Shorts Belfast at Southend
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commercial confidentiality agreements are signed and an agreed press announcement is ready for release
Porrohman
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I wonder if the Australian Air Force's acquisition of C17s removed the need for Heavylift Australia to get the second Belfast and the CL44 at Bournmouth airworthy again?
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commercial confidentiality agreements are signed and an agreed press announcement is ready for release
where is the press release? It all seems very secretive? just like the cl44 thread.
I hope the future is not saucepans for either of these fine old props!
where is the press release? It all seems very secretive? just like the cl44 thread.
I hope the future is not saucepans for either of these fine old props!
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I believe that Heavylift will be surveying G-BEPS and the CL-44-o that's currently at Bournmouth before the end of March after which a decision will be made about their respective futures. I hope there's a positive outcome.
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Accoring to a post in the Freight Dogs forum two more props are about to be fitted to the Belfast (See CL-44/ Swingtail thread);
If any Southend locals notice any progress and/or can post photos that would be great.
Thanks
Porrohman
(I've also posted this message to the Southend thread)
Understand the Reps are at the 2nd Belfast with 2 more bits and pieces that go round and round with props bolted to them . That will make 4 ?
Thanks
Porrohman
(I've also posted this message to the Southend thread)
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I was lucky enough to have a look around the exterior about 6 weeks ago. I am no an engineer but have been in the industry for 39 years as well as 2 props 1 engine missing the exterior has a lot of bits missing and looks coroded but that might be years of accumulated much. You may like to join Yahoo groups Southend Spotters site as those guys usually know what is happening in advance. Either way lets hope it does fly again. I have happy memories of the Belfast and was a copper at STN when the CL 44 & the Guppy were very active. I recall one CL44 that sat on the derelict area weighed down with rubble being repaired and going back into service round about 72.
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The Belfast has been the subject of many jokes over the years, especially during its RAF career where they referred to is as the Belslow due to its lack of speed. The RR Tynes were rated at 5,730ehp in the Belfast but versions of the Tyne used for marine applications produced up to 9,700shp. Why didn't they upgrade the power output of the Tyne in the Belfast? Was it a case that they couldn't produce a small, light and reliable reduction gearbox to transmit any additional power to the propeller? I seem to remember reading somewhere that this was an area of mechanical engineering that the USSR mastered (the Tu95's Kuznetsov NK-12MV turboprops produced 14,800shp each) but which the UK and USA didn't.
Last edited by Porrohman; 16th Apr 2008 at 01:04. Reason: spelling
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Quote by Porrohman
If your 9,700hp naval Tyne gives up, you get a tug to tow you back to port. I can't imagine a glider tug capable of rescuing a Belfast glider
The Americans had similar problems with the C-133 I think I recall. Seriously the weight of the mountings and ancillaries in a Naval application preclude aeronautical implementation. I think I read somewhere that the TBO on the AN-22 transmission was about 600 hours max.( VEEPS can you help here ?) Can't see the TU-95 being vastly different. Down time and cost were not major factors in the Soviet Union equations of the time.
Perhaps one of our erudite engineering artisans could help out a bit here?
Hope it helps
Be lucky
The Belfast has been the subject of many jokes over the years, especially during its RAF career where they referred to is as the Belslow due to its lack of speed. The RR Tynes were rated at 5,730ehp in the Belfast but versions of the Tyne used for marine applications produced up to 9,700shp. Why didn't they upgrade the power output of the Tyne in the Belfast? Was it a case that they couldn't produce a small, light and reliable reduction gearbox to transmit any additional power to the propeller? I seem to remember reading somewhere that this was an area of mechanical engineering that the USSR mastered (the Tu95's Kuznetsov NK-12MV turboprops produced 14,800shp each) but which the UK and USA didn't.
The Americans had similar problems with the C-133 I think I recall. Seriously the weight of the mountings and ancillaries in a Naval application preclude aeronautical implementation. I think I read somewhere that the TBO on the AN-22 transmission was about 600 hours max.( VEEPS can you help here ?) Can't see the TU-95 being vastly different. Down time and cost were not major factors in the Soviet Union equations of the time.Perhaps one of our erudite engineering artisans could help out a bit here?
Hope it helps
Be lucky
One of my Belfast instructors did an exchange tour with the USAF on C-133s. He told me that the P&W engines fitted to the C-133 drove all-electric props and that a particularly obscure electrical fault could cause all four propellers to feather at once. Thus it was that one of them ended up ditching in the Pacific a little bit short of Japan. (At least one other disappeared without trace).
The Belfast caused a deal of interest in the USA and often we were asked by ATC "What exactly IS an SH5?" An answer sometimes given was that "It's a bit like your C-133 only our one works!"
The Belfast caused a deal of interest in the USA and often we were asked by ATC "What exactly IS an SH5?" An answer sometimes given was that "It's a bit like your C-133 only our one works!"
For the serious Belfast lovers among you, I heard yesterday that Molly White has passed away. Molly was a great Belfast afficianado and wrote a book about the Belfast. I am lucky enough to have a copy.
She lived near Brize Norton (Burford?) and I met her on several occasions when I was on 53 Squadron. She was a nice lady.
She lived near Brize Norton (Burford?) and I met her on several occasions when I was on 53 Squadron. She was a nice lady.