PART I-DESCRIPTIVE

     (b)  Three hydraulic accumulators are fitted in the circuit to
          provide a reserve of power in emergency. The hydraulic
          fluid side of the two main accumulators is connected to
          the flaps, gun-bay scavenging flap, wheel brake override
          and elevator and aileron hydrobooster circuits. The air
          pressure side of the main accumulators is connected to
          the undercarriage and flaps emergency systems. The
          hydraulic fluid side of the third accumulator is connected
          to the wheel brake circuit.
-------------------------------------------------------------------
A.L.4    (c)    The main accumulators pressure gauges (9) (10) are on the
Para.             cockpit port wall. They should both read 2,150 lb./sq. in.
17 (c)            (air pressure) when the engine is not running and hydraulic
Page 24         pressure is exhausted. With the engine running, the pres-
                   sure should build up to 3,150±150 lb./sq. in. A third
                   pressure gauge for the brakes accumulator is in the nose-
                   wheel bay. This accumulator is charged initially to an air
                   pressure of 1,750 lb./sq. in.
-------------------------------------------------------------------
     (d)  A triple pressure gauge (24) is on the port side of the
          instrument panel.  It records the pressure available for
          braking and the pressure applied at each wheel brake.
          (See para. 29(c).)

     (e)  An indication that failure of the live-line system has
          occurred is given by an intermittent audio-warning over
          the pilot's headset. Its purpose is to indicate immediately
          to the pilot that failure has occurred and that due to
          the limited accumulator capacity, the power controls
          hydroboosters will only be available for a limited period.
          The pilot will then be able to reduce speed if necessary
          before reverting to Manual control. Automatic reversion
          to Manual control will in any case occur when the
          accumulators arc exhausted. (See para. 18.) A TEST-
          ON-OFF switch (85) on the starboard console enables
          the warning to be switched off once indication has been
          given. The OFF position is wired and force will be
          necessary to push the switch to that position. With the
          weight of the aircraft on the undercarriage the warning
          system is inoperative. If the system is to be checked on
          the ground the switch should be set to TEST with the
          R/T on.

24