 Museum’s
Anson Restoration Project
By
Colin Ainsworth, Project Leader
31
March 05
This
past month Peter Miller and Keith Brenson have been sorting out all the
aircraft hardware and organizing our supply section. This will
ensure that the correct item is identified and placed in the
correct parts bin. While this was taking place the newest member of the
crew, Al Sheppard, started re-wiring the main electrical distribution
panel.
The
electrical circuits have the old-fashioned fuse blocks, connector
blocks, and switches. These items had to be removed, cleaned, repaired or
replaced as required. We are very fortunate in having all the
original aircraft electrical wiring diagrams, these diagrams enable
us to re-wire the aircraft as it was when it came off the production
line in March 1941.
Mike
Dandurand and Ernie Killen are still working on the tail plane assembly. The
port side is just about complete and once this is finished the aircraft
will then be pushed over towards the outside wall so as to have enough
room, to start work on the starboard side.
Chuck
Calder and myself managed to install the pilots’ rudder stops and
the heater duct that provides heat to the cockpit. While we were sorting
out all the parts prior to installing the pilots throttle
quadrant, we came to the conclusion that we have parts from three
different marks of Anson aircraft MK MK 2, MK 5, and I. The whole
restoration project is like a giant jigsaw puzzle.
This
past month we were missing one of our crewmembers. Jerry Aucoin is
presently receiving medical care, but we are hoping that he will join us
when he can. We all wish Jerry well and look forward to him rejoining
the crew on a full time basis as soon as possible.
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
The
first production Anson MK 1 K6152, was flown by Geoffrey Tyson from
Woodford, Cheshire, on December 31, 1935. Cheetah 9 engines of 350 h.p.
were fitted to production aircraft, and the cabin windows were
continuous to give all-round view. Problems in service were very few.
The windscreen failed to shed water adequately, so a two-panel screen
with a steeper slope was introduced. Another essential modification was
the installation of an undercarriage warning horn to sound whenever the
throttles were closed with the undercarriage up. Belly landings through
pilots forgetting to lower the wheels were frequent in the early days
with Coastal Command. Undercarriage operation was always a dreary chore
on the Anson, requiring 144 turns of a handwheel by the side of the
pilot's seat. The navigator or wireless operator was usually summoned
for this task. External oil coolers were found necessary and fitted to
the starboard side of each nacelle.
As
war seemed imminent the silver dope finish was changed to a camouflage
scheme of dark earth and dark green upper surfaces with grey or black
undersides.
Avro's
experience with the two Imperial Airways machines enabled them to launch
full-scale production very quickly. Six months after receiving the
order, and only one year after the first flight of K4771, deliveries
began with K6513 going to 48 Squadron at Manston on March 6, 1936.
Although the main role of the Anson was the training of aircrew, the
outbreak of war in 1939 saw no fewer than 11 squadrons serving in
Coastal Command.
Number
48 Squadron was a training unit, familiarizing aircrew- particularly
navigators- with the exacting task of maritime reconnaissance, where
landmarks are few and far between. The School of Air Navigation was also
based at Manston and just before the war, merged with 48 Squadron to
become the largest unit to operate the Anson.
206
Squadron at Bircham Newton was the second squadron to be equipped with
the type, and the remaining nine, four of the them Auxiliary Air Force
Squadrons, received Ansons between 1937 and 1939.
Next
month we will continue the wartime service history of the Avro Anson.
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