Let’s not rule out the possibility that this could just be a politician talking bollards. :rolleyes:

Could be, or perhaps its just a politician talking normally…….. u know….. Bollards :rolleyes: :diablo: 😮 Bex

I saw someone demonstrating the contra-props on one of the Gatwick Shackletons once, by pushing the blades round by hand. Didn’t look like there was too much resistance.

Can’t imagine it does the engine too much good though.

Well MJR + Peter Mills + MerlinPete know more about Shack (Griffon)engines than I do, but I also have seen the props being turned by hand aswell at GAM, it also helps drain out water.

As for the CAA, IIRC its the main spars that are the problem and Im pretty sure that theres no chance of OEM spars unless the are made from scratch, also there was some mention of this on a thread before, something about Shack Spars being hand made and modern ones would be machined and then new ones wouldnt fit. But, typical me, I cant find that thread for the life of me, sorry folks. Bex

i believe one of the depicted photographs is actually from everett aero’s for sale page! bloke is a bit of a plonker:D

Thought Id seen that pic somewhere else, the one with no tail & wings. Personally Id say he was a lot of a Plonker + a few other choice words that would get the censors going mental LoL Bex :diablo:

Bex,

It’s not quite as simple as just ‘sprucing’ her up a bit for flight. Taxi condition aircraft are a million miles away from Flightworthy aircraft, whose condition has to satisfy the CAA. Many of the aircraft components are ‘lifed’, which for flight means they all have to be overhauled, or replaced. The aircraft has to be stripped, inspected, rectified and rebuilt. This is an enormous task. XM655 and XL426, while in fabulous condition, and taxiworthy, have both suffered enormously from their life outside, suffering heavily from corrosion, leaky fuel tanks, unserviceable components etc…. Although slightly better, XH558’s condition wasn’t a million miles away from these typical examples, and of course, all this has to be rectified.

It appears that some people are overlooking the fact that should the first flight become public knowledge, TVOC would require a level of insurance cover, and display authority from the CAA which would not only be prohibitive, but not at all likely. Add to this safety concerns, emergency services access in the event of a crash, or other accident, the list goes on. There would be tens of thousands of people clamouring to get to Bruntingthorpe to see first flight. Shockingly, we are not the only people who want to see XH558 take to the skies again!!

Flipflopman

Flipflopman,
Thank you for clearing that up, I was dreading u coming back and saying something had been pinched. Ive read all your posts with great interest and have the upmost respect for your team, infact, it sort of puts my restoration efforts into perspective. What else can I say other than thank you for all your hard work, the updates on the forum and for being so close to that goal u guys all set out to achieve. Thank you again.

As for my view on the first flights, lets be frank here folks, leave them to it, that day is gonna be the best day of their lives, an extremely nerve wracking day. We will get to watch the Old Lady strut her stuff soon enough, they dont need an audience…….. Im not going to finish this sentence incase I jinx anything. But hey Im a realist, I know for a fact as soon as word get outs that the hatch is shut everyone will know about it.

Bex

Bex, many thanks for pat on the back.

Actually its wasnt to tear jerking, the aim of the LPG from day one was to preserve a Lightning, which when she arrived all those years ago was the major objective achived, it was a relief that she didnt end up like the others, upside down, like a dead insect being ripped apart.

The rest is as they say ‘history’ 😀

What do you mean 1 otta 2 aint bad ?

The ‘Rubber thingy’ as you so techincally put it is the radar ‘boot’, the pilot would unclip it, fold it down and then be able to pear down to view the radar screen, not the easiest of things to do, mind you what am I saying nothing on a Lightning is easy 😀

Cheers and hope to see you in July

Andy, youre most welcome for the pat on the back, its well deserved. In ’88 I was 14 and thought all Id see in the future would be static lifeless Lightnings or chopped up cockpits, teams like yours have proved that classic Ladies can be kept alive safely.

As for 1 outta 2 aint bad I was originally under the impression that a return to flight was the aim of the LPG, hence wings clipped and still stretch her legs just a bit of a brain f@rt on my part, sorry for that.

Thanks for explaing the Radar “Boot” and well Im amazed that such a system was used in such a super fast aircraft, as if the pilots didnt have enough to do keeping themselves alive, no wonder the Frightning Drivers were Top Notch Pilots.

Bex

Ok heres another to ponder over then: What are the chances of the Comet at Brunty going skywards? Now other than the fact it was 1. the last one in service. 2. it was flown to Brunty from Boscombe & 3. it still works. I know nothing about the condition of the airframe, engines & other systems but would REALLY like to know. Bex

Oh slight tangent question: Duxfordhawk were u in Croydon in 1986? BBMF flying bleeding low over Whitgift School? Or for that matter anyone else remember that?

They have also confused the ground radar

I have a question, does this mean that they have been having HARErratic radar detections? :diablo:

Bex