There is a chinagraphed ’62’ to the left of the engine gauges just above where it looks like the alitimeter fits. It was quite a common practice for Herc pilots to chinagraph callsigns on the panel , so i was thinking that this may have been something that began when they were on METS.

That is the best picture I have so far, thanks Peter. I have been all over Everett Aero and don’t know how I mangaed to miss that one! It does show that the RPM gauges are currently in the wrong positions and the enigmatic ‘Rel Ampl’ gauges have no place in the panel at all.

Smirky, I had enough difficulty convincing Mrs B about a panel never mind a full cockpit! That is on the long, long term to do list but have to get this done first!

Thanks for all the replies.

That is indeed the sum total of it, though if you are doing every one, driving Avtur out of them is a bit wasteful, environmentally unsound and possibly dangerous so I would probably use water. The difference in viscosity is negligable and if you need a right good pressure you could cobble a karcherr on.

I am probably teaching you to suck eggs and if I am please let me know, but if the schematic is right and it is duplex burners, make sure you connect up to the primary line as that is the atomisation side. The secondary is the vapour tube and you will just get a gush.

If you aren’t getting a good conical uniform spray pattern don’t be tempted to jab sharp things in the orifice as they are quite a precision thing. Chances are it is carbon or gunge from a contaminated system so get a can of carburettor cleaner from Halfords etc and soak it in that for a few days.

Final note of caution if you do use avtur or kero, never be tempted to get a good cone and see if you can light it with your zippo, it’s not big and it’s not clever!

Ah well worth a mention I suppose!

Out of interest, with that starting method do you ‘prime the line’ between LP and HP c0ck and how much time will you have after light up to get the LP open?

Many, many years since I did anything with an Avon, is the initial starting cycle on starter jets/atomisers and can you get to them to do a spray pattern check on them?

I was mooching around a scrap yard some years and asked the chap who was showing me around why they had just invested a lot of money in a big shredder for reducing scrap to metal confetti. This is essentially what he told me:

Shredding is simply the most efficient way of dealing with any scrap metal. Take a wing for instance, it may be 200kg of metal, but because of the size and empty space inside it takes up a disproportionate area. shred it and it essentially becomes a solidish mass of metal. Easy to store, transport (especially by sea to China et al) and sort by type. He also said it stopped the problem of residual, possibly hazardous liquids etc remaining in voids within the item to be scrapped.

Like it or not these chaps are in business to make money from scrap metal. Some are extremely sympathetic to preservation and some are not. Waste management and environmental regulations these days do not endear themselves to scrapping anything without often significant cost.

My guide that day said attitude was a big deciding factor on whether to put a bit of extra effort in to save something and not reduce it to produce. He did mention a specific area of transport preservation where he was often given a very hard time by somebody for not knowing he had a 1926 Foo Deluxe gangle plate, one of only 6 made by blind nuns in the outer Hebrides. Metal is metal to a scrappy and metal is money. Most will listen to reason as long as it isn’t going to cost them.

was that the ‘human factors’ one? stressed pilot, late take off, big smoking hole in the ground? I only vaguely remember it. I think it was supposed to be set in Germany…. I THINK…

Pretty sure it was Belize. I think (and that is something for someone as hard of thinking as me) that the fat taxi driver in Eastenders played the part of the Line Chief.

Anyway.Whole chain of events leading up to O’Sullivan forgetting to pull the seat pins. ground troops in contact, off he goes in for Close Air Support, scares some birds in the jungle canopy which stuff themselves down the intake, engine stops and no way for the man to get out.

I thought the Hawk one was at shot at St Athan. It was the only one I could show which would get trainees to stay awake. that is until I had a predominantly female course!

A quote from American poet Langston Hughes seems seems very apt:

“Hold fast to dreams, For if dreams die, Life is a broken-winged bird that cannot fly, Hold fast to dreams, For if dreams go, Life is a barren field, Frozen with snow”

It is a big mountain to climb and I wish you all the best.

The Hallam was only introduced in the 90’s and was used along side the MF50 and MF40 Tractors which of course replaced the good old David Brown series. The DB came in two versions; short wheelbase one where the driver and NCO IC were enclosed in a cab (the wingmen sat on a bench outdoors on the back facing rearwards) and the completely open to the elements long wheelbase version which was a semi automatic.

The Hallams I saw were in standard NATO green with yellow stick on stripes and also all over bright yellow. I think when II (AC) deployed to Norway they added the same white markings as the aircraft in wash off paint, though this may have been lineys finding the paint and doing a home made job.

The ones deployed to the gulf were also painted in the wash off pink applied to the aircraft.

Hope this helps!