CamlobeThread realignment:
Why is my aircraft more unreliable than my 17 year old, 344000 mile Land Rover even though all the aircraft parts, genuine and PMA, cost at least 10 times as much as genuine Land Rover parts???????
AAHHHHHHH
Re-engagement of thread drift:
Does the handrail travel at the same speed as the conveyor?
camlobe
CamlobeSpecial flight – Special aeroplane
I have been so privelaged and fortunate, I’m not to sure where to start.
Flying the Lanc back to base dodging thunderstorms.
Flying along the Menai Straights being handed over control of a good friends wood and fabric Jodel 100 years to the minute after the Wright brothers first flight.
Flying the Dakota over Bomber Country on a crisp, clear day.
Flying a Shackleton over the Grampians for the first time.
Aero’s in a Chipmunk for the first time and being able to appreciate the legendary handling of this type.
Punching through the scattered clouds in the back of a Spitfire to be greated by HM’s Hawks. (Still don’t know who was most suprised).
Stood between the pilots, flying wheels up, between the Eindhoven control tower and the windsock looking UP at both, in the worlds oldest airworthy Catalina.
On a gorgeous day, flying a friends Auster following its 12 year restoration. (with all that wood and leather it is like flying an old Rover).
Having a ride in the back of the Fairey Firefly for its display routine.
Flying a friends Beech Travelair solo for the first time and executing a ‘greaser’ while he was watching.
Taking my daughter up and flying around the local area, actually enjoying the whole flight, in an aircraft I never enjoyed training in, a Cessna 150.
Flying around for the first time in a Piper Apache as old as I was, which my team and myself had spent nine months restoring to flight.
The list does go on. Sorry.
camlobe
CamlobeG-AMLZ – SAVED
The title says it all.
No, actually, it doesn’t.
Jon H had an unbelieveably stressful time watching a short-notice plan start to fall apart at the eleventh hour. However, he stuck with it, and as we now know, the Prince is saved. Well done Jon. You can try and be as modest as you like, but I will still buy you a beer or three when we get five minutes rest somewhere.
Fortune favours the brave. Saturday the 29th was no exception. A bright, clear, dry and warm day welcomed the team of volentary workers. A more motivated group would have been impossible to find. Far and wide they travelled (except for camlobe, who only lives 25 miles away) to meet at a far-flung aerodrome, with the express intention of saving a sole surviving example of this historic British breed.
As dusk fell, the site had been cleared. Tom, the ever-patient and precise expert with the HIAB had departed with the wings, engines, fin and rudder, and the rest of the team retired to camlobe’s canteen for a well deserved cuppa. Thanks and appreciations passed around to each and all for a worthwhile day’s efforts. These thanks included all those who had offered their assistance, including financial, storage and parts. The tired but relieved team then wended their weary ways home, full of optomism for the future.
As I switched off the lights and secured the hangar, I was joined by my trusty dog as we climbed into the Disco and headed home ourselves. Thoughts on the way home were a mixture. Of satisfaction that Jon H’s efforts had succeded; of relief that the days actions were injury-free; of pride to have worked with such a fantastic bunch of guys, Bill, Jon, Ken, Mike, Gerry, Brian and Tom; and of satisfaction that one day I would be able to say to my grandson ‘ in some small way, I helped a great group of guys save this so you and your generation can see it whole’.
Yep, Saturday was a good day.
camlobe
CamlobeHelp to save the last one…
A worthy cause, in my opinion. So putting my body where my mouth is, I have offered my assistance and my equipment to assist the dismantle for road transport.
Anyone else going to join in?
camlobe
CamlobeCondolences
Came in early today to do something really important – and spent the day writing up Risk Assessments. Thought I would just see what has been happening elsewhere today and logged on. Devistated.
Not going to bother any further with the risk assessments. They really don’t matter. Pacifying beurocrats will never, ever be as important as what the Hurricane pilot was taking part in.
I woud like to express my sincerist condolences to the family, friends and loved ones of the pilot.
camlobe
CamlobeHappy Birthday SAAB
As a very satisfied SAAB owner, I cordially wish the firm many happy returns.
I have been fortunate enough to appreciate their aircraft over the years while serving in a blue suit. Do like the Viggin for presence, and the Drakken for its distinctive sound.
Oh, did I mention that my SAAB is the 95 2.3 turbo type? Forgot that part. Sorry.
camlobe
CamlobeIt looks awfully similar to the ‘butterfly’ panel (top split-cowling) support struts that were fitted to the Griffon power plants on the Shack. They were fitted to the inside of the cowling and clipped through holes in the rocker covers to hold the cowing open. The spring put tension on the end which was fipped to 90 degrees once poked through the rocker cover hole, thereby preventing the cowling coming adrift in breezy conditions.
camobe
CamlobeI have always considered myself to be the luckiest person in the world. To have been able to partake in so many aspects of my interest at the level I have has left me eternally thankful, humbled and honoured.
When I look back at the aircraft I have flown as well as flown in, I still find it staggering and hard to believe that I have been so fortunate.
The list includes, but is not restricted to, Spitfire, Lancaster, Dakota, C45, Devon, Auster, Chipmunk, Bulldog, Heron, DC6, Twin-Pin, Catalina, Rapide etc, etc as well as a selection of Robins’ wood and metal types and an ATL, various Jodels (all lovely aircraft to fly), numerous types of single and twin engined spamcans, French tin types, various rotorcraft piston and turbine, lots of fantastic PFA machines (tin, tupperware and timber types) and the list keeps going on. And, of course, we must not forget those years flying around in low circles over the North Sea in the most unforgetable of British creations, the Avro Shackleton.
But of course, even those of us who have been blessed with good fortune still have a wish list; still something to aim for; that unfulfilled desire, or just the next fix.
There are two more I would like to fly, although chance might not favour me for the second one. My third choice is fairly open.
The first is fairly attainable and was actually offered to me by a gentleman named John at the Conningsby air show in 1992 (I think) after I helped a friend of his (a Malta Hurricane veteren) into a Hurricane after removing the escape door on the starboard side of the cockpit.
The second for two reasons. a) I like big, multi piston engined aircraft, and lets face it, they don’t come much bigger. b) I had a good scramble around one in 1995 with my father and grandfather (99 at the time) while it was undergoing pre-winter maintenance and was therefore ‘beached’, and came away completely hooked on this massive machine.
1) Tiger Moth
2) Martin Mars
3) any large multi piston engined bird (‘cos if it ain’t got pistons, it sucks)
P.S. Sorry for the long drawn out post. I hope my wish-list doesn’t make me sound ungrateful. Oh, and if I can fly on the Canadian Lanc for the kind of money Peter is talking about, I’m starting to save now.
Right, if I can sell my soul on eeby, that should raise enough for steerage on RMS Flotsam bound for St Johns…
camlobe
CamlobePete,
I’m dragging the brain cells here, so might be off the mark slightly.
A long time ago, I can remember a concern about ‘bell resonance’ on the reduction gear of Merlins, more of a concern on wooden prop blade models than metal types (e.g. Spit vs Lanc). Again, can’t remember specific rpm’s but do remember it was sub-1200 crank rpm.
This is not to be confused with rpm-avoid ranges that affected metal props due to harmonic frequencies of the metal blades themselves.
Don’t know if this helps.
camlobe
CamlobeHi all.
Firstly, big thanks to Dave T (again) for posting my pics. These were taken after the wash on return to Caernarfon.
Secondly, thanks to WV838 for the AC invertor control panel. Jon H and I met this weekend and he very kindly delivered the panel while we put the world to rights over a very acceptable coffee (in Tesco’s would you believe).
Peter, yes, I am planning on extending rearwards a couple/few feet. This is to allow me to install the flight engineers panel which presently resides under my desk. It would also allow me to consider installing the pilot’s seats which I don’t have. Fortunately, although not visable in the pics, the majority of the windscreen frame is intact and presently stored, allowing the top to be covered.
The pilot’s seats are something else to look for as well as the nose gunners seat, the oxygen bottles for the nose (no cannon fitted to the AEW), the Aldis lamp, the parachutes which reside on the invertor crate, the bomb aimers window and surround, etc, etc, etc.
Ah, well, if it was easy, someone else would be doing it.
camlobe
CamlobeMr Rusty Pics???
Finally got broadband up here. Not bad considering some areas around here didn’t get mains electricity until the mid ’70’s. Going to ask Dave T to post a couple of pics for me as I am a dunce (images to large to upload). Someone will tell me how, I’m sure.
camlobe
CamlobeCongratulations and welcome to the Grandads Club. Been there for just over two years now. It’s great.
camlobe
CamlobeWettt Woodford
Can’t comment on the airshows hosted at Woodford prior to the nineties, but…do remember going into Woodford on WL756, the tail-end-charlie of a five-ship Shacklebomber fleet ‘coming home’ for the 40th aniversary of the Shack in March 1989.
There had been rain. And WIND. The CO, Wg Cdr D*** H***** led from the front and put the first one down, followed nervously and cautiously by the rest…
with a 25 knot crosswind.
M***** H***** was Captain on ’56…and we were the only ones to aquaplane! It did look good on the local news while we quaffed many beers afterwards.
Attended Woodford in the early nineties in ZA947. Weather was great, and so was the welcome. And the mighty Nimrod almost blew the Cri-Cri into the next county. And I was able to show Lt Cdr David Lord RN (Swordfish pilot) around the Dak, painted as the aircraft of Flt Lt David Lord VC. Oh, did I mention that the Lt Cdr was the nephew of…(some months later, at very short notice, we managed to arrange for David Lord the younger, accompanied by his wife, to fly the Dak on a trip over DL senior’s grave in Wrexham. An emotional one, that. Some times, the little bit of effort is worth more than words can ever express. Apologies for rampant thread drift).
camlobe
CamlobeIt is with great sadness that I learn here of the passing of another one of my childhood heroes. Mr Alex Henshaw was (unknowingly) largley responsible for my long-lasting professional and personal involvement in aviation. His exploits lit a fire of aeronautical enthusiasm in many a boy, myself included.
On the few occasions I was fortunate enough to meet Mr Henshaw, he always showed interest and gave freely of his time. A true gentleman.
The last time feels like yesterday, although it was around 12 years ago. Jeffrey Quill and Alex Henshaw were being entertained by BBMF/RAF Conningsby. AH sat in AB910, the Major on the port wing root complete with helmet (comms with the tower). Engine started, chock away, brakes off…good God, he’s going too fast!! Out to the taxiway and back as if he was a 22 year old. Quick, sharp and accurate. But he wasn’t 22, he was 82.
After lunch, AH and the Major off in Maurice Bayliss’s two seater for a twenty minute flight. After 30 minutes Maurice, slightly concerned, comments to me that there must be a problem as they had not returned. CAS, Sir Michael Graydon comes over and chats to Maurice. From nowhere at no more than 60 feet the Spit roars over our heads, commences a 4g 270 degree turn and zooms over the hangar. We stop worrying about where they had been and start worrying about what CAS is going to say about the very LOW flying. No worries. His words ‘WOW, that was beautiful’.
After shut down, with two smiling pilots on board, the Major holds his hands up in the well known ‘well, I wasn’t flying it’ attitude. AH’s comments after thanking everyone for making it a truly memorable day ‘these modern helmets are a bit heavy’.
I managed to get a picture of Mr Quill, Mr Henshaw and the Major together in front of AB910 a short while later. AB910 was the last Spitfire that Jeffrey Quill flew and I considered it appropriate as the backdrop.
Alex Henshaw may never have been awarded a Knighthood, but he held the respect of everyone in his profession. No one can ask for a higher honour.
Oh, and the picture has pride of place on my wall. Three of the best Spitfire pilots together in front of a Spitfire. Helps remind me of what made Britain great.
Combat boost all the way Mr Henshaw and condolences to your family.
Francois, thank you for being the bearer of such sad news. I still have the picture you took of me leaning over the back of a Spit in 1992, and I still think I have a lousy smile.
camlobe
CamlobeAaahhh. MRD’s. Les B’s picture brought back deeply hidden memories. MRD’s, ‘Mechanically Redundent Devices’ was one of the more printable names used. Two Derwent Mk 8 engines with the Barimetric Pressure Control Units and Accelerator Control Units removed. Mounted onto a massivly heavy steel frame. Specially shapped exhaust nozzles designed to efficiently direct the controlled flow of hot gasses at the snow and ice, thereby removing this natural hazard from Her Majesty’s runways and taxiways, allowing unhindered operation of the airfields of the Realm in the depths of winter. Yeh, right.
The nose (exhaust end) could be raised or lowered from within the cabin by operating a Nitrogen valve. This acted onto a hydraulic resorvoir which was connected to a hydraulic ram. The Nitrogen/hydraulic unit was called an ‘intensifier’. Run out of Nitrogen and you just burnt the tarmic away. In large chunks. Forgetting to turn on the Nitrogen on the externally mounted bottle was always guaranteed to ensure a p11s-take by all keen observers, as the nose would drop and not recover, trashing even more tarmac. Run he engines at over 70% and the bowser driver paniced as he started going backwards. Get a little carried away with the raw power and the sometimes massive chunks of solid ice would puncture a window hundreds of yards away. Often, there was no communication between bowser driver and MRD operator. You always knew when the bowser driver had enough. The engines would go quiet as he had the lanyard to shut off the fuel feed from the bowser (a Heath-Robinson Low Pressure **** if you prefer). Be a little ham-fisted with the throttle control (slam accel) and the whole device tried to shake itself to pieces. If you had to use a trollyacc instead of a Houchin, you would often fail to get the thing to light. And when you did, the flames out of the front (exhaust) made a Phantom in reheat look tame. The igniter units often needed a tap with a nylon faced hammer to get a response (torch igniters, not HEIU’s). The step-overs were actually containment shields should the turbine decide to let go!!
Training engine bashers to use the thing was easy. But the rules (in those days) said SNCO Electricians and Airframe were also allowed to become operators. Trying to persuade the non-engine types that the engines were old and not self-protected regularly fell on deaf ears. Good entertainment all round watching a crusty old elect or rigger Chief who knew everything about aircraft and their engines, sh1t themselves. Unrepeatable fun.
I used to know the poor welder who made up all the exhaust sets for these. I was shocked to learn that the RAF had 75 MRD’s. His comments are most definately unprintable. Although he did get promoted afterwards.
There is more, but perhaps another time.
camlobe
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