TFC report by Thomas Moutton

Thomas Moutton ENSIAME, 2A ME

ENSIAME Tutor: Dominique Bernier Industrial Tutor: Greg Baddeley

WORK PLACEMENT REPORT

THE FIGHTER COLLECTION 2008‐2009

The Fighter Collection Thomas Moutton Thanks I would like to take the opportunity to thank all the people who helped me during the last five months of my work placement with The Fighter Collection, and in particular: ¾ Stephen Grey, to have offered me this training course. ¾ Greg Baddeley, my master of internship for his regular follow‐up. ¾ Steve Tuffin, my direct supervisor in TFC for his mentoring. ¾ James Clarey, for his patience and his readiness to help me. ¾ And all the people of The Fighter Collection for their pleasant and convivial welcome.

The Fighter Collection Thomas Moutton

Synopsis

1. 2.

Thanks Synopsis Glossary Introduction Duxford’s History The Fighter Collection 2.1. Presentation 2.2. The Fighter Collection‘s History 2.3. Company Structure 2.4. Airworthy Aircraft 2.5. Aircraft on Restoration The C.A.A (Civil Aviation Authority) Training period : Background

2 3 4 5 6

8 8 9 9 10 14

19 19 20 22 23 25 26

4. 5. My Mission 6. First part of my Mission 6.1. Introduction 6.2. What is a Preflight? 7. Second part of my Mission 7.1. Introduction 7.2. The Curtiss H‐75 Hawk 7.3. How to proceed in an annual inspection 7.4. What I have done 7.5. The problems we had to solved 7.6. But also ... 8. Further to my Mission 9. What I have learnt 10. Conclusion Appendix

The Fighter Collection Thomas Moutton

Glossary AILERON:

The movable areas of a wingform that control or affect the roll of an aircraft by working opposite one another—up‐aileron on the right wing and down‐aileron on the left wing. CANTIVILER: Is said of an airplane part, like an engine nacelle, which is rigidly supported at one end and free at the other. COWL, COWLING: A system fitted around an aircraft engine for the purposes of cooling. COWL FLAP: A controllable louver regulating airflow through an engine's cowling. DRAG: The resisting force exerted on an aircraft in its line of flight opposite in direction to its motion.

An added streamlining structure or auxiliary member, most often of light metal, whose only purpose is to reduce drag. FIN: The fixed part of a vertical airfoil (Sometime referred to Vertical Stabilizer) that controls the yaw of an aircraft; the movable part being the RUDDER. RUDDER: The movable part of a vertical airfoil which controls the yaw of an aircraft. FLAP: A movable set in the trailing edge of an aircraft wing, designed to increase lift or drag by changing the camber of the wing or used to slow an aircraft during landing by increasing lift. FUSELAGE: An aircraft's main body structure housing the flight crew, passengers, and cargo and to which the wings, tail and, in most single‐engined airplanes, engine are attached. PITCH: ‐ Of the three axes in flight, this specifies the vertical action, the up‐and‐down movement. FAIRING:

‐ The angle of a propeller or rotor blade in relation to its arc; also the distance advanced by a blade in one full rotation. RADIAL ENGINE: Type of engine, usually air‐cooled, whose cylinders are arranged like the spokes of a wheel. STABILIZER: The fixed part of a horizontal airfoil that controls the pitch of an aircraft; the movable part being the ELEVATOR. ELEVATOR: The movable part of a horizontal airfoil which controls the pitch of an aircraft. UNDERCARRIAGE: The landing gear of a land‐based aircraft, including struts, frames, and wheels. 4

The Fighter Collection Thomas Moutton

Introduction As part of my studies, I’ve completed a five month work placement with the Fighter Collection at Duxford. Duxford is one of the best known airfields in Europe. It is also the home of Britain’s National Imperial War Museum and boasts one of the finest collections of historic and vintage aircraft, as well as an interesting assortment of military vehicles and associated artefacts, that charts the nation’s military and aviation heritage over the last one hundred years. This famous site began as an airfield in the First World War and also played a vital role in the Second World War, firstly as an RAF fighter station and later as an American fighter base. The Fighter Collection is set up in Hangar Two and hosts many visitors throughout the year. My work placement wasn’t like others, I didn’t a specific project. It was the first five‐month training period they ever had in The Fighter Collection. So they give me the mission to work as an aircraft engineer. In this report, I will first present to you the company and after the two parts of my work placement.

The Fighter Collection Thomas Moutton

1. Duxford’s History The aerodrome at Duxford was built during the First World War and was one of the earliest Royal Flying Corps (RFC) station. On the 1st April 1918 the Royal Naval Air Service and the Royal Flying Corps were merged to become the Royal Air Force, the world's first fully independent air force. RAF Duxford was at this time a Flying Training School. But in 1924, under reorganized Home Defence arrangements, Duxford became a fighter station, a role it was to carry out with distinction for 37 years. In 1936 Flight Lieutenant and later Air Commodore Sir Frank Whittle was studying at Cambridge University and regularly flew from Duxford as a member of the Cambridge University Air Squadron. Whittle was the first person to develop the jet turbine as a means of powering an aircraft and his engineering genius enabled Britain to produce the jet‐powered Gloster Meteor in 1943 ‐ the Allies' first operational jet fighter. By the summer of 1938, the RAF’s N°19 Squadron was based at Duxford. This Squadron due to its excellent reputation was chosen to become the first unit to be equipped with the new Supermarine Spitfire a very advanced aircraft for its time and later to become an icon of the RAF. The first airframe was flown into Duxford during August 1938 by Jeffrey Quill, Supermarine's test pilot. On 3 September 1939 Britain declared war on Germany and Duxford was poised to play a vital role in the difficult years ahead. By June 1940 Belgium, Holland and France had fallen to the German forces and the conquest of Britain was their next objective. Duxford was placed in a high state of readiness and to create space for additional units at Duxford, 19 Squadron moved to nearby Fowlmere. Then, came the start of Hitler's attempt to dominate the skies over Britain as a prelude to the invasion of this country. This period of intense air fighting has since become known as the Battle of Britain. Duxford now became host to the RAF’s mainstay fighter during the battle in the shape of the Hawker Hurricane. This aircraft arrived in July with the formation of N°310 Squadron, made up of Czechoslovakian pilots who had escaped from France. On 9 September the Duxford squadrons successfully intercepted and turned back a large force of German bombers before they reached their target.

The Fighter Collection Thomas Moutton Every day some sixty Spitfires and Hurricanes were dispersed around Duxford and Fowlmere. Bader's “Big Wing”, now known more formally as 12 Group Wing, was ready for action by 15 September 1940, which became known as 'Battle of Britain Day'. On this historic day they twice took to the air to repulse Luftwaffe attacks aimed at London. RAF fighter Command was successful, the threat of invasion passed and Duxford's squadrons had played a vital role in the victory. After the Battle of Britain, various Squadrons with newly acquired aircraft were posted to Duxford for trials. One of these was N°601 Squadron, the only RAF squadron to be equipped with the unusual American Bell Airacobra. Duxford also played a major part in developing the Hawker Typhoon into a formidable low‐level and ground attack fighter and in 1942 the first Typhoon Wing was formed here. The first Wing operation ‐ an offensive sweep over Northern France ‐ took place on 20 June 1942. In April 1943, a ceremony formally handed over the airfield to the United States 8th Air Force, which had begun to arrive in Britain the previous May. The 8th was the largest of the United States Army Air Forces at this time, in the order of 200,000 men at its peak strength. Duxford now became Base 357 and the headquarters of the 78th Fighter Group who were officially welcomed when King George VI and Queen Elizabeth visited the airfield on 26 May 1943. The 78th FG flew P‐47 Thunderbolts and from December 1944, P‐51 Mustangs and acted as fighter escort on the large US daylight bomber raids over occupied Europe and Germany. They also undertook ground attack missions referred to as sweeps over hostile territory and became adept at strafing, flying in at very low level to destroy ground installations and small targets. On D‐Day, 6 June 1944, the long awaited beginning of the Allied invasion of occupied Europe, every available 78th Fighter Group Thunderbolt was giving air cover to the Allied invasion fleet as it crossed the Channel. Later the group took part in raids on railway targets ahead of the ground forces. Duxford was officially handed back to the Royal Air Force on 1 December 1945. During their stay the Americans had laid a perforated steel plate runway over the grass strip and it was deemed adequate by the RAF for jet aircraft in the short term. The first RAF aircraft to return to Duxford were Spitfires but by 1947 they were gone, replaced by jet‐powered Gloster Meteors. By 1951 a new concrete runway had been laid and a type T2 hangar erected alongside the four First World War hangars. Although the original T2 hangar has gone, the Museum has since put up another two Second World War T2 hangars on the same site. N°64 Squadron took on the last type of fighter to serve with the RAF at Duxford ‐ the Gloster Javelin FAW7. The station now entering its last operational phase, for the defence needs which had called Duxford into being as a fighter station no longer applied. Duxford was too far south and too far inland and the costly improvements required for supersonic fighters could not be justified. In July 1961 the last operational RAF flight was made from Duxford and for some 15 years the future of the airfield remained in the balance. The Ministry of Defence declared its intention to dispose of the airfield in 1969. Plans for a sports centre and a prison were proposed but came to nothing. 7

The Fighter Collection Thomas Moutton The Imperial War Museum had been looking for a suitable site for the storage, restoration and eventual display of exhibits too large for its headquarters in London and obtained permission to use the airfield for this purpose. Cambridgeshire County Council joined with the Imperial War Museum and the Duxford Aviation Society and in 1977 bought the runway to give the abandoned aerodrome a new lease of life. Today Duxford is established as the European centre of aviation history. The historic site, outstanding collections of exhibits and regular world‐renowned air shows combine to create a unique museum where history really is in the air.

2. The Fighter Collection 2.1. Presentation The Fighter Collection (TFC) was formed in 1985 by Mr. Stephen Grey. His intention was to create a collection of airworthy vintage fighter aircraft from the restoration of derelict airframes to their eventual post restoration flight and to maintain them as a lasting memorial to the men who flew them during the turbulent years of conflict. This is now Europe's largest private collection of airworthy WWII aircraft, and is based at the Imperial War Museum, Duxford. The aircraft attend airshows all over Europe during the summer months and are also in demand for film work. Initially operating four aircrafts, it has grown in size and operates a total of fourteen airworthy aircraft. The collection is constantly expanding as new planes are acquired or sold.

The Fighter Collection Thomas Moutton 2.2. The Fighter Collection‘s History Stephen Grey, towards the end of the 1970’s, was looking for his first warbird. The Spitfire was on his wish list but it was difficult to find. So he bought a North American P‐51D Mustang. The first airplane was based in Geneva, Switzerland. In 1981, He bought a Grumman F8F Bearcat and a Grumman FM2 Wildcat the following year. He also realised his dream and located a Supermarine Spitfire Mk IX to restore. This one flew for the first time in February 1984. It now became apparent that space for these aircraft was now becoming an issue. So, all the aircraft moved to Duxford, in the South of Cambridge (see history just before). Since the move to Duxford, the collection has grown in size. In no particular order, the following aircraft have been at one time or another present in the collection : three Curtiss P‐40 (P‐ 40B, P‐40C, P‐40M), two Hawker Hurricane (Mk IV and XII), five Supermarine Spitfire (Mk V, two Mk XIV, Mk IX, and a Mk XVIII), FG‐1D Corsair, two Republic P‐47 Thunderbolt (P‐47D and P‐47G), Grumman F6F Hellcat, another Bearcat, Lockheed P‐38 Lightning, P‐39Q Airacobra, two Bell P‐63 Kingcobra, Grumman F7F Tigercat, Curtiss H‐75 Hawk and three other Mustangs (P‐51C and two P‐ 51D), Hawker Nimrod, Bristol Fighter, Bücker Jungmeister, Gloster Gladiator, T‐6 Harvard, Beech 17 Staggerwing, North American B‐25 Mitchell medium bomber, Douglas Skyraider. To date, more than forty aircraft have come through the Fighter Collection. All these airplanes have often participated in airshows all over Europe. Additionally, the following airframes are currently under restoration in the hands of TFC restoration engineers: Bristol Beaufighter, Fiat CR‐42, Spitfire Mk XXII, P‐47 Thunderbolt, and two Hawker Sea Furys.

2.3. Company Structure The small firm is run by a professional team of engineers and pilots. The Fighter Collection employs 21 people. Mr. Nicholas Grey, the son of Stephen Grey, is the chairman of the company. The most important part of The Fighter Collection is the Engineering Team where my work placement took place. 15 people are employed in this team. We can find a Chief Engineer, Deputy Chief Engineer, Technical Support Engineer, Logistical Technician, and Aircraft Engineers …

The Fighter Collection Thomas Moutton 2.4. Airworthy Aircraft (Appendix A3 to A9) ¾ Curtiss 75 Hawk, Registration: G‐CCVH The aircraft that the US Army Air Corp would call the P‐36 was simply “Design N° 75” when Curtiss‐Wright began work on the design in October 1934. It was intended as an entrant in the upcoming Army Fighter Competition of May 1935 calling for an all metal, low wing craft capable of 300 mph. The prototype “Hawk 75” aircraft made its maiden flight in April 1935 fitted with an experimental Wright R‐1670 twin row radial engine of 900hp. The airframe was deemed near perfect requiring only a small increase in the amount of rudder area to improve the yaw control at low speed. The R‐1670 engine proved unreliable and was later abandoned by Curtiss‐Wright and the airplane was re‐engined with the new Wright R‐1820 Cyclone. The Materials Division of the Army Air Corp (AAC) ordered three Hawk 75’s airplanes as service test examples of the fighter, these being allocated the official designation of Y1P‐36, and requested a study of the performance potential of the fighter fitted with the new Pratt and Whitney R‐1830 Twin wasp engine. The first Y1P‐36 was completed and delivered in March 1937, and successfully passed official trials at Wright Field on 22 June 1937. On the strength of these trials the AAC adopted the Curtiss Y1P‐36 fighter (which subsequently became simply P‐36) awarding a contract for 210 airplanes on the 7 July. The production P‐36A was essentially similar to the evaluation model apart from having a fully rated R‐1830‐13 Twin Wasp engine (1050hp). Anecdotal Information: Re‐designated XP‐40 the tenth production Hawk airframe (P‐36A 38‐ 010) was fitted with a 12 cylinder liquid cooled Allison V1710‐19 engine developing 1090hp at 10,000ft. The XP‐40 first flew in October 1938, and three months later completed official trials at Wright Field resulting in an Army Air Corp order for 524 production developments of the Hawk 75 design, to be designated P‐40. On the 17 May 1938, the French Minister for Air announced that the Hawk 75A would be purchased for the Armée de l’Air, and a contract was signed for 173 R‐1830 twin wasp engines and 100 Hawk 75A‐1 airframes. The French airframes would differ from the Army Air Corp P‐36A by being equipped with metric calibrated instruments, a modified seat to accept the “Lemercier” parachute, and a throttle which operated French fashion (i.e. in the reverse direction to the accepted norm). Items of French manufacture including a Baille‐Lemaire gun sight, a Radio‐Industrie 537 radio and a Munerelle oxygen system replaced the normal items of fixed equipment.

The Fighter Collection Thomas Moutton This aircraft is known to have been shipped to the Armée de l’Air in April 1939 and following re‐assembly by the Societe Nationale de Constructions Aéronautiques du Centre (SNCAC) at Bourges issued to GC 11/5, at Reims. It was thereafter based at Toul during the battle of France and then Oran, Algeria before the Armistice. In 1946 through 1949 the aircraft was on the strength of 4th training squadron at Cazaux in western France. It was saved from being scrapped in the 1950’s by Michel Pont and was stored in France until acquired by Patina Limited in 1995. The aircraft has been subject to a complete and exacting restoration by a specialist contractor in the USA (California Aerofab LLC) to an airworthiness standard defined by the Fighter Collection Limited (CAA Approval N° DAI/9480/95). The aircraft was inspected by the FAA (Federal Aviation Authority, US equivalent of the CAA) on the 13 October 2004 and issued with a temporary Certificate of Airworthiness to permit a period of test flying to be carried out in the United States. The aircraft logbooks record a total 12.0 hrs of flying to February 2005 prior to being dismantled and shipped to the Fighter Collection. The Hawk made its first public appearance in the UK in 2005. This Curtiss Hawk is the only airworthy example in the world.

Goodyear FG‐1D Corsair, Registration: G‐FGID

Curtiss P‐40B Warhawk, Registration: G‐CDWH

Bell P‐39‐Q6 Airacobra "Brooklyn Bum", Registration: N793QG

The Fighter Collection Thomas Moutton ¾

Grumman F8F‐2P Bearcat, Registration: G‐RUMM

Grumman F6F‐3 Hellcat, Registration: G‐BTCC

Grumman FM2 Wildcat, Registration: G‐RUMW N4845V

North American TF‐51D Mustang "Miss Velma", Registration: N251RJ

Supermarine MkLF Vb Spitfire, Registration: G‐LFVB / EP120

The Fighter Collection Thomas Moutton ¾

Supermarine MkXIV Spitfire ,Registration: G‐SPIT / MV293 This aircraft is currently under going deep maintenance due to a crack being found in the port wing main spar.

Gloster II Gladiator, Registration: G‐GLAD

Hawker Nimrod I, Registration: G‐BWWK

Noorduyn AT‐16 Harvard IIb, Registration: G‐BTXI

Beechcraft 17 Staggerwing, Registration: G‐BRVE

The Fighter Collection Thomas Moutton 2.5. Aircraft on Restoration (Appendix A10) ¾ Republic P‐47G Thunderbolt, Registration: N47DG

Hawker Sea Fury, Registration: G‐BUCM VX653

¾ ¾ ¾ ¾ ¾

Bristol Beaufighter Fiat CR.42 Lavotchkine La‐11 Supermarine Spitfire Mk XXII Curtiss P‐40

The Fighter Collection Thomas Moutton

3. The C.A.A (Civil Aviation Authority)

The Fighter Collection has to conform to CAA regulations. The Civil Aviation Authority (CAA), which is a public corporation, was established by Parliament in 1972 as an independent specialist aviation regulator and provider of air traffic services. The CAA is the UK's independent specialist aviation regulator. Its activities include economic regulation, airspace policy, safety regulation, and consumer protection. Through its skills and expertise, it is recognised as a world leader in its field. Its specific responsibilities include: ‐ Air Safety ‐ Economic Regulation ‐ Airspace Regulation ‐ Consumer Protection ‐ Environmental Research & Consultancy The CAA ensures that UK civil aviation standards are set and achieved (SRG): ‐ Regulates airlines, airports and National Air Traffic Services economic activities and encourages a diverse and competitive industry (ERG). ‐ Manages the UK’s principal travel protection scheme, the Air Travel Organisers' Licensing (ATOL) scheme, licenses UK airlines and manages consumer issues (CPG). ‐ Brings civil and military interests together to ensure that the airspace needs of all users are met as equitably as possible (DAP). The CAA also advises the Government on aviation issues, represents consumer interests, conducts economic and scientific research, produces statistical data and provides specialist services. The UK Government requires that the CAA’s costs are met entirely from its charges on those whom it regulates. Unlike many countries, including the other JAA member states, there is no direct Government funding of the CAA’s work. The CAA's mission is to provide best practice regulation and expert advice that are independent and enable civil aviation to best meet the needs of its users and society in a safe and sustainable manner.

The Fighter Collection Thomas Moutton

4. Training period : Background My work placement started on the 8th of September. The day before, there was an important airshow at Duxford: “the 90th anniversary airshow”. I arrived during the flying season. This is the reason why my work placement had been divided in two major parts. My first thought was that there seemed to be more engineers than maybe required. The reason I thought this was with these aircraft being so old, they should be easy to maintain as the systems are very simple. But in actual fact this is completely untrue as these airplanes require much more attention than a modern aircraft due to their age. This is mainly in part due to the fact that off the shelf spares are very seldom available. This requires the engineer to either repair or recondition the parts of these aircraft which otherwise in a modern aircraft repair facility would be collected from stores. Because these aircraft require so much attention, a dedicated and experienced engineering workforce is a necessity. The engineers conform to CAA regulations in the maintenance of these warbirds. They take their instruction from original technical publications which are monitored by the CAA to ensure that current engineering standards and practices are kept current. Occasionally, a component cannot be repaired or reconditioned and the replacement part is unavailable. So the engineer has to source a CAA approved part or material. This involves drawings and modification paperwork to be submitted, prior to CAA authorisation to fit. This is to make sure that the airframe integrity is not compromised by substandard parts or materials and that they are equivalent to the original war time manufacturer’s specification. As part of Health and safety precautions, the engineers have to conform to regulations. Each product has its own datasheet where you will find how to use it and the precaution to take. TFC provides all the protective clothing and PPE (Personal Protection Equipment) we have to use.

The Fighter Collection Thomas Moutton

5. My Mission After my arrival and health and safety brief by Mr. Roy Smith, my tutor Mr. Greg Baddeley outlined the first details of my mission at The Fighter Collection to work in the operation and maintenance sector. This entailed working on the airworthy aircraft in the capacity of maintenance engineer.

After a three week period of instruction, I was authorized to work on my own under the guidance of Mr. Steve Tuffin, the Deputy Chief Engineer. The standard working day at TFC was 8am to 5pm with an hour of break for lunch, five days a week. Because I wasn’t paid, there was no limit set by Greg for time off. So I chose to take a maximum of 10 days during the period of my work placement.

The Fighter Collection Thomas Moutton

6. First part of my Mission 6.1. Introduction As I said before, the flying season was still in progress with the aircraft taking part in many displays. My job was to ensure that the aircraft were kept to high state of serviceability to make sure they met their display commitments. This meant that I had great opportunities to work on all of TFC display aircraft namely the Gloster Gladiator, Supermarine Spitfire, Goodyear Corsair, etc… Each time I worked on a different aircraft, I had to read the relevant technical publications in particular the original maintenance manuals. What I must make a point of is that no two aircraft are the same. And they each have their own separate servicing schedules which have to be strictly adhered to. One of the most enjoyable parts for me during this period was to assist the pilot before and after the flight. This took the form of an informal brief to ensure that the pilot was made aware of any type specific problems, upon landing from his display; the pilot would then debrief the ground‐ crew of any faults or problems that may have occurred during flight. One fault that I noticed occurred

quite frequently was inefficient brakes on Curtiss series of aircraft. 7pm, following an evening display, while I waiting to move the Spitfire back to the hangar.

6.2. What is a Preflight? (Appendix A19)

We could answer quite simply: a preflight is an inspection which allows the aircraft to fly. As I explained before, the preflight schedules are specific to each airframe. Each point must be checked carefully by the engineer as the paperwork will confirm to the pilot that the aircraft is ready to fly. The pilot also has to do a walk‐a‐round check before he climbs into the cockpit. The major parts of the inspection are to check the general condition of the flying surfaces, to check all the liquids and lubricants levels, to check the condition of the undercarriage, and check everything which is linked to the pilot security.

The Fighter Collection Thomas Moutton

7. Second part of my Mission 7.1. Introduction Following the display season, the aircraft enter a phase of winter maintenance. Each aircraft is inspected and its paperwork checked to ascertain how many hours the aircraft has flown and if there is any rectification work to be carried out. The most minor inspection is the 25‐hours of flight one. If the aircraft has only completed 20 hours of flight it will have a 25‐hour inspection. This is to ensure that the next inspection doesn’t conflict with the aircraft show commitments. There is also a 50‐hour, 100‐hour and in some schedules a 200‐hour inspection. Because the aircraft of TFC don’t fly a lot during the year (sometimes less than ten hours), TFC‘s exposition (or working regulation) impose a 100‐hour inspection every four years. A 25‐hours inspection takes about three weeks to complete with five aircraft engineers. To date, I’ve done four 25‐hours inspections: starting with the Goodyear Corsair followed by the P‐39 Airacobra, Curtiss Hawk and P‐40 Warhawk respectively. I’m currently working on The Grumman Bearcat which is having its 100‐hour inspection. The subject aircraft for my presentation is the Curtiss Hawk. I chose this aircraft for many reasons. It flew with the French Air Force, and its inspection resulted in many complications and took us more than six weeks to complete.

The Fighter Collection Thomas Moutton 7.2. The Curtiss H‐75 Hawk The Curtiss Hawk (H75A) is a single seat low wing monoplane of all metal construction with a retractable landing gear and enclosed cockpit. The airplane is powered by a 14 cylinder air‐cooled Pratt and Whitney engine (R1830‐92S) which drives a Curtiss multi‐position, constant speed, electrically operated tractor propeller. This engine isn’t the original one: it had been adapted because it was easier to maintain. The following are the main dimension: Wing Span 37 ft 4 ins. Overall length 28 ft 6 ins. Overall 8 ft. 5 ins. The cockpit is completely enclosed. The windscreen is composed of three rounded section of plexi‐glass. The sliding canopy is operated by a handle mounted on the canopy centre line and locked by a crank handle mounted on the right longeron. The crank may be disengaged by an emergency release located at the top of the windshield. An emergency exit is provided on the left side for us in the event of turnover. The transparent cockpit cover is glazed with plexi‐glass, and slides fore and aft for entry and exit purposes. The structure behind the pilot is of sufficient strength to withstand a turnover landing. The mainplane is a cantilever multi spar, stressed skin type. It is constructed in four separate units, right and left wing panels, and right and left wing tips. The right and left wing panels are bolted together at the centreline with a series of bolts. The joint where the two wing sections are connected will serve as a skid in the case of an emergency landing with the wheels retracted. The panels contain two fuel tanks located near the centreline so their loads are concentrated near the centre of gravity. Circular recesses are provided in the lower surface of the wing to provide housings for the wheels when in the retracted position. There are no fixed walkways. The ailerons are of fabric covered aluminium alloy structure. They are dynamically and aerodynamically balanced. The ailerons are operated by the conventional stick control. The ailerons are fitted with fixed type trimming tabs adjustable on the ground. The flaps are all metal, split trailing edge type extending from the aileron to near the centre line of the aircraft. They are operated hydraulically by electrically or manually operated pumps and through a range of 45o from the lower surface of the wing. The fuel is carried in three tanks. Two tanks are carried in the centre of the wing and one in the fuselage aft of the pilot. The total capacity of the three tanks is 162 US gallons. 54 quarts of oil are carried in a tank in the forward fuselage ahead of the firewall. 20

The Fighter Collection Thomas Moutton The flaps are operated by a common handle in the cockpit and provide regulation of oil temperature and cylinder head temperature. The oil cooler is proved with a viscosity control relief valve. The fuselage is all metal, semi monologue, stressed skin construction. It is attached to the wings by means of bolts. The engine mount is comprised of welded steel tube and steel forged links. Access and inspection doors are provided throughout the fuselage. The 24volt 37ah battery is encased and sealed in a leak proof housing. The battery is accessible through the fuselage access door. The undercarriage is equipped with oleo pneumatic shock struts and is hydraulically retracted by rotating backwards about a trunnion at the top of each strut. During retraction the strut is rotated 90o about its longitudinal axis by gears, so that the wheel lies flush in the wing. The gear is locked in both the up and down positions by hydraulically operated mechanical locks. The upper half of the strut has members attached to take side and drag loads and is attached to the lower half of the strut through a scissors to take torque. The undercarriage is equipped with 27 inch eight ply, smooth contour tires and tubes. The wheels are 27 inch with 11 x 2 inch hydraulic brakes. Towing rings and jack pads are provided on the gear itself. The tail wheel assembly consists of a standard steerable knuckle oleo strut, retracting strut and a 10 inch wheel with a smooth contour, self earthing tyre. The steering mechanism disengages at approximately 30o deflection from the longitudinal axis and when disengaged will swivel through 360o. The tail wheel is fully retractable into the fuselage with doors so constructed as to close the opening when the wheel is drawn into the fuselage. A visual indicator shows the position of the tail wheel at all times. The cantilever tail plane and fin are of all metal construction attached in fixed alignment of the fuselage. The rudder and elevator are aluminium alloy construction, fabric covered. They are dynamically and aerodynamically balanced. The rudder and elevators are equipped with trim tabs controlled from the cockpit by means of hand wheels located on the port side of the cockpit. The rudder and elevators are controlled by the conventional pedals and stick. The aeroplane is equipped with a signal discharger, map case, radio, engine and cockpit covers. The lighting system comprises landing light; navigation and identification lights; fluorescent cockpit light and cockpit flood lights. It should be noted that the electrical circuits are protected by circuit breakers and not fuses.

The Fighter Collection Thomas Moutton 7.3. How to proceed in an annual inspection (Appendix A20 to A28) An annual inspection is a major check of an aircraft. During a preflight, only an external check is done but during an annual inspection all the systems, equipment and structure are checked. The engineer will write on the aircraft maintenance record all work that he has carried out (even the fact that the panels were removed at the beginning and refitted at the end), any parts or components he has replaced and their relevant batch numbers (a batch number is a specific number given to all parts by TFC’s stores to enable traceability). The procedure is quite simple: A system is checked and if need be, repaired by an engineer and then you sign the paperwork in the mechanic column. After this, the system is checked a second time by a senior engineer in the inspector column. This is to ensure that the work completed is to an acceptable standard and complies with technical and CAA regulations.

The Fighter Collection Thomas Moutton 7.4. What I have done On each aircraft, I’ve carried out similar tasks. Because Of insurance and CAA regulations, I wasn’t able to sign the paperwork. So any work that I did was checked by a senior TFC engineer and provided it was to the required standard. He then signed the aircraft paperwork on my behalf. After removing all the panels, my first job was to check the spark plugs. It is important to check the length between the gaps and test the spark (colour, power, nonstop spark) and refit them with a specific torque (See Conversion Tables, Appendix A11). 5. SPARK PLUGS 5.1. Spark plugs should be removed and the gap clearance reset to.012 inch, +.002 inch, ‐ .001 inch. Reinstall plugs with gaskets (new, where necessary), then check the elbow terminal and shielding nuts for security. 5.2. Make certain to remove any lubricant from the firing end of the plug, which may have been accidentally deposited there. 5.3. Install the spark plug with a good spark plug copper gasket on the plug; making certain that there is no old gasket sticking to the cylinder head. 5.4. Start the plug into the spark plug hole by hand, making certain that it turns freely before using the wrench. Then with a torque wrench, tighten plugs with a maximum of 360 inch pounds. Pressure greater than this should be avoided since cracked or distorted shells are apt to result. CAUTION: Do not install or tighten spark plugs in a hot engine, as thread seizure with subsequent damage to the spark plug shell and cylinder bushing may result.

Spark Plug Cleaner and Tester, Champion Checking the Oil, Fuel and Cooling System was one of my favourite jobs. Before starting to check everything, I had to know how this worked, the number of pipes, how they are routed through the airframe, there relative positions to each other and their associated ancillaries: for example pumps, valves, mounting brackets... (See Appendix A17 and A18) 8. OIL SYSTEM 8.1. Oil Lines: Inspect for leaks (particularly at connections and passage through fire wall or other structure), security of attachment, dents, cracks, chafing, etc., hose connections and hose clamps for general conditions and proper location of clamps. 8.2. Remove and clean the pressure oil strainer. 23

The Fighter Collection Thomas Moutton 8.3. 8.4. 8.5. 8.6. 8.7. 9. 9.1. 9.2.

Remove sump plugs and inspect drained oil for metal particles. Inspect to see that plugs are cleaned, tightened and lock wired. Oil Cooler: Inspect for security of mounting, general condition and for evidence for clogging in air passages. Inspect all tanks and protection of tanks. Inspect all piping for any imperfections.

COOLING SYSTEM Inspect cylinders for damaged or broken fins. Inspect fixed and moveable cowl shutters for: Cracked or damaged parts Security of mounting Proper operation – see that moveable shutters open wide and close tightly. Checking the entire aircraft centimetres by centimetres is impossible, that’s why all my knowledge in Resistance of materials, Manufacturing and Conception helped me to be efficient when I had to check the fuselage and the flight control mechanism (See Appendix A33, A37). I’ve also checked a lot of points in the Powerplant, Landing gear and the complete Tail wheel gear. To remove and refit parts in order to check or repair the systems, you have to use different tools. But there are two indispensable items for an inspection: your best Mag‐lite and an inspection mirror.

The Fighter Collection Thomas Moutton 7.5. The problems we had to solve The Hawk caused a lot of trouble compared to the other aircraft. The first one was the type of grease and oils used to lubricate the airframe. All the greases mentioned in the books are obsolete and no longer available. We had to use SOCONY’s lubricants, but SOCONY’s name (Standard Oil Company of New York) disappeared in 1966. This became part of ExxonMobil. In The Fighter Collection we only use some AeroShell lubricants. So we had to find the Mobil equivalent of the Socony lubricant and the Shell equivalent of the Mobil one. For example, we finally found that the equivalent of the Socony Gargoyle was the AeroShell Grease N°7 (See AeroShell Grease, Appendix A13 to A16).

While I was lubricating the aircraft, 20 of the 26 grease nipples of the landing gear were impossible to lubricate. Three of them fractured and one was so difficult to access that I spent about 6 hours to remove, find new parts, repair, and refit it. I also removed the torque links, cleaned them, and refitted them. The grease was completely dry and some parts weren’t in really good health. At the end it took me about one and a half weeks to solve this problem (See Lubrication Chart, Appendix A39). Many times during the flying season, pilots warned us about the efficiency of the brakes which were sometimes “non‐existent”. So the brakes had to be serviced and the brake master cylinders were replaced (next to the rudder pedals). We also had to integrate an audio warning into the pilot’s earphones linked to the existing system. This was in order to ensure that when the pilot pulls the throttle back when he comes into land and the undercarriage isn’t in the down position; it gives an audible note in his headset. It was found by the electrician that the old system wasn’t compatible so he had design and fit a new parallel audio system. I found that there was always some problem to solve and many difficulties to overcome in removing and refitting parts of the airframe.

The Fighter Collection Thomas Moutton 7.2. But also... On the Corsair, with the compression test of each cylinder, we found that the cylinder N°14 was unserviceable. It took me many days to remove, change parts and refit it. The compression wasn’t good because of a broken ring inside (See Cylinder Compression Check, Appendix A40).

Compression Tool On the P‐39 Airacobra, while I was looking at the engine, I found a washer which wasn’t in the right place (see pictures). The washer was situated on a seat between the inlet casing and the mixture intake. Due to this there was a leak of the air‐fuel mixture. It was surely the origin of the engine problems of this aircraft.

Wrong Position Good Position On the P‐40 Warhawk, I did the complete valve check. I was really impressed by such beautiful engineering when I first removed the cover.

The Fighter Collection Thomas Moutton

8. Further to my Mission

Because I’ve worked as an engineer, my mission wasn’t only to do some inspections.

Prior to my work placement, back in July when I first met my tutor Greg Baddeley, He asked me to find a tyre for the P‐39, as it is the same one as fitted to the Fouga Magister: a French aircraft. Nose wheel tyre: H19.5x6.75‐10 Tubeless 160 MPH (corresponds to the main gear tyre of the Fouga Magister or the Beech Be‐2000 Starship I). As the Fouga Magister is a French aircraft it was easy for me to find and contact owners over the world (French mainly). But in the end, I found a tyre in the US with Goodyear‐Aviation. The interesting point for TFC was that Goodyear gifted this tyre: All that we had to pay was the shipping charges.

A less interesting task but necessary was the job of cleaning the planes and keeping the work area tidy. This is vital to ensure that no foreign objects are picked up in the aircraft tyres and that no tools and unserviceable components are left in the aircraft. This is to prevent an accident occurring involving these valuable pieces of history. Because you are an engineer doesn’t mean you are excused the more mundane jobs, you also have to do vital jobs.

The Fighter Collection Thomas Moutton I was also involved with aircraft ground movements driving the tractor and towing the aircraft out. It’s a really difficult task. You have to be aware of what is happening around you, ground marshalling signals, members of the public (in particular children running around), obstructions and your route. We don’t have to forget that an accident can happen so fast and these aircraft have a very high value. Because our hangar is part of the Imperial War Museum, every day, a lot of people visit the Fighter Collection. You often answer the questions of visitors. As part of my training, I had to attend a fire section briefing and lecture. This involved a theory and practical guide to fire fighting and electrical equipment safety: the different type of fires (fuels, other combustibles, electrical ...) and the extinguisher to use (water, CO2, foam ...). We have to be ready to use an extinguisher, and to be aware of the physical effects of certain extinguishers on people health. There are fuel, lubricants, and dangerous products all over our hangar. That’s also why we have to be tidy for public and aircraft security. We also have to be ready to use the extinguisher when we start an engine. Security is an important part in each job, and fire security is one of the most important for us.

The Fighter Collection Thomas Moutton

9. What I have learnt During my work placement, I’ve learnt many things from the simple use of a tool to the way in which to lead a team and not forgetting improving my spoken and technical English. Here is a short list of what I’ve learnt: ‐ Health and Safety in the work place ‐ Quality assurance ‐ Spares identification and stores requisition ‐ Improving my understanding of technical drawings and how to apply them ‐ Problem solving ‐ Team work ‐ Individual discipline and self‐confidence ‐ Positive critique ‐ Leadership skills ‐ Improving my knowledge in Mechanics, Resistance of materials, Manufacturing and Conception. ‐ Aircraft marshalling ‐ Modification of parts and integration ‐ Interfacing of vintage technology with current engineering practices ‐ Different technical solutions to solve the same problem ‐ The use of technical English and understanding it

The Fighter Collection Thomas Moutton

10.Conclusion In conclusion, this placement at The Fighter Collection was an excellent way to improve my engineering knowledge. It allowed me to use what I have learnt at ENSIAME but most of all allowed me to develop new skills. From a technical stand point, I feel like a time traveller using technical skills and way of thinking coming from the Second World War; but also mixing vintage engineering methods with modern technical knowledge and technology. Linguistically my spoken and written English as improved considerably. And I find it very enjoyable to be able to understand British conversation and sense of humour. It also permitted me to learn a technical and industrial vocabulary that I didn’t know. The placement was the best way for me to have an exchange of knowledge and way of thinking with different people. From a human relationship stand view, the placement allowed me to improve my communication skills. I have also learnt a lot, thanks to a great work environment. I was very pleased to work in a small and friendly company. And from a personal stand point, I have gained in autonomy and in self‐confidence. I have discovered another country with a different culture. This work placement has encouraged me to pursue a career in the aircraft industry but not as an “office engineer” because I would find this uninteresting for me. My time at The Fighter Collection more than matched my expectations. I would like to thank again all the team at TFC.