Just to add that the Corgi model of this airframe in its 4 FTS colours is now available. We hope to complete the repaint early in 2011 in those 4 FTS colours
depending upon the weather. We have all the paint we need so just keeping fingers crossed. We will also progress the engine fit in parallel. If we can get the JPT thermocouples and harness she could be ready to run late in 2011.

Ground running aircraft

At Gatwick Aviation Museum we have a set of locally written procedures for ground running our aircraft. This covers most, if not all, of the general safety elements not documented in the relevant aircraft’s documents. Our procedures are written specifically for our local situation by one of our engineering team who has experience in this field. All of the personnel involved in runs are required to read and be familiar with the contents of this document which is in open display.
It’s not perfect (sorry John!) but it does provide a baseline/framework for safety cases to be implemented, plus it addresses specificl issues with regard to the local environment and location.
This was instigated a couple of years ago when it was becoming clear that we may have to have such a document and procures defined to satisfy any involvement by ‘elf and Safety. We do review it occasionally, probably not often enough, but to be fair we’ve not ground run much recently. Next year will be different.

I believe that every organisation that carries out ground runs, public or not, should have such a document, it’s only a matter of time before Big Brother sticks his nose in and there may be tears if you’re not prepared.

XF700 History
* First flown 9.7.58 and A/Cn 11.8.58. Delivered to 23MU 18.8.58 and issued to 120 Sqn 9.58 coded A. To 49MU 4.60 for Phase I mods and repair by Avro CWP, completed 4.61. Retumed to 120 Sqn as A. To Avro 10.61 for Phase II update, returning to 120 Sqn 7.62 still as A. Allocated to HSA Langar 8.63 for Phase Ill modernization, completed 3.65, when delivered to 206 Sqn and coded U. Transferred to 201 Sqn as M 5.66 and allotted to HSA Woodford for Viper installation 12.66. On completion 4.67 XF700 returned to the Kinloss Wing, retaining the M code and apart from mods at HSA Bitteswell 5.68 – 6.68, the aircraft remained on Kinloss charge until 1.69, when transferred to 203 Sqn and coded F. Despatched to Nicosia, Cyprus, 26.10.71 for fire-fighting training and SoC Cat.5(Scrap) on arrival. Scrapped 1.72 after spares recovery by 103MU.

When I arrived at St. Mawgan in late 1963 none of the aircraft had turrets. However where they had put “temporary” skinning etc, in place of the original fitments it was clear to see the turret installation. In ASF when an aircraft came in for a Major, more work was done to remove the final traces of the turret installation. Although knowing what had been, it was still possible to see traces of the turret installation by looking at the skinning in the galley area, now it’s an escape hatch. It was particularly evident when you had a MkII on one side of the hangar and a MKIII on the other side.

I have been looking into this 2C designation and can find no documentary evidence for it. The various books written on the Shackleton do not not mention a 2C variiant. In the past I have looked at a number of F700’s and there is no sign of that designation there either. It may be that it was a local designation used to identify the latest standard aircraft where there was a mix of airframes at different mod states. It was very common until the last years to have these different mod states on any squadron/unit. I certainly worked on a great number of Shacks at various times both on the line and in the hanger and do not recall seeing this in any log books or on job cards. Not saying it didn’t exist, just that it may not have been an official mark. I will get a couple of F78’s and see if it shows on them.

We have a number of new, some boxed Shack fuel c0cks. (Somewhere!)
Not sure looking at the picture if they are the same. It’s not too easy to see.
The manual says that they are:- Type A5172 Mk J and there are fifteen in various locations. They are electrically operated using Plessey actuator TypeCZ54709. Obviously the operating control can be anything suitable.
I can check further if necessary just let me know. I am about 10 mins away from the items.
I would be very surprised if a c0ck removed from an airframe was any good, they have a tendency to jam and corrode when not used/cycled regularly.

Don’t be surprised if you email/PM MJR and he doesn’t reply or it takes some time. He left for the USA to work on XS422 on Sunday. That obviously doesn’t mean that he is out of contact just not at his normal place, I believe a number of other Lightning engineering staff are also there for the next couple of weeks.