Beaufighter VI[ATTACH=CONFIG]221015[/ATTACH]
An earlier shot before engines and props were changed for later versions.
Beaufighter VIDid he fly the Fiat CR-42 at Duxford?
Beaufighter VICIRCUS 6 and Beaufighter VI can I ask when you were with the BBMF as the policy regarding crews having ‘chutes seems to have changed in the different periods and I just a little curious as to when this was.
1978 -1984, in that time flew seventy five hours on board. I did say at the time my first trip of ten minutes was the most memorable, not for any special reason. Remember the times, I had already flown in a Lincoln, 500 hours on Hastings out of Colerne around the Caribbean, Africa and Europe, 500 hours on Beverley’s in the Far East taking in Thailand, India, Nepal, Australia and N.Z., then onto the C-130’s out of Fairford followed by VC-10’s out of Brize. The Mosquito trip with George Aird whilst at BBMF was really special.
If you want to be bored some more take a look at; http://www.rushenhistory.com/brat/Brat.htm
Beaufighter VIThe height PA474 flys at a parachute would be useless anyway
Whilst I was on BBMF a certain Lancaster Captain and CO of the Flight suggested the same thought, we would not wear the harness or carry chutes due to transit height!
I suggested to him that if we had an engine fire or similar issue there was still opportunity to gain height and make an exit, please do not take away my choices. We kept our chutes.
Beaufighter VIBeaufighter, a delight to read this information. Flowers of sulphur. I can almost see a Shell chemist holding vial up to the light, a tear forming in his eye !
I would dearly love you to put this type of information down on paper. What might seem self evident to you might be priceless in 25 years time. I am very interested in building an understanding and documenting the technical information around historic aeroplane technology. Perhaps I can PM and start a conversation on this ?
Diverting off to talk Fiat A-74 and consume some pasta and red wine, will resume on return.
Off on another tangent Ray Hannah commented that the ground crew started the Sabre, wiped the oil off the windscreen then handed over to the pilot.
In real cold weather all aero engines required either oil dilution or pre-heating to prevent “coring” of the oil coolers.
Beaufighter VII would concur with powerandpassion Aeroshell hand book statements. Immediately engine oil is used it becomes contaminated by combustion products such as sulphur, water and tetra ethyl lead. (used to increase the octane rating of fuels) The oil used in the Merlin was a mineral oil, in my experience OM270 and 370 depending on the environment. Detergent oils OMD270 were used in the fifties in the large radial engines. When I joined BBMF in 1978 we used OM270 on both Merlin and Griffon engines whilst the Chipmunk used OMD270. One had to be very careful not to re-oil the big engines by mistake with the detergent oil.
As far as I am aware no tests have been carried out using AD100 oil, (ashless dispersant), on Merlins, at TFC we continued to use straight 100.
When TEL was banned and the fuel went from Avgas 115/145 and 100/130 to 100LL (low lead) there were initial reports of damage to valve seats but I think this was negated by max. power being kept below +12 lbs. boost.
One must also consider the build of the engine when talking of wear and tear. Rolls Royce issued a technical note in late 1945 about the assembly of forked con-rods.
“Tests have shown that a lubricant consisting of flowers of sulphur suspended in lanolin and reduced to a suitable consistency with castor oil practically eliminates fretting on con-rods. To be used on new production and repairs.” That is just one of many tricks RR had up their sleeve, who does it now?
Beaufighter VII heard Stephen grey is selling his Ford Cortina….
Mark you are behind the drag curve, that went in the 60’s.
Talk of selling aircraft, I think some of these guys should sell their computers, is that PC?
When you read some of the posts you can see why TFC do not respond.
Beaufighter VIThe lack of graves made me think that with the size of Brancaster ……
I then explained what I was enquiring about, and they showed me a brass plaque on the wall, with Phyllis name on it, with all the others that are on the memorial outside.
They then said that across the road, years ago there was a grocery shop ran by people called Duffield. (Had already researched on that aspect and had already found a John Duffield, but his wife was called Eve. Could have been her brother but no Phyllis Mary Duffield in the 1911 census plenty of Phyllis Marys from Norfolk in that census, was Duffield her married name or did she come from another part of the country?).
1911 Census for Brancaster
Herbert Duffield 38 Grocer and Draper
Sarah Duffield 46
Phyllis Duffield daughter aged 6 born Great Massingham
Beaufighter VIHe 111 Werk Nr. 5444 V4+GV of 5/KG1 Obgfr. Monninghoff, Gefr. Struger, Gefr. Hofer, Gefr. Gunther Mahlbeck +, Oblt. Paul Waechter +.
Beaufighter VIIf it was “Valley Hawks”, a great purchase.
Thought the standard a bit down on last year but on the other hand I have trouble painting my house!
Beaufighter VIHi All,
David do you think that is the stumbling the cost of the engines and as apposed to the running of the aircraft when flight ready ?what about what I said about re-configuring post war Hercules back to war time configuration or could be the budget constraints of the on going restoration? What makes you think about the Ausie are you thinking of the Moorabin Beaufighter ?TempestNut & j_jza80,
I tend to agree with you but to be honest I would prefer Hercules but if it meant getting it flying sure why not the only trouble is I think with Merlins it doesn’t look right but that’s just a personal opinion. :eagerness:Geoff. 😀
OK guys, I will attempt to answer the many speculations, questions, etc that have appeared on the forum recently.
Work stopped on the Beaufighter because of diminishing proficient/experienced manpower and more pressing issues to keep the other a/c going. A member of the warbird community had located two original engines but was unable to help with a follow up to release them. David if you know where original engines are please PM me.
Installing Wrights as was done with one aircraft in Australia and would have required major structural changes, ( and does not look pretty) as would the installation of Merlins. We obtained Hercules 216, ex-Hastings and drew up modified engine bearers to take this wider, longer engine. Somebody posted about differences in the exhaust and coolant system??? There is no coolant system, the exhaust system ejecting to the nose ring, no problem. The early engine had single outlet from the supercharger to two cylinders and also had no sump. The sump, fuel pump, starter and magnetos on the 216 also made it necessary to modify the engine bearer and cowlings, but it was all doable. Modifying the 216 to early engine not possible.
Wheels and brakes – P-3 Orion wheels obtained, modification to convert air brakes to hydraulic sorted, following modification carried out on Bristol Freighters.
Prop hubs sourced, blades can be manufactured. Could also fly with Hastings props but would not look nice on the ground, they are available.
Beaufighter VIMossie would have to fly here, with all of the attendant risks involved.
That said, its been done – plenty of aircraft have flown the pond in the last few years!
Bruce
Risks? Risk is there in flying whether it be over water or land. Remember they were ferried during the war. In more recent times as Bruce states it has been done, B-17’s, Tigercat’s, P-51’s and a Bearcat have crossed the “pond”, I bet others can add to the list.
Beaufighter VIThe restoration of the CR-42 “Falco” is progressing well. New oil coolers have been manufactured and fitted. Flying control cables are being manufactured by Bruntons of Musselburgh and the Fiat A-74 engine is with Vintech for overhaul. Necessary modifications have been raised to cover the Design changes brought about by the use of modern materials. Air pressure gauges have been sourced from the original company and an air bottle from an ex-Afghanistan Ro-37 has provided the necessary design information to allow manufacture of one for the CR-42. Maurizio Longoni and his team who carried out the major part of the restoration continue to assist with the location of parts as do the members of G.A.V.S., Gruppo Amici Velivoli Storici (Italian: Group Friends Historical Aircraft). http://www.gavs.it/index.php
Other individuals are assisting with the translation of the various manuals, not easy as I am told they are in old technical Italian.
Beaufighter VIANY deviation from the original design is a design change and under current UK legislation would require investigation and a modification would require raising whether it be glue or any other change. When the P-40F was restored in Australia several Engineering Orders, (EO’s/Modifications) were raised by a CASA Approved Design Organisation to cover such things as material changes. When the aircraft was placed on the UK Register these same EO’s had to then be passed through a CAA Approved Design Organisation for approval. As it stands UK Permit to Fly aircraft are not certified to an International Requirement therefore a move between states requires investigation into its Airworthiness Standard. This is made difficult because of the various levels of oversight by different countries.
If an aircraft has a National Certificate of Airworthiness then there are reciprocal agreements that come into play.
Beaufighter VIA fellow “brat” in the 84th Entry at Halton has also been searching, take a look at his search; http://www.electranewbritain.com/Page1.htm
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