Engineers notes Project Flagship

Project Flagship - No Frills engineering notes

January 2011 – September 2011

During Project Flagship, ground power was restored to the aircraft and all the accumulators were also recharged with nitrogen, green hydraulic system reservoir was filled using a different type of hydraulic fluid, this was due to the lack of M2V fluid, and various repairs to the aircraft took place

PROJECT FLAGSHIP: VISIT TO CONCORDE G-BOAC 20 FEBRUARY 2011

Ricky Bastin, Ross Williamson, Sue Williamson, Steve de Sausmarez hold an initial meeting at Concorde G-BOAC to discuss the plan for repairing the windows.

Steve de Sausamarez and Ricky Bastin go on board G-BOAC with Ross Williamson. They carry out a preliminary risk assessment.

They find the Ground Power Protection Unit and restore it to its correct location. Steve presses the button to reactivate it.

Steve and Ricky go onto the flight deck with Ross and discuss the hydraulic systems.

Ricky checks the connection for ground power. He is happy with the state of the wiring.

Ross, Steve, Ricky and Paul (manager at the Aviation Park) have a meeting afterwards.

The team discuss the plan put forward by Gordon Roxborough at Brooklands Museum, to repaire the visor and the co-pilot’s main window. The team from Brooklands had suggested carrying out the repair mechanically, and charging an estimated £18,000 for the cost of the team’s time, accommodation, materials, etc.

Ricky Bastin and Steve de Sausmarez state that they can carry out these repairs at no cost to the museum. Ricky Bastin says the repair can be done by using the aircraft’s hydraulic systems to move the nose and visor.

Ricky Bastin outlines the following plan for the work:

• Carry out survey of the aircraft’s condition

• Power the aircraft’s electrical systems

• Power the hydraulic systems

• Carry out repairs to visor and windscreen, which will involve moving the nose and visor hydraulically.

For the longer term, Ricky Bastin suggestes regularly powering the electrical and hydraulic systems, so the museum can hold events with G-BOAC’s nose being moved.

The work is cleared for health and safety purposes.

All agree a return date of the 14th March to start the work.

PROJECT FLAGSHIP: VISIT TO CONCORDE G-BOAC 14 MARCH 2011

Ricky Bastin, Ross Williamson, Sue Williamson, Steve de Sausmarez, Ian Mosdell attend a meeting at Concorde G-BOAC to check the electrical power on the aircraft. Katie John attends to take notes. Ellie Bastin attends to take photographs for a visual record of the day.

Ricky Bastin’s plan for the day

Ricky sends the following plan to the museum and circulates it to the team:

WHAT WE REQUIRE FROM YOURSELVES:

1) The exhibit should of course be closed to the general public while we are carrying out our work.

2) A 60 to 90 KVA 115/200 400HZ electrical ground power unit (GPU). This is standard Manchester Airport equipment. At least 90KVA would be desirable.

3) An lengthy output extension reel of about 50 to 60 ish feet , so that the GPU does not need to come inside the exhibition hangar. (The cable can be passed through an opened door etc.). This also should be available somewhere in the airport. It is not a show stopper if one cannot be found, but will make life a lot quieter and less smelly if we can leave the GPU outside.

4) As is standard for any power up from a long stand-off period (or even a new aircraft for that matter) some basic fire precautions should be available for the initial power up. (This is merely a token precaution as I have carried out a thorough survey of the ground power electrical installation on the aircraft and am more than satisfied with the wiring condition and integrity of same; this was in fact found to be generally first class on our recent visit).

5) 2 or 3 vacuum cleaners of any shape or description.

6) A single can of any ‘LO30’ type aerosol cleaner just to quickly clean out the aircraft ground power socket. Please let me know if you are unable to obtain any, and I can try and obtain a can before we come.

The general itinerary for the day is as follows.

1) As early as possible (08:00 if that is ok) we would like to carry out a thorough cleaning regime (vacuum cleaners) of the electrical racking in the above floor 215/216 and 243/244 zones as well as the Transformer Rectifier Units etc. in the lower 123 zones. With two or three of us working (I think we will all be killed in the rush to Hoover Concorde) this should take about 1 to 2 hours. All electronic components will then returned to their correct racking location on the aircraft.

2) Isolation of all but ground power essential electrical loads on the aircraft. ALL cabin lighting circuits will remain isolated, due to 240 volt mains lighting being installed on G-BOAC. The GPU will be started and selected online at the unit. The aircraft ground power switch will be selected to ‘close’ and power will then be applied to the aircraft. As electrical power is established, the aircraft electrical services will be progressively enabled, to establish stability of operation.

3) The aircraft hydraulic reservoir air compressor will be activated, just to ensure that air pressure can be supplied to the hydraulic reservoirs. (We are assuming that the reservoir air release valves are closed, if not we will gain access and close them ourselves).

4) After carrying out some basic relevant system checks, the power will then be de-selected and removed from the aircraft, the GPU can then be shut-down and disconnected from the aircraft.

5) At this point, at your discretion, the exhibit could be re-opened to the general public.

6) A detailed survey will be carried out by Ian Mosdell as far as hi lift access requirements for the our future visor and windshield glazing repairs. As we stated previously, this work should generally be carried out at zero cost to the museum. (Although coffee and sandwiches would be appreciated by all).

7) A survey will be also ce carried out to see what will be required to repair the captain’s DV window, currently covered with Perspex.

Access will be gained (via the rear cabin) to the rear freight hold to establish what is required to repair the missing hinge equipment.

As we discussed previously, absolute confidentiality regarding this event is essential. It is best that we confine details of this event to the interested parties only.

Sequence of events during the day

1) Once on the aircraft, the panels just outside the flight deck are opened and control units etc removed for cleaning. The racks are also thoroughly cleaned. The units are then restored to their proper places and secured.

2) Ian and Ricky open access panels at the rear of the aircraft, clean the units inside. They also open the rear baggage hold and check inside.

3) The team go out onto the port wing. Ricky and Ian open a couple of the access hatches. They check the heat exchanger, which appears to be in good condition. The adjacent hatch has allowed condensation to leak into the wing structure via a valve in the top, causing localised damp in the area just underneath; this is mopped up and the area left to dry.

4) A Ground Power Unit is brought into the hangar and securely connected to the aircraft. Power is switched on.

5) Power is switched on on the flight deck. Lights come on and alarms sound, indicating active systems.

6) The lights on the wings and tail come on and start flashing. Landing lights on wings rotate into position and come on.

7) The hydraulic systems are activated. Fluid is pushed from the tanks into the lines. This means that more fluid will be needed to replenish the tanks.

Air intake control systems – it is found that 6 out of the 8 systems work.

9) Secondary air doors are tested and found to work first time.

10) Aircraft systems are turned off, the GPU is disconnected and removed, and G-BOAC is made secure for normal museum activities. GPPU is stowed on shelf 10215.

11) Ricky speaks to Ian Kirby by telephone to update him. Ricky, Steve and Ian Mosdell collect a sample of hydraulic fluid from the aircraft for analysis.

Next stages to be carried out

Hydraulic fluid to be topped up

Accumulators to be recharged

Items to be obtained for next stages

• Extra ground power unit – perhaps from East Fortune?

• Additional supplies of M2V hydraulic fluid – Exxon? Ian Kirby estimates that 4–5 gallons will be needed

• Hydraulic gun – was carried in Concorde’s “fly away kit” during service

• 2 lead acid batteries (eg from Boeing 737) to fix nacelle overheats x 3

• Extra fire detection box (FFFD/ Graviner box)

• Right-hand extractor fan

• Set of reheat switches

• New light under nose

• Windows – from Brooklands Museum

PROJECT FLAGSHIP: VISIT TO CONCORDE G-BOAC 27 JUNE 2011

Ricky Bastin, Ross Williamson, Sue Williamson, Steve de Sausmarez, Ian Mosdell, Pete Messum attend a meeting at Concorde G-BOAC to carry out minor repairs. Katie John attends to take notes. Ellie Bastin attends to take photographs for a visual record of the day. Dr David Jones, a friend of Steve de Sausmarez and Katie John, attends briefly as an observer.

Preparation

Supply of spare curved visor panel and windshield from Brooklands Museum

Ross Williamson and Andy from the museum, with Steve de Sausmarez, collected these parts from Brooklands museum on Saturday 25 June.

The curved visor panel for the co-pilot’s side is intact, but the windshield is cracked. There is some discussion as to how this could have happened, since the windshields never failed in this way while the Concordes were in service. It is suggested that this windshield might have suffered a severe impact.

Supply of rollers for DV window

Pete Messum has machined some new rollers for the DV window.

Supply of aluminium pipe for ground power unit

Steve de Sausmarez has supplied an extendable aluminium pipe to be fitted to the ground power unit, to prevent the problems encountered on previous visits.

Plan for the day

Get power established

Power up aircraft and conduct survey for system failures

Recharge accumulators to push hydraulic fluid back into reservoirs

If enough hydraulic fluid moves back into the tanks, try to get green system working

Fit new rollers to DV window

Sequence of events

Preparing and turning on ground power unit

Extendable aluminium pipe fitted to GPU, to direct diesel fumes outside building.

Ground power protection unit located and re-installed.

GPU is turned on – but fails to work. It is suggested that the head gasket has blown. Andy (museum) thinks the airport, which owns the GPU, will be reluctant to pay for a repair.

Another, larger GPU is brought in and connected, but also fails to work – it seems to be incompatible with the aircraft’s system. When turned on it causes a brief flicker of dials in the cockpit, but the “ground power available” light fails to come on. Ricky thinks the fault is to do with the GPU rather than Concorde’s systems, as this did not happen with the other GPU.

Aluminium pipe also tears in several places, and is repaired with aluminium tape.

Hydraulic systems

Ian has brought an adaptor and fits it in readiness for charging the accumulators.

Museum staff have been unable to supply us with nitrogen, so we have not been able to recharge the accumulators.

Ian to try obtaining nitrogen from British Airways.

DV window

Pete Messum gives Ian the rollers, but Ian needs extra bolts before he can fit them.

These rollers are not up to flight status.

Problems identified

PROBLEM STATUS

Co-pilot’s curved visor panel shattered. Replacement part obtained.

Co-pilot’s main windshield cracked. Replacement part obtained, but needs to be taken to GKN for re-glazing.

Captain’s DV window mechanism broken. Replacement rollers obtained, but bolts and 5/16” nuts needed for fitting them.

All 4 reheat switches jammed in “on” position. Repair completed.

Right-hand rear extract fan tripping the circuit breaker. To be done.

#2, 3, 4 nacelle overheat warning switches set permanently on. To be done.

Microphone jack panel missing (l/h side, behind jump seat). Noted on previous visit. Jack panel now located – it had been slotted into the space designed for the flight deck door entry panel unit.

Need to check if this unit was in place on previous visits – look at our photos.

Jack panel left in place for now, but will need to be restored to its original position.

New flight deck door entry panel unit needed.

Oven door handle outside cockpit is broken. Roll pin needed.

No. 3 TRU switch broken. Needs to be replaced. Ricky has moved it into the “up” position for now.

Steps for future visits

New visor panel to be fitted. Cherry picker will be needed; Ricky and Ian to stand on this, while Steve assists from inside the aircraft.

Plate will need to be removed from standby visor lowering panel.

DV window to be repaired.

Nitrogen to be supplied for recharging the accumulators.

Nitrogen to be supplied for filling tyres and recharging nose oleo.

Aircraft to be powered up so survey can be conducted for system failures.

Plates holding the 2 parts of the rudder to be removed before hydraulic systems are activated, so rudder parts are not damaged if the rudder moves.

**Briefing sheet to be sent to museum in advance of visits, detailing tasks to be carried out and equipment needed. Museum to let us know at least one day in advance if there will be any problems with any item listed.

Items to be brought for future visits

Spare ground power protection unit

Spare flight deck entry panel unit

Nitrogen (1000 psi)

Power cable for GPU

Bolts for fitting rollers to DV window

Roll pin for oven door