Well you can get her first name from AIR 78/55
This is free download from The National Archives.
Joyce – her card is marked militia.
Her service number was part of a batch for WAAF entry at Gloucester.
From here it’s FreeBMD to see if you can get Birth/Marriage and Death entries for the full name.
Regards
Ross
Scratch that idea.
Just had a look at Nov 1940 – the fleet numbers in the ORB are what has been recorded on the F1180
eg 7/11 F1180 has Hurricane 315 Sgt H H Jennings 754910
No full aircraft serial given
Regards
Ross
We can come at it from another direction.
If a F1180 survives then it will give a serial and pilot name for an incident causing FA for Cat A to E
Float a few dates for pilots and I’ll see what matches.
Regards
Ross
Well here is a starter for 10 on Halifax DG358.
The unit ORB at The National Archives gives only a brief mention
[ATTACH=CONFIG]234221[/ATTACH]
More details are contained in the Form1180 Accident card which can be obtained from the RAF Museum, Hendon
Regards
Ross
This is a damaged Teleflex from the Anson MkII circa 1942 (landing lamp control)
Basic lever and tube diameter
[ATTACH=CONFIG]234120[/ATTACH]
[ATTACH=CONFIG]234119[/ATTACH]
Close up of coupler/lubricator
[ATTACH=CONFIG]234118[/ATTACH]
Regards
Ross
Hi James,
Think that these may help.
[ATTACH=CONFIG]234116[/ATTACH][ATTACH=CONFIG]234117[/ATTACH]
The first two are of post war rotary actuators for Teleflex. The wind direction/strength are 360 deg and 80 deg travel geared to give 5 turns output. The SBA Standard Beam Approach controller takes several turns of the handle to select the required freq which translates into rotary movement of the 2mm square output shaft.
The wind Teleflex is terminated in a screw outer with splined inner socket to match the plug end of the actuator. The SBA Teleflex has a plain outer casing gripped by the wing nut and a square socket ferrule. Only one output is usually used, the other is were retransmission of rotation is needed.
Note that all the above are rotary action of the Teleflex core.
The final two piccys are from AP 1186 for the TR9C and TR9D
[ATTACH=CONFIG]234114[/ATTACH][ATTACH=CONFIG]234115[/ATTACH]
This shows the combinations from the hand controller. I think that you have give some mistaken application to the controls.
Send/Receive is the top one (push/pull) and goes to the coupling switch in your equipment photo,
Volume is the electrical potentiometer (is this what you have assumed is the lock)
The final lever is condenser and goes to a fine worm drive that rotates the condenser for tuning.
I’ll add another post with photos of a wartime teleflex cable c/w Union Lubricators
Regards
Ross
Sorry James,
My text was not as clear this morning as it seemed last night when I added it.
Problem with Bowden cables is that they really only work in a pulling direction. Spring return can be added to give an uncontrolled push but it is to a set distance rather than a user variable point.
The Teleflex system came in a few formats but the most common aircraft use was as push/pull with the ability to stop at any time during the travel and have the position retained. Small vessel steering mostly used a rotation of the inner but a some aircraft radio remote controls have also used this method where few bends are required.
Where little backlash is desirable the one or both ends of the cable are fitted into square ferrules and a toothed gear wheel is used to impart or derive the rotation. This is the system that was used for car speedo cables or some aircraft mechanical rpm displays.
Where some backlash could be tolerated or there were a number of bends in the transmission cable the core was moved in a push/pull motion. This is commonly seen where the cable end is covered by a hollow tube to prevent debris contamination. This is the rack and pinion method.
The system was designed to be free form in how the end actuators were designed as long as the cable core had the required motion imparted. You could mix and match eg
Lever for On/Off at cockpit with rotary motion at the radio by rack and pinion.
Rotary volume control at cockpit with rotary motion at the radio by toothed gear wheel.
Lever in cockpit for radiator flap with position display on lead screw indicator driven by rotary motion of direct ferrule connection.
Regards
Ross
Hi James,
Bowden cables have the stranded inner moving in and out of the sheath so they are used to transmit mostly pull with a small amount of push.
Teleflex transmits rotational movement by turning the inner spiral wire core.
The end of the sheath is fixed and tied to the core to restrict lateral movement. As the core turns it acts like a rack imparting rotational movement to the pinion.
That way you can provide a geared movement giving step up or step down direct connected final rotation.
Regards
Ross
I dug out the Air Force List for July 1936 to see the squadron roll as of end June.
S/L
George T Richardson
F/L
A W B McDonald (he was promoted to S/L 1/12/36
Richard Kellett (he was seconded to the Imperial Japanese Navy 25 Sept 1936)
F/O
Robert A E Traill
L D Dadswell
P/O
E F E Barnard
Neil R R Bromley (posted to No.801 Sqn 22 Sept 36)
F W Flood (posted to No.8 Sqn 24 Oct 1936)
D V W Francis (posted to RAF Station Gosport 2 Sept 36)
Acting P/O
A C Heath
+ 5 Airman pilots
As to the new boys on the previous roll
D J McGlinn (posted in from No.3 FTS 5 Aug 36)
P E G G Connolly (posted in from No.2 FTS 31 Aug 36)
H C Maudslay (posted in from No.2 FTS 31 Aug 36)
M N Crossley (posted in from No.11 FTS 24 Aug 36)
If you can put names to faces and tick off who is present and who is missing then you should be able to narrow the photo date to a few days or so.
Regards
Ross
The closest Air Force List I have is Jan 1937 (so correct for Dec 36)
S/L
George T Richardson
A W B McDonald
F/O
Robert A E Traill
L D Dadswell
P/O
E F E Barnard
D J McGlinn
P E G G Connolly
H C Maudslay
Acting P/O
A C Heath
M N Crossley
P M Brothers
G Harris
W a’B Russell
+
5 airman pilots
Brothers/Harris and Russell all have a posted in date of 11 Oct 36.
10 wearing gloves in your photo so possibly taken just before 11 Oct despite the marked date.
Regards
Ross
In a previous thread I explained how to use FreeBMD to get details for Birth and Death certificates for casualties in England and Wales.
If you use this to look up the registration district for the death of Evans you will see that it is not connected with either Scotland or Coltishall.
As said before a copy of his death certificate will give details of where and how he died and a copy of his service record will give most of his service postings.
Ross
4 Cyril Gordon Martin in the RAF between 1919 and mid 1970
You can find the service numbers in AIR78/103 which can be downloaded from The National Archives for free.
All four are wartime entry for south/mid England (one is from a block reserved for ex ATC Cadets)
Regards
Ross
Check the MoD web site and read the details of SAR for RAF Service records.
Once the service person has been deceased for over 25 years the full service record is open to access from anyone regardless of kinship on payment of the fee.
For deaths that are covered in the CWGC registers then you do not need to provide a copy of the death certificate – the CWGC register is accepted as proof of death.
Ross
Depends on the info source for why he is described as rear gunner
Typically on a Lancaster there were 3 WOp/AG and one AG
To provide relief all four AGs could rotate positions and this more common when No.61 was flying Coastal Command patrols from St Eval during the few days before the period you mention.
The three WOp/AG could also rotate between wireless operator station and gun turrets.
So for a loss any airman in the rear turret could be WOp/AG or AG but AG was the most probable.
If the info comes from a crew muster eg wartime Log or Form 541 then one described as R/G would most probably be AG.
Ross
It’s the WOp flash
Regards
Ross