A few notes taken directly from an original set of Beverley Flight Reference Cards ('checklist' in non-RAF parlance):
Cruise Power Setting (typical) + 4 lb boost @ 2400 rpm
Max Takeoff Power + 14 lb boost @ 2850 rpm
Max Continuous Power + 12 lb boost @ 2850 rpm
Dad describes one aspect of it as being "just like a great big Tiger Moth", in that it needed rudder input to turn the aeroplane - if you put on aileron it would bank but barely turn, but adding rudder, just as on the Tiger, would bring it round nicely. Those of you who've flown a Tiger will know what I mean!
One final note on performance: the Beverley's Achilles heel was the peculiar (and never cured) engine/propellor dynamic interaction which disallowed the use of continuous revs in the range 1900-2350 rpm. This is not the place to go into 'why', but there it was. The practical result was that the pilot had to maintain 2400 rpm in the cruise until sufficient fuel was burned off to allow the revs to be dropped all the way to 1900. Often, this meant 2400 rpm being maintained throughout the cruise, with a consequent reduction in engine life. It was a not-uncommon sight to see a Beverley on three engines.
In spite of this, the Bev was actually a very advanced aircraft for its day. Its appearance (fixed undercarriage, piston engines) cloaked an engineering sophistication. It was the first British aircraft fully to meet the 'Class A' civil safety standards for engine failure on take-off - a Beverley could lose an engine at any time during takeoff and either stop or continue the takeoff; other aircraft of the period (eg HP Hastings) had a time between V1 & V2 when they could neither stop nor continue in the event of critical engine failure. Another safety item new with the Beverley was the set of microswitches on the undercarriage which prevented the selection of reverse prop pitch unless the undercarriage was compressed.
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