tag:blogger.com,1999:blog-44954475129776796292024-03-01T10:34:28.411+00:00Victor XL231 Lusty LindyUnknownnoreply@blogger.comBlogger121125tag:blogger.com,1999:blog-4495447512977679629.post-73481234751269850712016-10-16T01:18:00.001+01:002016-10-16T01:18:25.046+01:00Photo 'Nightshoot'Timeline Events (TLE) were contracted by the Museum to run a photography and enthusiasts 'Nightshoot' on Friday the 14th October. Similar events are becoming very popular with classic aircraft, historic railways and historic transport in general.<br />
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XL231 was in the line-up for the photo shoot as well as the Museum's Nimrod (XV250) and Blackburn Buccaneer (XX901). Re-enactors were also used to bring some of the photographs to life.<br />
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Various different types of coloured lighting were used, along with smoke generators and the effects were impressive.<br />
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Unknownnoreply@blogger.com0tag:blogger.com,1999:blog-4495447512977679629.post-68179793964561104252016-10-05T01:14:00.002+01:002016-10-05T01:14:10.484+01:00Instrument ServicingI noticed a while back that the Captain's Artificial Horizon was sticking during power-up and the horizon bar was not oscillating as it should do. This is part of the Smiths 'Military Flight System' or Mystery Flight System by its RAF nickname! It comprises of two artificial horizons, 2 vertical gyro's, 2 beam compasses, 2 azimuth gyro's and 2 compass amplifier units. 2 linked separate systems for the Captain and Co-pilot and this is also integrated with the Navigation Bombing System (NBS) and also the Instrument Landing System (ILS).<br />
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We changed and swapped the vertical gyro's and other spare components around that control the horizon's and the effect was the same. So, I concluded it was the instrument that was at fault. Because roll and pitch only happens in flight it became clear that the flight instruments, particularly the artificial horizon's would slowly seize up with ground use only.<br />
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I removed the instrument from the panel and dismantled the casing to find the mechanism's to be very stiff. With a good clean they freed up nicely and the instrument is ready to be refitted.<br />
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As far as I know this is the ONLY totally working MFS system fitted in any of the surviving working V Bombers so, it is historically important to keep it working. Luckily we have a number of spare components. But, we are always on the look out for further spare parts.We are fortunate to have the correct MFS test set that plugs into the aircraft and we have run the correct checks a number of times.<br />
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Unknownnoreply@blogger.com0tag:blogger.com,1999:blog-4495447512977679629.post-90302214885071999102016-09-14T01:54:00.003+01:002016-09-14T01:54:27.025+01:00XL231 Nose undercarriage change 1991Every now and again something happens to fill some blanks in the history of XL231 'Lusty Lindy'<br />
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In 1991 Joe Ford was lucky to take a trip in a Victor, it was XL164 'Saucy Sal'. Another post will cover the full story later . But, it was only by a chance visit to Elvington and later conversation that the below became apparent.<br />
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Joe took a picture of XL231 on the pan at RAF Marham on the day of his Victor sortie, July 19th 1991. She was clearly undergoing maintenance at the time, It looked to me like the nose leg was removed as she was clearly on main and tail jacks.<br />
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I pulled the history of XL231 out of my archive and found the Maintenance Work Order and also the Log card for the leg itself. overhauled in 1988 at RAF St Athan after removal from XL158. Uninteresting to some but, a story to a snap shot of XL231 in RAF service with 55 Squadron just after Operation Granby, The Gulf War. In fact XL231 was to return to Bahrain to continue service in the Gulf and UK with the remaining Victor fleet until September of 1993 when the Victor's returned to participate in the UK NATO Exercise 'Elder Joust'. The Squadron disbanded on the 15th October.<br />
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Thanks for the below picture Joe.<br />
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Unknownnoreply@blogger.com0tag:blogger.com,1999:blog-4495447512977679629.post-15808277326167754422016-09-11T05:03:00.001+01:002016-09-11T05:03:17.931+01:00Marie Curie Morris Minor's & XL231<br />
This week saw the Morris Minor's Marie Curie Car Marathon stop off at the Museum, as part of their cancer charity fund raising road run. They chose the Victor as the backdrop for their on-site pictures.<br />
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Unknownnoreply@blogger.com0tag:blogger.com,1999:blog-4495447512977679629.post-67855648001603706912016-08-09T22:27:00.002+01:002016-08-09T22:37:01.360+01:00Fuel FlowmetersA very satisfying result from quite a bit of perseverance resulted in a totally serviceable fuel flowmeter in XL231. The original proved unreliable, sometimes showing odd flow rates. The rate is calculated via 'windmill' transmitters in the fuel line of each engine supply circuit and then calculated and totaled.<br />
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Ken Sanderson; aka 'Radio Ken' and his colleague Terry took 3 Fuel Flowmeter computers including XL231's original and made one good one out of the 3. They tested each radio valve and ensured only the good one's were installed in the best unit. Their time and effort has paid off as each one showed the fuel flow rate at engine idle on last Sunday's 'Thunder Day' at the Museum and the totaled amount is also correct on the totaliser gauge next to the flowmeter controller. This was also recently replaced. None of this is required for what we do with XL231 but, we like to keep her as correctly working as she was in RAF service and for historical purposes.<br />
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Engines 1,2,3,4 all individually pictured.<br />
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Well done Ken and Terry!<br />
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Unknownnoreply@blogger.com0tag:blogger.com,1999:blog-4495447512977679629.post-16998368326031598672016-08-02T00:22:00.000+01:002016-08-02T00:22:19.816+01:00Servicing August 2016Servicing work on XL231 continues. Sticking gauges, caused by a lack of use are a bit of an irritation and occasionally some of them have to be removed for servicing. The recent one's are the engine oil pressure gauges for No's 1 and No's 2 engines. These are sticking above zero in an un-powered condition and should fall below zero without power so, they have been removed for the internal mechanisms cleaning. A simple enough job to do but one that has to be done carefully. In addition the No2 engine Kilowatt power meter from the AEO's main panel has been removed due to the glass being loose and jamming the needle. All three gauges have been replaced with serviceable spare units in the meantime.<div>
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Unknownnoreply@blogger.com0tag:blogger.com,1999:blog-4495447512977679629.post-74053261807326401352016-07-28T07:22:00.000+01:002016-07-28T07:22:04.019+01:00New Bungs for Lindy!As time goes on, age and the weather take their toll, especially on the softer items such as weather protection.<br />
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One such item we have run out of are some of the 'bungs and blanks', all very necessary to keep the weather, insects and birds out. The bungs simply rot away over time and in some 20+ years the stock of them has been gradually used up.<br />
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It was decided that some new one's had to be made as prototypes so, after a sheet of the correct material was kindly donated by Gary Hancock, YAM employee and former Bae Apprentice it was decided that Danielle would have a go at making some.<br />
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The end result is pretty good for a first attempt and these are for the Powered Flying Control Air Intakes in the leading edges of the wings.<br />
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Any bungs or blanks from any aircraft type can be modified to fit so, anyone with such items lying around please let me know!<br />
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Unknownnoreply@blogger.com0tag:blogger.com,1999:blog-4495447512977679629.post-65737433156105080232016-07-27T22:30:00.001+01:002016-07-27T22:30:47.860+01:00Preparation for 7th August 'Thunder Day' Its been a while since anything was posted on the blog. But, rest assured work has continued on XL231 as usual. Every Sunday and other days.<br />
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The Museum's final 'Thunder Day' for this year will be on the 7th August. ALL activities and engine runs will be on the Museum site. There will be NO taxi runs for this event.<br />
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One item of necessity is fire detection so, regular checks are carried out on XL231's engine detection and other zones of the aircraft. Pictured are the individual engine fire warnings during test and the 'attention getter' that was fitted as a modification to ensure the Captain saw any fire warning as it occurred. To operate the relevant fire extinguisher the illuminated button is pressed.<br />
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Unknownnoreply@blogger.com0tag:blogger.com,1999:blog-4495447512977679629.post-75586767462349163192016-04-26T23:33:00.001+01:002016-04-26T23:34:59.817+01:00Gulf War Victor pilot reunited with XL231A surprise visit on Sunday the 24th April brought another ex-Victor K2 pilot Flt Lt Dave Attwood along for a look at XL231. He didn't seem to be disappointed by what he saw and we thoroughly enjoyed showing the Victor to him once again.<br />
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Dave flew Victor's for a considerable time, including Gulf War 1 (Operation Granby) and was on No55 Squadron until the end of Victor operations in October 1993. He delivered XL161 to RAF Lyneham as one of his last duties for fire training purposes and in order to complete 2000 hours on the Victor K2 took some 2+hours to transit from RAF Marham in Norfolk, to RAF Lyneham in Wiltshire!<br />
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Dave Attwood in the Captain's seat during a TV interview in 1993<br />
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In the Captain's seat again 23 years later!<br />
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<br />Unknownnoreply@blogger.com1tag:blogger.com,1999:blog-4495447512977679629.post-51874973955763913052016-04-12T23:15:00.000+01:002016-04-12T23:27:39.434+01:00First Full Engine Runs of 2016The 3rd April was The Yorkshire Air Museum's 'Thunder Day' with myself not only running my own XL231 along with the teams support but, also being the 'responsible person' in charge of the event. <br />
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The event, despite being static engine runs only was extremely successful on visitor attendance and the Bae Nimrod MR2, Douglas DC-3, DeHavilland Devon and Se5 aircraft were also all run successfully.<br />
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Port engines at high power<br />
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The next planned event is on the 7th May. The Victor and Nimrod will be taxied on the airfield parking apron which is 52 acres (yes 52) of concrete! and the Douglas DC-3 will be on the runway for its first high power taxi tests with a current DC-3 pilot at the controls, with myself in the co-pilot's seat.<br />
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<br />Unknownnoreply@blogger.com2tag:blogger.com,1999:blog-4495447512977679629.post-72359104201819798632016-03-17T07:53:00.003+00:002016-03-17T07:53:45.639+00:00Compass change for Lindy!<div class="separator" style="clear: both; text-align: center;">
The Smiths Military Flight System (MFS) Beam compass for the co-pilot's position failed several years ago and as it is 'type specific' for the Victor K2. I found it impossible to locate the correct one.and so I had to replace it with a Vulcan B2 version which is a Type B. The Victor is modified up to Type C. They are externally identical to each other but with some differing operations . I was lucky to be able to finally locate a correct and unused Type C at Newark Aerojumble and so team member Tom Winter (ex-55 Squadron INSTIE) changed it last Sunday and it is fully serviceable and the system fully working.</div>
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<br />Unknownnoreply@blogger.com0tag:blogger.com,1999:blog-4495447512977679629.post-19256745552193866892016-01-04T22:26:00.002+00:002016-01-04T22:26:56.529+00:00A new Basket for Lindy!In December I asked a question to a friend at Cobham Aviation, formerly Flight Refueling Ltd about the possible chances of replacing some of the Air to Air Refueling kit fitted to the Victor, if anything suitable was available.<br />
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Luckily, I was offered a serviceable Mk17B Hose Drum Unit basket which is actually a Victor one and which we soon eagerly went to collect from Cobham Aviation!<br />
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This will soon be replacing the one currently installed in the bombay in XL231. In the main due to the fact that during service some of the basket spokes were bent during a bad contact with a receiver aircraft. The damage is commonly known as being 'spoked'.<br />
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Unknownnoreply@blogger.com1tag:blogger.com,1999:blog-4495447512977679629.post-5619939224508422122016-01-02T13:42:00.001+00:002016-01-02T13:42:31.901+00:00Auxiliary Power Unit fuel valveArtouste Auxiliary Power Unit fuel solenoid valve<br />
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After numerous unexpected shutdowns of the APU over recent years it was deduced that the valve which controls the fuel supply for starting and running the APU was sticking. Several attempts at repairing the valve have met with limited success so I decided to look at replacing the valve as a 'New Years Resolution!'. Obviously, with 1960's era equipment its difficult to locate a replacement so, I decided to go for a modern equivalent. A commercially available valve used in domestic fuel oil heating systems! In fact some fuel oil is reclaimed jet fuel. A couple of replacement adaptors were required because the original valve had male threaded adaptors and the new valve had female threads and this required a bit of homework. Anyway the end result is ready to fit back in for testing and wirelocking in place.<br />
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New valve fitted and the old valve shown for comparison</div>
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Unknownnoreply@blogger.com0tag:blogger.com,1999:blog-4495447512977679629.post-55254473074271806362015-11-09T12:08:00.001+00:002015-11-09T12:08:36.614+00:00Autopilot Parts ReplacementDue to the complexities and age of the systems in the Victor, things naturally cause problems and minor 'irritations'. One such item is the Mk10B Autopilot's power supply Torque Switch. This has been a problem on and off for many years and it was only very recently that I managed to source an 'as new item'. I'm pleased to say that it all works fine once again! We all know that its unlikely that the autopilot will ever be used in 'anger' again but, we like everything to work to as near operational status as possible. <br />
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<tr><td class="tr-caption" style="text-align: center;">Mk10 B Autopilot power supplies control </td></tr>
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<tr><td class="tr-caption" style="text-align: center;">New and old torque switches</td></tr>
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Unknownnoreply@blogger.com0tag:blogger.com,1999:blog-4495447512977679629.post-4901378774036596112015-11-05T23:29:00.004+00:002015-11-05T23:29:56.900+00:0055 Squadron Reunion gatheringA number of ex-Victor personnel attended the reunion on the 13th September, organised by ex-55 Sqn member Tom Winter and many new contacts were made. All seemed happy with what they saw and heard and the day generally was a success.<br />
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It is hoped that a larger gathering will be arranged for next year and all who attended left Elvington with a lot of nostalgia. From our point of view it was comforting to know that we had not disappointed them and they all seemed impressed.<br />
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Unknownnoreply@blogger.com0tag:blogger.com,1999:blog-4495447512977679629.post-54337967769623043292015-09-15T18:34:00.001+01:002015-09-15T18:34:43.604+01:00XL231 Lusty Lindy, Victor Tanker reunion Engine Run 12th September 2015<iframe allowfullscreen="" frameborder="0" height="270" src="https://www.youtube.com/embed/-DKh2U9zUKA" width="480"></iframe>Unknownnoreply@blogger.com0tag:blogger.com,1999:blog-4495447512977679629.post-79846431938111252912015-09-10T20:18:00.001+01:002015-09-10T20:18:06.107+01:00More parts for Lindy!<div><div class="separator" style="clear: both;"><span style="font-family: 'Helvetica Neue Light', HelveticaNeue-Light, helvetica, arial, sans-serif;">This weeks visit to see Mr J Birkett of Birketts Radio & Surplus in Lincoln yielded a good 'haul' of Victor K2 compatible parts. Essential to help keep XL231 in fully working order and it comprised of the following; </span></div><div class="separator" style="clear: both;"><span style="font-family: 'Helvetica Neue Light', HelveticaNeue-Light, helvetica, arial, sans-serif;">3x TACAN Transmitter/ Receivers (the large square boxes)</span></div></div><div>3x MV electrical Frequency meters for the AEO panel</div><div>2x Main engine jet pipe temperature indicators </div><div>1x Main engine oil pressure indicator</div><div>1x Fuel gauge amplifier</div><div>1x Altimeter Pressure Error Corrector Unit</div><div><br></div><div class="separator" style="clear: both;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg0TNxHweusIaJiRdBU5Oj4ddw6tRIRXCl0vvs_MtWgJwCQbyGgbmvbFR8c4Jmdc1d1dpHNhZodXxxV9Pyk_UXma8E9sU-Mh2e_FUfq0mCpEwnGWuFm8y3uMS-u4QdluY0iXudpp1XcRNkE/s640/blogger-image--1140966735.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg0TNxHweusIaJiRdBU5Oj4ddw6tRIRXCl0vvs_MtWgJwCQbyGgbmvbFR8c4Jmdc1d1dpHNhZodXxxV9Pyk_UXma8E9sU-Mh2e_FUfq0mCpEwnGWuFm8y3uMS-u4QdluY0iXudpp1XcRNkE/s640/blogger-image--1140966735.jpg"></a></div><br><div class="separator" style="clear: both;"><br></div><div class="separator" style="clear: both;">Some of the above items are not essential as XL231 is not flying but as an 'Historical Object' We prefer as much as possible to be kept in fully working order and XL231 is the ONLY totally complete example of her breed left.</div>Unknownnoreply@blogger.com0tag:blogger.com,1999:blog-4495447512977679629.post-19715917456751832112015-09-06T22:11:00.001+01:002015-09-06T22:11:13.226+01:00Victor K2 reunion Saturday 12th SeptemberA small gathering of ex-Victor K2 personnel are gathering at Elvington for a day of nostalgia and an engine run of XL231 'Lusty Lindy'. This will be followed by a chance to tour and inspect the aircraft.<br />
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The personnel served on either of the Victor K2 Squadrons, No's 55 or No57 Sqn's respectively or The Victor Operational Conversion Unit, No232 OCU.<br />
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Subject to the event being a success a major reunion will be organised for 2016.<br />
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The event and the Museum is open to general visitors as well on the 12th Sept.Unknownnoreply@blogger.com0tag:blogger.com,1999:blog-4495447512977679629.post-52281913239545688842015-08-30T00:09:00.002+01:002015-08-30T00:09:42.290+01:00Monday 31st AugustDue to re-surfacing on the runway, there will be NO taxy runs of the Victor or ANY of the Museum aircraft. ALL engines runs will be carried out on the museum site only until further notice. We realise that this may be a dissapointment to some but, it is a matter out of our control. Updates will be published.Unknownnoreply@blogger.com0tag:blogger.com,1999:blog-4495447512977679629.post-65004436890968329672015-08-24T19:15:00.003+01:002015-08-24T19:15:30.231+01:00Sqn Ldr Noel 'Red' DunninghamOn Sunday an old friend made a return visit to see XL231. An aircraft he flew many times as part of Britain's Nuclear Deterrent.<br />
'Red' Dunningham was Victor B2 QFI, 'Blue Steel' qualified and had a very long and illustrious career in the RAF.<br />
He started flying Harvards in South Africa before flying Spitfires and Hurricane's operationally. He then went onto the Meteor and Vampire Jet Fighters before commanding a Canberra Squadron.<br />
He was personally selected for the V Force and Victor B2's by Air Chief Marshall Sir Augustus (Gus) Walker to be a Victor B2 pilot and he never regretted a minute of it!<br />
I was lucky to able to take 'Red' on taxy run in XL231 a number of years ago and he was able to ride in the Co-pilot's seat.<br />
'Red' is aged 93 now but, very much with it and apart from being a bit 'shaky' in the legs is bright as a button. The legs he puts down to running too many London Marathons!<br />
He assures he will be back for further visits and we hope that he definitely is!<br />
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Unknownnoreply@blogger.com0tag:blogger.com,1999:blog-4495447512977679629.post-65964926793378610212015-08-12T16:47:00.001+01:002015-08-12T16:47:42.635+01:00XL231 in the 1960's by Dennis RobinsonDennis Robinson posted the below fantastic pictures on facebook and has kindly allowed them to be shared here that he took of XL231 at RAF Luqa, Malta in the late 1960's. When XL231 was a B2R (retrofit) 'Blue Steel' missile capable aircraft. The top picture is the later one from 1967 with the Wittering Wing Lion on the tail and various aerial modifications not seen in the 3 earlier shots, taken between 1964-67 (Victors were camouflaged by 1964 after the V Force tactics changed from high level to low level operations)<br />
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<br />Unknownnoreply@blogger.com0tag:blogger.com,1999:blog-4495447512977679629.post-76988888684253843682015-08-04T20:46:00.000+01:002015-08-04T20:46:19.232+01:00April 2nd Engine RunsSunday August the 2nd was Engine running day for XL231 and all the 'live' aircraft at the Museum. There was no intended taxying on the runway planned for the event.<br />
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As I was intended to run the DC-3 Dakota after major engine work, I felt I had to concentrate on that, so I handed the Victor over to Ollie Suckling, Rob Langham and Rick Gill to run. Ian Finch carried out the Crew Chief duties. All went extremely well and no snags were encountered. At one point the nose Oleo leg visibly compressed under the thrust from the engines! She was shut down in a VERY serviceable condition and we retired to the NAAFI for Coffee and Cake. Grateful the snag list was pretty empty!<br />
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<br />Unknownnoreply@blogger.com0tag:blogger.com,1999:blog-4495447512977679629.post-79898136115689935532015-08-04T19:13:00.000+01:002015-08-04T19:13:01.336+01:00Brake and Tyre ServicingWe noticed that we had a hydraulic fluid leak on the port front inner brake unit and by chance the one and only boxed brake unit I had acquired some time ago turned out to be the correct one. So, we fitted the unit and bled the air out of the system without problem. Several brake pistons on the Port front outer brake unit were also weeping oil so I decided to renew the seals on these and all has turned out very well. In addition we also fitted 2 replacement tyres to the outer front wheel. Engineering Students currently with the Museum from France ably assisted in this task and learnt a few extra practical skills. Pictured with team member Sam Ward.<br />
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Unknownnoreply@blogger.com0tag:blogger.com,1999:blog-4495447512977679629.post-42621067958406740932015-07-07T11:06:00.000+01:002015-07-07T11:06:38.503+01:00Flt Lt John LedgerIt was with sadness that I received the news over the weekend that John Ledger, XL231's first volunteer Captain for her initial taxy runs at Elvington had passed away.<br />
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John, a remarkable witty character first appeared at Elvington in early 1994 when he was in his last flying role as Chief Pilot for Knight Air at Leeds & Bradford Airport. The 'Dunkeswick Air Disaster' later in the year involving a company aircraft dissolved the company and John took retirement.<br />
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After flying training in the RAF. John was posted to Canberra's and then selected for the V Force. He was posted to the Vickers Valiant Fleet and was selected to be the co-pilot on Britain's first Atomic weapon drop trials in Valiant WZ366 at Maralinga ranges in Australia, he was remarkably non-plussed and stated that "We killed a few Kangaroos!"<br />
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After Valiants John flew the Victor B1 before applying to RAF Transport Command for Britannia's. His posting came through; Victor B2's! John was unhappy at the thought of Victors again but, came to love the aeroplane. He finally got the posting he wanted and flew Britannia's before leaving to pursue a Civil career in the airlines. Initially with Monarch he flew the Britannia and flew the IWM's Monarch Britannia 'Victor Tango'on an around the World trip before re-training on his favourite, the Boeing 707. Monarch still had Navigators in those days and being typical ex-RAF he use to taunt them and some of his taunts are hilarious but, not for this blog! Following Monarch he joined the Jordanian carrier ALIA on the Boeing 707 and 720B, he described the latter as the 'hotship 707'. John then flew for a number of airlines until his retirement and then spent 4 years with us at Elvington taking XL231 on its first taxy run as a Civil Victor in 1994. He put enormous faith in myself in the team and before long brought his old AEO Al Stephenson along and Al continues with us to this day.<br />
A severe back injury in 1998 forced John to step down and it hurt him tremendously because he had to give it all up. He did occasionally visit and his sense of humour never really waned, drunken barbecue's and parties with his lovely ex-air hostess wife Maggie were a thing of legend. sadly John's last few years were wheelchair bound and I last saw him a few years back at the Newark V Force reunion.<br />
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"John, I hope that wherever you are, you are at peace with your beloved Valiant's, Victors, and Boeing's. You were a great friend and good company and you put a lot of faith in us to do it right".</div>
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Unknownnoreply@blogger.com0tag:blogger.com,1999:blog-4495447512977679629.post-80255715777668374312015-06-09T19:02:00.001+01:002015-06-09T19:02:05.628+01:00Just when things seemed to be going well...On Sunday's advertised 'Thunder Day' the Rolls Royce Artouste APU jet engine decided to have a really bad day and burned out its starter motor.<br />
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As the spare unit was 25 miles away then the day could not be redeemed and we removed the offending item at the end of the day. Bits of molten copper dropping out of it convinced me it was time to send it to the repair shop!<br />
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I've since fitted the replacement 'as new' motor and the 125 AMP control fuse that also blew. The motor has to endure very high speeds and from time to time they do fail.<br />
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Starter motor removed</div>
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Starter motor replaced<br />
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OX38 Turbine Oil<br />
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Engine re-oil connection<br />
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Panel GBZ, The starter fuse is the left hand fuse. The other 3 are for the AC power generation from APU's 200Volt Generator<br />
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