. Test connection for vacuum system .
22. SWitchbox and ruse cover :for Janding and navigation
lamps.
23. Propeller speed control lever.
24. Throttle control lever.
25. Mixture control lever.
26. Stowage for signal pistol cartridges.
27. Brake lever.
28. Fuel cock control.
29. Fire extinguisher control lever.
30. Starboard rudder pedal.
31. Carb. air intake heat control.
32. Compass light.
33. Fuel pump priming control.
34. Compass.
35. Flying controls locking gear.
36. Control column.
37. Flaps lever.
38.. Carburet tor :flooding control .
39. Tail plane incidence control wheel.
40. Tail plane incidence indicator.
41. Throttle control lever.
42. Signalling switch box.
 A.P. l708C, VOL.I & PN . SECT 1.
6

Fl

l 1 GENERAL VIEW OF CABIN l

'----- --- ---------------------------------------------------~~
FS/4-
Amended by A.L.3/A. AIR PUBLICATION 17080
Volume I and
Pilot's Notes.
SECTION 2
HANDLING AND FLYING NOTES FOR PILOT.
Note.- The rlying technique outlined in these notes is
based on A. P. 129, Flying Training Manual Part I,
Chapter III and A.P.2095, Pilot's Notes General,
to which rererence should always be made ir
further iDrormation is required.

1. ENGINE DATA. GIPSY QUEEN II ENGINE.

(i) Fuel and oil:
Fuel 87 octane or higher
ou See A.P.1464/C.37.
(11) Tho principal maximum limitations are as rollows:-
TEMP. oc.
MANIFOLD
PRESSURE OIL
R.P.I4. LB/SQ.IN. CYIB. INLET
TAKE-OFF 2,400 F.T.
3 lliNS. LIMIT
QLIKBING 2,400 F.T. 230 8o
i HR. LDIIT
CRUISING 2,100 210 70
RICH
CRPISING 2, 1 00 210 70
WEAK

ALL OOT 2,400 F. T. 90

5 KINS. LIMIT
OIL PRESStOO: LB/SQ. IN.
NORIIAL 40 EMERGENCY
MINK (5 MINS) 30
MINnnn.i OIL '!'E11PERATURE FCR TAKE-OFF: 3QC

F.S/1
 7

.Amended by A.L.3/A. Amended by A.L.3/A A.P.1708C, Vol,t & P.N., Sect, 2

(iii) 'rbe following limitations should also be noted:

(iii) Check contents o f fuel tanks,
MinimUm r.p.m. at tull throttle: 1 ,985 5, STAiniNG 1'HE !~N GI N E AND \Am1ING UP
Max1m1m r.p.m. tor diving: 2.600
(i) Set:
Note.- 2 400 r.p.m. may be exceeded tor 20 Throttle About t inch open
'BeCcinds o:Uy and with the throttle at least one Propeller speed control Fully back (positive
third open. coarse pitch)
Fu el cock On to desired tank
(iv) FUel consumption.- Air intake heat control Pushed in for cold
air
Maximwn climbins
or all out level~ 16i galls/hr. at s.L. (ii) Prime the fuel system by pulling out the knob
marked CARB and, while holding it out, operate
Kaximllm cruising the pump priming knob for about 15 strokes or
NOIU4AL miXture: 13i- galls/hr. at 2,500 :f.'t. u n til it is f e lt thRt the resistance to movement
of the knob is diminished,
Maz1nmm cruising
1IEAK mixture: 10i galls/hr. at 6,000 tt. .<iii) Switch ON the ignition

Economical cruising: 7 galla/lJr. at 115 m.:p.h.

I.A. S.
(iv) Press the starter button, Starting attempts
should not exceed 20 seconds with a 30 seconds
wait between each attempt.

2. ~ ~ACITIEB. (v) In cold weather and on aeroplanes to which a

priming pump is fitted, in addition to acting
(i) FUel.- 2 tanks. 20 gallons each. as in (ii) three full strokes of the pump
should be given while the engine is being turned,
(ii) Oil.- 1 tank. 3 gallons. Af ter the engine has started, screw down the
priming pump.

(vi) Allow the engine to tick over until the oil

FLYING Lllo1ITATIONS. pressure drops to 50 lb/sq,in.
3.
MaximUm speed :f.'or:-
G. T"STJNG ENfiiN E AND INSTALLATIONS
Diving 225 ffi.p.h. I.A.B.
(i) During warming up make the usual check of' controls,
Flaps down 104 m.p.h. I.A.S. flaps and instruments.

(ii) After a f'ew minutes move the propeller speed

control slrn.rly to the fully for,~ard position.
4. PRELIMINARIES (iii) Open the throttle to g ive t,Roo r.p.m. and test
ever is in the down position. the operation of the constant speed propeller,
(i) check that t h e flap l
(Flaps up).
(11) Note that the wheel ~~a~~c~:~e~i~~a~~st~~~~~~~~t F. S / 2
i.e. that the lever top of the brake lever is
when the plunger on
depressed.
Amended by A.L.3/A.
Amended by A.L.3/A. A.P.1708C. Vol.1 & P.N.Sect.2.
(iv) Open throttle fUlly and check the following:-
(iii) The speed for maximum rate at cllmb is 80 m.p.h.
R.P.M.
Manifold :pressure
Magnetos
2,~00
134 lb/sq.in.
Drop in r.:p.m. should
not exceed 50.
I I.A.S. up to 6,000 feet. Abon this height
reduce speed by 1 m.p.h. :per 1,000 feet.
(iv) It will be found more comfortable not -to climb at
Oil :pressure 40 lb/sq.in. such a steep angle but at a rather higher speed.

10. GENERAL FLYING.

7. TAXYING OUT.
(i) Stabil~ty.- The aeroplane is stable except when
PUt the brake lever fully forward, then, to tully loaded, when it is slightly unstable longi-
operate the wheel brakes differentially, depress tudinally.
the :plunger at the top of the brake lever and
gently :pull the lever back until the ratchet
u(!
(ii) Change of trim.-
engages in the second notch of the quadrant.
Flaps down - Nose down
Opening t hrot tl e - Nose up.
8. TAY>.E-OFF.
(iii) Fl~ing 1n bad weather.- The flaps at the take-
Drill of vital actions: of position, the aeroplane handles well at low
speeds, the safe minit,lum for straifht flight only
T Tail trirrmer wheel - Light load: being 75 m.p.h. I.A.S.
Full load: t forward
II
The prope ler speed
control should be set to give cruising r.p.m.
M Mixture control - NORMAL (iv) For cruising, the carburettor air intake heat
control should be pulled out to admit hot air if
p Propeller - Speed control the intake teermometer indicates a temperature of'
fully forward. less than 30 C.
Puel - Check contents and (v) Sidesli~~-- It is difficult to institute a
cock settings. Sidesii~t an effective sideslip can be made
when lanaing in a cross-wind.
Flaps - Centre notch
Brakes - Released (lever fUlly 11. STALLING.
forward)
(i) , ~ith f'laps up there is little warning of the stall
and a wing will drop. If the control ~olumn is
held back the aeroplane will spin, but if i t is
9-. CLnffiiNG. pushed .forward and opposite rudder is applied, a
spin vdll not occur.
(i) At a height of about 500 feet and at a speed ;vith flaps down the stall is sir.tilar but the wing
of at least 90 m.p.h. I.A.S. raise the flaps. drops taore sharply.
(;ii) Normally climb at 2,100 r.p.m. and at 11~ lb/ (11) Flaps up 60 m.p.h. I.A.S.
sq.in. manifold pressure.
Plaps down - 51 m.p.h. I.A.S.

lt'.S/3.
Amended by A.L.3/A.
12. SPINNING AND AEROBATICS.
Spinning and aerobattca are not permitted.
13. APPROA~ AND LANDING.
(i) Drill or Vital Actions.-
M - Mixture control - ljORMA.L
P Propeller - Speed control
rully rorward.
Flaps - Fully down on
rinal approach.
(ii) Correct speeds ror approach.-
Engine assisted - 65 m.p.h. I.A.s.
Glide - 70 m.p.h. I.A.S.
(iii) J.lislanding.- Do not raise rlups below 400 rt.
nor at less than 90 m.p.h. I.A.S.
(iv) Lundinf across w:ind.- This should not be
attemp ed if the vnnd exceeds 20 m.p.h.
14. AFTER LANDING.
(i) Be1'ore taxying, set brake lever for steering, aa
described in para.7.
(ii) After taxying in, set propeller speed control
fully back and open up momentarily to move
propellel' to positive coarse pitch.
(iii) Allow the engine to idle for u 1:linute then turn
f'uel off and, when firing becomes irregular,
switch off ignition.

15. CORREC1'ION lcOR POSITIOH ERROR.

From 75 88 100 110 125 140 155 m.p.h.

I.A.S.
To 88 100 11 0 12'5 140 155 180 " I!

Add 4 2 0 m.p.h.
Subtract 2 4 6 0 m.p.h.
I