I saw this happen. I was on the line at 205 Sqn when 3 Scimitars took off.- a few minutes later they came back in line abreast across the runway and when they were over 110 Sqdn the two outers peeled off and the centre pilot ejected. He was so close to the beach that he walked out of the sea just as the fire engines arrived.

Paul
I am not familiar with the relays, bit before my time, but it sounds like you need relays with 2 coils. One to close and one to hold closed.

The closing coil has less resistance and therefore more current to energise the relay. As it closes it makes a set of contacts to complete the circuit of the holding coil which is much higher resistance and less current and less heat.At the same time another set of contacts opens the circuit to the closing coil. When you switch off all returns to default
Cheers
VW

Eagerly logged on to watch this only to discover that it is available in the UK only :confused:

P-51 with rolls-royce turbine conversion photograhed at Canberra (Australia ) in 1982

From memory Laurie Curley was involved with this conversion along with a guy called Smith. They also played with a Lycoming 540 in a Chipmunk and diesel engines in Ford Falcons neither of which were very successful.

Obviously, I would normally have bid for a Bucc or two – but with Christmas coming up an’ all….

Surely an ideal present for “her indoors”. There is even a choice of colours and think of the time saved by not having to go to the shops. 😉

Chox– I can assure you that XH 648 dropped those bombs on the Song Song range. We were at Butterworth with XV Sqn after having been rushed out to Tengah on Exercise Profiteer to wave the big stick at Indonesia. After Xmas the 4 Cottesmore aircraft moved to Butterworth while four from Honnington stayed at Tengah. From memory the bombs had been pre positioned at Butterworth years previously and were near their use by date so it was decided to do the full load exercise.

The Victor was fitted with the 12/24 way bombing system for conventional bombing [ as were many other aircraft ] It was a fairly complex system that originally needed huge pieces of test equipment that filled the body of a Karrier Bantam 1 ton truck. Smaller versions became available but all Cottesmore bombing up teams had an electrical fitter to test the aircraft before bomb loading. The 12/24 system worked on a series of rotating switches and certainly would have had no trouble releasing a load as per the photo, in fact what you see there would be similar to the effect of operating the jettison switch. To fit the 35 bombs involved removing the long range fuel tank to accommodate the front upper and lower carrier. Two carriers of 7 bombs were attached to the roof of the bomb bay and the other 3 suspended in the gaps which gives you the pattern you see. In the photo I would estimate that no more than 3-4 seconds have elapsed since release of bomb #1 and #35. Remember the bombs are travelling at the same forward speed as the aircraft on release and so will stay in that pattern until drag kicks in. I’m sure the accompanying Canberra took a whole sequence of shots, this being the most dramatic. The duty Range Officer at the time was an RAAF Sabre pilot, a tribe not easily frightened, but even he was reported to be “somewhat concerned ” when told what was about to hit his range.

To answer an earlier question Blue Danube was a large bomb [ nominally 10,000 lbs ] with a flat nose to allow it to be fitted behind the long range tank. The test equipment for it was towed behind a vehicle and looked like an old fashioned Fish Fryer. Consequently the testing of the aircraft electrical system prior to bomb fitment was known universally [ even in the F700 ] as “Fish Frying “. Blue Danube was replaced around 1960 by Yellow Sun.