Camlobepagen01 asked
Enough for a cockpit resto?
Oh, maybeee:rolleyes:. Mr Rusty’s was removed for spares recovery I am guessing for ’95. Unfortunately, it was removed by Husky, so there will be a little bit of metalbashing required to mount a replacement.
Speaking of replacement, I might have to be extra nice to those wonderful people at Coventry:D.
camlobe
CamlobeThis is an issue that I have a long-term vested interest in. Why? Well, a long time ago, the RAF spent a lot of Her Majesty’s finance in professionally training me to maintain and operate aircraft engines. For 18 years I did this to the best of my ability. My most pleasing and satisfying thought when I left was, nobody around me ever got hurt while under my supervision. Since that time, I have run my own aviation business. It gives me great satisfaction to say that still, no-one has been hurt on my watch (touching large blocks of wood).
Don’t be fooled into thinking we only did everything by the book in accordance with PC and HSE requirements. Often far from it. But we did make sure we did everything as safely as practicable.
Having viewed the various video clips, I managed to frown, laugh, curse, cry, smile and swear in fairly equal amounts.
Without reservation, I endorse baloffski’s post completely. He has put my thoughts into words better than I could manage.
Keep it up out there guys. Don’t stop, keep trying, and use that initiative. But please, please be safe.
camlobe
CamlobeRe soda blasting, we have treated a number of components and control surfaces this way for a few years. However we used this process on a complete aircraft for the first time a year ago. Following initial liquid paint-srtipping (there were at least seven layers of paint), and then fully masking up all openings, we then subjected the aircraft to a complete soda blast. The result was exceptional. The appearance of the metal including rivet heads was perfect. I was completely satisfied with the process…with one exception. It took us forever to remove the residue. Even though we had masked up extra carefully, it got everywhere. We will do this again on the next one, just be a lot more meticulus with the masking.
camlobe
CamlobeWell, it has captivated me enough to be looking forward to the next installment.
Maybe that is because I have a slight and passing interest in aviation…or maybe it is because I am Canadian…or both :D.
camlobe
CamlobeHaven’t been on for a while. Lots to catch up on. Chuckled to myself with memories of SRCO needle and nozzle leaks. Pneumatic problems. etc, etc. Ahh, it all comes back to me. With a smile…or is that a grimace?
The aircraft looks fantastic with her new ‘whiskers’. and the ASV 21 radome is a great find.
Did I read that you have too many bomb aimers windows????
camlobe
CamlobeStrange how things can appear. Although richw_82 asked for input, I was in the middle of typing my diatribe. Posted it, then made tea for Mrs camlobe and myself. Came back for a look and it appears so seamless.
richw_82, I have to agree with your idea. There are enough surviving ex-Mighty Eight people around to supply an amazing and endless supply of stories that would probably convene most laws in the western world and could even re-start the cold war. There would probably be a large number of people who would need to change careers and even names in order to protect the guilty. But it would make great reading. Perhaps one day…
Pagen01, I believe it was Martin Hunter who delivered Mr Rusty. Martin is a man with many thousands of hours on Shacks and was one of those guys you wanted flying when conditions were less than ideal, a regular occurance during my time on Shacks. The crew Captain names were a late ’80’s input. The cartoon names wern’t on the aircraft when I left 8 in ’91, so could well have been a Waddo input. As you say, the S/US boards could tell an interesting story of 8 Sqn’s early Shack history.
camlobe
CamlobeDon’t know if my input will help or hinder. Lets see.
In September 1982, I was fortunate enough to join one of the Royal Air Force’s most senior Squadrons. Although steeped in rich history, this Squadron was continuing to make it’s own history. This was Eight Squadron, known as the Mighty Eight, the Great Eight, and also the Magic Roundabout Squadron, and it operated the last piston-engined, front-line operational aircraft in the RAF, the Avro Shackleton AEW II (60 Sqn were still flying Pembrokes, but in comms/support roles only, DHC 1 Chipmunks and Scottish Aviation Bulldogs were part of Support Command, and the BBMF are a very special, stand-alone case).
As part of my induction to this unique and elite Squadron, I was given a rundown on the Squadron history, including ‘the Squadron VC’ the various aircraft types previously operated, and, relevant to this thread, the names of the present steeds.
The names had chopped and changed over time, this ‘handover’ of names having been carried out due to attrition, and major modification/re-spar work. The important part here is, the names stayed with the Squadron.
When I arrived on the Squadron the names given were permanently displayed on the Line Chief’s ‘S/US board’, a large board with clear perspex strips hanging on picture hooks. One side of these strips had a green end with the aircraft’s last two numbers in white centrally placed in the green. The other side had the same but red instead of green. A change in the aircraft’s state was reflected by turning the strip around. A quick glance told you from a distance if the aircraft was serviceable (green) or U/S (red). Other details on these perspex strips were fuel load, armament fitted, special notes, and most importantly, the aircraft names. Please note, as is the case in most post-WWII military aircraft naming, the names were issued by the groundcrew.
In September 1982, the names were allocated as follows:
WL 747 Florance
WL 756 Mr Rusty
WL 757 Brian
WL 790 Zebedee
WR 960 Dougal
WR 963 Ermintrude
WR 965 Rosalie
Although MR 2, WL 738 had been used by 8 Sqn for ‘circuit-bashing’ and consequently named Zebedee, by this time she had been relegated to gate guardian duties. However, it was still on charge, and was a valuable spares source right up until the end.
In, ISTR, 1990, one of our ‘crew chiefs’ (or Ground Engineers in mainstream RAF-speak) who was a dedicated and committed ‘spotter’ and generally a little bit ‘different’, decided Zebedee should have its original name, Mr McHenry, used. He may have changed the name on the strip, but we continued to humour him, and he was the only one who referred to ’90 as anything but Zebedee. I see things have changed since then. An excellent example of how to distort history???
The placement of crew Captains names on the port side of the cockpits was an addition in the late ’80’s, as were the addition of large squadron numbers (8). Mr Rusty has the name of Flt Lt Martin Hunter, currently, I believe secretary of the 8 Sqn Association.
From September 1982 until the end in 1991, the aircraft didn’t display the Magic Roundabout characters.
There we go. Clear as mud.
happy New Year to all.
camlobe
CamlobeMoggy, Flanker_man, richw_82, Peter and Consul, thank you all for your complements. I am always aware that I can ramble on and am concerned that I may overdo it sometimes.
I have just found out by PM that the couple who, along with Howard, had to put up with my blindfolded antics was this forum’s own Freebird and his wife.
Rich, I will try and make it but, the nature of our game means that plans are subject to failure at every turn.
Tim, thanks for passing it on. Much appreciated.
camlobe
CamlobeHaving just watched the youtube footage on another thread of the T9, I continue to be seriously impressed by what the team at Meirs Motors GMBH are accomplishing.
The P51’s were exceptional, the Spitfires great, but the FW 190 was so completely and mindblowingly awesome.
love your work guys. So, is the 109 next?
camlobe
CamlobeIf memory serves me correctly:
HamStan Hydromatic propeller hubs as installed on DC3, P47 etc and Packard Merlin engined aircraft were designated 23E50, and were mounted on the ‘American’ square-section propshaft splines.
DeH Hydromatic propeller hubs as installed on Lanc B1 etc were designated 23EX50. The ‘X’ as mentioned by Beermat refers to the UK ‘fine-spline’ found on RR and Ford produced Merlin propshaft splines, as well as any other British produced aeroengine(?).
Maybe Peter can advise what is on the Victory produced, Packard engined Lancs. I suspect square-splined 23E50 hubs.
The smaller diameter propshafts found on smaller aeroengines such as the P&W 985, 1340 and DeH Queen etc had the same designation difference i.e. ‘X’ to show UK ‘fine-spline’.
camlobe
Camlobe’63’s 20th
Big day for all of you and I was unable to visit. Sorting paperwork for one of Coventry’s aircraft is keeping me away from one I am far more interested in. And it was the naming ceremony as well. Double whammy. #Darn and blast# (#insert appropriate words, or is that inappropriate cusses#).
Well done all and sorry to hear about the frustration with #1.
By the way, I think I might just be able to lay my hand on an intershaft bearing…if you perchance know anyone in need of one ???
camlobe
Camlobe’63’s 20th
Big day for all of you and I was unable to visit. Sorting paperwork for one of Coventry’s aircraft is keeping me away from one I am far more interested in. And it was the naming ceremony as well. Double whammy. #Darn and blast# (#insert appropriate words, or is that inappropriate cusses#).
Well done all and sorry to hear about the frustration with #1.
By the way, I think I might just be able to lay my hand on an intershaft bearing…if you perchance know anyone in need of one ???
camlobe
CamlobePlanemike,
All the documentation I am presently holding for this aircraft indicated that the aircraft never received a registration number from the FAA prior to export. The DoC, CAA document ACA-306 Application for Certificate of Airworthiness for Export for the aircraft was typed up by Piper, and in the block for Identification Number (registration to you and me) has four hyphens typed.
I am unsure if the Piper Aircraft Corp had an American version of ‘B’ condition numbers or even a factory designated pool of temperary numbers.
It must be borne in mind, unlike the UK system of registrations, the US FAA allow the transfer of registrations from one aircraft to another.
A slightly embarrassing episode involving the Kings (of King Flying Training in the US, probably the largest distance-learning flying training company in the world) earlier last year was down to the ability to transfer registrations on the ‘N’ register. Google it for a humour inject.
camlobe
Camloberochford,
will do. Many thanks.
camlobe
CamlobeI can only reiterate my previous comments. The aircraft looks phenominal. Full credit to all involved. And it looks as if you had good weather for the engine runs.
Being as the good weather is with us, I have put the bike back on the road. Typical, my first outing this year a couple of days ago and the downpours were torrential. Ah, the joys of motorbiking.
Rich, would it be possible to come down and reaquaint myself with ’63? At a time of convienence for the team, as I wouldn’t want to be a burden in any way.
camlobe
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