16
17
Vulcan
Winter
2013
It was clear I needed to take a decision:
the project now demanded my full-time
attention. Should I stay in employment
at Cisco Systems, or take a leap into
an uncertain future leading the Vulcan
restoration? How many chances in life
does one get to make such a unique
contribution? At the beginning of April
2000, I resigned from Cisco.
Costings showed that about £3.5million
would be required. After two applications
and considerable public support, in
June 2004 the Heritage Lottery Fund
confirmed the award of £2,734,000, with
the rest to be raised by ourselves. An
18-person technical team was recruited,
and put through a 13-week Vulcan-specific
technical training course. Finally, in
August 2005, following the necessary
CAA approvals, work started.
Restoration
The restoration was to have four phases
starting with a detailed inspection of the
aircraft for faults, followed by rectification
of those faults. During this period, the
hundreds of components were overhauled
and returned for the recovery of the
aircraft to the correct configuration for
flight. Tests followed, first on the ground
and then, with ticks in all the boxes, the
aircraft was released for its first test flight.
For the inspection, virtually everything
that could be removed from the aircraft
was removed, requiring a major exercise
to track each component. Every aspect
of the aircraft’s structure was inspected
visually, and non-destructive techniques
were used to discover any underlying
problems. Numerous repairable faults
were found, including skin cracks,
missing rivets and corrosion, but none so
significant to warrant concern.
The aircraft’s hydraulic, pneumatic
and oxygen systems were removed for
inspection and overhaul. All flexible pipes
and seals were replaced, an expensive
effort on its own. The Vulcan has many
critical systems powered by electricity,
including the flying controls, so the
integrity of the electrical system is vital:
the aircraft was rewired.
Recovery and Testing
With structural work nearing completion
in the Spring of 2007, attention focused
on refitting the aircraft’s systems. The
components taken off for overhaul were
refitted: from canopy to landing gear,
from engines to powered flying control
units – the list went on and on. With
the exception of modern avionics, the
restored XH558 is almost completely
authentic.
Ground testing started in early summer
of 2007 with the application of electrical
power. One by one, the various systems
were put through procedures to ensure
correct operation. August arrived: it was
time to light the fires! The four Olympus
engines were started and performed
perfectly – over 25 years since they were
last run. It would be wrong to imply that
