#twitterVforce meet up

Well folks, it's finally time to announce the details for the forthcoming #twitterVforce 3rd anniversary get together.

We are very proud to announce that on SATURDAY 28th MARCH 2015 you are invited up to Robin Hood Airport Doncaster  (henceforth referred to as RAF Finningley) for an intimate 4 hours in the company of an iconic Cold War Warrior.

 Avro Vulcan B.Mk2 XH558

Avro Vulcan B Mk.2 XH558 at RNAS Yeovilton 2014

We are honoured that we have the pleasure of Craig BULMAN - author of the very successful book The Vulcan B Mk.2 From a Different Angle with us and he will be giving his very 1st public talk on the B2. Craig's knowledge is 2nd to none and this is a fantastic opportunity to gain further insight into one of Avro's finest aircraft. Craig has been lucky enough to actually fly in Vulcan XL388 from RAF Waddington to RAF Honington on 2nd April 1982 (XL388's Cockpit is currently at Aeroventures here at Doncaster) and was also in the Rear Crew Compartment for Vulcan XM655's 30th/50th anniversary fast taxi run at Wellesbourne Mountford Airfield last year.Those of you who subscribe to the XH558 Newsbytes or are VTTSC members who receive The Vulcan magazine will be aware of his detective work in 'Vulcan Spotting' - the guy is a legend and for the true Vulcan buff this is an opportunity that you cannot afford to miss.

Craig Bulman (right) with Derek Parks (Ex Javelin & Vulcan Chief Tech) & Flt Lt John Ince (centre)

Also on hand will be a few of our followers who are also Volunteers/Tour Guides at Hangar 3 who will be able to show you around '558 and no doubt a couple of personnel from the engineering team will be on hand to answer any technical questions you may have.

A point to remember is that X-ray Hotel 558 will be in the middle of her Winter Service so no doubt you will see her in a different light.

We also have representatives from the other V Force Bombers - From Team Victor will be Andre Tempest, owner of Operation Granby veteran  Handley Page Victor K2 XL231 ' Lusty Lindy' (http://victorxl231.blogspot.co.uk/) based just up the road at the Yorkshire Air Museum,  Elvington and from Team Valiant we have Flt Lt Al Stevenson who served with both Vickers Valiant and latterly HP Victor and is currently Lindy's AEO (read about him here: http://t.co/ZCEMVwEoNu) .

The time of the visit will be between 13:00hrs and 17:00hrs.

Andre Tempest proudly displaying his #twitterVforce wristband

Tickets are limited to 100 and are only available from the Vulcan To The Sky Trust website with all money taken from the sales going directly towards keeping XH558 airworthy.

To purchase your ticket please follow this link:

https://vulcantotheskytrust.checkfront.co.uk/reserve/?category_id=17&date=2015-03-28

Tickets for the event are priced at £20 and will include 4 hours with XH558, Craig Bulman's presentation and Tea/Coffee & Biscuits and of course plenty of time to admire XH558 at your leisure. There will be other 'edible goodies' available made by one of our #twitterVforce followers (you will have seen the euphoria created when 'prototype' pictures of the Gingerbread V Force were posted on Twitter) to which a small donation towards '558 would be the proper thing to do. The usual range of '558 merchandise will also be available to purchase.

When you have bought your ticket(s) please let us know that you are attending by tweeting us here at @VForceHQ - Make sure you add our #tag ........ #twitterVforce

There will also be a secret auction for you to bid on - At the end of the day you could be walking away with a genuine piece of Avro Vulcan XH558 with full documentation (Cert of authentication and 'Unserviceable' label).

Also on hand will be Jo Ayres (regional VTTSC Fundraising co-ordinator for the South Central Region @VulcanSCentral) who has kindly agreed to be our official #twittervforce photographer for the day so if you fancy a special momento for the day, keep an eye out for her.

We have lots more planned for they day so please buy your tickets ASAP and join us for what is going to be an historical afternoon.

It certainly will be a celebration not only for us, but also of our mighty V Force

See you there

Rod, Dave & Sam

Rod HOLMES

 

Website: www.twittervforce.com

Follow us on Twitter @VForceHQ

Fuel gauge amplifiers part 2

Following on from overhauling the amplifiers with new spec capacitors I decided to give them a try on the Victor, using the fuselage gauging circuit to test them out, each one was plugged in one by one to test their operation and accuracy. Unfortunately (for me) I was alone and that meant I had to clamber up and down the wing at least seven times in order to trip the AC power supply in the cockpit in order to safely swap the amplifiers over.  After much effort and feeling like a 'One man band' I concluded the repairs had gone well and 6 out of 7 repaired amplifiers tested and indicated fuel contents. However due to slightly different spec capacitors the expected levels were not quite correct so, trimming of the circuits was required. I was however satisfied that I had got somewhere, if this repair had not worked then, there were no further options to go for... Further encouraged I carried out similar repairs to 4 more amplifiers. There are more to do so we should end up with around 6 spare units.

Ollie 'volunteered' to come in on Sunday to operate the fuel gauge test set and we set up internal intercom so that we could liaise without problems. Ably assisted by Rick Gill, Ian Finch, Rich Spaven and John Hawkridge we got into the task.

The 5 fuel tank groupings, Port wing, Fuselage, Stb'd wing, Fwd bombay, Aft bombay

Amplifier, Type LA15 with cover removed and plugged into the test set 

 Smiths fuel gauge test set Type QC32 on the plenum chamber floor

Ollie tested each amplifier on the test set for voltage & power consumption and then using the two capacitance trimmers within the amplifiers he set the low level and high level readings with myself tripping power on and off in the cockpit as required. Once a full set of 8 trimmed amplifiers had been achieved Ollie installed them one by one and I followed by installing the associated fuse and then observing the fuel gauge movement. On power up, the gauge is driven to zero and then is driven to the fuel level within the tank or tank grouping, depending on the circuit. We concluded that the port wing grouping is serviceable as is the port underwing tank, the fuselage tanks circuit is serviceable, the Starboard wing grouping appears to be out of trim or has a signal cable snag so that requires working on and the Stb'd underwing tank circuit is serviceable. The forward Bombay tank gauge has a fault that appears to be within the gauge and this will require replacing and the Aft Bombay gauge is working but requires trimming to the correct level on the Bombay cable box trimmer. The Port and Starboard underwing tank level repeaters situated on the Navigators panel are serviceable, as is the total contents Totaliser gauge.

The dedicated team members closing the jet up in the twilight after a satisfying and succesful Sunday

Fuel Gauging Amplifiers

The fuel gauging on the Victor works on a capacitance fuel reading system, meaning there are no fuel level floats in any of the fuel tanks. The fuel is measured by a capacitance positive and a capacitance negative column. These are tubes with no moving parts extending from top to bottom in the tank and work on a 'Wheatstone Bridge Principle' by reading level changes by a change in capacitance in the fuel itself.  The reading is transmitted to the fuel gauges by co-axial cabling via an amplifier that drives the fuel gauges at 115volts AC/400Hz. The system is very sensitive and requires absolutely reliable parts in order to be accurate.

The amplifier units are full of valves, capacitors and resistors and with old age become unreliable. Effectively these items are still being expected to work 20 years after the expected end of useage!

Original Spec capacitors

Replacement capacitors

All of the spare amplifiers that we recovered from scrap aircraft have now being used up and the ones in the aeroplane were starting to weaken with low and stagnant indications. Therefore it called for drastic action and 'The Brains Trust' got to work (namely Ken 'Radio' Sanderson) who came up with the up to date replacement specs for the capacitors. Some are no longer available down to the absolute identical spec but, we've found every type to replace them. There are 9 in each amplifier and much 'soldering & burnt fingers' has resulted in a batch of 6 out of 7 repaired ones now working, There are more to do now the formula has been set!  The next job is to fine-tune them with the fuel gauge test set before they are fitted back into XL231.

Original spec capacitors

Replacement capacitors

Green Satin

The Green Satin Doppler navigation system had been playing up for a while and as there were no spares we couldn't do much about it.

However recent spares acquisitions brought 2 control units and one was removed from XL231 in May 1993 for probably bay servicing. The Form 731 was signed by Andy Price, the same Andy price that painted 'Lusty Lindy' on XL231 and who also painted the other Gulf War Victor 'Nose Art'.

The original unit was removed and within seconds of switching on the replacement it was obvious it was working in some capacity, the speed ran down to zero and the memory lamp went out after a while (it was stuck in memory on the old unit). Drift began to indicate and the neon row of lamps started to work. 100% better than the old unit. I then switched off because the cooling fans need to be checked on the Computer and Transmitter/Receiver trays  before we go any further. These are located in the rear freight bay. However, all signs seem good!

Removed control unit

Spare parts donations

A colleague on the Victor Team (Corporal Andy King) obtained these from a fellow armourer who had removed them from Gulf War veteran XL164 'Saucy Sal' after she had been retired for crash rescue duties to RAF Brize Norton and they have now been donated to XL231 by him.

Top; Mk17F Oxygen regulator, Below Main Voltage Frequency Meters (400Hz), MV Voltmeter (200v AC) and Jet Pipe Temperature for the Rolls Royce Jet Engine (APU) Auxiliary Power Unit.
 
Spare parts are vital for the long term well being of XL231 as she is far from being a 'dusty museum exhibit'.

XL164 survives as a cockpit section only which is a great shame as she was the lowest houred Victor K2 on 55 Squadron.

Spares acquisitions and donations

Much needed spare parts continue to be donated and acquired for XL231's continual survival as a working 'live' aircraft.

Some parts are generic and some are totally type specific for the Victor K2, it is the latter that we are always keen to obtain. The below have been kindly donated by The Vulcan Restoration Trust (VRT) at Southend and were removed from Victor K2 XH671 'Sweet Sue'. She saw heavy action during the Gulf War of 1991 and sadly was written off at RAF Marham in 1993 after the crew door blew off during a routine cabin pressure test. She was however displayed statically for HM The Queen's Review at RAF Marham with the door 'lashed' back on for the parade because she had been cosmetically prepared ready for the event beforehand. She was scrapped soon afterwards.

                                                             XH671 'Sweet Sue'

Type specific parts include these; They are the automatic control boxes for 2 Victor Conway engines and left to right are; Start in Progress light and Turbine Overspeed control, Engine Air Bleed Valve control and the large lower unit; Jet Pipe Temperature (JPT) Control Amplifier. The first unit is basically to provide a rotation light for the pilot during the initial stage of engine start, it doubles up to warn the pilot of a turbine overspeed of the engine at high power and he would immediately reduce the power setting in order to protect the engine. The second unit closes an air bleed from the engine at a power setting of 88% and above ( the power setting is used to determine if the engines are 'serviceable' for takeoff). Air bleeds are used for cabin pressurisation, bombay heating and anti-icing etc. But need to be closed during takeoff as any air being bled off reduces the engine power output. The valves re-open once the power is reduced after takeoff etc. The JPT amplifier automatically controls the temperature of the exhaust gases to keep the temperatures within limits at all power settings. However this can be manually over-ridden by the Captain if required.

Now for something completely different!!

Douglas DC-3 Dakota G-AMYJ (KN 353) was retired from flying in 1999 by Air Atlantique at Coventry and used as a spares source for the remainder of the fleet. She was acquired by YAM in 2001 as an engine-less shell with the Stb'd outer wing missing.
She arrived on low-loaders and was pieced back together by a small team led by ex-RAF Senior Engineering Warrant Officer George Astley MBE.

G-AMYJ on the dump

The restoration initially was for static display and she was fitted with incorrect ex-Catalina engines and props. The interior was fitted out for 'paratrooping' and the cockpit pieced back together for static display.

As time went on it became clear that it was possible to bring her back to 'life' and two correct Pratt & Whitney Twin Wasp engines were acquired via Air Atlantique as well as flight-worthy propellors. These were installed late in 2009 and a restoration programme was started including a complete rubdown and repaint carried out by myself and Peter Kondras in 2011 into correct RAF Olive Drab colours.

The task to resurrect her was vast, The electrics were in a mess and a number of hydraulic, pneumatic and engine components were missing or U/S.
The team came together for the task and included; George Astley, Graham Sharp, Grant Sparks, Brian Watmough, Bob Emmett, Peter Kondras, Marie Taylor, Ray MacElwain, Ken (radio Ken) Sanderson & Myself. Help came from many outside specialists including; Air Atlantique, CFS Engineering Coventry, Yorkshire Hydraulics, Battle of Britain Memorial Flight & Mark Edwards - DC3 Licensed engineer and pilot on type & 'Paddy' Green - owner of airworthy Dakota N5831B, currently based at East Kirkby in Lincolnshire.

The task was long but the first engine runs were carried out by myself and George in early 2013 and all was progressing well until George's unexpected death in the Summer. This knocked the morale of the team heavily, but we ran the engines for his daughter, and his funeral service (fittingly) was held at the Museum on the same day. We also asked his daughter to unveil the aircraft's new name 'Warrant Officer, George Astley MBE' on the port side of the cockpit just before the funeral service.

One of the first engine runs

Engine runs and restoration continued and finally the decision to taxy her was taken after Bob Emmett had worked his skills on the braking and hydraulic systems.

The day Sunday 12th October was chosen and proved to be very calm, but with heavy fog. However, this gradually lifted and after the Museum's DH Devon had been put through its paces by Steve Pepper and the Devon team it was time for the 'Grand old lady' to steal the show.

As I had carried out all engine runs from the right hand seat, I decided, as I was to taxy her, then I would taxy her from that seat. Graham Sharp was in the left seat with Steve Pepper acting as 'observer' and Bob Emmett monitoring the hydraulics for any leaks or pressure problems.

The crew L to R - Graham, me and Bob

I signaled for chocks away and released the brakes and she immediately rolled forward for a brake check. It was then that I realised I had just moved a WW2 veteran aeroplane under its own power for the first time! I was wearing my Grandfather's RAF Identity Discs 'dogtags' on my flying suit, the last time they were worn in an aircraft was in a Dakota which crashed at Down Ampney at the end of WW2. My Grandfather was one of the lucky ones that escaped the crash, the pilot's sadly did not...

On the runway

After a short roll of about 200 yards I drifted her to the left and with a quick stab of the right hand brake and advancing the left throttle she turned smoothly around on the runway. I taxyed back towards the team and turned her again for a longer run down the runway. We carried out a power-up to 1800 RPM and she wanted to go! I brought the RPM back to a fast idle of 1200 before releasing the brakes. A run of about 1/2 mile followed and it surprised me as increasing either engine RPM by as little as 100 RPM caused 'drift' in either direction. I turned her around and powered the engines up for the watching Fire Team before a brisk taxy back and a final power-up to clean the spark plugs of any oil before shutting her down.

Just after shut down - thumbs up! 

We were all very happy with the results of the day and at no time did I feel frightened of the aircraft, It took a bit of practice to get the feel of her and it'll take quite a bit more to get anything like comfortable with her. She showed that she needs care and demands respect. I have nothing but admiration for the guys who operated them in WW2 and beyond.

Find out more about the DC-3 at http://www.douglasdc3.com