Hello Everyone,
Sorry there has been such a long delay since the last update, have really been busy recently! You will be pleased to know that the jet is still in fine fettle. We undertook a full engine run around a month ago with no snags to report (other than a small piece of finger trouble on my part!). We have also been doing a copious amount of greasing on the undercarriage now that we have a serviceable set of grease gun adaptors! Thank you for everyones help with finding us some!!
Yesterday we undertook a full MFS (Military Flight System) test using the SPs (servicing procedures), just to make sure everything was still working as it should be and to identitfy any snags. Fortunatly there were not any at all, which is a good thing considering the complexity of the system!
First of all we plugged the MFS Test Set into the Vertical Gyros in order to test the twin attitude system. They are mounted underneath the nav radar desk…under a footstep and you need to be a contortionist to get to them!
Then the appropriate switching was made on the test set to first of all roatate the horizons and then to make sure that the horizon responded correctly to 15, 30 and 60 degrees of bank in each direction.
Here you can see the horizon at 60 degrees bank to starboard.
After this, and with some more switch selections the pitch scales were exercised firstly fully up then fully down to make sure that they were moving freely, and without flicker.
The switches were then reset and the horizon returned to its normal position with no warning flags displayed.
The Vertical Gyros were then reconnected and the attention turned to to Azimuth Gyros, which control the dual compass system. These don’t really show much apart from the compass moving! So instead here are some pictures from behind the backseaters instrument panel, just to give you an idea of how cramped it is!
The Navigation Computer (the left hand box) and the pitch computer (right hand box) on the floor behind the AEO’s panel.
Looking up to the right
And to the left
The test set also tests the power supplies. Here we are checking that the phases of the supplies are correct by ensuring that when the switch is held the Bright lamp is bright and the Dim lamp is dim!
The Track Control Unit was also tested and well within the limits specified in the SP’s.
Finally, just for a bit of interest, here is the F700 page for Lindys last flight in November 1993.
Enjoy!
Ollie
Hi Everyone,
Sorry for the long delay in updates have been really busy of late! Anyway on with the update.
We have been doing a bit of preventative maintenance on the Fuel System recently, this included a water drain check on all the fuel tanks of the aircraft. Fortunatly the tests were all clear and there was little or no sediment in the tanks. Below are two pictures showing firstly the water drain tool attatched to 7 Starboard tank and secondly the fuel draining off into the sample bottle.
Along with the water drain checks we checked the correct functioning of the fuel pumps. When this was done there were one or two contactors in the Plenum chamber roof that were sticking. A swift tap, followed by a check of operation was good enough for most but as usual, one of them needed to be changed and as such we needed to use one of our spares. Fortunatly we have plenty of contactors!
The Plenum Chamber roof showing half of the fuel pump contactors
The “carefully removed” contactor from a donor aircraft. (I believe its one from XL164 removed in 1994)
After these jobs were done our attention turned to the Number 2 Pump Circuit Accumulator, which had developed a gas leak. We identified that the seals inside the acc had deteriorated, so the Acc was removed, stripped down and new seals were custom made at a local Hydraulics firm for refitting in the acc. After re-assembly the acc was replaced and charged up to 3000psi for testing. The tests were successfull and it hasnt lost a drop of pressure yet!
All the below photos show the acc in various stages of the rebuild.
A new coat of paint whilst the acc was off the Jet.
The new piston seals
Soaking the seals ready for fitting
The inside of the acc after a clean
The piston seals fitted….
…and the piston fitted in the acc
The finished product…
…and refitted in the Jet!
Our next task (when the cockpit isnt at 40 degrees+ !) is to sort out the autopilot, which has been U/S for a while. Will need a bit of investigation for that one!
Will update this thread more reguarly, i promise!
Ollie
Sign In
