Museum’s
Anson Restoration Project
By
Colin Ainsworth, Project Leader
30
June 05
Most
of the crew this month have been working on the tailplane and elevator
assemblies, Ernie Killen, Mike Dandurand, Keith Brenson, Jerry Aucoin,
and Chuck Calder have just about finished manufacturing and installing both
elevators. This work involved quite a lot of planning. The
elevator trim tabs had to be manufactured and then the trim tab
cables installed prior to them being fitted. Each wooden part of
the elevators had to be cut from wood and then sanded down to size to
correspond with the drawing. Once this was completed the
parts were then glued and fitted together. This process is
very labour intensive and each part has to fit exactly before the outer
plywood skin can be fitted.
Al
Sheppard has just about finished re-wiring the Bomb-Aimers electrical
release panel. This will then be fitted in the nose section.
After all the electrical panels and control boxes are completed and
installed in the correct locations, we will then have fixed reference
points in the aircraft to be able to measure the correct lengths for the
electrical wiring harnesses.
 Peter
Miller and myself managed to install the port engine mount and are now
ready to install the second engine hopefully by the end of July.
Phil
Wheeden managed to work a couple of weekends on the starboard
engine, installing numerous engine components and the exhaust
ring.
Craig
Hughes having finished school for the year came in for a couple of days
to help us prior to leaving for the glider course at Debert. We
wish you an enjoyable summer Craig and all the very best in flying the gliders.
Next
month we hope to complete the installation of the elevators and install
the second engine.
This
month "Anson Trivia" is the continuing story of the Avro Anson
from its conception in 1934 until the end of the war in 1945.
The
following article is taken from the Aeroplane Monthly, April 1980 by Don
Middleton.
Until
the introduction of the Airspeed Oxford, all Bomber and Coastal Command
OTUs flew Ansons. Even Fighter Command operated them in No 62 OTU,
training Navigators to use airborne interception radar before joining
night fighter and intruder squadrons. This very important unit had an
establishment of 42 Ansons, all equipped with AI radar recognizable by
the arrowhead aerial on the nose and the twin vertical aerials on the
wing leading edges.
Annie
had a long history of doughty deeds in the Air-Sea Rescue roll. The
occupation of the western coastline of the European mainland meant that
air operations over the Channel and North Sea increased considerably,
and the recovery of aircrew who had bailed out or ditched became an
urgent matter. The first ASR Squadron No 279 was formed at Bircham
Newton in 1941, to be followed by 280 Squadron at Thorney Island in
1942.
The
Ansons in these Squadrons were specially equipped with Aldis signalling
lamps; smoke floats, markers and dinghies, whilst a Lindholme D dinghy
could be carried in the bomb bays of later aircraft. In 1942 the edict
went forth that all ASR Squadrons at bases where enemy aircraft were
unlikely to be encountered should be equipped with Ansons, This smacked
of featherbedding, and was not popular with the crews. ASR work was, by
its nature very dangerous and difficult. Helped by the gentle flying
characteristics of the Anson, the ASR Squadrons built up a superb
reputation for saving both British and German airmen.
One of
the most hazardous roles ever carried out by any aircrew was the
dropping and collection of Special Operations Executive personnel in
enemy-occupied territory. Two Squadrons, 161 and 138, specialized in
this work. Westland Lysanders were generally used, but the Anson could
carry larger loads of passengers or equipment when required.
Next
month we will continue the wartime service history of the Avro Anson.
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