809 used to share our hangar and stay over when not on the Ark.
We ended up getting their aircraft on handover.
As we could get 12 in each end of a hangar there was space even for everybody
Friday, November 30, 2018
809 and Ark Royal
809 used to share our hangar and stay over when not on the Ark.
We ended up getting their aircraft on handover.
As we could get 12 in each end of a hangar there was space even for everybody
Fixing them
Buccaneers were old aircraft even when we first got them.
Designed in the early fifties, there were some things they were exceptionally good at, but some things were prone to failure. With approx 16 to fly per day, as much as three times each they exhibited their problems in a short period, a few weeks perhaps without a noticeable problem but not much longer. the best ones made it through to a primary without more than a few jobs but the worst were only lasting 1-2 trips without something mysterious happening.
As an electrical\instruments guy some of the gear was just tempremental, such as the fire relays. on a start up if they failed the routine was to get one of us to go up the accessories bay, pull off the faulty relay, clean the contacts and put it back on. fingers crossed on the restart and that got us past the first few times it packed up.
But some were more persistent in failing, the relay then needed to be changed, this meant going to another aircraft on the line, pulling one out of that one, and putting it in the first aircraft waiting to go.
This took 15 minutes tops. then restart and the aircraft went, but the one that was robbed was now "faulty", but usually meant nobody mentioning it and waiting for it to occur on that aircraft later.
Other items in that category were the anti skid generators, some of the solenoids, ones round the undercarraige were annoying, as if they didn't work the undercarriage did peculiar things such as not coming down at the right moment. to be honest the electricians were usually hanging back on the undercarraige problems because the riggers always got the first few rounds of troubleshooting before we were called in. Jackups and U\C ground tests, followed by the obligatory "no fault found" for the first few snags of this kind were usual.
The anti collision lights were mostly faulty when night flying was required; and were destined to always need attention until they introduced laser ones much later on.
Alternators were mostly ok, but the control and protection units were a bit cranky, a bit like the fire relays.
You could change one that was absolutely fine except that day, put another one in and fix the problem but have the first one checked and nothing wrong.
I suppose we could pride ourselves on a high standard of workmanship, but sometimes it was more a case of getting home, or getting the required number of aircraft away on somthing important. As leckies we were known to insert the odd nail instead of a fuse, to get to the other end, sometimes cigarette paper round a fuse, maybe just to keep the relight going and keep an engine functioning. Taking the firewire controllers out of one aircraft and putting it into the one due to leave was a common activity, usually with a wipe on the overalls to make it work better!
Designed in the early fifties, there were some things they were exceptionally good at, but some things were prone to failure. With approx 16 to fly per day, as much as three times each they exhibited their problems in a short period, a few weeks perhaps without a noticeable problem but not much longer. the best ones made it through to a primary without more than a few jobs but the worst were only lasting 1-2 trips without something mysterious happening.
As an electrical\instruments guy some of the gear was just tempremental, such as the fire relays. on a start up if they failed the routine was to get one of us to go up the accessories bay, pull off the faulty relay, clean the contacts and put it back on. fingers crossed on the restart and that got us past the first few times it packed up.
But some were more persistent in failing, the relay then needed to be changed, this meant going to another aircraft on the line, pulling one out of that one, and putting it in the first aircraft waiting to go.
This took 15 minutes tops. then restart and the aircraft went, but the one that was robbed was now "faulty", but usually meant nobody mentioning it and waiting for it to occur on that aircraft later.
Other items in that category were the anti skid generators, some of the solenoids, ones round the undercarraige were annoying, as if they didn't work the undercarriage did peculiar things such as not coming down at the right moment. to be honest the electricians were usually hanging back on the undercarraige problems because the riggers always got the first few rounds of troubleshooting before we were called in. Jackups and U\C ground tests, followed by the obligatory "no fault found" for the first few snags of this kind were usual.
The anti collision lights were mostly faulty when night flying was required; and were destined to always need attention until they introduced laser ones much later on.
Alternators were mostly ok, but the control and protection units were a bit cranky, a bit like the fire relays.
You could change one that was absolutely fine except that day, put another one in and fix the problem but have the first one checked and nothing wrong.
I suppose we could pride ourselves on a high standard of workmanship, but sometimes it was more a case of getting home, or getting the required number of aircraft away on somthing important. As leckies we were known to insert the odd nail instead of a fuse, to get to the other end, sometimes cigarette paper round a fuse, maybe just to keep the relight going and keep an engine functioning. Taking the firewire controllers out of one aircraft and putting it into the one due to leave was a common activity, usually with a wipe on the overalls to make it work better!
Bruntingthorpe and the future
Anyone been to Bruntingthorpe?
looks interesting from where i'm sitting. This one is in rather good condition, no hydraulic oil streaming out of the back and no black toning from the intakes rearward. must be quite a job cleaning it after a day out.
The future???
or this
looks interesting from where i'm sitting. This one is in rather good condition, no hydraulic oil streaming out of the back and no black toning from the intakes rearward. must be quite a job cleaning it after a day out.
The future???
or this
The Tailplane
Ummm, this one is interesting because you have to hang on to actually get through the functional check.
The tailplane - it rotates in the forward plane, so forward and back; the tailplane flap is on the trailing edge and also goes up and down independently.
We used to have tailplane flap problems which were often diagnosed as tailplane flap actuator faults, this meant changing it and then testing it. It shouldn't have been a problem but we did have occasions with an over zealous rigger who pushed the column backwards and forwards whilst testing the tailplaneflaps. As we were perched on top of it at the time, you need to have a free hand ready to grap something so you didn't fall off.
The tailplane - it rotates in the forward plane, so forward and back; the tailplane flap is on the trailing edge and also goes up and down independently.
We used to have tailplane flap problems which were often diagnosed as tailplane flap actuator faults, this meant changing it and then testing it. It shouldn't have been a problem but we did have occasions with an over zealous rigger who pushed the column backwards and forwards whilst testing the tailplaneflaps. As we were perched on top of it at the time, you need to have a free hand ready to grap something so you didn't fall off.
The Bomb Door
The bomb door was replaced on entering RAF service with a combined fuel tank and bomb bay door. It rotated into place through 180 degs, so was ingenious in causing no drag, carrying 4,000lb of bombs and fuel as well. As it rotated, that meant you couldn't get to anything behind it without rotating it, it was a massive door....
Electricians worked on valves in the bomb bay along with bomb bay door microswitches amongst others.
This meant getting on the door in the side position, then as it rotated you were clinging to it, so that when it closed you were inside. This was convenient to do the work but very dangerous if the door moved unexpectedly whilst you were getting on or off. there was a dirty great rod to hold it in position, but it had to fitted and removed which was problematic in itself, we mostl cut the corner and just climbed on to get rotated inside by the person on the hydraulic rig.
I used to breath a sigh of relief when we got out ok each time.
Electricians worked on valves in the bomb bay along with bomb bay door microswitches amongst others.
This meant getting on the door in the side position, then as it rotated you were clinging to it, so that when it closed you were inside. This was convenient to do the work but very dangerous if the door moved unexpectedly whilst you were getting on or off. there was a dirty great rod to hold it in position, but it had to fitted and removed which was problematic in itself, we mostl cut the corner and just climbed on to get rotated inside by the person on the hydraulic rig.
I used to breath a sigh of relief when we got out ok each time.
208 Squadron
Our Neighbours and shared services of 208 were very close to us. Plus we swopped aircraft a lot and did common excercises.
There would be many a time when this picture would have been one of the first things we saw in the morning. usually preceded with towing them out on to the pan. A seemingly endless procession of aircraft all being lined up for the days flying, followed by another procession of power sets and paloustes.
The bin reminds me that they didn't all leak but obviously this one did.
Buccs and the Gulf
This is Buccs in the Gulf
216 Squadron was the first squadron to work up as a laser guided bomber outfit.
They had the equipment fitted in 1979 and were trialling up until the grounding, as far as i remember everything went well.
But there was something about not dropping the Lepus flares in front of the target at night, believe this was a fundamental aircrew fau pas...
216 Squadron was the first squadron to work up as a laser guided bomber outfit.
They had the equipment fitted in 1979 and were trialling up until the grounding, as far as i remember everything went well.
But there was something about not dropping the Lepus flares in front of the target at night, believe this was a fundamental aircrew fau pas...
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