1954 Avro Shackleton Mr2
Discussion
The St Mawgan one is actually privately owned and was 'lent' to the Station back in 1989 IIRC.
Great work Rich. Mayhap one day I'll be able to get over to Coventry and take a look (I also want to go on board the Nimrod). We have just got a whole load of Shack MR3 fuselage sections at the Fenland Museum that we are gradually restoring.
Great work Rich. Mayhap one day I'll be able to get over to Coventry and take a look (I also want to go on board the Nimrod). We have just got a whole load of Shack MR3 fuselage sections at the Fenland Museum that we are gradually restoring.
The St Mawgan Shack may be joining Classic Air Force (our ex Classic Flight friends from Coventry who moved down there) as the RAF part of St Mawgan are due a new gate guard. We sent a replacement tailwheel unit down there, and we have some mainwheels ready to go to make her good for the move.
Ginetta G15 Girl - you'll be more than welcome, and you can get on board both WR963 and XV232 no problem. We don't do barriers.
I'm glad the rest of WR971 has finally come out of hiding! I've seen the well restored section that has been on display for a while at Fenland, but only ever pictures of the rest in storage.
Ginetta G15 Girl - you'll be more than welcome, and you can get on board both WR963 and XV232 no problem. We don't do barriers.
I'm glad the rest of WR971 has finally come out of hiding! I've seen the well restored section that has been on display for a while at Fenland, but only ever pictures of the rest in storage.
Oooh, Oooh! Please, please, please can I come and look at XV232 as well?
I'm pretty sure I've 'logged' hundreds of hours of major servicing time on it. (Thousands on Grimrods in total).
Please can I do 84 hour working weeks crawling through all the fuel tanks, sloshing a bucket of MEK around?
Please will a painter disconnect the air line to my ancient breathing mask, even though I've put a warning sign on it?
Oh, and it would be really great it someone could start transferring fuel to the tank I'm in, so I end up with a massive fuel burn across my backside. It would make me feel young again.
And what about someone hammering away with a rivet gun on the other side of the structure, just a few inches from my ear?
How I miss scrubbing the skin on my hands and arms red raw with scotch-brite every night, trying to remove the PRC from it, in order to make myself presentable for the local tarts in the Carisbrooke pub!
Ending the day being screamed at by the WO, for having the audacity to walk the 30m from the hangar door to my car, without wearing my beret!
That feeling of arriving home with little recollection of the 30 minute drive just completed – priceless. (Head still swimming from Avtur/MEK/PRC fumes, you see).
All done under a leave ban because the aircraft's falling behind schedule.
Those were the days. (Not)
I'm pretty sure I've 'logged' hundreds of hours of major servicing time on it. (Thousands on Grimrods in total).
Please can I do 84 hour working weeks crawling through all the fuel tanks, sloshing a bucket of MEK around?
Please will a painter disconnect the air line to my ancient breathing mask, even though I've put a warning sign on it?
Oh, and it would be really great it someone could start transferring fuel to the tank I'm in, so I end up with a massive fuel burn across my backside. It would make me feel young again.
And what about someone hammering away with a rivet gun on the other side of the structure, just a few inches from my ear?
How I miss scrubbing the skin on my hands and arms red raw with scotch-brite every night, trying to remove the PRC from it, in order to make myself presentable for the local tarts in the Carisbrooke pub!
Ending the day being screamed at by the WO, for having the audacity to walk the 30m from the hangar door to my car, without wearing my beret!
That feeling of arriving home with little recollection of the 30 minute drive just completed – priceless. (Head still swimming from Avtur/MEK/PRC fumes, you see).
All done under a leave ban because the aircraft's falling behind schedule.
Those were the days. (Not)
Hi all,
Things are progressing well at Coventry, and more spares have been arriving from the various stashes that are held off site. One such load today included booster coils, Dowty undercarraige seals, and a large box containing a number of brake sacs. We're still trying to rationalise some of this, as there's a lot of stuff likely to never be used. One box for instance contained nothing but tailwheel centering mechanisms! There is the odd part we're coming across that will benefit other Shackleton groups, and we'll be doing our best to share out anything that won't be of use to us.
Over on WR963 herself things are pretty good. She survived the high winds without moving too much, our decision to face her into the prevailing wind seemed to have paid off... though I will admit to a few nervous moments after seeing reports of other larger aircraft moving excessively. The priming pump situation seems to have been solved, with the rebuilt pump still serviceable, and being checked each week.
The PTR 175 VHF radio is working properly, though we still have an intermittant issue, now traced to the antennae. As the system comprises of upper, lower, front and back with various switching systems; when you combine this with years of component robbing its a wonder WR963 could transmit/receive at all. We're looking to fit an approved 'whip' style antennae as a replacement for the blade type WR963 carries, something very near to what would be seen on early MR2 and some MR3 aircraft. This should bypass the disruptions, and give reliable communication - something that will be needed even more when the new PTR 1751 is fitted!
A few more electrical gremlins have surfaced, in that we're having fun trying to balance the load on the aircraft's generators. The priming pump issue intruded on this as the engines all need to be running to do this properly, with fine tuning done by removing a panel inside the aircraft and constant reference to the ammeters on the electrical panel at the engineers station. At the moment, the generator on No 2 engine is doing the lions share of the work, with the other three minimal. They're not dead, as they share the load nicely once No 2 is turned off, but trying to persuade all four to provide an equal current is tricky to say the least! We have some new voltage control units so intend to fit a new one and see if we can get things a little better.
On the airframe side we have some of the sealing tapes to replace, four years of outdoor weather has caused a couple of them to lift. We're just waiting for decent weather (stop sniggering...) and then its up on top of the wings again with the ceconite and dope. While we're up there we've also a plan involving a drawing specific to WR963, spar booms, and a man with an endoscope - the idea being to find out just how much WR963's structure has deteriorated in the 23 years outdoors at Coventry.
Its well known that the Shackleton has an issue with its top spar booms; in that some of the bolt holes drilled into it for the spar web, and wing skins very nearly intersect. The proximity varies between 1/16 inch to 1/4 inch, but each aircraft is different, and each of the last six serving AEW2 had their own spar drawings, along with a document highlighting the position, proximity and allowable tolerance if any cracking is found. The presence and severity of any cracking is what dictates the life of the boom. As you can probably guess, we're keeping our fingers crossed, as if the top booms are okay, we stand a better chance of seeing WR963 use up the remaining flying hours she has.
Lastly...
WR963 will be ground running on Saturday 8th March. The exact engine start time is tbc, but traditionally we run her up at about 1pm. Access is as always through the airport's West Gate just outside the village of Baginton, postcode for those that want it is CV8 3AZ. Its a going to be a day of celebrating all things Shackleton - as on 9th March it is 65 years since the prototype Shack first flew, and a few days later on 11th March is 60 years since WR963 first took to the skies (and the day we consider her 'birthday').
So, if you fancy the sight and spectacle of the UK's only live Shackleton* exercising 9,800 horsepower, come along to Coventry Airport, listen to WR963 growl, and share a bit of her birthday cake.
Regards,
Rich
Things are progressing well at Coventry, and more spares have been arriving from the various stashes that are held off site. One such load today included booster coils, Dowty undercarraige seals, and a large box containing a number of brake sacs. We're still trying to rationalise some of this, as there's a lot of stuff likely to never be used. One box for instance contained nothing but tailwheel centering mechanisms! There is the odd part we're coming across that will benefit other Shackleton groups, and we'll be doing our best to share out anything that won't be of use to us.
Over on WR963 herself things are pretty good. She survived the high winds without moving too much, our decision to face her into the prevailing wind seemed to have paid off... though I will admit to a few nervous moments after seeing reports of other larger aircraft moving excessively. The priming pump situation seems to have been solved, with the rebuilt pump still serviceable, and being checked each week.
The PTR 175 VHF radio is working properly, though we still have an intermittant issue, now traced to the antennae. As the system comprises of upper, lower, front and back with various switching systems; when you combine this with years of component robbing its a wonder WR963 could transmit/receive at all. We're looking to fit an approved 'whip' style antennae as a replacement for the blade type WR963 carries, something very near to what would be seen on early MR2 and some MR3 aircraft. This should bypass the disruptions, and give reliable communication - something that will be needed even more when the new PTR 1751 is fitted!
A few more electrical gremlins have surfaced, in that we're having fun trying to balance the load on the aircraft's generators. The priming pump issue intruded on this as the engines all need to be running to do this properly, with fine tuning done by removing a panel inside the aircraft and constant reference to the ammeters on the electrical panel at the engineers station. At the moment, the generator on No 2 engine is doing the lions share of the work, with the other three minimal. They're not dead, as they share the load nicely once No 2 is turned off, but trying to persuade all four to provide an equal current is tricky to say the least! We have some new voltage control units so intend to fit a new one and see if we can get things a little better.
On the airframe side we have some of the sealing tapes to replace, four years of outdoor weather has caused a couple of them to lift. We're just waiting for decent weather (stop sniggering...) and then its up on top of the wings again with the ceconite and dope. While we're up there we've also a plan involving a drawing specific to WR963, spar booms, and a man with an endoscope - the idea being to find out just how much WR963's structure has deteriorated in the 23 years outdoors at Coventry.
Its well known that the Shackleton has an issue with its top spar booms; in that some of the bolt holes drilled into it for the spar web, and wing skins very nearly intersect. The proximity varies between 1/16 inch to 1/4 inch, but each aircraft is different, and each of the last six serving AEW2 had their own spar drawings, along with a document highlighting the position, proximity and allowable tolerance if any cracking is found. The presence and severity of any cracking is what dictates the life of the boom. As you can probably guess, we're keeping our fingers crossed, as if the top booms are okay, we stand a better chance of seeing WR963 use up the remaining flying hours she has.
Lastly...
WR963 will be ground running on Saturday 8th March. The exact engine start time is tbc, but traditionally we run her up at about 1pm. Access is as always through the airport's West Gate just outside the village of Baginton, postcode for those that want it is CV8 3AZ. Its a going to be a day of celebrating all things Shackleton - as on 9th March it is 65 years since the prototype Shack first flew, and a few days later on 11th March is 60 years since WR963 first took to the skies (and the day we consider her 'birthday').
So, if you fancy the sight and spectacle of the UK's only live Shackleton* exercising 9,800 horsepower, come along to Coventry Airport, listen to WR963 growl, and share a bit of her birthday cake.
Regards,
Rich
- (for the moment... I know Gatwick are planning on awaking WR982 at some point)
Hi all,
Just a quick bump to remind people that we're running the Shackleton up this weekend.
Also... I'm here with a plea for volunteers. With Shackleton and Nimrod to look after, we could do with more people helping out, so if you have a few spare hours on a Saturday and fancy helping service Rolls Royce Griffons, replacing those infamous loose rivets, digging through the archive drawings, or playing Indiana Jones in the store with boxes packed 50 years ago, you would be more than welcome.
Contact me at shackletonwr963 (at) googlemail.com if you're interested.
Regards,
Rich
Just a quick bump to remind people that we're running the Shackleton up this weekend.
Also... I'm here with a plea for volunteers. With Shackleton and Nimrod to look after, we could do with more people helping out, so if you have a few spare hours on a Saturday and fancy helping service Rolls Royce Griffons, replacing those infamous loose rivets, digging through the archive drawings, or playing Indiana Jones in the store with boxes packed 50 years ago, you would be more than welcome.
Contact me at shackletonwr963 (at) googlemail.com if you're interested.
Regards,
Rich
Hi guys,
WR963 ran up fine on all four engines, the only snag was the No 2 inverter failed. Other than that she's in great health. We'll be looking at trying a taxy trial again in the near future, as other than a shot of nitrogen in the oleos she was ready to go.
Video link (if it doesn't work, you may need to go through the Shackleton Facebook page and look for it directly.)
https://www.facebook.com/photo.php?v=1015388265269...
Next run is April 5th.
Kind regards,
Rich
WR963 ran up fine on all four engines, the only snag was the No 2 inverter failed. Other than that she's in great health. We'll be looking at trying a taxy trial again in the near future, as other than a shot of nitrogen in the oleos she was ready to go.
Video link (if it doesn't work, you may need to go through the Shackleton Facebook page and look for it directly.)
https://www.facebook.com/photo.php?v=1015388265269...
Next run is April 5th.
Kind regards,
Rich
Hot weather this weekend but maintenance goes on... a new hydraulic hand pump supplied by the Victor XL231 team at Elvington has been built up with a new handle and correct fittings; and fitted into the No 3 nacelle. The old one is shown close up, and quite obvious is the failed seal which let full engine driven hydraulic pressure act upon its piston, shearing the pushrod. The new one was fitted, the fluid topped up and the lines bled off. We could then drop the flaps, and close the bomb doors, bleeding more parts of the system; but there is still air in the system. Overall though it works and is leak free! More OM15 will be added next week and another bleeding carried out to purge the last of the air.
The CSU on No 1 engine was reset and is ready to try out on the next run, it shouldn't drop into feather range this time. From fine pitch (maximum revs) to coarse pitch (minimum revs) the arm has 61 degrees of movement. The next 19 degrees of movement puts it into feather range. This movement at the CSU has to correspond with the movement of the pitch levers in the cockpit. With the wear in WR963's linkages the CSU was into its feather range before the lever in the cockpit was past its gate. The adjustments we have done at the engine put it back into its correct position against the setting in the cockpit.
Some general maintenance was done in and around the No 3 engine nacelle, involving lubricating various fasteners and fittings, and replacing a couple of DZUS fasteners that had broken or worn. Interesting to find was more Lancaster/Lincoln DNA in the wing... the inboard flap carries on across above the nacelle, but on the Shackleton it is split; as the rear of the nacelle doesn't move with the flap. Hinge and flap are still there though, though only a small portion of it moves!
Now for some good news... we had a meeting recently with a top notch company willing to give A8-20 E4/M5 support to the Shackleton so things have just taken another big step forward. We will be upping our fundraising efforts as a result, to include making a HLF application in the near future. We may have mentioned it before, but we really need your help to see WR963 fly again now more than ever! If you haven't already donated we encourage you to do so, as every little helps get a Shackleton closer to flight.
Regards,
Rich
The CSU on No 1 engine was reset and is ready to try out on the next run, it shouldn't drop into feather range this time. From fine pitch (maximum revs) to coarse pitch (minimum revs) the arm has 61 degrees of movement. The next 19 degrees of movement puts it into feather range. This movement at the CSU has to correspond with the movement of the pitch levers in the cockpit. With the wear in WR963's linkages the CSU was into its feather range before the lever in the cockpit was past its gate. The adjustments we have done at the engine put it back into its correct position against the setting in the cockpit.
Some general maintenance was done in and around the No 3 engine nacelle, involving lubricating various fasteners and fittings, and replacing a couple of DZUS fasteners that had broken or worn. Interesting to find was more Lancaster/Lincoln DNA in the wing... the inboard flap carries on across above the nacelle, but on the Shackleton it is split; as the rear of the nacelle doesn't move with the flap. Hinge and flap are still there though, though only a small portion of it moves!
Now for some good news... we had a meeting recently with a top notch company willing to give A8-20 E4/M5 support to the Shackleton so things have just taken another big step forward. We will be upping our fundraising efforts as a result, to include making a HLF application in the near future. We may have mentioned it before, but we really need your help to see WR963 fly again now more than ever! If you haven't already donated we encourage you to do so, as every little helps get a Shackleton closer to flight.
Regards,
Rich
Crew and Pax details would be recorded on the Flight Authorisation sheet (RAF Form F1575). These consisted of a top copy and a carbon and were retained for legal requirements for (I believe) 5 years. Where they went after I am unsure; probably they were destroyed.
With regards to Pilots' Logbooks (RAF Form F414), these will record the names of the Captain/First pilot and the Co Pilot/Second Pilot/Pilot's Assistant as required dependent on a/c type. There is no space in this document for Crew/Pax names.
Similarly the Aircrew logbooks would record the the Aircrewman/woman (ie Nav, AEop/AEO, Flt Eng) and the Captain's names only.
With regards to Pilots' Logbooks (RAF Form F414), these will record the names of the Captain/First pilot and the Co Pilot/Second Pilot/Pilot's Assistant as required dependent on a/c type. There is no space in this document for Crew/Pax names.
Similarly the Aircrew logbooks would record the the Aircrewman/woman (ie Nav, AEop/AEO, Flt Eng) and the Captain's names only.
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