Ross_McNeillNot with an Ian Allan logo.
Ross
Ross_McNeillNo.407 Sqn Hudson AM602 coded RR-M
Took off for shipping strike at 22:40 hrs
Flaps raised on second circuit then stalled at 300 feet during an overshoot at Donna Nook, hit the ground and bombs exploded at 03:10 hrs. Sgt Duval rests in Gilroes Cemetery, Leicester, Sgt Romain in St.Mary Churchyard, Walthamstow, P/O Dann and Sgt Gaudet, of Rainy River, Ontario, locally in St. Nicholas Churchyard, North Cotes. Sgt Wilkins, from Ottawa, Ontario, is commemorated on the Runnymede Memorial.
In addition to the listed aircrew, 19 ground crew and 2 army men, trying to help the crew from the wreckage were also killed in the accident.
Credit the draft RAF Coastal Command Losses, Vol 2
Ross
Ross_McNeillSee post #947 on this thread for an example of a S/L Felkin report from AIR40
Regards
Ross
Ross_McNeillA very unsubtle meaning.
The code word for the first air dropped mines by the FAA and Coastal was Cucumber hence sowing them was gardening.
After that the areas were given flower, vegetable etc codenames until they ran out and started on marine life.
Regards
Ross
Ross_McNeillThis is the recent Guidance note that has raised diver awareness and makes good reading.
http://www.jnapc.org.uk/Underwater%20Finds%20Booklet.pdf
Andy and the Jack Russell may like to pay attention to the Salvor in Possession bit. Both could claim they were in possession but I suspect, given the choice, the MoD would rather pay a dog food award than one to Andy’s Swiss Numbered Account.
Now consider the ownership case of a lend lease item from the sea – the UK government cast it aside – if they claim ownership they owe the US government 60 plus years of lease payment. The US has no ownership because they have accepted UK scrapping and cast it aside also.
Fancy a Catalina fuselage dumped off Burg Island?
Regards
Ross
Ross_McNeillTo protect my typing fingers I will make general comment here but please be aware that there are specific clauses that place other limits and restrictions.
I’ve posted previously about specifics from the PMR Act on marine losses so have a search for that for the detail.
In essence the marine authority does not unduly worry if the items are moved or stored unless another salvor has posted “salvor in possession” notice. It is only concerned if Crown is not notified within a set period.
The Protection of Military Remains Act contains specific clauses for both UK and International waters and is more prescriptive but does recognise accidental disturbance as a defence.
For the marine bit the main entity is the Receiver of Wreck for the UK – Ireland, Isle of Man and Channel Islands have different wreck law and Receiver of Wreck.
One thing is still common to all the areas in that the Receiver of Wreck is still entitled to hurt, maim or kill anyone obstructing them in their duty and, up to 1997, could go about their duties armed. The UK Receiver is a very nice woman who has not been known to use this entitlement within recent years.
Three main statutes apply to items found below the high water mark:
The Merchant Ship Act 1995
The Protection of Wreck Act 1973
The Protection of Military Remains Act 1986
The most recent is the MS Act 1995 which has the most about the duties of the RoW. It defines the Receiver of Wreck remit as covering wreck from UK territorial waters (within 12 nautical miles), and wreck landed in the UK from outside UK territorial waters. Wreck material includes any part of a vessel, aircraft or hovercraft including any of its cargo or equipment.
So no wriggle room that the tyre is an isolated part which could have come from anywhere. Under the definitions of the MS Act 1995 the tyre is Derlict or possibly Flotsam.
The name put to it is important for what the RoW will try to do for you when you report it.
The RoW will act in the interest of both the finder and owner. First she will research ownership, and working with the finder, owner, archaeologists, museums, and other interested parties give the legal owners the opportunity to be reunited with their property.
This is where it is important that she establishes what action caused the loss.
Now the next bit is the important bit. Historically the recovery of wreck material was mainly a money earner for coastal communities. The owner/insurer was obliged to accept the returned material and a portion of it’s worth was granted to the finder as salvage award. The RoW is tasked with getting the best monetary return from the owner for the salvor.
So she will try to return the tyre to the Crown who will be obliged to pay you a fee for tidying it up off the beach. If the Crown does not accept it was part of their ownership the RoW will contact other parties, including museums to see who will offer the most (you may even be able to bid yourself).
Traditionally the Crown has accepted the bits back but placed a minimal value on them which meant that they were not worth commercial salvage or scrap value.
This is mirrored in the gift of components covered by the PMR Act in lieu of salvage claim.
If no owner is found within a year the items are claimed by the Crown and disposed of by the RoW.
Regards
Ross
Ross_McNeillErr…. Redhillwings
It’s not the MoD you need to inform to keep the right side of the law for this recovery.
I gave the link in post #30 to the Receiver of Wreck. Within 28 days you need to inform her via the relevant form of your recovery.
She will then contact the relevant bodies to broker salvage fee for you in return for the item.
Unless you set this in motion the Exciseman will be poised to set sail in his revenue cutter to extract his fee and Crown fine.
Even the RAF Museum had to declare the Do.17 in this manner. It was Andy that suggested the PMR Act did not apply – this is not my opinion relating to the seabed definition of the PMR Act.
Regards
Ross
Ross_McNeillTechnically no for the PMRA.
There is no mention or direction relating to the Ministry of Defence in the Protection of Military Remains Act.
Only the Crown and the Secretary of State.
“An aircraft is the in service with, or being used for the purposes of, any of the armed forces of the United Kingdom or any other country or territory ;”
Ross
Ross_McNeillTechnically yes but it needs to be above the highest astronomical spring tide to be the landowners, between the tidemarks it is all Crown ownership.
Do not think that the Excise will accept that the wind blew the barrel of rum up the beach onto a more acceptable location before you found it
One witnessed a Keystone Kops scene of RN EOD pushing a flare above the high tide line so that it was the Army EOD responsibility. Army EOD, who were also on site then promptly pushed it back down into the surf.
Ross
Ross_McNeillIf you find a piece of Aircraft washed up on the beach,who would it belong too ?
The Crown and the original owners/insurers but the Receiver of Wreck is the finder’s agent in the matter.
https://www.gov.uk/report-wreck-material
Andy – Give me a moment and I’ll post the Form 1180.
[ATTACH=CONFIG]225014[/ATTACH][ATTACH=CONFIG]225015[/ATTACH]
Copyright RAF Museum Hendon.
Regards
Ross
Ross_McNeillHi Ritch,
No parts I’m afraid but here are some piccys of a relatively unmolested one to use to identify words and bits.
Overview
[ATTACH=CONFIG]224969[/ATTACH]
Detail
[ATTACH=CONFIG]224970[/ATTACH][ATTACH=CONFIG]224971[/ATTACH][ATTACH=CONFIG]224972[/ATTACH]
Regards
Ross
Ross_McNeillHi Adrian looks like confusion with autogyros.
Autogyro C30A, V1186 from No.1448 Flight swung as it became airborne on air test at Portreath on 19th April 1942.
It was damaged Cat B, pilot Sgt A F Whittle RNZAF.
Regards
Ross
Ross_McNeillCheers for the encouraging words gents.
I’m hoping to sow a seed which will see some slumbering Blue Boxes return to wheezing life in a few museums.
There was a comment on this forum that a Vampire and a Link Trainer was the standard starter pack from the RAF for a fledgling museum. The numbers of preserved Link examples gathering dust in either a corner or a rapidly reducing floor area of museums all over the world bear witness to the accuracy of this comment.
What I would like to sow is the thought that the D2/D4/ANT example lying dormant is actually a fairly simple device, very robust in construction/design that would form the ideal nursery restoration for trainees.
Materials and parts are basic fabrications that lend well to bench tasks for unskilled workers and can form part of a training lesson in both woodwork and electrical trades.
So think about letting the newbies cut their teeth on the Links – they are just sitting gathering dust (both the Links and possibly the newbies!).
With basic functions returned the museum gains a movement simulator that complements and shows genesis of the modern flight sims that can found everywhere. Running costs are minimal compared to modern hydraulic movement platforms and maintenance is in line with the family business of Mr E Link – player pianos.
I’ll continue to show a cosmetic restoration on this more complex D4 giving the basic details from the AP.
Over the next few months I will start on the base and column followed by the motion vacuum bellows.
Go on museum gents – think about it and what it could bring to your collection.
Regards
Ross
Ross_McNeillFuselage Control Box
The cockpit showing fuselage control box prior to removal and inspection.
[ATTACH=CONFIG]224886[/ATTACH]
Electrical signals in the Link Trainer are divided into power, analogue control (teletorque signals), digital control (on/off signals) and audio (r/t and w/t).
Showing its American roots the main voltage used is 115 VAC but supplied at 50 Hertz for UK use.
[ATTACH=CONFIG]224887[/ATTACH]
115 VAC power along with control and audio signals from the base are passed to the trainer fuselage via a rotating slip ring column in two multicore cable bundles (33 cores and 12 cores). The two multicores are terminated in two Jones type sockets.
The fuselage control box has corresponding chassis plugs and is the primary distribution/marshalling point for all the trainer electrical functions.
Where possible the power is left at 115 VAC but three sets of transformers located within the fuselage control box are used to provide 32 volt teletorque power, 12 volts for the undercarriage indicator lamps and 12 volts for the cockpit/instrument lamps. 32 VAC for the ultra violet instrument panel lighting comes from the teletorque supply.
Nine relays are located in the fuselage control box all being used to switch audio signals from the various radio devices in response to pilot selected controls.
Internally the bulk of the panel comprises of terminal strips for the power, control and audio signals while externally mounted on/off switches are provided for master power and blower.
Three R type dimmers are provided for level setting of Instrument/Cockpit and U/V lamps. A glide path setting potentiometer is also mounted beside the dimmers but this control is set by the instructor before the trainer is used and cannot be altered by the student.
All electrical signals to and from the fuselage control box are via multicore plugs allowing distribution cabling to be rapidly replaced and taken to the bench for fault finding.
The fuselage control box was removed from the fuselage to allow inspection and repainting of the internal fuselage woodwork.
Previously Link D4-030 had been modified to remove the w/t radio aids and this had been achieved by removal of the external control boxes and cabling to the fuselage control box leaving the bulk of the internal switching and power terminations intact.
The r/t circuit had been modified to use a modern external intercom and two relays had been removed to enable external headset/mic sockets to be added to the fuselage control box. Wiring for the relays had been cut short in the looms but left in situ to the terminal strips.
[ATTACH=CONFIG]224888[/ATTACH] (Fuselage Control Box showing non standard intercom mods)
With so much of the electrical distribution intact it was decided replace the removed relays with modern equivalent, until period relays can be sourced, and to joint/extend the cut wiring looms before carrying out resistance and megger checks to see how sound the original wiring was.
Despite the prolonged period of humid storage no significant defects were found with only a few terminals needing to be opened up, cleaned and remade. Function of the relays was tested by application of coil voltage and “belling out” the contact wiring. Voltage from all three transformers was proved by multimeter to be within original design limits.
One small section of fascia was stripped to treat defoliation corrosion before being primed and re-sprayed.
On completion of works the fuselage control box was reinstalled into position on the starboard side of the cockpit and a temporary 110 VAC supply from a safety tool transformer for testing purposes made off onto the terminal strip.
[ATTACH=CONFIG]224889[/ATTACH]
[ATTACH=CONFIG]224890[/ATTACH]
The first circuits to be made live on the restoration were the cockpit/instrument lamps and the blower giving a satisfactory project achievement boost when for the first time a response is seen to switch flicking.
[ATTACH=CONFIG]224891[/ATTACH]
A small thing in project restoration terms but the first signs of life function returning.
Ross
Ross_McNeillIn the previous post I mentioned that the installed ASI had the wrong fascia and would be replaced.
The ASI signal system in the Link is a teletorque system where the rotor of the airspeed transmitter is mechanically displaced as a result of derived airspeed.
The mechanical movement induces a voltage in the star connected windings of the transmitter which is passed by 3 core electrical wiring to the remote instruments mounted on the pilot panel and the instructors desk console.
At the remote instruments similar star connected windings mirror the initial induced voltage and cause a mechanical rotatation of the pointer in the same manner as the transmitter.
The pointer will move until the remote instrument winding voltage matches the induced voltage in the transmitter.
This gives a standard instrument that can rotate in any direction and is not constrained by scaling or limit on the number of turns.
This means that a teletorque remote instrument used in the link is of the same electrical connection and design regardless of the system it is used to display.
[ATTACH=CONFIG]224670[/ATTACH]
Since I could not find a suitable ASI it was necessary to produce a facsimile ASI for use in the restoration.
I selected a remote bearing teletorque instrument as the basis for the facsimile ASI purely because there were three in the spares cupboard. Any instrument could be modified in the manner described below.
[ATTACH=CONFIG]224671[/ATTACH]
The nearest equivalent dial I had to hand was from a Mk IXE ASI
[ATTACH=CONFIG]224672[/ATTACH]
The two instrument dials were of different diameters and prevented direct fascia exchange.
[ATTACH=CONFIG]224673[/ATTACH]
With the donor fascia removed it was easily photographed and then the image reduced in size by photo manipulation software (Photoshop) to give the desired size.
[ATTACH=CONFIG]224674[/ATTACH]
On other instruments I have used Photoshop to alter the colours of the numerics and scales from fluorescent dial images to better match Luminous dials, used these in the donor housing to give radiation free instruments that are visually identical and installed them into public access cockpits.
Cut and paste of scales and numerics from other images can also be used to recreate instrument dials that are proving impossible to obtain.
Once happy with the dial image it is printed out on SemiGloss Photo Paper in a standard inkjet printer then cut to size.
[ATTACH=CONFIG]224675[/ATTACH]
The dial image could have been silk screen printed onto a new metal fascia blank but for my purposes I reversed the teletorque dial and pasted the printed image directly onto the surface.
The pasted fascia was then installed into the teletorque instrument using the original mounting screws and holes, pointer replaced and checked for free movement and the glass sealed.
[ATTACH=CONFIG]224676[/ATTACH]
As long as the printed image is protected from strong sunlight it will last a reasonable time before fading but with the image on file it is a simple task to print a new image and replace the faded one in the instrument.
Ross
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