Did You Fly The Vulcan?? (Merged)
vulcan flying
Hi
Anybody know if the Vulcan flew over North Lancashire earleir today.
I only had a bried glimpse but others who saw it clearly said it was def the Vulcan
Is this correct?
Tks
Anybody know if the Vulcan flew over North Lancashire earleir today.
I only had a bried glimpse but others who saw it clearly said it was def the Vulcan
Is this correct?
Tks
Yes it did as it was flying over the Lancaster & Morecombe cemetary as a tribute to Lynne Braithwaite, who passed away last week, and who has been an integral part of the restoration project .
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Saw the old lady do an approach into Brize at 3pm today. Not sure how long its staying there for? Did hear a rumour that it was for the weekend??
Excellent to see it flying again.
Excellent to see it flying again.
It is my understanding that 558 will be staying at Brize until the end of September, and then it could be back to Bruntingthorpe, but there is a possibility it might return to Waddington for a short while, but this has not been finalised yet.
OLD RED DAMASK
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Thanks Art Field much appreciated.
Heard he built a dinghy in his mess billet at one time as well.
Know when I refused his request to PVR from basic training in the Army and transfer to the RAF he threw a bit of a wobbler with my platoon commander(2nd Lt straight out of Sandhurst) didn't make my training much fun when they found out my Uncle was a Group Captain!
I believe he had something to do with a youth sailing organization and got into a bit of trouble with them, taking them into a storm or the like.
Know when I refused his request to PVR from basic training in the Army and transfer to the RAF he threw a bit of a wobbler with my platoon commander(2nd Lt straight out of Sandhurst) didn't make my training much fun when they found out my Uncle was a Group Captain!
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Art Field
Powered flying control systems in the 50s were a challenge. We TPs at BD investigated limitations. Cannot recall shutting down the feel units on the Vulcan Mk 1. Perhaps not possible. The eight control power units could be selected off individually but it would have been a wrestle to have more than two shut down at one time. The cross controlling necessary with two adjacent elevator/aileron segments inoperative was rather confusing and perhaps useable for a landing with a little practice but there may not have been enough elevator power from only two segments to flare for a landing.
The Valiant in manual was similar to losing power steering in a car. Ailerons were almost impossible above 250 kts IAS. Landings a big struggle. With feel units disconnected the nose down mass of the control columns if let loose would have taken the wings off - a terrifying experience.
Didn't have the opportunity to find the limitations of the Victor systems.
The Comet 2C could be handled gently with two of its triplicated power units shut down and the remaining system using hydraulics only from a windmilling engine. Make too big a demand and the particular control would temporarily lock up so one would be ready to re-engage one of the other systems in a hurry.
Powered flying control systems in the 50s were a challenge. We TPs at BD investigated limitations. Cannot recall shutting down the feel units on the Vulcan Mk 1. Perhaps not possible. The eight control power units could be selected off individually but it would have been a wrestle to have more than two shut down at one time. The cross controlling necessary with two adjacent elevator/aileron segments inoperative was rather confusing and perhaps useable for a landing with a little practice but there may not have been enough elevator power from only two segments to flare for a landing.
The Valiant in manual was similar to losing power steering in a car. Ailerons were almost impossible above 250 kts IAS. Landings a big struggle. With feel units disconnected the nose down mass of the control columns if let loose would have taken the wings off - a terrifying experience.
Didn't have the opportunity to find the limitations of the Victor systems.
The Comet 2C could be handled gently with two of its triplicated power units shut down and the remaining system using hydraulics only from a windmilling engine. Make too big a demand and the particular control would temporarily lock up so one would be ready to re-engage one of the other systems in a hurry.
Last edited by Milt; 23rd Aug 2008 at 23:48.
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Milt, very interesting. When some Vulcan1 crews were converting to AAR prior to a deployment to Australia a couple of the pilots came down to Marham to have a go in the Valiant. Mick Meadows, the AARI, demonstated a prod or two in powered controls. He then handed over control to one of the Vulcan pilots, sneakily switching off the PFCU's, turning the handling into rock hard. The visitor fought the beast for a couple of minutes getting nowhere, believing Valiant pilots were supermen before Mick switched the PFCU's back on.
Last edited by Art Field; 24th Aug 2008 at 06:39.
Thread Starter
A similar trick was played on pilots 'guesting' in the Hunter 7. The hydroboosters were turned off 'in order to hand control to the other pilot'...
Re. the Tin Triangle, it didn't have hydraulically powered flight controls. Just mechanically signalled electrically powered Boulton Paul PFCUs, much like the VC10. Hydraulics only powered the bomb doors, undercarrage retraction system, wheelbrakes, nosewheel steering and AAPP intake scoop. Unlike Fred's crecent winged thing, it had no flaps/slats to worry about, the airbrakes were driven by big 3-ph AC motors and all PFCUs, autostabs and feel were powered from 4 independent AC busbars.
I can't recall whether the H2S antenna was electrically or hydraulically powered.
Re. the Tin Triangle, it didn't have hydraulically powered flight controls. Just mechanically signalled electrically powered Boulton Paul PFCUs, much like the VC10. Hydraulics only powered the bomb doors, undercarrage retraction system, wheelbrakes, nosewheel steering and AAPP intake scoop. Unlike Fred's crecent winged thing, it had no flaps/slats to worry about, the airbrakes were driven by big 3-ph AC motors and all PFCUs, autostabs and feel were powered from 4 independent AC busbars.
I can't recall whether the H2S antenna was electrically or hydraulically powered.
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Lasernigel. I had the room next door to Tiny.He did not build the dinghy,but did bring it into his room to re-varnish it. Caused havoc next morning,when the batman brought his early morning cuppa and fell arse over tit in the dark.
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Ref post 1351. I recall the H2S being driven by a 112v DC supply, a legacy of the Lancaster(?). No hydraulics at the front end of the beast.
Regarding stopping PFCs for practice, IIRC the limit was 2, and numbers 1 & 3 were generally used because they could be restarted first in the A & E sequence. A bit more physical when landing with both off, but not unmanageable!
Ray
Regarding stopping PFCs for practice, IIRC the limit was 2, and numbers 1 & 3 were generally used because they could be restarted first in the A & E sequence. A bit more physical when landing with both off, but not unmanageable!
Ray
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Re post 1351
IIRC, the PFCU's were indeed electrically powered, as Beags says, but the motor drove a hydraulic pump in a self - contained hydraulic system. If no command was present, the pump was idling, off- loading the motor. When a control input was made, the pump started to deliver hydraulic power which was directed to give the required movement of the control.
So, "electrically powered, hydraulically actuated".
Rigex
So, "electrically powered, hydraulically actuated".
Rigex
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In you were giving a polished performance on a checkride, some of the bored QFIs would get you to stop no. 3 PFCU with the surface in the fully up position [done whilst aerodynamic braking during a roller]. No 3 PFC was the biggest.
Interesting to handle, but not impossible...
Interesting to handle, but not impossible...
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Tiny Matthews
Lasernigel
I'm pretty sure that this is the same Tiny who became CO of the RAF detachment at Goose Bay.
When he was at Honington in the early 60's he was reputed to have disappeared to the States briefly to bring back a yacht which Blondie Hasler had used in a single handed transatlantic race but I can't vouch for the accuracy of that story.
A huge, quiet, courteous man.
I'm pretty sure that this is the same Tiny who became CO of the RAF detachment at Goose Bay.
When he was at Honington in the early 60's he was reputed to have disappeared to the States briefly to bring back a yacht which Blondie Hasler had used in a single handed transatlantic race but I can't vouch for the accuracy of that story.
A huge, quiet, courteous man.
OLD RED DAMASK
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Thanks for all the replies so far anymore would be gratefully received.
Probably where he got his love for Canada and then retired to eventually get his citizenship.
I'm pretty sure that this is the same Tiny who became CO of the RAF detachment at Goose Bay.
Barnes Wallis memorial flypast - Effingham
The flypast was on November 17th 1979. The a/c was 595. The crew was Pete Branthwaite's with me flying as guest nav radar.
A little controlled thread drift - JSF also uses electro-hydraulic actuators on its primary flight controls. Electric has been rejected because it cannot be made adequately jam-proof. The result is that instead of a single actuator on a hyd system, there is an actuator with two honking electrical pumps (primary and backup) and the whole thing is about the same size as the motor on my garden tractor, not counting the toaster-size power unit that delivers the juice to it. (Leading edge flaps are electric because you can get by without them.) Moreover, the whole shebang requires both heating and cooling.
All because someone thought it was a good idea, a long time ago.
All because someone thought it was a good idea, a long time ago.
Aviation Video: UKs RAF Avro Vulcan | Patrick's Aviation
White B.1s Do your ears a favour and turn off your speakers though.
White B.1s Do your ears a favour and turn off your speakers though.
The full film follows an 83 squadron aircrew at Waddington, footage of ground crew and hangar work too, finishes up with a scramble. Anyone on here who is featured?
Last edited by Will1593; 9th Sep 2008 at 04:34. Reason: Added link
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What a lovely little clip, thanks Will. The guy's scrambling to the jet wearing SD hats, the hoary old (insert rank here) with a tunic full of medal ribbons. And (poor grammar, I know) I never knew the Vulcan could do a roll!!.
Magic, and memories.
Thanks again.
Magic, and memories.
Thanks again.
Thread Starter
Well, in the late '70s we always wore SD caps when going to the jet - even on normal trips! Mine used to live wedged between the AVS hose and the cockpit floor on the RHS of the co-pilot's seat.
Only time we didn't was when scrambling in NBC IPE - what fun that was...
Brief clip of the station shows how much smarter things were back then - I can't believe how dreadfully shabby RAF stations look these days....
Only time we didn't was when scrambling in NBC IPE - what fun that was...
Brief clip of the station shows how much smarter things were back then - I can't believe how dreadfully shabby RAF stations look these days....