It’s nice to see these pictures and the legend of the Box Brownie again. 😉

The dubiousness of the provenance doesn’t detract from the fact they are a great set of pictures.

Moggy

Indeed, the altheltic deftness of the photographer is evident by the way they certainly seemed to be able to move so very quickly round the whole harbour, regardless of the fact they were right in the middle of this all out attack.

Some of the piccys including the Shaw exploding and the Cassin or is it Downs capsized in the dock in front of the battleship have more than an air of familiarity about them, but as a collective they are very impressive indeed and thanks fo sharing them.

There is one piccy with what looks like a little dial in the bottom R/H corner………….?

Bomberboy

You know that Fluffy has been with the BBMF for the period in question?

Yeah, he must be abot due for a major himself someday, hey fluffy? :p :p :p
Wonder how much that would cost?
Would the budget sstttrrreeeetttccchhhh that far eh? 😀 😀 😀

I am also surprised at how cheap the BBMF is (however, there are no insurance costs for the BBMF, I believe!) – but it is of far greater significance than the Vulcan, and instead of being 1 aircraft, the BBMF operate nine aircraft (with a tenth under restoration), and with the hard work and overhauls by Fluffy & Co the BBMF aircraft can be operated more or less indefinitely,

If I had to make a choice, I know what i’d vote for and sad to say, it doesn’t involve parrafin!
I don’t really see why some are trying to make a comparison between the two, as they are so very different and stand for very different reasons!

rather than a maximum of 15 years for XH558.

That is providing they don’t suffer from something like an engine failure early on in the ’15 year’ programme.
This is not an insignificant technical element that may be being overlooked a bit too easily, for it would develop into an early bath for the Vulcan as the engines would most certainly become a premature ‘showstopper’ for the old girl.
IIRC, my understanding is that RR, whilst having given the powerplants a clean bill of health based on the fact that they were zero timed, have stated that they will not or can not in fact overhaul any more.
But hey, i’m definately no expert here and no authority with regards the Vulcan, so please feel free to ignore my remarks as they may well be proven to be unfounded.
There again……………….

Bomberboy

Interestingly, the plane is named Heracles which, if I think correctly, was also added to another ‘big lifter’ in the shape of a Shorts Belfast.

If I am incorrect, i’m sure some kindly soul will ‘put me to rights’ on this and I will plead forgiveness for the error of my statement.

Bomberboy

If that’s a taster, then lord knows what the finished item is gonna be like!!!!

Top drawer

Bomberboy

:confused: If they are struggling for funds to continue flying – where is the money coming from for a rumoured new hangar?:confused:

Have all their existing bills been paid?
It might be that they still owe a tidy sum to other organisations, ie Marshalls?

Bomberboy

There was also a spoof ‘reality’ astronought training camp programme a year or two ago that was supposedly, as the ‘candidates’ thought, somewhere in ‘Russia’ but it was actually either Bentwaters or Woodbridge.
I’ll never forget the bit where they all got off some russian bus at the astronought camp to be confronted by what seemed stereotypical russian military people and equipment, and not realising that the ‘tank’ that was before them was on fact IIRC an Abbot self propelled gun…..PMSL.
I also think that a russian helicopter flight was involved in the staging and setting of the programme for them.

There was a 1960’s colour film by Morecome & Wise called That Riveria Touch that could have been at Lydd and had some fantastic footage of Bristol Freighters including the cars being loaded/unloaded.

Silent Witness episode with a Chinook at Duxford in 2006 during an airshow.

A Beadles about programme x2 also at Duxford involving a Tank crushing cars in one and a Jet lorry burning cars in another in the late 80s.

A live broadcast RUN DMC / Housemartins / Saturday morning kids show at Duxford in the late 80’s.
RUN DMC arrived by Jet Ranger

An episode of Antiques Road Show at Duxford in appx 2004

What of classics such as The longest Day and A Bridge Too Far?
Were there not some major gider formation takeoff scenes in those?
Where was Flyboys Made?
Pearl Harbour?

I have tried trawling through the posts to see if they have already been mentioned so apols if I have missed them.

Bomberboy

Ah that old one!

It’s a Dickie Attenborough film if I remember rightly about a B-17 that crashed into Balfasts Cave Hill, NI, where all the crew died.
A memorial is now standing there near the Zoo I believe and was dedicated in June 2006 with full honours and a Sally B flypast!

Bomberboy

Been away from the computer for a while and came across this thread.

Me “DAD” was a pilot on Halifax IIIs – 51 Sqd and he told me that they syncronized the engines by getting the inboards synchronized by ear and then using the inner prop overlap of the outer prop to synchronize the outers like a strobescope.

Without trying to sound off, but I’d like to know how he did that with all the noise being generated in the cockpit.
My dad was in 53 Sqdn on B-24’s and he never ever talked about engine synchronisation issues or methods.

I had a look through my limited British aircraft library – including the Halifax, Lancastrian and York and found no references to the method used to synchronize the propellers – but I did find some info in my training manuals for the B17 and the C-54 that basically state the same thing – Scans included.

Hmmmm.
This would be very difficult in a B-17 as the only practical place that this can be done……is in the nose, so I do not believe your information to be ‘fully correct’ Sorry.

The DO 328 aircraft has both prop sync and phasing – is a bit different in that the engines are only in sync at “Climb” or “Cruise” settings. In addition the props are initially balanced on the ground and then fine balanced during flight. Prop sync on takeoff is accomplished by the CSU governor adjustments – and on this aircraft the digital tachs are very accurate. As a further refinement to the reduction in noise level for passenger comfort the airframe is “Tuned” by the application of sound deadening material placed over the vibrating bays as well as mass balance weights applied to the fuselage frames. Dornier took noise reduction seriously – and the difference between a Dash 8 and the 328 is most astounding! No such luxury for the war and early cargo machines. 🙁 .

I have had the good fortune to fly in the 328 many times from London City……nice aeroplane with tractor the same on both donkeys.
Much more noisy in a Jetstream 41 with opposite tractors.

The prop synchronization was so important from a stuctural point of view that the manufacturers had to place restricted speed ranges on the engines – operating in the restricted ranges caused harmonics to be created that would destroy important things like wing spars. Most people think that the airflow behind a propeller is a solid pressure disk – but it isn’t. As each prop blade passes the structure – think leading edge of the wing – there is a higher pressure “Pulse” that thumps the structure. If the frequency of the thumps is a match for a harmonic or prime frequency of the structure – it will begin to vibrate heavily – think of striking a tuning fork repeatedly at the correct frequency. All structures have a natural frequency and if that frequency is excited the amplitude will increase. In some cases the restricted speed ranges of engine operation were right where the engine operated best – which made for some awkward power and speed settings..

I believe that there is a certain point on any machine including aircraft where it is a central point of focused frequency and can be in different places on the same model of aeroplane.

The deliberate un-synchronization of the engines may have been a requirement for operations – one that would have surely decreased the useful life of the aircraft – but in a time of war might have been an acceptable technique as the aircraft were not expected to last that long under battle conditions. I would wonder if the same result could be obtained by individual aircraft being in synch – but all aircraft in the group operated at different speeds. Would that have caused the unsyncronized beat frequency???

Hope this helps in understanding the syncronization and phasing requirements.

Truc 🙂

Synchronising engines and synchronising props are two very different things.
One might sync the props using the methods offered here, but what if you’re trying to sync a aircraft that has a new prop and an old prop?
The old prop may be an overhauled unit that has had an inch or two removed from the blade radii.
Now i’m sure you’ll get them to sync, but i’ll almost guarantee you that the engine RPM will be out of sync.
Generally basic engine sync’ing in old aircraft is acheived by looking at the engine RPM gauge and inlet manifold pressure gauge and setting the desired settings that way.
Then the CSU is constantly making adjustments to the prop pitch in order to maintain engine RPM stability not prop RPM stability.
Even a slightly heavy prop as opposed to a lighter prop (all of the same prop model of course), will have differing effects on how the individual set ups work but whatever they do engine RPM is the base on which these old engines are operated.

Bomberboy