Shackleton tri-cycle undercarriage
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It was only the MR3 Phase 3 that had the Vipers...Phases 1 and 2 were 4 x Griffon only. Phase 3 mods weren't carried out until around 1965, the MR3 first entered service in 1957 ish.
The Mk 3 was a better "turner" than the earlier Marks. ISTR with the new wing came spring tab ailerons. It was also fitted with "stall warning", (stick shaker) a Mk 3 prototype was lost' during early stalling trials. The nosewheel steering was excellent in spite of the unusual mini spectacle control system. The Phase 3 with the Vipers used to go like the clappers in the cruise' with four-turning and two-burning, or so I was told? Smaller bombay' resulted in a smaller war load', less DCs' than the Mk1 and 2.
A.D.
A.D.
First of all the "Phase Three" wasn't the Vipers. There were Shack 2 " Phase Threes".
Unfortunately the increased runway length requirement of the Mk3 resulted in St.Eval closing and handing over to St.Mawgan.
And, while I'm at it, the drawings above are way out , not reflecting the totally different (thinner) nose profile of the "2" compared to that of the "3".
P.S. Sorry Courtney, the nose wasn't longer. The funny "periscope" aerial was of course for the beast diving underwater and hunting submarines!
Unfortunately the increased runway length requirement of the Mk3 resulted in St.Eval closing and handing over to St.Mawgan.
And, while I'm at it, the drawings above are way out , not reflecting the totally different (thinner) nose profile of the "2" compared to that of the "3".
P.S. Sorry Courtney, the nose wasn't longer. The funny "periscope" aerial was of course for the beast diving underwater and hunting submarines!
Last edited by Haraka; 22nd Feb 2013 at 16:47.
It took me until Mrs C's bar had been open for 30 minutes to realise that they went for the tricycle undercarriage simply because it looks so much better; as proved by the illustrations above. Same reason for the longer nose and the big spark plug on the top.
Last edited by Courtney Mil; 22nd Feb 2013 at 16:38.
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Nose tail wheel
Not really part of this thread but may be of allied interest
It was always said the Canberra nose wheel was a copy of the Shack tail wheel. Caused all sorts of trouble over the years
The Canberra nose wheel sometimes failed to retract entirely leading to a nose red remaining. At least one crew got distracted by this and crashed disorientated. WR 100
It was always said the Canberra nose wheel was a copy of the Shack tail wheel. Caused all sorts of trouble over the years
The Canberra nose wheel sometimes failed to retract entirely leading to a nose red remaining. At least one crew got distracted by this and crashed disorientated. WR 100
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it looks so much better; as proved by the illustrations above. Same reason
for the longer nose and the big spark plug on the top.
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There is only a few detail differences in the fittings attached. The lower part of the oleo is slightly different as the Canberra item is machined for the fitment of mudguards, where as the Shackleton item just has a blank unmachined face. The fixing at the top has to be changed for the centering bar fitted to Shackletons, and a longer torque tube fitted for the gear door actuating rods.
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Now, why can't I get a detailed, easily understood answer like that when I ask a techie question on a car forum? This is the place to come for answers, folks...respect! 
Now, do you know an easy way to get an alternator off a 1997 Jaguar XJ6 3.2?
Now, do you know an easy way to get an alternator off a 1997 Jaguar XJ6 3.2?
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Get it on ramps, and access is easy from underneath. No air pump or injection system in the way, though getting it past the anti roll bar is a bit tricky. The XJR6 is harder.
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Originally Posted by pmills575
the wings are different, the MK3 having the Argosy wing
The artist's impression of the proposed Shackleton 4 is interesting but doesn't quite conjur up the sound of 4 Napier Nomads in close formation. I think the Air Staff had their minds set on jets by then, though.
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Haraka
I think you're mixing up some different times here. The age of the Phase 3's was many years after St.Eval closed. The first Mk. 3's were many years before the Phase 3's. The closing of St. Eval and Phase 3 Shacks were many years apart.
First of all the "Phase Three" wasn't the Vipers. There were Shack 2 " Phase
Threes". Unfortunately the increased runway length requirement of the Mk3
resulted in St.Eval closing and handing over to St.Mawgan. And, while I'm at
it, the drawings above are way out , not reflecting the totally different
(thinner) nose profile of the "2" compared to that of the "3".
Threes". Unfortunately the increased runway length requirement of the Mk3
resulted in St.Eval closing and handing over to St.Mawgan. And, while I'm at
it, the drawings above are way out , not reflecting the totally different
(thinner) nose profile of the "2" compared to that of the "3".
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Spare a thought for the poor old girl still clinging on to life at Long Marston, if you want to see more just google Long Marston Shackleton..
Shack 4, Cocked Tailwheels etc.
I think one of the problems with the projected Shack 4 ( as distinct from the T Mk.4 
)was with the Napier Nomad - allegedly so efficient that it couldn't be got to run.
For Shack 37's benefit, the Mk.3 first flew in September 1955, some time before St. Eval closed IIRC. I presume he was misreading Mk.3 and Phase 3.
Those familiar with the Mk.2 (which I am not) would remember the cocked tailwheel problem, when such a condition post take off would result in the whole undercarriage assembly failing to retract. I remember at St.Eval, in the early 50's, watching a Mk.2 droning around for hours in this condition. Eventually, now down to landing weight presumably, it came in.
Unfortunately the u/c was still selected "up" and as the tailwheels touched (and straightened ...........)
The shower of sparks was a sight to behold.
Further to that there is of course the story of the initial in -flight remedy carried out by a signaller, who apparently belted a hole in the fuselage lower skin with a fire axe and then knocked the tailwheels into line with a towbar.
)was with the Napier Nomad - allegedly so efficient that it couldn't be got to run.For Shack 37's benefit, the Mk.3 first flew in September 1955, some time before St. Eval closed IIRC. I presume he was misreading Mk.3 and Phase 3.
Those familiar with the Mk.2 (which I am not) would remember the cocked tailwheel problem, when such a condition post take off would result in the whole undercarriage assembly failing to retract. I remember at St.Eval, in the early 50's, watching a Mk.2 droning around for hours in this condition. Eventually, now down to landing weight presumably, it came in.
Unfortunately the u/c was still selected "up" and as the tailwheels touched (and straightened ...........)
The shower of sparks was a sight to behold.
Further to that there is of course the story of the initial in -flight remedy carried out by a signaller, who apparently belted a hole in the fuselage lower skin with a fire axe and then knocked the tailwheels into line with a towbar.
Last edited by Haraka; 23rd Feb 2013 at 06:27.
I don't own this space under my name. I should have leased it while I still could
The age of the Phase 3's was many years after St.Eval closed. The first Mk. 3's were many years before the Phase 3's. The closing of St. Eval and Phase 3 Shacks were many years apart.