Warbird Information Exchange

Say Randy or Bob D, when the .50 cals had to be pulled from the gun nose, did yall have to remove the blast tubes from the barrels first? If so, how were they attached? We don't have a good picture that shows this. Thanks, JR

....................did yall have to remove the blast tubes from the barrels first? If so, how were they attached?

As I remember, The blast tube were left in the nose. They were just thin tubes that slid over the outer barrel, I guess that was the ventilation tube with the holes in it. There was just a clamp on the end that secured it to the barel. I have a picture of the guns in the gun shop and they don't have the tubes on. I think they fit kind of snug through the canvas enclosures in the nose. I don't know how complete they finished 676 at the AF Museum, but if it has the guns in, it would provide a lot of good pictures. Getting approval to open up the gun bay and get the pics would probably be the issue.
Randy

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Randy Ryman
Project Big Eagle
NKP Thailand 1966
http://www.coastcomp.com/av/florence/florandy.htm

This is the pic I was talking about. Think it was posted many pages back. The little "Thingies" on top of the guns are th link chutes that attached to the back side of the gun and deposited the links in the brass bay in the bottom of the nose.

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Randy Ryman
Project Big Eagle
NKP Thailand 1966
http://www.coastcomp.com/av/florence/florandy.htm

Thanks Randy, looks like this is the clue we needed on the blast tubes. We have some rubber rings that appear to have gone over the blast tubes and have remnants of canvas on them. If the tubes fitted tightly in the rings, this should be an indication of how big the tubes were besides being big enough to go over the barrels. Maybe we can fashion some out of automotive tailpipe or similar tubing. JR

Ray is just about done with this piece of art. Shame to have to cover it up with new skin. This is the last part of the repair between the nose gear wheel well and the bomb bay. Once completed, the forward bomb bay door actuator can be installed. We are hoping to get the gear all swung and tested next weekend. David A got the hoses and connectors for the hydraulic mule to hook into the entire aircraft system all lined out. This will be another big milestone on the way back to flight. JR

Meanwhile, the guys are building up the gap seals for the elevators. They hope to have these ready soon so the elevators can be mounted. The rudder is done so that will leave the aileron gap seals which will be the most difficult. We found one section of NOS gap seals of the four. Will have to build all of the sections though. These have zippers to join the two halves, unlike the other surfaces. It will be a tight fit to work, but all it takes is time, right! JR

Mystery hole of the week. Where are we and what is this for? The real JR poses this question! The other JR

Work continues on the instrument panel. Our new remotely mounted transponder arrived so we can get that mounted and begin thinking about re-installing the panel. We may need to mount an attenna or two depending on whether the original glideslope attenna in the vertical tail is working and compatible with the new avionics. Our Sparkies are hard at work trying to trace out the wires, etc. The transponder can be controlled thru the Garmin 650 and saves some panel space. They also have to fashion a bracket to hold the new flux valve out in the wing. JR

JR,

Don't know if you folks already have this site, but it's fairly comprehensive on the -26K:

http://napoleon130.tripod.com/id930.html

Scroll down to the Maintenance Manual section, and the nose guns are in the third manual, about page 2. Can also probably ID that mystery fitting with a search thru the manuals...

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Bob

It was nice finally getting out to see you guys again this weekend. Even more fun was being asked to attend the C-47 ground school. Thankfully my schedule has changed so that at least the next couple of months I should be able to make it out every couple of weeks.

Hope to get my hands a bit more dirty cleaning up something or helping put something together next time!

Hi Bob... yes, we do have the manual and the .50 cal manual, but thanks for helping with the research. Saves us some time hunting for stuff! JR

CAPFlyer... thanks for stopping by. Maybe next time we can visit a little more. As you saw, was a little tied up with the DC-3 class. Come on back when you can. We can always use good help. Cheers, JR

There are two interesting features about the way the prop is mounted to the engine. First one is a notation in the Dash One manual that says NOT to feather the prop if making a gear up landing. The second concerns what to expect if the crank shaft has a sudden stoppage due to loss of lubrication and the prop can't be feathered. Anybody want to venture some answers as to why or how these items came to be noted? What will happen in each scenario? Picture above has a clue for one of them. JR

It is going to be another hot Saturday this weekend, but the team just seems to keep on pluggin! Be sure to come visit us Saturday morning and see our progress. We have about 38 % of the items on our "to-do" list to go so this project is rolling right along thanks to the real JR and company. Hawkeye is grilling burgers and chicken for the team. There will probably be a couple of extras if anybody wants to see how we work and play. We welcome visitors with good ol Texas hospitality! The other JR

Having watched a gear up landing at England AFB, in 1967, I remember the rotating props just folding back as the blades made contact with the runway. In looking at the aircraft afterwards no damage was apparent to the engine. I suspect that if the blades had not been rotating the forces involved would tend to wrench the prop off the shaft or probably tear it right off the engine.

Frank Nelson
Nimrod 67/68