Seajet XZ439 (N94422)
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Fradu - is the 800 cad a "real" picture or generated? it looks great either way.
XZ439 looks like the 801 birds except the gray is lighter, the radome is the same gray as the fuselage, in place of the winged trident on the fin and under the canopy on the fuselage are two foot black and white test squares and the rudder is dark gray (in honor of her sister that crashed).
XZ439 looks like the 801 birds except the gray is lighter, the radome is the same gray as the fuselage, in place of the winged trident on the fin and under the canopy on the fuselage are two foot black and white test squares and the rudder is dark gray (in honor of her sister that crashed).
The 800NAS SHar is genuine!
See here for another image... http://www.airliners.net/open.file/0544990/M/
See here for another image... http://www.airliners.net/open.file/0544990/M/
"I'd like to see some UK-Heritage flight in formation with a Sopwith, Spitfire and SHAR. How does that sound?"
Like you couldn't find a Hurricane?
Pup, Hurricane, Sea Harrier would pretty much demonstrate the beginning, middle and end of practical war-fighting British fighters, and all more or less the work of a single British aeroplane concern (because Sopwith restarted business after WW1 using his mate's (Harry Hawker) name for the reborn company). Proper aeroplanes built by proper people. I'm sure you'll take care of your example.
I wish you the very best of fortune with this venture. A bit over 13 years ago thee, me and my then project-pilot went to look at another navy V/STOL jet in Moscow. I've still got a nice picture of you and my PP up to no good in Gorky Park. Happy days. Oh and XW175 is still very much in business helping the next generation so please don't nick all the Harrier I kit from over here!
Like you couldn't find a Hurricane?
Pup, Hurricane, Sea Harrier would pretty much demonstrate the beginning, middle and end of practical war-fighting British fighters, and all more or less the work of a single British aeroplane concern (because Sopwith restarted business after WW1 using his mate's (Harry Hawker) name for the reborn company). Proper aeroplanes built by proper people. I'm sure you'll take care of your example.I wish you the very best of fortune with this venture. A bit over 13 years ago thee, me and my then project-pilot went to look at another navy V/STOL jet in Moscow. I've still got a nice picture of you and my PP up to no good in Gorky Park. Happy days. Oh and XW175 is still very much in business helping the next generation so please don't nick all the Harrier I kit from over here!
Pup, Hurricane, Sea Harrier would pretty much demonstrate the beginning, middle and end of practical war-fighting British fighters, and all more or less the work of a single British aeroplane concern (because Sopwith restarted business after WW1 using his mate's (Harry Hawker) name for the reborn company). Proper aeroplanes built by proper people. I'm sure you'll take care of your example.
Join Date: Jan 2007
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Thanks for the rudder steer. I mentioned a Camel and Spitfire, but was ignorant of the linkage to the Pup and Hurricane. I know where is the ONE remaining example of an original Camel, but it's too delicate to fly. I also know where there are a couple of Pups and can borrow a Hurricane.
We had success over the weekend of servicing the liquid spring. The difficulty was determining, exactly, what thread the adapter is. Thanks to some dedicated and extremely knowledgable people, we were able to determine that and order a die. Once we had that, we could make a couple of adapters to get the right seal. It has to seal to 2000 psi and allow NO air to enter the spring.
Seems like we managed to get it done properly.
Also, a web site is very near. Stay tuned.
We had success over the weekend of servicing the liquid spring. The difficulty was determining, exactly, what thread the adapter is. Thanks to some dedicated and extremely knowledgable people, we were able to determine that and order a die. Once we had that, we could make a couple of adapters to get the right seal. It has to seal to 2000 psi and allow NO air to enter the spring.
Seems like we managed to get it done properly.
Also, a web site is very near. Stay tuned.
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I just re-read the last message and caught the part that you were part of the trip to Moscow. What a small world!!
The "third party", a very distinguished gentleman and Harrier pilot, is alive and kicking and I saw him on my last trip to the UK. Funny how most Harrier pilots are short, left-handed, and extremely good looking. Almost no hint of an ego, either.
As I recall, we enjoyed quite a bit of "boda" in the "pectopah's."
Keep in touch.
Art
The "third party", a very distinguished gentleman and Harrier pilot, is alive and kicking and I saw him on my last trip to the UK. Funny how most Harrier pilots are short, left-handed, and extremely good looking. Almost no hint of an ego, either.
As I recall, we enjoyed quite a bit of "boda" in the "pectopah's."
Keep in touch.
Art
Join Date: Feb 2007
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Riley, VVG and DZ
with this much support you'd think we could hand launch this bird. Thanks for the info. If our hangar wasn't so damn cold and we didn't have full-time real jobs we would be farther along but then "slow and steady wins the race" and since we (ART) only has this one to fly we will take our time make sure it's right and release her for flight. It's still a challenge to say the least. I read and re-read the manuals almost everyday to make sure we don't miss a step. But what keeps me pushing forward is the fact that many here say you can't fly a Seajet as a civilian.
ART will !!!!
The computer guy is finalizing the website, the race is on we get her in the air before he gets the site up. Hope you bet on us.
with this much support you'd think we could hand launch this bird. Thanks for the info. If our hangar wasn't so damn cold and we didn't have full-time real jobs we would be farther along but then "slow and steady wins the race" and since we (ART) only has this one to fly we will take our time make sure it's right and release her for flight. It's still a challenge to say the least. I read and re-read the manuals almost everyday to make sure we don't miss a step. But what keeps me pushing forward is the fact that many here say you can't fly a Seajet as a civilian.
ART will !!!!
The computer guy is finalizing the website, the race is on we get her in the air before he gets the site up. Hope you bet on us.
Join Date: Feb 2006
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Adams aviation and Airparts supply at wycombe in the UK sell parts of the turner adaptor kits.
Or failing that give LAS a bell
http://www.lasaero.com/las/30?part=772BMK6A
Or failing that give LAS a bell
http://www.lasaero.com/las/30?part=772BMK6A
Last edited by NutLoose; 6th Mar 2007 at 00:57.
Join Date: Feb 2007
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Guys, we have the hydraulics worked out, now on to the electricals.
Anyone have a source for hardware, especially the "special" screws etc. particular to SHAR.
Right now we are looking for F308989, nsn 5305-99-604-7989 need 13 ea.
Thanks
Anyone have a source for hardware, especially the "special" screws etc. particular to SHAR.
Right now we are looking for F308989, nsn 5305-99-604-7989 need 13 ea.
Thanks
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Seajet XZ439 (N94422)
To all,
Keep an eye on the website nallsaviation.com
We have been two weeks away from flying for six months, wink wink.
we should be closer by this weekend. 7/14.
Does anyone know if the Hawker-Siddeley build number 912002 has a meaning other than the next in line at the factory?
Also, Our photog guy would like to contact Ian "Soapy" Watson. Please have him contact via the above website.
Thanks for all the positive "Vibes"
Keep an eye on the website nallsaviation.com
We have been two weeks away from flying for six months, wink wink.
we should be closer by this weekend. 7/14.
Does anyone know if the Hawker-Siddeley build number 912002 has a meaning other than the next in line at the factory?
Also, Our photog guy would like to contact Ian "Soapy" Watson. Please have him contact via the above website.
Thanks for all the positive "Vibes"
Thread Starter
Join Date: Mar 2006
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RIBBIT / Soapy Watson
Further to flightmaker's request, the photo-journalist working with the team is researching the fine bit of flying that is the 'Alraigo Incident '.
This is so as to present all possible material on the type's history, both for Airshow display presentation and a documentary.
The Smithsonian is also involved & is keen on an accurate account of the story.
I know journo's are not popular here, but this one is on our side ! He's working closely with the SHAR team & has Test Pilot guidance, plus the sense to use it...
Would RIBBIT, Soapy's leader that day, and /or Mr Watson himself be so good as to PM me please so that I may put them in touch.
Thanks, DZ
This is so as to present all possible material on the type's history, both for Airshow display presentation and a documentary.
The Smithsonian is also involved & is keen on an accurate account of the story.
I know journo's are not popular here, but this one is on our side ! He's working closely with the SHAR team & has Test Pilot guidance, plus the sense to use it...
Would RIBBIT, Soapy's leader that day, and /or Mr Watson himself be so good as to PM me please so that I may put them in touch.
Thanks, DZ
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Seajet XZ439 Canopy bungees
HELP!
This is either going to be a very difficult operation or so dang simple I am not seeing it.
How in the world does one replace the bungee (elastic cord) to the canopy. Hawker-Siddley's engineer on that had a sense of humor for sure. The books basically say to change them.
Anyone with knowledge on this please let me know, or if you know anyone with arms three feet long and two inches in diameter and can reach up the channel between the Cockpit pressure vessel and the outer fuselage skin have them call me.
This is either going to be a very difficult operation or so dang simple I am not seeing it.
How in the world does one replace the bungee (elastic cord) to the canopy. Hawker-Siddley's engineer on that had a sense of humor for sure. The books basically say to change them.
Anyone with knowledge on this please let me know, or if you know anyone with arms three feet long and two inches in diameter and can reach up the channel between the Cockpit pressure vessel and the outer fuselage skin have them call me.
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Sea Harrier N94422 (xz439) flew today
To all,
at 13:57 local 11/10/07 Sea Harrier XZ439 FAA # N94422 return to where she belongs, in the sky. Art flew her for approx. .5 hr and returned with one down gripe and three UP gripes. The down gripe was fixed within the hour and the Up gripes will be addressed ASAP. We expect to fly again on sunday 11/11/07.
Those that wished us well thank you for the support.
Happy Birthday! to the USMC.
Please see http://nallsaviation.com/ for updates.
at 13:57 local 11/10/07 Sea Harrier XZ439 FAA # N94422 return to where she belongs, in the sky. Art flew her for approx. .5 hr and returned with one down gripe and three UP gripes. The down gripe was fixed within the hour and the Up gripes will be addressed ASAP. We expect to fly again on sunday 11/11/07.
Those that wished us well thank you for the support.
Happy Birthday! to the USMC.
Please see http://nallsaviation.com/ for updates.
Great news!
I used to live close to RNAS Yeovilton and saw SHARs more-or-less every day!
The base is not the same now without them.
All the best with the future and well done to all involved!
I used to live close to RNAS Yeovilton and saw SHARs more-or-less every day!
The base is not the same now without them.
All the best with the future and well done to all involved!
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The slide shows make interesting viewing, particularly interested to see the rather basic accell checks they did..... Used to take us a day on the ERP post engine change. 
Do a Hover - it avoids G
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ARINC
Not sure I understand your comments re the engine running pen and what you called "the rather basic accell checks they did". Any work carried out in a pen was merely to reduce the time likely to be spent doing repeated runway or no-go VTO checks of accel times and max RPMs. Only when those were correct could you even start to consider airborne checks of JPT limiter operation in the various wet/dry and lift versus combat settings. When that was all fine you could turn your attention to high altitude PRL results and high alpha surge checks. Pen checks could not clear an engine as servicable for flight only the pilot could do that. Mind you some people used to enjoy running the engine in the pen - but that is not the same thing as ensuring it was set up so that it would necessarily be inside limits in flight. I do admit that a good engine mech was a tremendous help in reducing airtest time but there were only one or two Frank Ashley's of this world with the knowledge (and intestinal fortitude) to set the engine up in the pen outside the book numbers - so that in the different conditions of flight (varying from recirculation, amount of bleed pulled, airspeed and altitude) it dropped right on the book numbers.
Mind you I am talking about the hydro-mechanical system of engine control used in all versions of SHAR not the digital engine control units used in later land versions.
JF
Not sure I understand your comments re the engine running pen and what you called "the rather basic accell checks they did". Any work carried out in a pen was merely to reduce the time likely to be spent doing repeated runway or no-go VTO checks of accel times and max RPMs. Only when those were correct could you even start to consider airborne checks of JPT limiter operation in the various wet/dry and lift versus combat settings. When that was all fine you could turn your attention to high altitude PRL results and high alpha surge checks. Pen checks could not clear an engine as servicable for flight only the pilot could do that. Mind you some people used to enjoy running the engine in the pen - but that is not the same thing as ensuring it was set up so that it would necessarily be inside limits in flight. I do admit that a good engine mech was a tremendous help in reducing airtest time but there were only one or two Frank Ashley's of this world with the knowledge (and intestinal fortitude) to set the engine up in the pen outside the book numbers - so that in the different conditions of flight (varying from recirculation, amount of bleed pulled, airspeed and altitude) it dropped right on the book numbers.
Mind you I am talking about the hydro-mechanical system of engine control used in all versions of SHAR not the digital engine control units used in later land versions.
JF
Last edited by John Farley; 11th Nov 2007 at 21:40.