PART III-HANDLING
be cancelled by use of the shutoff switch. If there
is any delay in cancelling, the reheat will light
intermittently as pressure rises and falls. The
indicator will remain white from the time the
throttle is put through the gate until reheat is
cancelled.
(ii) If the eyelids fail to open fully after light-up occurs,
but back pressure is insufficient to operate the auto-
matic cut-off, then the reheat will continue to burn.
If the indicator does not go black after a maximum
of five seconds after light-up then the reheat should
be cancelled by use of the shut-off switch. Delay in
cancelling will cause the amber hot gas warning light
to come on. The indicator will behave as in (a)
above.
(iii) If the reheat fails to light up or flames out, the eye-
lids will remain open, or partially open, causing a
large drop in thrust and j.p.t. until reheat is can-
celled, the eyelids will then close. The indicator will
be unreliable until the reheat has been cancelled.
(iv) lf the eyelids remain open after the cancellation of
reheat, a large drop in thrust and j.p.t. will he
apparent and the indicator will remain white.
(v) If the amber hot gas warning light comes on, reheat
should be cancelled if in use.
55. Cockpit temperature control and demisting air
(a) When the indicator is set at the junction of the medium
(green) and cold (blue) sectors, cockpit air temperature
will he comfortable for the initial climb. When a
change in temperature is required the indicator should
not be moved more than one division as there is a delay,
in the temperature change and the control is very
sensitive.
(b) With high power settings at low altitude the demisting air
is very hot, it should therefore only be switched on if
misting occurs. In order to prevent mist and ice forma-
tion at high altitude however, the air should be switched
on and left on until descent is complete. 50
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