Of Sunday Suds and Screwdrivers

Write up and images by Dave Hirons

On Sunday 14^th April a rare, meteorological phenomena took place in the skies above Finningley and XH558. Yes, blue skies, the sun and most extraordinary of all, no rain or icy blasts of wind to chill the bones.  

Assembled that day was a significant number of volunteers combining the ground maintenance engineers and tour chaperones under the ever-watchful eyes of 558’s crew chief, Taff Stone for a comprehensive maintenance and clean-up day of 558. 

Of particular note was the introduction of four new faces to the team, Phil Isle an ex-RAF ground equipment specialist, Danny Cordan a Mechanic; Alan Hopkins an ex-RAF Propulsion specialist and an engineering student from the Doncaster UTC, Colby Butler. We heartily welcome them ‘on-board’. There’s much to occupy your time chaps; Phil and Alan, your expertise and experience will be particularly valued.  

Once appropriate tasks commenced colleagues utilising the skills and experience most appropriate for the particular tasks in hand set to with great aplomb.  

The saying goes, “A new broom sweeps cleanest”, well that was certainly the case as our boss, Jim Debenham supplied a super battery-operated jet washer complete with large water container and shampoo. “I didn’t know 558 had dandruff” you might ask?  “She doesn’t”! 

Soon fully and enthusiastically engaged by colleagues it was put to good use washing down and restoring a gleaming finish to areas such as the front fuselage and radome, wing leading edges and air intakes, rear fuselage and the lower section of the tail fin. I believe I heard from a couple of the jet washing team part of the ‘ditty’, “The Spring has sprung, the grass is riz, I wonder where the birdy iz. The ‘ditty’ then took-on its own ending uttered through gritted teeth, “Anywhere it likes as long as it’s not on the flippin’ tail fin”. 

The accompanying photos clearly show the marked improvements made by the team that day.  

For those of you who have visited 558 before, you will be aware of the owl that perches happily on the top of the tail fin using it as an ideal observation post for its hunting sorties currently free (for now) from the disruptions of passing noisy jets (but hopefully to be resumed in the not-too-distant future). The success of this owl and its après meal excrescences, (I use the acronym of my own, S.O.T… you decipher) is readily deposited on the tail fin, rear fuselage and brake parachute compartment cover. As yet, the uppermost reaches on the tail fin are currently out-of-reach for cleaning, but once the maintenance and safety checks on the Giraffe have been completed, colleagues can finally and safely reach to remove the S.O.T once more, but unlike the Firth of Forth Rail Bridge which no longer requires a constant cycle of repainting I understand, removing the S.O.T will remain a never-ending work in progress.  

The description of the important engineering maintenance that was undertaken that day is best left to those qualified to describe in more detail for accuracy and hopefully, publishing. I will though briefly mention two exceptions; the wonderous sight of the functionals or flappy bits as I irreverently refer to them, plus the bomb bay doors being put through their paces. Like my old bones when left idle for some time, sections of the elevons showed a slight reluctance to move, but with some careful TLC by Taff and colleagues, movement was restored, and what a wonderful sight to behold. I wonder if the same team could work their magic on my knees? 

The second exception was 558’s return to its earlier salvation and reincarnation as an Air-to-Air Flight refueling tanker, only in this case, rather a ‘ground to ground’ refueling tanker, 558 ‘sending’ fuel via a suitable tube from its No. 6 fuel tank bleed valve, again, to the awaiting Palouste Jet Engine mounted in the Commer Blackburn Air Start vehicle immediately alongside.  

The sight of which evoked the comment from one of the Ground Engineers, that the tube resembled more to that of a medical catheter rather than the single hose and basket that once streamed from the single hose reel drum inside of a wooden ‘dog box’ mounted within the area that once housing the ECM equipment. 

For those of you wondering why we are draining the tank at the moment the fuel pump on that tank is not working and to work on it we need to drain it. Also, at the moment DSA is a dry airfield so no fuel available. Topping up the Palouste is a good way for us to drain the fuel. 

With all four engines enjoying a quick dry start 558 had come-alive once more to our great delight. 

In my previous article Restoration of Vulcan B.2 XL388, I listed my primary responsibilities whilst working with the team restoring the Vulcan B2 cockpit section of XL388 as “tea boy”, sadly, and for some ‘inexplicable reason’, the Houchin used to supply electrical power to 558 was devoid of any domestic 240vac 3 pin sockets for me to insert a kettle lead to make that tea. An extraordinary oversight and an obvious design shortfall d’yer think? I await my redundancy and P45 imminently. 

By the end of the day, with temperatures falling, the team were able to admire the successful work completed leaving 558 gleaming in what was left of the sunshine.  

Another maintenance and cleaning day is scheduled to enable Taff to ‘tick-off’ some more of the tasks not completed on the day.  

We now look forward with huge pleasure to being able to welcome back our ever loyal and supportive followers, some will be new visitors, many will have visited before, and some, we call the ‘repeat offenders’ (you know who you are), will once more be warmly welcomed by all the engineers, chaperones and the ever-present and invaluable ‘meet n greet’ volunteers, Candi and Andy who help make these Ground Tour visits so popular and welcoming.  

However, that ‘warm welcome’ does not extend to that ‘pesky owl’. 

I can’t swear to it, but I think I witnessed a smile on Taff’s face as we departed back to Delta Court.  

Dave Hirons April ‘24