We have an Elliots Eon Primary Glider 1948 that is finishing restoration.

It is almost identitical to the Slingsby grasshopper except for the shape of the

Tailplane.

We are looking to details,photographs drawings etc for the “Pendleboek” tripod

that the gliders where mounted on for ground training.

[email]ARG@aircraftmail.com[/email]

I’ll drop you a line or two later. We have photographs and a replica we made. I presume you already have the anti-lift plates for the wings, dolly and other groundbound parts?

Most welcome. If you are referring to the bga inspection programme for wooden Schleichers, I think poor maintenance and storage is a major factor. We seem to get less problems on the continent. Most issues I have seen so far are in the early Schleichers and license-built ones. The build quality on some is appallling in some cases. Have two rebuilds in the workshop at the moment, and there have been other too.

An extra NDT tool wood be nice. But costs are an issue as you say.

It’s the condition of the glue particularly Kuarit types which is the concern.

Indeed. This spar failed an inspection last September. Kaurit joint between spar web and spar longerons had just given way. Now building a new spar for it. (Don’t bother with the reddish glue in the left of the frame: that’s Aerodux from a later repair).

so what do the one piece wood spar types do to ensure the fearless aviator comes back in one piece?

Wing frequency checks are a very good indicator of problems. I do these every annual. And putting flight pressure on wing in bend to check for play in attachments and cracks in the lower longeron from compression on arrivals. These do not require stripping the wing.

When stripping back the wing fabric the spar is very easy to inspect for damage. Think water ingress damage, insects, fungi, mechincal damage. Depending on the type of spar (box, I beam) glue deteriotation is by far the biggest factor. Both in the ply faces, and in their joint to longerons. There are inspection techniques depending on glue type used.

When properly looked after and inspected regularly, a wooden spar has a very very long life. I re-use the wood of old spars for new-built parts too.

Where is it now?

It was later collected by the Australian War Memorial for spares part use in their Hudson restoration.

That doesn’t mean that its not still hot, though!

Tested a variety of instruments last year with the Geiger counter. The P8 compass was among the most active ones with 5.3 mSv/h. Was hardly luminous anymore too…

There is the mortal remains of C-FDFC at Enstone.

Wasn’t the majority of that sold to Canada some years ago to aid in a restoration there? I seem to recall that.

When I was there in early 2010 there was the complete wing tip-to-tip in the undergrowth behind the hangar, with cowlings and control surfaces and other sections stored underneath. Vertical tail, nose doors and rear end of fuselage plus engine and a bent prop in a shed. Other engine and bent prop in a semi-open hangar. IIRC the cockpit was sitting in the owners driveway under a tarp.

Not much OM15 used in Nimrods. the oils used are quite hard to get hold of so if someone can make some then great.

Shell H515 is still readily available.