Infared Vulcan

[Marmite]

Sorry if this has been posted in the past but thought if it hasn't the 'forumer's' may like to see the Vulcan in a different 'light'

[Mayfly]

I saw this on the tvoc forum - I think it was taken at Farnborough last year, wasn't it?

[Marmite]

Not sure but as it was sent to me from someone with Frn connections it is most likely to have come from there.

[Stevieboy]

I saw this on the tvoc forum - I think it was taken at Farnborough last year, wasn't it?

Thant it was MF.

[Xplumberlives]

I saw this on the tvoc forum - I think it was taken at Farnborough last year, wasn't it?

Thant it was MF.

Hmmmmmmmm!

[RLN]

Thanks, Marmite. The exhaust plume shape is different to that which I had expected.

[Mayfly]

Now you mention it RLN I think the same - not sure what I would have expected though.

[Sooty655]

I think the shape is caused by the cool air coming down the tunnel around the outside of the jetpipe. Apart from the obvious cooling effect on the aircraft, it also shielded the jet efflux to some extent.

The photo makes it very clear they are flying with the AAPU running.

[RLN]

Thanks Sooty.

[Dan4th]

The photo makes it very clear they are flying with the AAPU running.

Hmmm. Makes me wonder if they were testing it or
using it in earnest?

Danf.

[Mayfly]

They always fly with it running D4th - its protects against cascade electrical failure I believe

[Dan4th]

Well! Thank you Pam.....

You learn something new every day, and I've
only been up for 30 minutes!

Danf.

[Mayfly]

I bet its at least 30 mins longer than SM

[IanM]

They always fly with it running D4th - its protects against cascade electrical failure I believe

I believe you are correct too MF as I seem to remember asking the same question when the picture was first posted. If it's running to begin with you don't have to start it when things go wrong

[Za150]

They always fly with it running D4th - its protects against cascade electrical failure I believe

I seem to remember Smiler saying to me that the CAA insist that its run during flight for the above reason

[Dan4th]

Maybe I'll learn TWO new things today:

Are there any circumstances where the
APU would be shut off?

And, NO, I am NOT talking about sitting
on the pan or in a hangar!

I mean, it has to burn-up quite a bit of fuel.....

Danf.

[Mayfly]

It uses is pennys in comparision to the benefits apparently

[Za150]

Maybe I'll learn TWO new things today:

Are there any circumstances where the
APU would be shut off?

And, NO, I am NOT talking about sitting
on the pan or in a hangar!

I mean, it has to burn-up quite a bit of fuel.....

Danf.

Im not sure what the burn rate of the APU is but i imagine its very small compered the the Engine burn rate. (
The APU on a VC10 only burns something like 250KG/Hr) .

The main reason i could think of for the APU to be shut down would be in the event of an Fire or an mechanical failure in flight

[Dan4th]

Well, okay.....

Let's just say that 558 has a
Dog called Rover!

Danf.

[Ramshornvortex]

They always fly with it running D4th - its protects against cascade electrical failure I believe

In fact the CAA insist not only that it is running at all times during flight, but also that it is the one alternator synchronised to the 200v AC busbar. This gives maximum safety back up in the event that any one of the four engine alternators should trip off line. The loads associated with each main engine alternator are designed to be load-shared amongst the alternators, but having an 'external supply' instantly available to provide back up is a CAA (and common sense) safety requirement.

Incidentally, in one of the early test flights '558 did indeed have a fire indication on the AAPP, which was immediately shut down and the fire extinguisher button pressed by the AEO. It turned out to be a faulty fire indication.

In service, the requirement for which alternator was synchronised to the busbar depended on which phases of the mission the aircraft was in.

As far as the burn rate is concerned, the AAPP fuel tank is 10 gallons and with a reasonable load on the alternator, the Rover will run for about 15 minutes before the 'low' light (set at 2 gallons remaining) illuminates on the AEOs panel. A mere drop in the ocean compared to the four Olympuses The tank is topped up by any of the main tanks in No 4 engine group.

[Mayfly]

They always fly with it running D4th - its protects against cascade electrical failure I believe

In fact the CAA insist not only that it is running at all times during flight, but also that it is the one alternator synchronised to the 200v AC busbar. This gives maximum safety back up in the event that any one of the four engine alternators should trip off line. The loads associated with each main engine alternator are designed to be load-shared amongst the alternators, but having an 'external supply' instantly available to provide back up is a CAA (and common sense) safety requirement.

Incidentally, in one of the early test flights '558 did indeed have a fire indication on the AAPP, which was immediately shut down and the fire extinguisher button pressed by the AEO. It turned out to be a faulty fire indication.

In service, the requirement for which alternator was synchronised to the busbar depended on which phases of the mission the aircraft was in.

Yeah tell me about it - I arrived at Cottesmore for the landing of the 2nd test flight to hear a certain someone say - "They have an AAPP fire & delared an emergency" - the ONLY time DT ever called a Mayday in his whole flying career

[Pujgnie]

It's the December piccy on next years calendar

[Nickolas]

When we did the 'Invasion of Brunty' Smiler (Little stinker that he is) got us to stand under 558 and gave the command "Kill the Dog".......Apparently it goes 'pop' or similar but louder when shut down. However with the Peltor headsets on we didn't hear a thing, so no one leap in the air.

Did you notice in the image the pitot heaters are on too. Also the landing lights are quite warm...........

Happy Day.........