Mosquito restorations, what happens next?

I’ve read, is available for sale for someone interested in producing a static display (though one would imagine that a prospective owner would not be able to legally “re-apply” an identity to it, at least not that of TV959, since for all legal proof/title, TV959 exists now in complete (currently disassembled) form in Everett, Washington).

They can paint whatever ID they want on it.

I kind of hope that the remnants of TV959 will go to the Swedish Air Force Museum, which will allow them, finally to build a NFXIX. There are also at least two more wings which could be used in a static example – it would be good to see some of it go to, perhaps Ferrymead, which might help them complete the work on their FB6. The RNZAF Museum could also do with a wing I think! However, everything has a value…

As you suggest, a wing with spars uncut to a point outboard of the nacelles, even stripped of all its metal components would be the last big piece in our puzzle. Otherwise we will have to continue with plan A – somehow cobble the four rotten bits we have into one that is somehow load bearing.

Excellent summation John, spot on in all AvSpecs (see what I did there?). Seaflight is right about one thing – Glyn Powell deserves a lot more credit than he gets, without him none of this would have happened.

Seaflight,

Each of the Mosquito rebuilds going through Avspecs are self-contained, and don’t require parts to be combined from other examples that too are being rebuilt by Avspecs, though TV959, and now PZ474, have certainly benefited from the experiences and manufacturing that went into KA114, with any new/duplicate parts that may be required for any Mosquito rebuild (one can imagine a supply to some extent of surplus parts that would have been made when KA114 was being rebuilt, to aid in such future rebuilds). Each of these three aircraft – KA114, TV959, and now PZ474 – have had new wings, fuselages, and tail surfaces made in the wood shops of Glyn Powell/Avspecs, separate from the same work that went into NZ2308 and in addition to another new build Glyn Powell fuselage that is in a restoration in Canada. KA114 was already well toward completion when the unrestored TV959 was brought to Avspecs to begin its restoration. TV959 was then already well underway when PZ474 (or at least the remains arrived/project got started) began in 2014. Your inclination that the rebuilt NZ2308 was injected into what is now TV959 is false – Glyn’s project, NZ2308, is entirely separate (just as are each of the other three Mosquitoes mentioned) and has not been to Avspecs’ shop. The fuselage and wing of PZ474 already finished main construction earlier this year, and the aircraft is expected to be flying by early 2018, to eventually be based in Texas. Following all of the (very smart) work and experience on KA114, it has allowed Avspecs to turn out a Mosquito in far less time (both in the case of TV959 and PZ474) then when they were originally starting with a blank slate on KA114.

Would anybody care to post a current picture of NZ2308…?
Timing and completeness of the mosquito delivered to Ardmore suggest it was NZ2308, lot of internal and external metal work was present then so are we for the sake of historical correctness going to call this TV959 because it was easier to complete it using metal work from this aircraft so now justifying it to be called TV959.

Not really sure what you’re getting at with this…………?

:confused:

I would imagine getting the discarded parts to look like a complete airworthy aircraft would be quite a job requiring large amounts of time and money.

I wonder if the firm would be willing to allow fiberglass copies to be made of nacelles and other metal sections? Of course that would still mean a canopy, props, landing gear and a lot of other items would be needed, to say nothing of repairing the surviving bits of wood and replacing those missing parts.
In other words, enough work to make the typical Spitfire FSM look inexpensive.

I’m pretty sure the owners of such an assembly could legally put the original serial on it…nothing stopping it since it won’t be flying (and there are plenty of warbirds out there displaying incorrect serials since it is not their civil registration), but I would guess before the current owners hand over the remains for a rebuild, they’d sort that out (and likely get a large cheque).

Would anybody care to post a current picture of NZ2308…?
Timing and completeness of the mosquito delivered to Ardmore suggest it was NZ2308, lot of internal and external metal work was present then so are we for the sake of historical correctness going to call this TV959 because it was easier to complete it using metal work from this aircraft so now justifying it to be called TV959.

What wasn’t used in the restoration/’rebirth’ of TV959 was for the fact that it was not and could not feasibly be re-worked to be made airworthy. What is left of the original TV959, that didn’t go back into the restored aircraft that exists today, is an empty wooden shell, which, from what I’ve read, is available for sale for someone interested in producing a static display (though one would imagine that a prospective owner would not be able to legally “re-apply” an identity to it, at least not that of TV959, since for all legal proof/title, TV959 exists now in complete (currently disassembled) form in Everett, Washington). Just like KA114, all of the wooden sections of the wings/fuselage/tail were made new, just as they have been for PZ474 (which is already well on its way toward completion), but with the internal guts of the original TV959 existing in the rebuilt airframe.

Here a couple of shots I took of Glyn Powell’s Mosquito being fitted out in November 2013. Impressive.

Mark

No – PZ474 is another new airframe incorporating as many original parts as possible.

Interestingly no mention in that article of Glyn Powell’s T43 NZ2308, so will the real TV959 materialise in the now being built PZ474.
Both of the flying Mosquitos are an absolute credit to the man who had the guts to pull the impossible off, all due credit to you Glyn.

Hi,
You mention Cast Magnesium. Was still being used on B707s, crazy really because it burns well.

Its good that the wooden parts are in storage, it would be disgraceful if they were destroyed in the process

Mark is correct, the Avspecs guys are as passionate about this stuff as anyone…prob more. The wooden components are safely dry stored, in fact it was very cool to see the sawn off wing section with its original silver paint and yellow bands…would have love to see he painted back like that!

Maybe the owners will display it in their own museum with the skin off as a separate display on site? Much like some bugs shed their old shell and move on LOL.

The pic that I have seen (somewhere) the discarded fuselage and wingsections were in outdoor storage.

On my visit in October last it was out of view at the back of the hangar suspended or elevated some feet from the ground out of harm’s way.

It was suggested that I did not photograph it. 🙂

Mark

Assumption based on what ? Avspecs seem to be the most admirable custodians of vintage aeroplanes.

The rumour mill many years before forums. Since laid to rest by Bruce’s post. Calm thoughts now…

And magnesium was lighter.

What I find surprising is the use of many cast magnesium components : mainwheels, tailwheel, tailwheel complete assembly, control column grip, windshield wiper coverplate, pulley brackets….these turn to powder if left to the elements.

Not really an issue considering the life expectancy of these aircraft when they were built. And these days, I doubt any Mosquito is going to be sat outside in poor weather for any corrosion to set in.

The pic that I have seen (somewhere) the discarded fuselage and wingsections were in outdoor storage.

Washed with petrol and dried with a match, I assume.

Assumption based on what ? Avspecs seem to be the most admirable custodians of vintage aeroplanes.