Funny how Jaguar keep finding unused blocks of chassis numbers – the programme about the run of Lightweight E types was shown again recently . I seem to remember that one or two experten were slightly sniffy about the new builds

While the last lot were genuinely ‘unallocated’ Lightweight E-type chassis numbers, I’m not sure how they can find similar numbers for the XKSS. The XKSS was created out of a D-type to sell unused obsolete racing cars, so each one has a D-type chassis number (XKD xxx) which was then replaced with an XKSS chassis number on conversion (XKSS xxx). There wasn’t really any that didn’t get used as a result – you’d just be making up random numbers.

From what I hear they plan to use the numbers of those that got destroyed in the factory fire – but then that ringing isn’t it?

A little more to Sunday’s update.

Our fearless leader (blue_2) enjoying a perk of being in charge, during a brief rain shower.

Pressure washing the main landing gear bays…

More pressure washing.

As you’ll see from that last photo – the starboard leading edge should be chock full of hydraulic piping, control rods, engine controls and other system parts. In our case, its bare, as is the port side. We do have ambition to restore certain systems on the aircraft but its going to be a long road as we try to find, acquire, make and put right! First up on the list is to try and isolate and restore function to a couple of systems to help with getting rid of corrosion; in particular the airbrakes. To get to them properly they need to be open, but the combined might of a couple of hydrualic jacks, the cable synchronisation and a few seized fasteners is making life harder than it should be.

Thanks to all that have helped by way of manuals, parts, contacts and advice so far – its very much appreciated!

Regards,

Rich

I’ve already spoken to Cees; most of his drawings and the manifest he had have been sent out to Canada for use in the Halifax project over there.

I just wondered if there were any more out in the wild, it seems if I wanted a Lanc panel I could have the drawing in minutes!

They do, and they’re already aware of the sale. Bill was a Trustee of the SPT for a long time.

Which larger aircraft? Shackleton and Nimrod have a reasonably bright future which is why they weren’t involved in the sale.

Well, as Blue has said I find myself journeying North instead of South for once, and the snow on the ground on the way up to Elvington was making me question my sanity again. The last time I was working in the snow on an aircraft it was changing Griffon spark plugs, this time it was Meteor undercarriage.

Getting the Meteor moved out of its puddle proved more interesting than it really should have been as the puddle was frozen over, and it was still snowing before the blue sky and sunshine broke through. The puddle was also deeper than you would realise, which made working there more difficult especially if you dropped something like a spanner. One handy tractor later and we were high and dry.

After spending a little time getting acquainted with which end was which, and where the propellers really ought to go, it was time to get to the tasks I had been allocated – which were removal of some of the landing gear door linkages and some seized fasteners on the leading edge panels. The landing gear linkages were rather crusty looking but it was actually just large amounts of flaking paint and some surface rust on the steel components. There are some areas in the bays that have been collecting water and at least one small stiffener panel will need replacing.

Up on the leading edges, the flush fitting countersunk screws have been replaced at some point with large mushroom head screws of a really soft steel. They are being a pain to remove, as they have rusted into the captive nuts below, and have a nasty habit of either shearing or being damaged to the point a screwdriver just won’t bite. As a result they may be getting sacrificed to a dremel, drilled out, and new captive nuts riveted in where they can’t be saved.

The afternoon was spent completing my induction paperwork, and then back onto the Meteor where Blue and I tried to figure out some of the issues caused when it was dismantled and moved some years ago. Inside the centre section is a mess of cables, pipes and linkages that should operate various systems and now don’t… there may be some parts that can be repaired and reinstated over time. The airbrakes in particular provided much of a headache, trying to get them open enough to lubricate the linkages to make them operate better, that we can’t get to without them open…

Next time I’ll have read the AP’s a few times and have a better understanding of the intricate nature of the Meteor. After being spoilt a bit by the amount of room on the Shackleton, the Meteor really is a miracle of packaging as much as possible into a small amount of space.

All in all I enjoyed myself and will be back for more!

Rich

Halifax, as a tailwheel so I’m told.