Ex-Saudi? If ASN is correct saying it was a Mk.80.
I’d love it if he painted his aircraft back in their original paint schemes. The P-51D back in it’s RNZAF scheme (none anywhere flying in those colours, but three ex-RNZAF Mustangs out there) and the Sunderland back in the RNZAF scheme too!
Can you take some photos of the back of it please??? 🙂
Are you sure about it being an under wing hardpoint?
What clear evidence are you talking about? I’ve looked at the Parts Book, but Typhoon numbers are generally A.xxxxxx and pretty much all of them have a letter in front, not just a number.
Your piece seems to be attached to a tube, which points to it being a fuselage piece not a wing piece. Or are you saying that it is actually a weapon station that hangs under a wing?
From looking at the underside of the wing that we have, the underside of the wing has many (and I mean many!) holes in it that have threaded anchor points inside. It appears that carriers of various types were then offered up to the wing and bolts went through the carried and into the wing. The other type on the wing is a right angle bracket. The brackets are bolted into the wing and then carriers are bolted to the bracket.
That tube is really throwing me off! I don’t suppose it has a number on it does it??
Propstrike, with 3 engine failures in 3 displays that you’ve been to this year, do you think you should stay home from now on???? 🙂
The transfer tube is normally a propeller part, not an engine part. What propeller type is fitted?
I think AP1086 is what you’re after Ed, but it has a number of amendments and you would need every amendment to cover every AGS possibility.
Good luck!
Once again inundated with Spitfires and not a Typhoon or Tempest in sight!
:p
Thanks for that Seafire. Next question then….. Do any Spitfire XVI have XVI painted on the front spar carry through? Or do they all have IX as I saw on TE330 or TE456?
They didn’t seem to differentiate the IX and the XVI very well at times.
I remember working on TE330 or TE456 (I can’t remember which one) and even though it was a XVIe with Packard Merlin, the (untouched) front spar had a big old IX painted on it!
I believe there are also low back IX’s around too. Sounds like they just made them all the same and threw in whatever engine was available that day.
Look like Miles Martinet to me.
And don’t forget us at Typhoon Legacy with JP843, our Hawker Typhoon project: https://www.facebook.com/hawkertyphoonjp843/?fref=ts
They should ALL be marked with the correct part numbers. NZCAA legislation follows. It is the easiest I find to navigate online. EASA legislation is (for me) impossible to navigate online!
21.303 Replacement and modification materials, parts, and
appliances
A replacement or modification material, part, or appliance to be installed
into a type certificated product must—
(1) be authorised by the holder of the type certificate for the product
as complying with the type design; or
(2) be manufactured by a person performing maintenance on the
product and the replacement or modification material, part, or
appliance must be —
(i) certified by the person to conform to an approved type
design including any embodied design change; and
(ii) identified in accordance with Subpart Q, or
And for reference, the relevant part of Subpart Q:
21.813 Identification of replacement and modification
materials, parts, and appliances
(a) Except as provided in paragraph (b), each person who manufactures a
replacement or modification part or appliance under an authorisation
required by Subpart K shall, in addition to the identification information
prescribed in 21.805, permanently and legibly mark the part or appliance
with—
(1) the letters ‘NZTSO’ or ‘NZPMA’ as appropriate; and
(2) the name, trademark, or symbol of the holder of the
authorisation; and
(3) the part number; and
(4) the name and model designation of each product issued with a
type certificate or type acceptance certificate, on which the part
is eligible for installation.
(b) Each person who manufactures a replacement or modification
material, part, or appliance under 21.303(2) shall permanently and legibly
mark the material, part, or appliance in such a manner as to ensure it can
be—
(1) identified separately to those otherwise acceptable materials,
parts, and appliances; and
(2) clearly related to its manufacturing data.
(c) If a material, part, or appliance is too small or it is otherwise
impractical to mark the material, part, or appliance with the information
required by paragraphs (a) or (b), the information shall be recorded on a tag
attached to the material, part, appliance, or its container.
(d) Where the marking required by paragraph (a)(4) is so extensive that
to record it on a tag is impractical, the tag attached to the material, part,
appliance, or the container may refer to a specific readily available manual
or catalogue for the name and model designation of each product issued
with a type certificate or type acceptance certificate, on which the material,
part, or appliance is eligible for installation.
Sorry for the long post!
While this is for Type Certified aircraft, it should be relevant to “experimental” aircraft as well as they parts are being manufactured against a known set of technical data (drawings) and need to be marked as such so that they can be identified on the aircraft.
…However, the original “remains” do not always get destroyed. Take TD248. You can see the “original” TD248 on display at Flixton, and enjoy the sight of the “facsimile” TD248 flying at Duxford. Best of both worlds to enjoy perhaps?
Best regards;
Steve
Actually, the original will be the one still flying, with the log books attached to it. The left over parts are just that. Left over parts that are no longer attached to TD248.
When I overhaul a helicopter gearbox, there are times when the only thing left is the data plate. Corrosion and wear have made everything else unserviceable. When I finish the overhaul, the same serial number gearbox goes out, with all new parts in it and continues counting hours in service. It doesn’t start at zero hours again, it keeps counting from where it was when it came to me for overhaul.
This is the age old argument of granddads axe. I change the handle one year and I change the head the next year, but it is still granddads axe. The removed parts were once part of that axe but are no longer.
That is a simplified version of how it works with aircraft. You don’t have to agree with it, but that is how it is. Calling the flying restorations that have proper certification paperwork “replica” is incorrect and insulting.
As an aircraft owner once said when someone complained about the paint work on his warbird “If yo udon’t like it, go buy your own and paint it in any damn colour you please!”
How about NZ3072, which doesn’t exist now, but if it did, how would it be categorized? In WWII it was shot up and had the wing and tailplane replaced. So is it not still NZ3072?? Then the canopy got broken, then the engine was replaced. So you ended up with a fighter that had most of the fuselage and some of the tail still original.
Oh wait, on it’s delivery flight to the Pacific Islands it crashed and had most of the fuselage replaced. Oops, suddenly this aircraft becomes a copy of itself while still in service!
There are rules about what is allowed and what is not. They are there for a reason. I refer you back to the axe 🙂
I should add, that the decidedly British idea of not having one dataplate for the airframe (on some types) does make it very difficult to keep track of what part or parts constitute the “soul’ of the aircraft!
I don’t know about older (WWII era) air cooled engines, but in the TVO-435 engines I used to work on, the barrels didn’t time expire. If they made it to overhaul, they were inspected dimensionally, NDT’d for cracks and returned to service.
They didn’t normally last that long though. Heat cycles would kill them and they’d crack somewhere and lose compression. Heat cycles are the enemy, probably more so than heat itself. The heating and cooling is more stressful than heating and keeping it hot. Go to your local gliding club and talk to the engineer about the tow plane engine and how they try to keep it from cracking cylinders! Lots of heat cycles going up and down all day.
Will lead free fuel have an impact on the valve seating in the heads? I know that was an issue with older cars when unleaded came out. At least Avgas doesn’t have ethanol in it (yet!!).