(c) Copyright 2008 Nalls Aviation Inc.
‘Jump jet’ gets drafted for civilian flying duty
Former Marine flies his own ‘hot rod’ Harrier
By Matt Thurber
AINonline
Saturday, March 1, 2008
AINonline
Saturday, March 1, 2008
It took Nalls and the St. Mary’s Harrier experts only three weeks to reassemble the Harrier and get it ready to fly. “We had to go through each system,” Nalls said. This included double-checking everything on all systems, including running the hydraulic system through its paces and checking all the filters, lines, hoses and pumps. The Harrier’s ailerons, elevators, flaps and brakes are hydraulically controlled so the hydraulic system is critical. The rudder is cable-controlled.
The Harrier mechanics studied the AC/DC electrical system and the cooling system, then replaced the original Martin Baker ejection seat with a Marine-style Universal Propulsion Stencel unit. The hardest part of the preparation was the pitot-static system, which is used for flight instruments and as an input for multiple weapons systems and the ejection seat.
The Harrier mechanics studied the AC/DC electrical system and the cooling system, then replaced the original Martin Baker ejection seat with a Marine-style Universal Propulsion Stencel unit. The hardest part of the preparation was the pitot-static system, which is used for flight instruments and as an input for multiple weapons systems and the ejection seat.
Three FAA inspectors from the Dulles, Va. FSDO spent three days climbing all over the Harrier before granting the experimental- exhibition airworthiness certificate. Finally, on Jan. 10, 2007, the inspectors signed the airworthiness certificate.
By August, Nalls had the Harrier ready for its first flight as a civilian aircraft. But during one of the last planned ground taxi attempts, the engine’s little gas-turbine starter disintegrated, and Nalls didn’t have a spare on hand. “It’s a little jet engine the size of a Folger’s coffee can,” he said. “It produces 87 horsepower and there’s no other way to start [the Pegasus].”
Investigating what was left of the old starter, Nalls learned that whoever had overhauled it before had neglected one important final step, peening over the tab on a safety washer for a retaining bolt. “It spins at 87,000 rpm,” he said, “with a clearance of 32 thousandths [of an inch]. All it’s got to do is contact the nozzle face at 87,000 rpm and she’s gone, spitting blades all over the place.”
Nalls finally found two more starters, and on November 10 the conditions were perfect for the first flight.
By August, Nalls had the Harrier ready for its first flight as a civilian aircraft. But during one of the last planned ground taxi attempts, the engine’s little gas-turbine starter disintegrated, and Nalls didn’t have a spare on hand. “It’s a little jet engine the size of a Folger’s coffee can,” he said. “It produces 87 horsepower and there’s no other way to start [the Pegasus].”
Investigating what was left of the old starter, Nalls learned that whoever had overhauled it before had neglected one important final step, peening over the tab on a safety washer for a retaining bolt. “It spins at 87,000 rpm,” he said, “with a clearance of 32 thousandths [of an inch]. All it’s got to do is contact the nozzle face at 87,000 rpm and she’s gone, spitting blades all over the place.”
Nalls finally found two more starters, and on November 10 the conditions were perfect for the first flight.
Article 3c
Home of the Sea Harrier
(c) Copyright 2008 Nalls Aviation Inc.
Last updated on 11/30/2008
 |
 |
 |
 |
 |
 |
 |