1954 Avro Shackleton Mr2
Discussion
williamp said:
I've had the privelidge of leaning on the elevators on a PR spitfire during an engine test (the weight keeps the tail down , the noise is deafening and rather wonderful). I assume holding onto the wings during the engine run is not an option??
Imagine the noise quadrupled, to the point you can feel it in your chest, and you're somewhere near how the Shackleton sounds! To keep her in place we have rather large chocks, the towbar, and and ex Fleet Air Arm aircraft tug all attached. To reach the wing on the Shackleton to try and hold it down you'd need to be rather tall..!
silverfoxcc said:
Rich,
£25 for a ground run?
excellent value, just keep the posting dates when its happening (plenty of notice please)and i will try and fit one in
How many on board per run?
I'll try my best, but a lot of the time its down to how many crew we have available, and I only get short notice myself. The ground runs are held once a month (subject to serviceability) and there's room for about 8 people on board. Once the rear door is closed and the engines are running you can move about to different positions in the aircraft.£25 for a ground run?
excellent value, just keep the posting dates when its happening (plenty of notice please)and i will try and fit one in
How many on board per run?
We're hoping to get the mainwheels changed before long which will allow us to taxy the Shackleton, which should add to the experience.
Hi all,
A few shows in and still more to go. The nose of "Zebedee" (ex Strathallen Shackleton T4) has been to Burford, Cosford and Wellesbourne, and still has plenty more miles to rack up while championing WR963's cause. Waddington, Fairford, and Yeovilton are all on the horizon.
We now have JustGiving Text Donate and Paypal set up, and there's a number of other things in the pipeline being worked on to raise funding for 'Shackleton - the Return to Flight'. All this will soon be going on the new website, and on leaflets, handouts and anywhere else we can get it put.
Of course, we haven't been ignoring WR963 either.. No 2 engine was tested again this weekend after the fitment of some parts we received from Gatwick Aviation Museum and Newark Air Museum. We now have RPM readings on the gauge which makes life a lot easier! Both No 2 and 3 were started and run up to 2200rpm and 40" boost; which resulted in more noise than WR963 has made in a while - getting towards being a proper Griffon growl.
No leaks, overheating, misfires or shenannigans, so next time its the turn of No 1 and No 4, and then if all is well behaved we'll push all four a little further.
ENERGAS have kindly agreed to meet our Nitrogen requirements which means we can sort out the oleo legs and be able to charge the pneumatics before starting the engines. Kind of useful to be able to do, as thats pretty much all that is left to do before we can taxy. We don't want to risk high speed on the tyres fitted due to their age but we've been advised for a low speed toddle up the taxyway they should be fine.
When? Soon...
Regards,
Rich
A few shows in and still more to go. The nose of "Zebedee" (ex Strathallen Shackleton T4) has been to Burford, Cosford and Wellesbourne, and still has plenty more miles to rack up while championing WR963's cause. Waddington, Fairford, and Yeovilton are all on the horizon.
We now have JustGiving Text Donate and Paypal set up, and there's a number of other things in the pipeline being worked on to raise funding for 'Shackleton - the Return to Flight'. All this will soon be going on the new website, and on leaflets, handouts and anywhere else we can get it put.
Of course, we haven't been ignoring WR963 either.. No 2 engine was tested again this weekend after the fitment of some parts we received from Gatwick Aviation Museum and Newark Air Museum. We now have RPM readings on the gauge which makes life a lot easier! Both No 2 and 3 were started and run up to 2200rpm and 40" boost; which resulted in more noise than WR963 has made in a while - getting towards being a proper Griffon growl.
No leaks, overheating, misfires or shenannigans, so next time its the turn of No 1 and No 4, and then if all is well behaved we'll push all four a little further.
ENERGAS have kindly agreed to meet our Nitrogen requirements which means we can sort out the oleo legs and be able to charge the pneumatics before starting the engines. Kind of useful to be able to do, as thats pretty much all that is left to do before we can taxy. We don't want to risk high speed on the tyres fitted due to their age but we've been advised for a low speed toddle up the taxyway they should be fine.
When? Soon...
Regards,
Rich
Hi all,
Just a brief update on all things Shackleton at Coventry!
As a few of you might have seen we've been getting around the shows with the MR1/T4 nose. Last weekend it was in Rayleigh for the Armed Forces Day; and this weekend it will be at Waddington International Airshow as part of the RAF's 95th Anniversary celebration. We are actively fundraising for the Return To Flight; though its small beginnings and there's still a long way to go. There's a number of events coming up - one of which will be the chance to get your hands on WR963's throttles during a ground run.
What of WR963 herself? She has been sitting silent but satisfied with her performance on the last run, and is now waiting for a tow over to the hangar - as the jacks are back from overhaul and we have the mainwheel swap to do. Its anticipated this will be done over the weekend of the 13th/14th July if the space is available (as there's only one end of the hangar the 120ft of wing will fit into!) Our friends at Air Atlantique have yet again come through for us on the logistics side of things, which should see us get the mainwheels done sooner rather than later.
The nitrogen cart is getting an overhaul in readiness for some new cylinders, as it will be pressed into use as soon as the mainwheel change is done to get the oleos charged back up to the correct height, and charge pneumatics prior to running.
Last but by no means least - we've put a call out to some qualified crew in order to taxy WR963, with dates from the end of July being looked at.
Next update to include photo's as the camera's been in its box too long.
Regards,
Rich
Just a brief update on all things Shackleton at Coventry!
As a few of you might have seen we've been getting around the shows with the MR1/T4 nose. Last weekend it was in Rayleigh for the Armed Forces Day; and this weekend it will be at Waddington International Airshow as part of the RAF's 95th Anniversary celebration. We are actively fundraising for the Return To Flight; though its small beginnings and there's still a long way to go. There's a number of events coming up - one of which will be the chance to get your hands on WR963's throttles during a ground run.
What of WR963 herself? She has been sitting silent but satisfied with her performance on the last run, and is now waiting for a tow over to the hangar - as the jacks are back from overhaul and we have the mainwheel swap to do. Its anticipated this will be done over the weekend of the 13th/14th July if the space is available (as there's only one end of the hangar the 120ft of wing will fit into!) Our friends at Air Atlantique have yet again come through for us on the logistics side of things, which should see us get the mainwheels done sooner rather than later.
The nitrogen cart is getting an overhaul in readiness for some new cylinders, as it will be pressed into use as soon as the mainwheel change is done to get the oleos charged back up to the correct height, and charge pneumatics prior to running.
Last but by no means least - we've put a call out to some qualified crew in order to taxy WR963, with dates from the end of July being looked at.
Next update to include photo's as the camera's been in its box too long.
Regards,
Rich
Richard1976 said:
HI, I´m Richard from Sweden and have a RR Griffon Mk58 #44430 from Shackleton, and need some propeller parts (translation unit/slave cylinder, blades) for a static running project, can somebody help me to find these items?
Sorry for of topic...
Best Regards
Richard
Hi Richard,Sorry for of topic...
Best Regards
Richard
I wish I could help. It took us two years to collate enough bits to get one complete set together for WR963. Your best bet would be to look to anywhere that has (or has had) a Shackleton and see if they have anything that they would be willing to trade. As you're ground running, you can get away with using cropped blades which are often no good to museums. Look to Cyprus, South Africa and the USA; as parts have come up recently in those places.
If you need a copy of the propeller manual I can supply one.
Regards,
Rich
Hi all,
Subject to serviceability WR963 will be taxying on Sat 3rd August.
This is NOT a fast taxy as it is intended as an assessment of the aircraft for further taxy runs in the near future. This will be the first time WR963 has moved under her own power since 2008.
Notice will be given 24hrs beforehand if WR963 is unserviceable, or any circumstances change over the coming week that prevent taxying.
Kind regards,
Rich
Subject to serviceability WR963 will be taxying on Sat 3rd August.
This is NOT a fast taxy as it is intended as an assessment of the aircraft for further taxy runs in the near future. This will be the first time WR963 has moved under her own power since 2008.
Notice will be given 24hrs beforehand if WR963 is unserviceable, or any circumstances change over the coming week that prevent taxying.
Kind regards,
Rich
richw_82 said:
Hi Richard,
I wish I could help. It took us two years to collate enough bits to get one complete set together for WR963. Your best bet would be to look to anywhere that has (or has had) a Shackleton and see if they have anything that they would be willing to trade. As you're ground running, you can get away with using cropped blades which are often no good to museums. Look to Cyprus, South Africa and the USA; as parts have come up recently in those places.
If you need a copy of the propeller manual I can supply one.
Regards,
Rich
Hi Rich,I wish I could help. It took us two years to collate enough bits to get one complete set together for WR963. Your best bet would be to look to anywhere that has (or has had) a Shackleton and see if they have anything that they would be willing to trade. As you're ground running, you can get away with using cropped blades which are often no good to museums. Look to Cyprus, South Africa and the USA; as parts have come up recently in those places.
If you need a copy of the propeller manual I can supply one.
Regards,
Rich
Can you please contact me at:
richard.adolfsson@gmail.com
Propeller manual sounds very intresting.
Regards
Richard
Hi all,
After our attempt at taxying failed (through a seized, and subsequently leaking priming pump), we were left with a bit of time on our hands. Fortunate really as we have to sort out the issues that plagued WR963 and we can get a bit more done besides.
There's an intermittant fault on the PTR175 V/UHF which sometimes stops transmitting, and the PTR1751 V/UHF still needs attention to allow us to use the correct frequencies. We have a couple of guys that know radios looking them over as most of it seems to be an antenna issue.
The pneumatic system still has a few audible leaks, so the system is being tested at every joint to get it as leak free as possible. We know pressure will inevitably bleed away, as there are constant feeds to other systems than brakes - but it would be a good thing if the compressors on the inboard engines only had to keep up with a normal demand rather than struggling with leaks too.
The fuel priming pumps are a long standing pain in the rear, but thankfully are relatively easy to swap out. The water ingress into these is only on the port side, and we thought we'd stopped it. It turns out we were wrong, so we're working back from the fuel manifold to find out which tank is letting it all in.
Saturday saw us ready to fit two new mainwheels as we did have our doubts about the ones she has been standing on for the last 20 years. Thanks again to our long time friends at Air Atlantique, through their generosity WR963 got to enjoy a brief spell in the hangar at Coventry - something we'd like to see happpen more often once our funding level rises sufficiently.
By Friday afternoon WR963 was sat snug in Hangar 7 at Coventry Airport. When I say snug I mean it... as you don't realise what a big girl she is until you try and fit her where DC3's normally sit. I think there's about 18" clearance off each wingtip! Two large 50,000lb capacity jacks were loaned, and at 1030hrs Saturday morning the Shackletons mainwheels were off the ground... albeit using hydraulic effort rather than Rolls Royce's. It looked a bit odd to see a big aircraft sat there on jacks with no wheel on. The work went well, with the two brand new mainwheels fitted, the brakes given a good checking and fettling too and WR963 was gently lowered back down after around four hours work.
On the administrative side; to get things progressing towards airworthy we need a company with CAA A8-20 E4 approval to support us. They will be the ones who would submit various reports to the CAA on our behalf covering design, safety record and numerous other things such as the all important the Permit to Fly application. We approached two companies - one could not carry out the work due to no longer carrying the approval. The other is considering the matter. We have our fingers crossed.
Photo's of the mainwheel swap to come a little later.
Regards,
Rich
ps. Richard - I will e-mail you asap regarding the propeller manual.
After our attempt at taxying failed (through a seized, and subsequently leaking priming pump), we were left with a bit of time on our hands. Fortunate really as we have to sort out the issues that plagued WR963 and we can get a bit more done besides.
There's an intermittant fault on the PTR175 V/UHF which sometimes stops transmitting, and the PTR1751 V/UHF still needs attention to allow us to use the correct frequencies. We have a couple of guys that know radios looking them over as most of it seems to be an antenna issue.
The pneumatic system still has a few audible leaks, so the system is being tested at every joint to get it as leak free as possible. We know pressure will inevitably bleed away, as there are constant feeds to other systems than brakes - but it would be a good thing if the compressors on the inboard engines only had to keep up with a normal demand rather than struggling with leaks too.
The fuel priming pumps are a long standing pain in the rear, but thankfully are relatively easy to swap out. The water ingress into these is only on the port side, and we thought we'd stopped it. It turns out we were wrong, so we're working back from the fuel manifold to find out which tank is letting it all in.
Saturday saw us ready to fit two new mainwheels as we did have our doubts about the ones she has been standing on for the last 20 years. Thanks again to our long time friends at Air Atlantique, through their generosity WR963 got to enjoy a brief spell in the hangar at Coventry - something we'd like to see happpen more often once our funding level rises sufficiently.
By Friday afternoon WR963 was sat snug in Hangar 7 at Coventry Airport. When I say snug I mean it... as you don't realise what a big girl she is until you try and fit her where DC3's normally sit. I think there's about 18" clearance off each wingtip! Two large 50,000lb capacity jacks were loaned, and at 1030hrs Saturday morning the Shackletons mainwheels were off the ground... albeit using hydraulic effort rather than Rolls Royce's. It looked a bit odd to see a big aircraft sat there on jacks with no wheel on. The work went well, with the two brand new mainwheels fitted, the brakes given a good checking and fettling too and WR963 was gently lowered back down after around four hours work.
On the administrative side; to get things progressing towards airworthy we need a company with CAA A8-20 E4 approval to support us. They will be the ones who would submit various reports to the CAA on our behalf covering design, safety record and numerous other things such as the all important the Permit to Fly application. We approached two companies - one could not carry out the work due to no longer carrying the approval. The other is considering the matter. We have our fingers crossed.
Photo's of the mainwheel swap to come a little later.
Regards,
Rich
ps. Richard - I will e-mail you asap regarding the propeller manual.
richw_82 said:
Remember, this is currently the only place in the UK where you can see, hear and feel a live Shackleton, and one of only two left running in the world, so if you're out and about come down and say hello!
Regards,
Rich
I remember living in Singapore, as a kid, in the sixties, my dad was in the RAF and we did a school project on the Shackleton. A visit to the planes, a guided tour, and I had pride of place in the class as the only person who could draw a Shackleton that looked anything like a real one. Regards,
Rich
Fond memories.
It has been years and years since I saw one though.
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