agripper

wonder is useing autogas is an ption or just asking for more trouble. Or is it easier to just pay the fuel bills for petrol. I would guess you have to do a lot of miles before it starts to return the savings in fuel cost after conversion. Did think with the risks of engine problems over time with the Jag engine that a convertions may be less trouble. That said I have not had any majopr problems with mine yet. It does run hot but have been told this is normal for CVRT's. Wish I could have a temp gauge to rely on.

What is the deal with this? Is it complete of just a shell, are there any plans to restore or is it just a static .

Had a feeling it would not be as simple as an engine swap. Been so used to Land Rovers which will take conversions with little mod. Just need to find a cheap source of fuel now. LOMAO!

I know the mod has converted there cvrt's to diesel and was wondering how hard or easy it would be to convert mine to a cummins BTA engine or are ther any alternatives out there and what are the pitfalls?

could you send me his email address again as I have sent him a few messages and have nto got a reply> been trying to get a date when I can go and get the track, unless thats someone else.

Cheers Chris. Did you have any luck finding the turret hatch damper?

What are the correct oils to be used in the CVRT. I would guess that the engine uses standard fixed grade engine oils as most classic cars and bikes use. I had plaaned to used staight 30 or 40 grade. What oil is the transmissionl and oil for the final drives? Are these transsmission fluidssuch as you would find in an automatic or thicker fluids such as ep 80 or 90. What is the brake and clutch fluid, normal brake fluid or is it another hydraulic variation? Planning to service the beast this week and find I can not find the reference to oils used in the manual and thought better to check prior to wasting the oil and possible contamination. Any help lads! :sweat:

Bob Grundy had a turreted petrol 432 for £10,000.

Have to admit its not so much the price of the parts as much as how far you have to travel to get them if you can find them and also with some of the parts you pay a premium for the more obscure parts or tools. Still looking for a set of spark plug crows foot extended spanner and also the long spark plug tool. But the biggest cost is always fuel and transport cost.

Didn't someone do a mini panel sided van with a merlin in the back?

That is truely amazing.Love to have that in my garage. Do you know how it would be started? I dont think he has a GPU to tow with him. How far do you think that tank would take you!

I hope its not a kick start only.

I seem to recall seeing a photo of a bike with a merlin engine fitted in a bike mag years since. Cant rememebr is this was a real bike or just an advert for somthing else. what i do remember is it having loads of pipes stated 1 on top of the other with silencers attatched.

Have seen a few engines over teh years that have a due use I.E they where designed for aircraft but found uses in cars trucks and even tanks, also the same for automotive engiens which have been converted for use in aircraft. This got me thinking about what has been used. I know of teh merlin and the meteor for automotive use and the VW flat 4's used in powered gliders and light aircraft, also the spitfire and mustang replicas that used a buick V8 in place of teh merlin. I am sure the list is longer than this? :confused:

There is a dredging company that still have a set of |fowler ploughing engines which are used for both rallies and aslo for dredging which helps pay for there upkeep. There would have been built around 1880.

The information I got from the eningeer about airframe life was that if a major overhaul had been undertaken to the extent that was advertised in service life that any componant reahing or approching the end of its hours would be replaced and this was more so on componants that are deep within the airframe. When there wehre working on the Vulcan for this rebuild I dont think there has been the full disclosure to teh public of what has and has not been done , this woould cover up any cost cutting of failure to replace expensive items .

Spoke with an ex vulcan engineer and aircraft engineer of 40 years who has told me that after the major teh vulcan had it should have around 3000 hours on teh airframe. So should last a few more years to come. Also heard that teh Southend vulcan is in a condition that is airworthy but the onlything holding them off flying is the good old CAA. Can anyone confirm this?

figures the engineers are always the best value for money.

I have come to the same opinion abouts its funding. I would rather spend money to see a mosquito fly . But do think that the airshows are much better with the vulcan flying even if it is a rather subdude display from what it was like in service displays. £1.6 million a year they have down to keep it flying. IS it me or is this a lot for one aircraft?

You train the crews on types that we dont use in case we are needed to salvage or in the event of war for seized ships and boats. There is also the need to have crews able to crew on NATO exercises. Not to mention other classified episodes.

I wish I lived closer to southend , My self and my father would be down most of the time. My father used to work on the vulcans at finningley and this is one he used to work on. Its good to see how the VRT shows how it money is spent. Will be sending them a donation. I know running and maintianing these aircraft is expensive but how expensive is it? I remember talking to the crew of a JPlast year and they where telling me that the runing cost is cheaper on a hawk than a JP. Dred to think how much a lightning would be.:cool2:

Should also put that this is not ment as a snipe at the Vulcan to the sky trust , I am interested to find out what goes where. I have heard tomany rumours about high saleries paid to executives of the trust , but then you also have the droves of people who do it all for the love.

Having been a supporter of the Vulcan and being like most a little put out by the fact that it was not flying at Waddington . As far as I could find out the reason was down to work not being done which they had plenty of time to get sorted and I was not supprised that the CCA would not budge on the permit. But to teh question, the money being collected, how much is going to keep the aircraft flying and how much is being spent on wadges, I would guess the engineering side has to be paid for but what of the exectutives of the trust. are they taking minamum wadge or is it for teh love of it or are the wadges like most executives? The prices quoted for keeping the vulcan flying are high but is there not a way to keep her going for less and to find a way to stop bleeding the good will dry. :confused:

Pity you where not in the Stolly, could have just driven over them, and you could do this with a grin on your face!!:cool2:

My BARV came with teh stangest paint job ever. I have seen the paint scheme used in the Falklands and this agian is not what I would call a standard patern as it used about 5 different colours and looks more american than British.