Truculent AMEAt Home
Men of Air – The Doomed Youth of Bomber Command
Kevin Wilson
Sequel to “Bomber Boys”. RAF Bomber activities for 1944 where Bomber Boys was a lot of what took place in 1943. So far has been an incredible read – more so because the guts of the book is taken when my Father was on operations and there is a personal connection when I cross reference his operations with the stories in the book. It is about 450 pages and some of it is hard to read on an emotional level when you see some of the behind the scenes information.
As a further to that Neil996 and I have been sending info back and forth by email and he has provided me with 51 Squardron Ops records (Scanned) for the Summer of 44 and I am now cross referencing these with the information in the book. His relative and my Father were at 51 Squadron at the same time – shared some of the same aircraft and most likely would have known each other in passing. The aircraft that Neils’ relative was reported missing in action – and appears to have been seen ditching while on fire – no survivors. My father was also flying that night but made it home.
At Work
Transport Canada documents for a Fatigue Management System for aircraft maintenance providers that will be a mandatory component of our maintenance organization in the near future. Interesting way of doing things as the evaluation of “Fit For Duty” is going to be a personal thing. Will be interesting to see how a very tired maintenance provider is going to self assess his or her level when one of the first things affected when we are tired is our ability to make sound judgements. But of course in the end if all the regulatory body wants to do is unload any responsibility for this issue then it really doesn’t matter “How” they do it – as long as it is “Clearly Defined” and out of their sandbox. That way Transport has no liability anymore. Funny how this works.
Regards to all – and wishing each and all – a very good 2009!!;)
Truc
Truculent AMEI have done this task many ways!! It all depends on what you have available.
For thin material to cut and no shears available it is really hard to beat using a router with a carbide cutter. The secret to working with the router is to lay the large sheet on a wood table – or put some wood/chipboard/medite or whatever you want to call it under the sheet. Clamp a significant solid wood length with the correct offset for you router to use as a guide. If possible sandbag or place heavy weights on the guide to help keep it straight.
Practice with some junk metal before using the process on something good. I found that about .060″ of penetration through the metal and into the wood support was sufficient to stabilize the cutter and prevent chatter. Like the previous poster mentioned you need a high speed to keep it all clean. Wear gloves and face protection and long sleeves – the stuff that comes off the router is HOT!!!:dev2:
Once you get the feel of it you will be able to produce long straight cuts without any problems. Also you can produce some interesting reverse curves that would be impossible with anything else. Secret with those is to ensure good clamping so the metal doesn’t vibrate. I have cut 24 feet of spar material – complete with all lightning holes using this method. It takes some time – but in some cases that is a bonus as it forces you to be accurate.
If you ever need to cut 1/8 – 1/4 inch diamond plate – used for flooring in many aircraft the best way is to use a circular saw and cut through wood pieces placed on the top and bottom – Sandwich style!!
One last bit of warning – wear serious ear protection as well – these methods are noisy.:cool:
Sorry about the “English” measuring system – I grew up with it and Metric is my second language.:rolleyes:
Good luck and stay safe.
Truc
OOPS – Missed a very important thing – you need a helper with a compressed air gun to blow off the metal chips or you will scratch the aluminium when moving the router.
Truculent AMEFound out today that I have lost another friend this year. This makes 4 that I have known, to a variety of fixed wing and helicopter crashes.
For what it is worth – Pacific Coastal is considered by most to be one of the best run small aircraft companies in Western Canada. I am sure the employees there are having a difficult time coping with this one so close to the last one.
RIP and Blue Skies to all!!!
My sincerest condolences to family and friends.
Truc
Truculent AME51 Squadron has a web site
http://www.51squadron.com/51Sqdn.htm
The history is published in The Snaith Knights books. Not sure where they are available at this time but an enquirey on the 51 Squadron website might bring up a source.
My Dad did his tour there in 1944 – he always had fond memories of the people and the place. Was pilot at age 20!!!:cool:
Hope this helps.
Truc
Truculent AMELots of info here.
http://forum.keypublishing.co.uk/showthread.php?t=62512&highlight=avro+yorks
Truc
Truculent AMEI think this is a most interesting topic and is one of the main reasons that I joined the forum.
A short time before my old man passed away I managed to get him, me, and his logbooks around the same table for an evening of very enlightening conversation!!!
We started off with a full whisky bottle and put a pretty good dent in it by the end of the evening but the topics were so significant that neither one of us felt the effects.
As he was RCAF – the first logbook was his basic training and conversion to twin engine aircraft. There were many stories about the fun they had – the ones who “washed out” and of course the ones who were killed in the process. What I got from all of the dialog was that it was all a bit of a lark – a lot of fun and that flying was an enjoyment. This was all to change when he went overseas.
He did his advanced twin engine training and then conversion to 4 engine heavy bombers in England and Scotland. Again this was a prelude to the real action that was to take place when he joined 51 Squadron late spring of 1944. We went through each of the log book entries and without a bit of faltering he remembered all the things that had taken place.
He told me about D-Day.
He told me about the 3rd last trip that he made before his tour was up – this was in August of /44 and it was a daylight raid to Falaise in support of the ground offensive that was trying to close the gap and isolate a large group of German troops. During that raid some of the aircraft bombed the Allied troops – there was a mixup with the coloured flare signals as well so that some bombs were dropped in a quarry full of Allied troops. In his words “The **** hit the fan” when we got back and everybody had to prove where you dropped your bombs. Like all military inquests everyone was guilty until you proved yourself innocent. He never said anything else other than he was so glad he had a good navigator who had not messed up. He also said that it wasn’t ever called “friendly fire”. I really think this incident was at the root of his insistence that everything we did as his offspring was done to the absolute best of our abilities and with as much precision as we could accomplish. He was not an easy man to please – but at the end he had his reasons for what and who he was. In my earlier years I might not have understood why he was the way he was, but after that night I came to know him in an entirely different way.
At the end of the war – all they wanted to do was go back to a way of life that didn’t involve a military approach to everything. He had met some of the important people during his time in the service including Harris and Churchill. Of those 2 men the only thing that he did say was that when they walked into a room they had a presence that was unforgettable. These were 2 of the most powerful War Lords in the world at the time. He commented that those that served under Harris may not have liked him – but they sure as hell respected him!!
Harris had a horrible job to do – on the one hand he was in uncharted territory as far as warfare was concerned. Every night he had the duty of sending off the Bomber Command to wreak havoc on the enemy and at the same time was sending crews into harms way – knowing full well that some would not survive. On the other hand he had a huge responsibility to the political forces of the day and to deny that this was not a significant part of his world would be thoughtless.
During the war the Bomber Command was looked on as the only real means of hitting back. After the war nobody wanted to be associated with the group of men who had caused so much damage and loss of life. Bomber crews very quickly learned to shut up about their part in the war. Most could not openly talk about the real issues to family and friends as there was no comprehension possible. Bomber Command and its crews were literally shunned by polite society.
Harris did his appointed tasks and probably without any joy whatsoever and in turn was basically spat on by the very society he was sent to protect. It must have been very hard on him after it was all over and the armchair patriots analyzed his every move from the comfort of their easy chairs while basking in the freedom that was garnered by so many sacrifices.
My old man made it very clear that he fought for freedoms – and he always maintained that “I might not like what you have to say – but I will defend until death your right to say it”. The lady with the sign at the memorial has every right to say what she wants – even if it is totally wrong – we as free men and women have the responsibility of protecting that right – and it is a primary requirement of every democratic society. At the end of the day it is our fight to keep that democratic process safe. Harris and his crews would demand no less than that from us!!
Truc
Truculent AMEFairly good listing of aerial cameras used by the military here
http://mysite.verizon.net/yenrav/20cms/cameras.htm
IIRC – it is a light weight hand held camera used for a variety of aerial photo uses until the end of WWII. Lots are available in the evil-bay place – as far as modern cameras go they are definately not a “Lightweight” unit. Uses a 5 inch wide roll film – and takes 5 inch x 4 inch negatives.
I have an even earlier aerial camera – a Keystone F8 camera – is much the same class but uses 7 inch roll film and takes a 5 inch x 7 inch negative. This type of camera was used by Margaret Bourke-White – a female journalist and photographer of the era.
http://www.lkwdpl.org/wihohio/bour-mar.htm
The lens assembly is set at infinity focus – so no focusing is possible – and they have a variety of speeds to select. Lens will be designed for B&W film – often using red or orange filters to cut the haze.
The K20s are good cameras – have a good reputation – and are built to military specs so unless stored in damp locations have fared pretty well.
Regards,
Truc
Truculent AMEAlso looks like they used a WW*** as a desiginator for those used for trooping flights.
Truc
Truculent AMEc/n 1213 to 1240 were RAF ordered but Not Taken Up – NTU – they went to civvy operator – BOAC.
TS814 TO 822 – RAF – Contract cancelled – not built.
TS838 TO 863 – RAF -Contract cancelled – not built
also TZ483 to 531 – were not built and TZ547 to 582 were not built.
Hope this helps!!
Truc
Truculent AMEGoogle WINGS PALETTE and you should come up with a very good site.
Go to WW2 Bombers and there are a bunch of profiles there.
Truc
Truculent AMEJust as a side note – most turboprop fixed wing aircraft could be considered “Push-Pull” technology as the propeller supplies most of the Thrust – while the exhaust supplies some push.
ALLISON YT-56-A-3 TURBOPROP
The T-56, a jet engine that uses a propeller to produce most of its thrust, was originally designed to power the Lockheed C-130 Hercules. Because the T-56 compressor and turbine rotate at a high speed (13,820 rpm), a reduction gearbox is used to allow the propeller to turn at a much slower, more efficient speed.
The production T-56 engine delivers approximately 4,000 hp to the propeller, while an additional 800 pounds of thrust is produced by the jet exhaust.
4 x 800 is 3200 lbs of thrust which will equal 3200hp at 375mph. Nothing to sneeze at!!!;)
Its maximum operating altitude is 55,000 feet.
At 375 mph a pound of thrust is equal to 1 horsepower. Somewhere I have the full formula for this – is simple physics.:rolleyes:
I know the intent here is for propeller driven aircraft so have put on my Flak-Jacket.:cool:
Regards,
Truc
Truculent AMEHere is the information on the rudder/aileron control interconnect.
I remember the first time I did a “Free and Full” control check in the cockpit of QWJ and being baffled that it “Didn’t”!!!! Licenced AME showed me the system – but don’t remember if he knew the answer as to why it was there.
Written info is from the flight manual for the Mk31 as is the control diagram.
I have seen varying limiters on controls and control interconnects – but never one that restricted controls all the time.
Ie – DHC-3 – single Otter has an interconnect between the elevators and the flaps as they lost an aircraft with rapid flap retraction – caused the aircraft to bunt and breakup in the air. Is a nice system as trimming the aircraft while using the flaps is minimal. But the system doesn’t interfere with normal operation of the controls – just synchronizes them.
– Dornier 328 – rudder is “Limited” over 160 knts – which means that at high speeds the rudder pedals are directly connected to the rudder. At low speeds “Unlimited” – the rudder pedals first operate a spring tab – which is very powerful. Purpose is to “De-power” the rudder input at high speed (tail bending issues as well) and allow easy full rudder control at low speeds. You still have full rudder movement in either condition.
Lots of aircraft have rudder/aileron interconnects – the most extensive being the Aercoupe that had no rudder pedals. Many were spring connections that still allowed you to overpower them if needed.
Other aircraft have variable ratio actuators – like the Boeing 737 rudder actuator that has seen some issues. Hydraulic control systems are another game altogether.
I am sure there are other control systems out there that have “Interesting” properties!!!
Regards,
Truc
Truculent AMESo – the plot thickens!!!!!!:rolleyes:
All we need now is the date of the last flight of APAV!!!
Any idea as to where we might find a record of that flight???:confused:
Garry
I have about 3 or 4 hours of flight time in QWJ – as a young engineer I would fly anything that I got a chance to. That was over 30 years ago now and I only flew her during the cruise stage. I don’t remember any drama with ground handling – just the funny noises made by the air brakes and pneumatics. If I remember correctly, straight and level flight was pretty easy as the high wing configuration naturally provides good stability – controls were heavier than the DC-3 but not nearly as heavy as the PBY-5a. Engine and prop control was pretty simple – Hobson carbs had some quirks regarding throttle settings and fuel consumption. The aircraft had 2 systems that many probably don’t know about – the first was an Auto-Coarse system that was used on takeoff – was not an Auto-Feather system – it just drove the props to full coarse to reduce the drag on an engine out. That system worked by sensing the positive pressure behind the prop disk via the pitot tubes behind the engine and compared it to the pitot tube pressure for airspeed. When the engine was delivering power to the prop, the pressure was higher behind the disk than the airspeed pressure. When an engine quit, the prop is driven by the airflow and the pressure behind the disk was less than the airspeed pressure and this activated the Auto-Coarse system. The system is only on the Mk31 and 32 aircraft and was probably a result of the tail folding accidents with an engine failure.
The second system was also added to the Mk31 and 32 aircraft because of the tail folding problem. This was an interconnect system between the ailerons and the rudder that mechanically linked them together to prevent over-stressing the tail of the aircraft.
Consider a failure of the right engine – the right wing will lose lift and thrust at the same time – thus the aircraft will roll right and yaw to the right. Putting full aileron in to pick up the wing and full rudder in to correct the yaw will overstress the tail and cause structural failure. The interconnect system prevented this from happening. It was proportional system – so if you had full aileron you had rudder travel only as far as the centerline. If you had full rudder you only had aileron control to the centered position. Half rudder let you have half aileron.
It seems like a pretty silly system and probably would not ever get approval on a modern aircraft. I would suppose they did a risk analysis and decided this was an acceptable way of doing things. I often wonder if the system contributed to the demise of QWJ by preventing full use of the controls to correct the right engine failure at low level. I think it is possible that the aircraft simply did not have sufficient airspace to recover.
If you have an interest in the system I could post the systems diagram after scanning it.
Regards,
Truc
Truculent AMEThanks to all of you!!!
A huge amount of information about the long nose Superfreighters life span.
In the day I had no idea that I was crewing on the last one flying!! It is also possible that I am the last person alive to have handled the controls of this aircraft as well.
It is a sad chapter that the end of the aircraft took 2 lives with it. They were both very much family men and I am sure it left a big hole for those who loved them.
Regards,
Truc
Truculent AMEMark
It looks like PAU and PAV were the last surviving airframes – until 1975
“With all others of the total 13 survivors being Mark 31’s, it would seem that CF-QWJ/G-AMLP was not only the last flying long nose Freighter, but also the last surviving one?
regards
Mark Pilkington”
Pogno
Thanks for the info on PAU and PAV – do you have any way of knowing what dates the aircraft were flown in???
Did the airport keep a record of the comings and goings of the aircraft?? or since they were to be scrapped did anyone even care??
Were you involved with the aircraft??
Thanks
Truc
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