Thanks for posting this, it was totally fascinating to watch. I learnt a lot about some of the instruments and controls. I wasn’t aware of the grease nipples but it is now obvious. I love the formality and precise dates documentation of all the aircraft types and wonder if any of these still exist for these aircraft. The narration is precise and typically British which i love. Such a beautiful aircraft. Many thanks
Back in the 70,s I worked as a rigger on BBMF, apart from the visual inspection, Hydraulic reservoir was topped up. Pneumatics were topped up , tyre pressures were checked, tyres were checked. Cockpit checked for loose articles. Canopy cleaned,, and checked for freedom of movement, panels checked secure, that’s why the rigger always did his servicing last. The greasing of hinges was not done daily, but on a primary servicing, every so many flying hours. Pumping grease in would push old grease out, which was discoloured, you continued until new grease appeared then the old grease was wiped off as it attracted dirt and smeared the paint. The emergency undercarriage blowdown bottle was removed once a year and weighed, to ensure it had not lost its gas. The aircraft servicing document was called the F700
Thanks for posting this, it was totally fascinating to watch. I learnt a lot about some of the instruments and controls. I wasn’t aware of the grease nipples but it is now obvious. I love the formality and precise dates documentation of all the aircraft types and wonder if any of these still exist for these aircraft. The narration is precise and typically British which i love. Such a beautiful aircraft. Many thanks
Back in the 70,s I worked as a rigger on BBMF, apart from the visual inspection, Hydraulic reservoir was topped up. Pneumatics were topped up , tyre pressures were checked, tyres were checked. Cockpit checked for loose articles. Canopy cleaned,, and checked for freedom of movement, panels checked secure, that’s why the rigger always did his servicing last. The greasing of hinges was not done daily, but on a primary servicing, every so many flying hours. Pumping grease in would push old grease out, which was discoloured, you continued until new grease appeared then the old grease was wiped off as it attracted dirt and smeared the paint. The emergency undercarriage blowdown bottle was removed once a year and weighed, to ensure it had not lost its gas. The aircraft servicing document was called the F700