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Post by Radialicious on Apr 10, 2008 21:37:46 GMT 12
Hey Dave, I suspect as we get closer to the day the media will be involved. There is already a lot of interest aorunf the place. This forum is great evidence of this.
Tonight I have a couple of days of progress to report on. Yesterday was nothing but hard yards that was cracking the egg that was the STBD cowl. As per the port monster, there was much the same inside. I got some photos and will place them here soon. The STBD engine was stuck solid. I won't say it was seized because you could tell from the prop that there was a tiny bit of movement. Tiny. When the cowls came off, I went straight to the sparkplugs and poured my special jippers in an around the place. By the end of yesterday that engine was definitely loosening up although it couldn't be turned more than 10-15 degrees. This morning I repeated the oil injection/drowning thing and by the end of the day it could be turned through 360 degrees. The STBD engine/QECU is a hell of a lot fresher in terms of hours than the port and it showed in the condition of the components, hoses and wiring. It appears that there isn't a great deal that needs done to her. I did run an ignition file across the points in all four mags today and check that they gapped as the prop was turned. As Paul mentioned, the fuel priming pump can cause problems. I took her out and split her between the motor and the pump element. Both appeared to be in good nick so a quick clean and re-grease of the drive gears was all that was needed.
My mate Alistair Haigh was called in after he finished up at SAFE Air this afternoon. We had got to the point where a number of systems needed to be checked and that needed more than just me. Sounds Aero Maintenance, Patchett Ag Air and Antique Aero Engineering all came to the party this afternoon with the lend of all sorts of necessary goodies. Many thanks again!
I wanted to test the priming pump that lives in the STBD cave, both ignition booster coils and both starter motors. The priming pump is turned on and off with one switch and through another switch and two solenoids is directed at each engine as necessary. The pump and STBD solenoid worked fine but there was no output form the port one. You could hear the port solenoid click but there was no fuel getting through. That is a job for tomorrow. The ignition booster coils worked fine and the biggest indication of progress was when we finally cranked both engines over off their own starter motors. With 14 lungs wet with oil and no spark plugs fitted, the big props spun smoothly and smartly past the cockpit.
It has to be said that most of the hard work has been done on this project so there is only the hard work left to go!
Today was a big deal because ZK-CPT gave something back and indicated that she is as keen as I am to bringing her back to life.
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Post by Radialicious on Apr 10, 2008 21:54:13 GMT 12
Hi Derek, thanks for your interest in CPT and for the work you are doing regarding the B-170. At the moment I am the only one actively working on CPT (mainly because I have a cruisy job that gives me quite a bit of time to do random things). CPT is owned by the Marlborough Aero Club and looked after by a sub-committee called Friends of the Bristol. We haven't yet gone too deeply into our intentions after the big day. There are two options - 1, run the engines, inhibit and immobilise them so that preservation is assured. 2, run the engines and maintain them so that they can be run periodically or on demand.
Personally, I want them to remain active. Periodic and publicised running events that can generate a source of interest and financial income.
After the enthusiastic awakening of this old girl, I'm sure she'd like to be exercised more often than not
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Post by Dave Homewood on Apr 10, 2008 22:45:44 GMT 12
It sounds like progress is hapening in leaps and bounds now Al. Great stuff mate. We're looking forward to those photos.
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Post by 30sqnatc on Apr 11, 2008 20:14:01 GMT 12
Thanks for keeping us up to date with your blog. The tension is growing to the big day. When you get them started and go for a trundle around the airfield do you need a pilots or taxi licence My recollection at seeing ground bound B-170's (never managed a flight in one ) I think 'trundle' is the best descriptor. Paul
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Post by greaneyr on Apr 11, 2008 21:42:20 GMT 12
I remember watching the Bristol Freighters come and go out of Rongotai when my grandpa used to take me to Lyall Bay as a kid. This was only back in the 80s, so not that long ago in terms of the history of this aircraft.
I too would love to see this aircraft active and moving around. I think that in the restoration area there is a real market for larger aircraft with two or more engines.
If I lived in your neck of the woods, I'd be very tempted to lend a hand in what you're hoping to achieve, Al.
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Post by Radialicious on Apr 16, 2008 21:27:07 GMT 12
Thanks guys. No licence is needed to taxi an aircraft. Engineers do it all the time when ground running their customers aircraft. All that is needed is a solid knowledge of what does what and most importantly, how to make it stop!
I've had a bit of a quiet time with Big Bird this week. Work has kept me busy with several overnights out of town and I've also been studying up for a new route and was checked out on that today. I'll be back into Bristolville on Friday.
Will keep yoos posted on how that goes.
Cheers, Al
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Post by Dave Homewood on Apr 17, 2008 0:05:18 GMT 12
Al, did the Omaka Bristol see any previous military service? I seem to recall some of the SAFE Bristols came from the Pakistan Air Force, and others possibly from the RNZAF? Did this one?
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Post by nzompilot on Apr 17, 2008 10:34:42 GMT 12
Dave - while Al is busy working hard I'll add my contribution From the oracle on SAFE Safe in the skies – by L Hope, J Carson, J Wright, R Dunlop
ZK-CPT Originally G-AMRR of Bristol Aerospace Company. Delivered to Iberia May 2 1953 as EG-WHI. Re-registered EC-AHI. Delivered to Aviation traders Jan 28 1965 as G-41-3-66 and stored. Delivered SAFE May 25 1966, in service July 18 1966, retired Feb 7 1986. Sold to Friends of the Bristol for $1.50 and flown to Omaka Aerodrome on June 15 1986
Those with RNZAF connections ZK-BEO – NZ5905 loaned to SAFE Feb 1954 then scrapped ZK-BEV – NZ5904 loaned to SAFE Mar 1954 – June 1954 ZK-BJP – NZ5911 loaned to SFAE Apr 1955 – July 1955 ZK-BVI – NZ5912 bought by SAFE for RNZAF to replace NZ5905 loaned back to SAFE Dec 1957 – Mar 1958
Ex Pakistan Air Force ZK-CLU ex S4403 ZK-CAL ex S4401 ZK-CAM ex S4402 ZK-CRK ex S4406 ZK-CRL ex S4407 ZK-CRM ex S4421 ZK-CVK ex S4416 ZK-CVL ex S4436
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Post by Dave Homewood on Apr 17, 2008 12:07:04 GMT 12
Thanks.
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Post by corsair67 on Apr 17, 2008 14:25:01 GMT 12
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Post by nzompilot on Apr 17, 2008 15:17:01 GMT 12
That link doesn't seem to be working - all it comes up with is "no results were found"
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Post by nzompilot on Apr 17, 2008 15:21:54 GMT 12
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Post by corsair67 on Apr 17, 2008 16:04:18 GMT 12
I thought that might happen! I did a test run before posting and it worked then, but because it is a websearch item it must lapse after a short while. Anyway, if you go to timeframes.natlib.govt.nz and then type "Bristol Freighter" into the search window, tick the "exact phrase" circle and then hit the search button, it should then come up with some good images.
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Post by Peter Lewis on Apr 17, 2008 22:03:46 GMT 12
Don't forget ZK-CLT which was flown Woodbourne-Wigram 21May87 and became 'NZ5913' before eventually going to Canada as C-FTPA. This was the one that suffered U/c failure on landing Bronson Creek, BC, 24Apr97. Great work there to get the moths out of ZK-CPT. How is the wingtip repair going? Some shots of CPT earlier in life. At Auckland International 18November1967 (early in her NZ life): and a bit later, Woodbourne 23July1979
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Post by Radialicious on Apr 18, 2008 21:49:15 GMT 12
Had a solid day today. Nothing too exciting like booster coils and starter motors - just lots of bird rubbish. Marty Nicholl turned up at just the right time when I was having a right old battle with the STBD spinner. She was dead keen to stay where she was. It is hard to think of an inactive, unoperational machine as being stubborn but that is exactly what she was today. The other spinner was restrained by a midsection diaphragm that had stuck to the prop dome. This one was stuck via a number of dowels that locate the spinner against its backplate. A lot of my attention was sent into the wrong neighbourhood. Eventually she came off and will get the same treatment as the other spinner. The rest of my day before beer O'clock was spent on hay detail in amongst all the cylinders. Both engines (sparkplugless) have lubed up nicely over the last two weeks. They now turn freely and smoothly. I am curious about a crisp metallic clunk-clunk that occurs on both engines, at the same prop angle, when they are pulled through by hand. It can be felt through the prop tip and clearly heard. I'll get into my books and see it I can find out where.
The hot ends of 56 spark plugs are now soaking in kerosene in tins as I prepare for a day of cleaning and checking each and every. One of my mates did the math based around ten minutes per plug.........
An offer of an interview from another airline came my way today so I've gotta be careful how I spend my days in the next month. I don't want the momentum on this project to suffer too much either. Looking for a happy medium.
I have a sound file on my Ipod of a pair of Bristol Hercules starting up, running up and shutting down. It is unfeasibly encouraging!
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Post by flyjoe180 on Apr 18, 2008 21:51:53 GMT 12
Sounds like good progress Al. Good luck with your airline interview too!
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Post by lumpy on Apr 18, 2008 22:28:52 GMT 12
I have no specific knowledge of aero engines , but a rythmic " clunk clunk " , ( its not this , because you will know the noise , is impulse mags ). I wonder if there may be an auto ( mechanical ) decompressor , or particually , an anti - kickback decompressor ?
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Post by Gavin Conroy on Apr 19, 2008 16:28:26 GMT 12
Had a solid day today. Nothing too exciting like booster coils and starter motors - just lots of bird rubbish. Marty Nicholl turned up at just the right time when I was having a right old battle with the STBD spinner. She was dead keen to stay where she was. It is hard to think of an inactive, unoperational machine as being stubborn but that is exactly what she was today. The other spinner was restrained by a midsection diaphragm that had stuck to the prop dome. This one was stuck via a number of dowels that locate the spinner against its backplate. A lot of my attention was sent into the wrong neighbourhood. Eventually she came off and will get the same treatment as the other spinner. The rest of my day before beer O'clock was spent on hay detail in amongst all the cylinders. Both engines (sparkplugless) have lubed up nicely over the last two weeks. They now turn freely and smoothly. I am curious about a crisp metallic clunk-clunk that occurs on both engines, at the same prop angle, when they are pulled through by hand. It can be felt through the prop tip and clearly heard. I'll get into my books and see it I can find out where. The hot ends of 56 spark plugs are now soaking in kerosene in tins as I prepare for a day of cleaning and checking each and every. One of my mates did the math based around ten minutes per plug......... An offer of an interview from another airline came my way today so I've gotta be careful how I spend my days in the next month. I don't want the momentum on this project to suffer too much either. Looking for a happy medium. I have a sound file on my Ipod of a pair of Bristol Hercules starting up, running up and shutting down. It is unfeasibly encouraging! You are doing a great job Al and it was great to catch up yesterday to see what you had been up to. Some big hours must have gone into this already and things are looking good.
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Post by Dave Homewood on Apr 19, 2008 16:33:56 GMT 12
Did you take any photos Gavin? We're all gagging to see some piccies of the restoration.
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Post by Dave Homewood on Apr 19, 2008 21:26:04 GMT 12
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