The KAJ0101 is probably the part number of the unit. Not a Kelvin and Hughes parts number but more likely Smiths.
The face of the instrument may have the manufacturers name stamped on it. It will be black on black so not easy to see.
The 24KHI/56 is probably the serial number of the unit. /56 probably being the year of manufacture (perhaps – never 100% sure with Smiths if it is Smiths manufactured).
Looks like a Desynn indicator but a bit bigger ( a large family of indicators) as manufactued by Smiths.
Are there any stamps at the bottom of the label (a place name or similar if readable – RNSD Perth, Almondbank, Fleetlands and possibly a date) or on the reverse of the label.
Not sure what it is, but as its NIV its perhaps a test piece or similar. My guess is Skyraider.
Someone mentioned somehwere that Smiths had a private museum of old stuff in Gloucester…maybe give them a shout.
must be running out of space with all the surplus stuff coming in!
Look American(ish) to me possibly
Harrier GR5 or similar???
– yes I know its British but a lot of the design stuff was done in the US.
Any part number or stamp on the bolt heads?
Sea Prince C2 (not T1) – sorry should of said that..
On the T1 instrument panel the make up of the part number is K57-80-00…
On the C2 its K66-80-10…
Percival Sea Prince – 100% sure
I have the airframe repair manual if you are interested.
I have the airframe repair manual if you are interested.
Cameraman kneels down, so he isnt standing up.
To those who think this is fun….remember South Cerney????
The Herc was higher than that.
TonyT your memory is unfortunatley correct about the wire location
Phntoms are definitley at Wattisham.
What year was it? I was probably there.
great photo.
Could the bloke be about to climb up onto the aircraft to attach straps or something, and using a harness?
Just one of 89 USAAF accidents that day in 1944.
Do you/they know the AP number?? or the part number for the generator?
I have one but its for an S1 in Anti Flash White….
The use of JP233 wasnt liked by the Aircrew for obvious reason, however the majority of the Tornado losses were aircraft using 1000lbs on laydown or lofting attacks (the one I lost was a 1000lb toss on a radar site when it took a SAM).
When the move from low level attacks took place – not due to the losses but due to the reduction in the Iraqi defence network making it easier and safer to attack targets (more along with the American viewpoint)- a discussion about the possibilty of JP attacks from medium or high level took place. It was very short and the conclusion was that it would of no value what so ever due to the spread pattern of the sub munitions.
Bearing in mind the qty that had been flown out (only three would fit per flight in the AT fleet) and it was pretty pointless flying them back a large number were buried.
TIALD from Tabuk and Paveway with Buccs spiking for the Tornados from Bahrain was first used at this point. The Tornados at that point didnt have the capability nor training to provide the spikeing. I cant remember if ALARM – the loitering grey telegraph poles was used right from the start. I seem to remember that we used 200 Paveway LGB kits flown in from a “colony”(sp?) in three days.
I think there was one medium level loss when the stores detonated soon after dropping.
I know of a least one “raid” during the low level phase that was called off as they where running in on target due to the amount of AAA.
A personal viewpoint (and probably totally inaccurate) was that the losses happened due to a slightly lower training build up and “obvious” distractions of Bahrain and to a lesser extent Dharhan than Tabuk. Only one combat loss at Tabuk (not forgetting the two further mishaps).
If there are inaccuracies its because it was while ago in the mists of my time…. and I became a grandad yesterday!
Jeez Im getting old.
Expecting a 20% loss rate If I remember correctly . ’twas a fair while back