Douglas DC-2 operated by Syd Marshall around 1956 from the SE corner of BK airport off the old r/w 05.

G’day 😉

And….downunder!

Why do you think the RAAF/RNZAF red symbols were removed in the Pacific theatre during WWII?

Anything with red in a circle is Japanese, right?:rolleyes:

G’day 😉

Mate,

If you don’t stay in Sydney, you’re camping out! :rolleyes:

G’day 😉

Drover Windows

As to Drover windows, they’re all the same from Mk1-3.

The problem is getting the nose streamlined from the centre engine back to a two-seat plus aisle cabin width and it all happens pretty quickly past the front cockpit window.

As to the DH104 and derivative, I would put it to you that the Drover is in fact derived from the DH97 [although we Aussies claim it as an indigenous product!] and the Dove came later.

If I ever sort out web hosting, I’ll post some up to date photos, but for a quick look, try this; http://www.hars.org.au/fleet/drover/index.html

G’day 😉

PS Err, just had a plate of humble pie! Dunno where on earth that l/h window came from on the Lasham a/c; well spotted!

Not being different at all, Portagee!

Boats were an integral part of the story. My plot would be to use a descendant of the Short C Class flying boat to retrace the step; one of the Sunderland further developed flying boat series [Sandringham/Solent/Seaford] if one could be prised away or borrowed from an owner.

Indeed, some years ago I was proposing that a group should start a deluxe [and maybe adventure?:eek: ] service by flying boat over the old Empire boat route. Although I got over it when I thought about the logistics, a proposition was floated in the media to do so but nothing came of it.

Just a thought and Merry Xmas to All!

G’day 😉

Retirement!! 😀 😀

G’day 😉

The tail configuration was to fit into hangars of the era and the long nose gear and forward fuselage curve to keep the big props off the ground. However, a picturesque compromise!:D

As to “fish-tailing”, all turns require leading with rudder to a greater or lesser extent. On final approach, the ailerons require two hands in a crosswind [say >10kts] and on asymmetric work. Using the a/p in cruise, turns must be very gentle or the tail will swish in and out of turns, making it a nuisance for those in the rear [1st class in the old days!:mad: ]

Having said that, the rudder is very effective and with a 30kt x-wind limit you have to be careful not to push straight too early [B747 muscle-memory coming to the fore!;) ] Wing down technique also works.

BTW, when you have to use both hands on the ailerons, the Flight Engineer closes the throttles at the pilots call. Rate and timing are usually in accordance with the pitch of the pilot’s voice!!:)

G’day 😉

As one of the keepers of the “Connie Effect” in a land far-far away, firstly, huge congratulations to those with the vision to get XH558 flying!:D

The Sally-B anology has some validity, but the impetus of having “one of your own” to support can’t be ignored. Given the immense engineering effort, ongoing maintenance and operation will be expensive, but the “field of dreams” effect carries the day. Further support can be expected even if one has to display the big M in the bomb-bay on flypasts!? [There was even a proposal to paint the under-wings of the Connie in MacDonald’s livery for sponsorship at one stage.;) ]

For HARS and the collection [of which the Connie is the flagship and the Tiger Moth the mascot], it’s an ongoing battle, but well worth it.

Keep up the good work TVOC!!:D

G’day 😉