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MOTAT
Jan 3, 2021 23:14:58 GMT 12
Post by ZacYates on Jan 3, 2021 23:14:58 GMT 12
One of those I'd heard as maybe going to MOTAT was my own CBG when still a spares source for Wanganui Aero Work - although that story may have been concocted to let this then-12yo boy down easy.
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Post by emron on Jan 4, 2021 13:13:19 GMT 12
Zac, I don’t have all the details here now but I think MOTAT was invited to pick from a couple at Wanganui and CBG was most likely one of them. If I remember correct, before a decision was made, the opportunity to obtain CTZ from elsewhere came along too and the museum then faced an even bigger dilemma about which one to choose. Being a considerate bunch they left CBG for you and selected CTZ instead. A fairytale ending for both of us!.
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MOTAT
Jan 5, 2021 11:00:21 GMT 12
Post by ZacYates on Jan 5, 2021 11:00:21 GMT 12
I think they made the right choice, and not for my own selfish reasons!
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Post by gustav10 on Jan 6, 2021 7:44:37 GMT 12
BXQ was broken up for spares, which were reconditioned and used on insurance rebuilds...There was very little left off it, so MOTAT didnt happen.
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MOTAT
Jan 7, 2021 15:52:15 GMT 12
Post by woody99 on Jan 7, 2021 15:52:15 GMT 12
Thanks Gustav!
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Post by emron on Feb 9, 2021 17:49:17 GMT 12
Kestrel Engine Update Here’s a photo of the SP12-3 magneto viewed from the distributor end. Alongside is the points breaker assembly that slips over the cam drive shaft. To regulate the advance/retard it turns through a narrow arc driven by the linkage rod which connects it to the main engine control shaft that runs across the shoulder of the supercharger at the back of the Kestrel. I’ve only been able to obtain one of these assemblies, so if you know the whereabouts of another, just like it, I’d welcome a PM about that. Here’s a photo of the cap that goes over the points breaker and the clamp that secures both in place. I’m on the look out for two sets of these as well. Unfortunately they’re not interchangeable with covers off the more common SC7 type mags as used on the Cheetah. Once again I’d like to hear about any spares of these parts that might be out there. Still hoping that some of these original parts will turn up but in the meantime I’ve raided the recycling bin. I found two tuna tins that are the right size and even have the same bronze finish as the contact breaker caps. I’ve fashioned up a second contact breaker plate and it’s advance/retard lever together with the two clamps that hold the caps in place. So both magnetos are now externally complete and ready to install along with the right hand side distributor cover. Once these parts are fitted I can then link up to the engine control shaft and reattach the ignition leads tidily to the spark plugs.
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Post by emron on Feb 13, 2021 19:35:03 GMT 12
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Post by emron on Feb 16, 2021 14:39:12 GMT 12
Over summer, John P., Steve and I have been gradually making repairs to the DC3 fin trailing edge and the structure aft of it that supports the rudder post and the elevator torque tube. On Sunday we reached the point where we could begin returning parts that had been removed to gain access. First back on was the freshly painted elevator torque tube and the two bearing blocks that it pivots on. Then I was able to start to rivet back up the top and bottom plates that stiffen the frames there, as well as re-attaching the rows of anchor nuts along their edges where the tail cone is secured. When they were done it was home time and I left the tools nearby, ready for my intended return mid-week. From Monday the Museum was closed to visitors due to Level 3 restrictions and all but essential staff are working from home. So it’s now uncertain how long it will be before I can get back to progress that job. In hindsight I’m glad I stayed back to finish tightening one remaining little awkward nut that may have been overlooked after our return. Let’s hope that date’s not too far off.
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Post by emron on Feb 17, 2021 19:40:58 GMT 12
Auckland will move to Alert Level 2 at midnight tonight. MOTAT will remain closed to visitors for the rest of the week and re-open on Sunday 21 February. Sadly they were forced to cancel the Fire and Emergency Live Day planned for that day but both sites will be open with limits on numbers. Tram services and volunteer activities will only resume after Auckland returns to Level 1.
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Post by emron on Feb 25, 2021 14:48:39 GMT 12
Kestrel Engine Update
I got back to the workshop yesterday following my latest holiday at home and started on fitting the magnetos to the Kestrel. The right hand one was fairly straightforward and was soon bolted up firmly and then the distributor mated onto it correctly. The engine must have been lying on the other side during it’s many years in the bush and the alloy distributor cover there has dissolved away, just leaving the rim still attached to the backing plate. My attempts to loosen the row of 2BA nuts holding these parts together has not gone well so far but I’ve given them another soaking. Anyway I got the magneto in place and I’ve secured what remains of distributor onto it. If I can’t safely separate the corroded parts later I can leave them as they are and just highlight the cap and knobs that are exposed at present.
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Post by emron on Mar 7, 2021 16:02:47 GMT 12
The Museum re-opened for the public today with the usual limits on visitor numbers as per Level 2 restrictions. Once again volunteer activities will only resume after Auckland returns to Level 1. So I don’t yet have a new update from the Aviation Workshop. But my latest term of solitary confinement at home hasn’t been all wasted. Barely hours before the lockdown was announced I was passed a couple of pieces of badly mangled and rusted aircraft frame, sections of the front bulkhead of a Hind, from which I could salvage parts to complete the Museum’s example. I hadn’t intended to start on that straight away but the opportunity came along all too soon. Now these assemblies were designed and built to hold fast and with a layer of rust they are attached even tighter. So I’ve spent a fair part of the last week trying to separate off the good bits with much judicious use of brute force. I’ve managed to rescue lots of small parts so far but there are some larger obstinate bolts and fittings still to do. The only Breaking News I have for you is that I cracked my favourite cold chisel and chipped the jaw of a pipe wrench in the process so far. I hope we can get back to the Workshop by next weekend, then I can give you a proper update, but we’ll only know for sure about that restarting date later this week.
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MOTAT
Mar 7, 2021 19:15:18 GMT 12
Post by Dave Homewood on Mar 7, 2021 19:15:18 GMT 12
Is the limit 100 people across the whole Museum? Or 100 people at each facility?
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Post by denysjones on Mar 7, 2021 20:15:51 GMT 12
In our case at Ferrymead Dave it was explicitly conveyed to us that it was the number in the whole park...some 20 hectares, so much for separation.
Another inconsistency thing was that various farmers' markets around CHC were allowed to operate under level 2 but we weren't allowed to operate our one (first Saturday of the month) because we were deemed to be more commercial..are we not a museum??
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Post by emron on Mar 7, 2021 20:42:57 GMT 12
Is the limit 100 people across the whole Museum? Or 100 people at each facility? MOTAT will manage visitor numbers at MOTAT 1 to ensure that there are no gatherings of more than 100 people in their exhibition areas and restrict the maximum number of visitors at MOTAT 2 / in the Aviation Display Hall to 100 people at any one time. Some of the smaller display spaces will be closed to ensure social distancing. More details on MOTAT Facebook. The tram service between the two sites is not operating during Level 2.
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MOTAT
Mar 7, 2021 21:03:14 GMT 12
Post by Dave Homewood on Mar 7, 2021 21:03:14 GMT 12
Denys, I did not realise there was as much as 20 hectares at Ferrymead. That's about 49 acres. Ever thought about trimming some land off the edge to sell for housing, to raise cash for the museum projects? Or have I sinned by asking?
The inconsistencies about these lockdowns is infuriating.
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Post by emron on Mar 13, 2021 9:23:58 GMT 12
The Museum re-opened for the public today with the usual limits on visitor numbers as per Level 2 restrictions. Once again volunteer activities will only resume after Auckland returns to Level 1. So I don’t yet have a new update from the Aviation Workshop. But my latest term of solitary confinement at home hasn’t been all wasted. Barely hours before the lockdown was announced I was passed a couple of pieces of badly mangled and rusted aircraft frame, sections of the front bulkhead of a Hind, from which I could salvage parts to complete the Museum’s example. I hadn’t intended to start on that straight away but the opportunity came along all too soon. Now these assemblies were designed and built to hold fast and with a layer of rust they are attached even tighter. So I’ve spent a fair part of the last week trying to separate off the good bits with much judicious use of brute force. I’ve managed to rescue lots of small parts so far but there are some larger obstinate bolts and fittings still to do. The only Breaking News I have for you is that I cracked my favourite cold chisel and chipped the jaw of a pipe wrench in the process so far. I hope we can get back to the Workshop by next weekend, then I can give you a proper update, but we’ll only know for sure about that restarting date later this week. Since going to Level 3 on Feb-14 there has been only one volunteer workday in the Aviation Workshop and that was on Sunday (edit: correction make that Wednesday) the 24th. Now back at Level 1, normal service has resumed at MOTAT and the Workshop opens again tomorrow. I’m sure all of the Sunday team are as eager to return.
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Post by emron on Mar 21, 2021 18:54:39 GMT 12
DC3 Update
Last weekend John and I were able to get back to the DC3 tail repairs and we began by reconnecting the elevator control wires to the newly installed torque tube. Once we had cleaned and greased the screws that secure the cable ends, I went aboard and into the rear compartment amongst the spider web of wires to slacken the turnbuckles. Then John was able to fasten the cable ends and I re-tightened them, although only part way, as there was still more rivets required in the supporting structure down the back before it would stand the full load. When that was done John checked the cockpit controls to be sure they were moving freely between the stops and no crossovers. Next we brought down one of the elevators to test fit but discovered that the rod end that connects the trim tab shaft drive was missing. So we spent the rest of that session checking out the parts list to know what to go look for.
By the time I was back on Wednesday, Steve had completed the riveting. Before mounting a search for the missing bearings I got talking with Rex who is re-clothing the ailerons. We came up with a list of more parts still required before they could be hung back on the wings. No luck in locating any of these on the shelves yet but I was delighted to find the pulley housing for the elevator trim tab which we’d already started making a replacement for.
Today, using the portable scaffold I was able to re-fit the two rudder hinge bars back on to the fin. This will allow us to align the bearings on the rudder post below so that assembly can be completed and it’s supporting structure enclosed again. The new found pulley housing is now overhauled, repaired and painted and ready to be bolted back in place on top next time.
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Post by emron on Mar 23, 2021 21:04:54 GMT 12
It’s been a month since I was able to last work on the Kestrel but in the meantime I’ve continued to assemble components onto the Hind bulkhead AB. This is the rectangular frame of steel tubing behind the firewall, the front one of three that comprise the airplane’s centre section. It’s made of heavier materials than the rest of the airframe because much of the other structure is joined to it. As well as the firewall and coolant tank mounted on the front of it is the engine mount bolted to each corner, behind are the four fuselage longerons which support the main fuel tank, oil tank and radiator. Connected to the top joints are the upper centreplane struts with their bracing wires and to the side of each bottom joint are the main bracing wire to the upper wing and the oleo legs below. Without any of these other parts attached this bulkhead's quite compact so my next step will be to see if it’s feasible to build it (or even just one side of it) on to the existing Kestrel display. I’ll check that out tomorrow.
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Post by emron on Apr 4, 2021 19:41:15 GMT 12
DC3 Update
When I was working on the control cables in the rear compartment I saw that the top of the stabiliser and the crawl space under it could do with a good clean, so last Sunday I ventured back there with the vacuum cleaner and managed to reach the far corners with the extension. I checked for corrosion and the only concern was rows of anchor nuts, some of which had badly rusted and broken loose. On Wednesday I decided to start repairs on those before closing in the tail structure any further or rigging up more control cables that would make access to them even harder. I started from the back end and working from outside, tackled what corrosion I could reach with a rotary file. Today I continued forward, cleaning out the threads of any anchor nuts that had the remains of seized 8-32 screw still in place. The stabiliser fairing fillets are screwed onto these anchor nuts along the fuselage side but attached to rivnuts on the stabiliser top and lower edges. These are proving difficult to salvage as they are now fragile and some are working loose. It looks like these are the old style two-piece Lok-Skru type but we should be able to substitute with the more common one-piece ones which we have stock of and the fastening tool for.
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Post by emron on May 8, 2021 15:12:03 GMT 12
DC-3 Update
John and I have made steady progress on the repairs to the captive nuts on the tailplane. First step was to inspect the four rows of Lok-Skrus on the stabiliser and run the tap through all that were clear. That left a number that were either missing or had a screw stem seized in place. Next we were able to reach in through holes in the trailing edge, grip on the part inside and unscrew the inner half. Once in the vice we could drill out the screw and re-tap. Then we were able to re-install them and tighten satisfactorily. But there were only three or four that we could do this to and it left more further forward that had been strained and loosened during previous attempts to remove the screws. We tried to drill out each of the seized screws in place but without success. So last resort was to drill a narrow slot to one side and drive them sideways and then extract them intact in the tight grip of a pair of pincers. Unfortunately that left an enlarged hole but we fashioned up some small patches with a new rivnut centred over the original position. They were secured inside the edge line of the fillets and will be hidden when these are re-attached. Last Sunday we finished both rows on the top surface. Thankfully there are fewer on the lower surface to repair so we should be able to attend to them tomorrow.
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