LPG Lightning News

[320psi]

Hi all,

This thread is about our two Lightnings and our unique QRA Hangar being rebuilt at Bruntingthorpe Aerodrome, near Leicester by the Lightning Preservation Group

http://www.lightnings.org.uk/

We are a group of enthusiasts who are dedicated to maintaining two of the last 4 remaining serviceable, ground running English Electric (BAC) Lightnings aircraft in the UK.
The two F Mk 6 Lightnings that are owned and maintained by us (12 members) are XR728, ex LTF at RAF Binbrook and XS904, ex 11sqn RAF Binbrook and then ex BAC High Speed Target Aircraft Warton Lancs.

These shots were taken in early Jan 08 both together under a roof at last
















The LPG can trace its origins back in the spring of 1987 when a very small handful of guys were stood at crash gate 3, RAF Binbrook watching the final months of Lightning operations tick quickly by.
After a lot of behind the scenes work we managed to secure F6 XR728 for a ‘one off’ delivery flight to an ‘airfield’ of our choice,which is where Bruntingthorpe and David Walton came in. (Thankyou David )
And so, on the 24th June XR728 was delivered to us by 11sqn pilot Flt Lt Chris Berners Price. (his last but one flight in a Lightning)
At this point we ‘only’ had the aircraft and no ground equipment or spares, so we spent a while tendering and buying anything ‘Lightning’ we could get our hands on. Around Christmas 1988 we made the decision to begin ground running to keep her ‘wet’ which we had been advised was the best policy to keep her alive, we have done this ever since.

Of course at the time in the early 90’s Warton were still flying 4 Lightnings as fast case aircraft for the Tornado Foxhunter radar trails, when this came to its natural end in Dec 92, XR773 and XP693 were bought by Barry Pover of the Lightning Flying club at Exeter and flown down there.
XR925 was stripped of spares prior to this and put on the gate. This left XS904 the last ‘turkey’ in the shop as it were, so we tendered for her at the 11th hour and won her ! A phone call came the next day, ‘shes coming Thursday’ which was the 23rd Jan 1993 and when Peter Orme flew her down to us acocompanied by Sqn leader Andy Williams in an F3 Tornado from Conningsby acting as 'guide'
When she touched down she had made the last flight of a Lightning in the UK. (we have no intentions of changing that either)
And so we were a ‘two Lightning group’.

We based them both outside, which has proved a constant challenge on both us and the aircraft.

Then along came the QRA hangar at Wattisham, due for demolision, we persuaded the demolision company to not ‘cut it' but take it down with our help, which they and we did over Dec/Jan 1994/95.
And so in Jan/March 1995 after unloading it all at Bruntingthorpe we became the proud owners of hundreds of tons of rusty steel.

After a lot of behind the scenes work to kick the project off, and much fund raising, we began the rebuild in May 2004 with a small 'kitty' and have worked hard rebuilding it ourselves, fund raising to keep the 'kitty' going and in November 2007 - we have a fully roofed QRA hangar to house the girls in.
This is the only example of one of three built in the UK with two Lightnings still in it.
See a video of our Lightnings being rolled in to their newly roofed Q-shed



Last year was really successful and enjoyable for us at the LPG; throughout the year we perform anti-detioration runs (once every 6 weeks) where the aircraft are towed out to a running pan and all engines and systems are run whilst checking that everything is functioning as it should be. This blows away any cobwebs and helps to keep them 'alive'. See a video clip of November's 07's anti-det run



We held two successful public open days in 2007, including fast taxi runs. Here is a video clip of July's Fast Taxi run




Now that 2008 is nearly over we have one wet May open day and a very successful Jimmy Dell Memorial /20th anniversary open day behind us we are the cash in the 'pot' to get the doors on the Q shed which is happeing at the mo, we arent there yet, but close, just back doors, ends and sides to go



Whilst there is currently no membership scheme for the LPG, we are always happy to talk Lightnings, so either post here or PM me.

Remember if you have any questions regarding the LPG and Lightnings(dont be shy) just ask

I will update here regually, starting with our efforts to bring 728 back to health

Regards to all

Andy B
Lightning Preservation Group

[IanM]

we are tantislingly close to having enough cash in the 'pot' to get the doors on the Q shed, we arent there yet, but close.

We are hoping to rerun Feb's cancelled Twilight Static Afterburner Extravaganza in early Nov

There's nothing like cut and paste hey Andy?

[320psi]

It was late, forgive me

Over the years we have done many indepth engineering jobs on both aircraft, this year has been no different


728 has been givinng us grief for some time now, so;

We began the work to bring 728 back to health over the first weekend in June by spending a day disconntecting all the items needed to get the pipes out, so on Sat 7th June we arrived early and got her out in the sun and managed by about 3pm to remove both reheat pipes and the No1 interpipe.

Now that they are all out we can crawl down the 'coal hole' and replace the fire bottles and then look at the No2 reheat pipe while its out so we can begin to assertain the snag with the AMCU, the reason why the reheat is canceling out, we know the input shaft is partly seized, but where we go from there is something we need to look at closely.

The patient awaits surgery



Last minute adjustments



One frame in place




The No1 Reheat pipe refusing to come out, we found it eventually to to be stuck on a rivet which is folding down a RAF repair patch on the top of the chute bay, it only takes 1mm to snag it



Shes away




Then the No1 interpipe, which also didnt want to come out



But we got there in the end



Both No1 pipes together



Then lunch

We then came back and did the same with the No2, but just the reheat pipe



Frame in place



Out she rolls






The AMCU, the reason for our No2 problems



Next lot:

An empty Lightning, well less jet pipes



A big hole to crawl down



Looking down toward the back end of the No1 engine, with the chute bay panel in the lower forground, a proud rivet on top of it was the reason for all the fighting with the No1 pipe.



Half way down



The hot end, the fire bottle covers are either side



And 904 open for some air



And last but not least my son the newest member of the LPG 'helping'



After alot of work on the AMCU we attacked 728 in Aug 08 and pretty well got her back togehter over one weekend

The work on 728 went really well, we 'flew' on Saturday, managing to get the No2 reheat pipe and the No1 interpipe back in and connected with no snags and no loss of blood :eek: not one scratch !

We started early on Sunday, as the weather forecast was poor and by 11am the No1 reheat pipe was snuggly back in, at noon we pushed her back inside and then took our time reconnecting everything, she is now 98% complete and when time,people,space and fuel allows we plan to give her a test run, keep fingers crossed

Here's a few snaps from the weekend, sorry about the quality, I was using my phone camera, it doesnt get in the way when Im 'doing'

Saturday morning the patent awaits surgery





One big 'ole' and our apprentice :rolleyes:



No2 reheat pipe (the poorly one we have fixed) we hope



Under the frame ready to be winched up





Up but not connceted to the areo yet





On its way with abit of a push



One last shove and 'home'





After lunch it was then onto turning the pipe trolley over and lifting in the No1 interpipe, bloody game :eek:





Winched up



Located on the fixing brackets and ready for a push, and some one little up the pipe to guide it





In and clamped to the No1 engine



We then packed up and went down the pub :rolleyes:;)

First thing Sunday



No1 reheat pipe lifted (phew) in and ready to go



Nozzle shroud off for inspection and high temp greasing





And fully 'home'



In Sept we did and oil change on the No1 engine while the tank was off


No1 engine oil change and filters cleaning session went well on 728, nothing found to worry about, then bled fuel from the No2 engine and the wings to check for water and 'bits' again nothing found, still doesnt explain why we got a seized piston ring in the No2 AMCU, goona have to do more digging.
Check started her No1 to get the oil round and all ok.







The oil filters access, with typical ''Lightning' access (not)



A sump full (well half full) of new oil)




Then in Oct we spent most of one Sat fighting 728's ventral tank back on, it finally relented and we got all the bolts in (even the rear ones with no blood loss:eek:)
All that needs doing now is the pipe connections to the aft ventral and refit all the cover panels over the cannons and the bolt 'oles'.


Onne ventral ready for a fight





Nearly there (hard bit to do)





And after lots of swearing, banging, 'jemying',bending, poking,proding, you name it the first bolts are in and holding the weight








Trolley away






And now we are waiting for good weather and some space to test run her, oh and about £1000 worth of fuel, which we should get soon, so watch this space for news on if we have managed to fix her No2 burner, finger crossed

Cheers

[Gully]

Great stuff Andy!

Given the high temperatures and tightly-packed (!) engineering of the Lightning, is there much asbestos shielding tucked away that you chaps have to be mindful of / manage? Nothing seemed to show up on your pictures.

Thanks,

Gully

[Mackrick]

Fantastic Andy keep those photos coming please ..

[320psi]

Great stuff Andy!

Given the high temperatures and tightly-packed (!) engineering of the Lightning, is there much asbestos shielding tucked away that you chaps have to be mindful of / manage? Nothing seemed to show up on your pictures.

Thanks,

Gully

No nothing, theres no shielding in there, and yes its all very close, mostly within 1/2 inch

Makes life interesting

So you want to see some engine pull shots ?

[RLN]

That is a silly question Andy. You can tell by all the tongues hanging out.

[320psi]

Ok, I will start with the last major job before we stripped 728

Back in Feb 08 just 2 weeks before the first planned twlight run 904 threw her teddy out the pram, by blowing the chute door actuation valve seals, loads of Hyd oil everywhere basiclly

We had montiored the hyd leak that had developed over two weeks and it got lot worse, the leak was in the region of the tail hook and is directly in the bays underneath the No1 reheat pipe; this of course is a no go for running into reheat for very good reasons as the hyd oil has a lower flash point that the JPT. Basically we don't want a fire.






You can see here the streaks of oil running between the skin joints



Basicly we then had to start disconnecting the back end pipe work then 'pull' the No1 reheat pipe, get inside and remove the leaking chute actuation valve, which we have no spares of, so its gonna be take it home, read the book, strip it down, find and replace the faulty/tried seals, pressure test it, then refit it all.

We had a hard working but very successful day on the 23rd Feb, we managed to disconnect all the inaccessable pipes and fittings resonably quickly, we then had a few headaches with jet pipe rollers, which held up the pipe pull for most of the afternoon, but we over came all the problems and finally had the pipe out by 4.30pm

We turned 904 around and pushed her in all 15 tons,for better access and light





Then the work began

Rear pipe drain access hole



Forward pipe drain access, with Jim up to his shoulder and spanner tied to his arm, there are plenty of others but it gives you the idea



One No1 pipe ready to go



One Pipe trolley



In place



Last few 'adjustments' :rolleyes:



And a good hard 'tugg' and shes away



Nearly there



2 hours later and shes out





And one dark hole to crawl down :wink:



And finally the offending valve, all that work for that :rolleyes:



You can just see the pool of OM 15 below the valve, the reason we scrubbed the twlight event

We then spent a while stipping the valve and learning about it, but found the seals we needed were impossible to replace and more importantly test, so we asked our good friends the AALO in Stennis USA if they had a spare, which they did and it was at Brunty in their store !

So we replaced the valave and put 904 back together, like the Haynes manual says 'in reverse of dismantling'

We preped 904 a few weeks later and were out on the running pan by 12noon, I ran the No2 first all the usual checks,into reheat and all ok.

We then ran No2 Jim in the seat, once all the stardard checks were done the throttle was eased up to 65% then 80% with me running around the back end checking all the possible leak area's, we had a some smoke off the back end but only from oily finger pints and general greasy bits burning off, nothing to worry about.

I then took my place on the tail and the throttle was eased up to 100% then into reheat, me watchig the all imprtant main fuel connection, and Im glad to say with no leaks, the engine was then throttled in reheat and then back out.



So basiclly it was a 'fix'

10.30am preping



Ready to go



In the seat all ready to go







No2 runing first





Then the main reason for the day, No1 check run





And back out of the weather that desended on us as we back her in




I will post a few more when I get chance