D8096

There is a photo of the original D8096 in Chaz Bowyers “Bristol F2B Fighter – King of the Two-Seaters” book on page 85, when it served with 208 Squadron in Turkey. The colour scheme looks to be overall silver, with no unit markings or code. I haven’t seen D8096 listed under any other squadron fleet, so I guess as there are no specific unit markings currently on it the code ‘D’ is spurious.

Andy
http://www.filton.flyer.co.uk

Thats what I thought, but thats what was included in a document which was the basis for the list (an interesting out-of-date document on the internet at http://www.crossandcockade.com/files/UK%20ENGINES.doc ) . I thought I’d leave it in (with a question mark) to see if it raised any eyebrows.

A quick check shows that NF370 is a Mk.III, so should have a Pegasus Mk.30 in it. Presumably this was a typo in the original document, unless anyone at IWM can confirm if they have a Perseus?

Another quick check shows that Perseus marks only went up to XII, so we can definately scratch that one from the list. It may have been underpowered, but it was the first sleeve-valved engine in the world to go into production (the first to enter service in the Vildebeest of RAF No.42 Squadron in 1937), so deserves some credit. Another type to use it (apart from the Bristol Bulldog testbed) was the de Havilland Flamingo – not a type I’ve come across before.

Andy

Thanks Mark. DAP Beaufort forward fuselage serial numbers are generally two ahead of the A9 serial number:
The RAF Museums Beaufort has forward fuselage serial FF559, which means its from A9-557 (the original nose from A9-557, it was replaced in service, and A9-557 lives on at AWM with the nose from A9-461 which should have serial FF463)
The Beaufort in Tennessee has forward fuselage serial FF557 (and ‘557’ scribbled on it), which means its from A9-555.
So if this one has a dataplate of FF152 (or ‘152’ written on it), then it will be from A9-150.

With DAP Beaufort rear fuselages, it goes the other way, the part serial is two behind the A9 serial. e.g. the RAF Museums rear fuselage serial is RF557, which indicates its from A9-559.

cheers,
Andy

Yes, the clue is in the name! its a Bristol Bolingbroke, taken at Chino in November 2001. I am assured it is RCAF 10076, but could have bits from 10073 in it. It was in the MARC compound, but I believe it has now gone to Pima – confirmation anyone? I’d be interested to hear what else from MARC went to Pima. I know some stuff is still there e.g. the other Boly. You can see a bigger version of it at http://filton.fotopic.net/p11685388.html – click on the picture to enlarge. This is part of my Blenheim and Bolingbroke survivor photo gallery. Unfortunately the main website is down at the moment.

cheers,
Andy A.
Filton Airfield Enthusiasts Website
Bristol Aircraft Worldwide Survey
http://www.filton.flyer.co.uk (when it works)
Photo Gallery
http://filton.fotopic.net

The rig that was used to test the BS.100 in now on display at the Bristol Aero Collection at Kemble – unfortunately without the BS.100. It is based on ex-RAF Harrier GR.1 XV798. The Plenium Chamber Burning (PCB) rig was tested at Patchway in 1964. Wouldn’t it be great to re-unite a BS.100 with the Harrier???

cheers,
Andy A.

Does anyone know where the repairs are being done? Filton is where this Mustang usually goes for maintenance, along side Robs’s Spitfire. Although its accident was close to his farm, someone mentioned they had seen a Mustang at Filton recently, so it could have been roaded in.

Andy A.

Last airworthy Freighter

Picking up an earlier message on why the last Freighter was withdrawn from use – it had been flown by Hawkair on a mining contract, and was restored specifically for that job. Then the contract finished, the Freighter was grounded at Terrace, BC, but was still maintained in live condition. The reason for not keeping her airworthy (apart from a lack of suitable work) was a lack of spares. In particular the props on C-GYQS were close to time-expired, and they were the last airworthy Freighter props in the world. To keep it flying would have meant manufacturing new ones, probably not economically viable. There are not two many Bristol Hercules in airworthy aircraft – only the Nord Noratlas in France I believe – so that would have been another headache. This Freighters Hercules engines were off a Varsity I think. I am sure the guys at Hawkair, particularly Paul Hawkins would have loved to keep her flying. As with everything else in this world, it comes down to money.

Regarding C-FDFC, which crashed on take off at Enstone in 1996, I have heard a rumour that the cockpit still survives, and is kept in the garden of someone closely involved with its restoration. As there are no Freighters in Europe, I’d love to see it on display; the Bristol Aero Collection at Kemble would be an ideal location.

Andy Appleton
Filton Airfield Enthusiasts Website
Bristol Aircraft Worldwide Survey
http://www.filton.flyer.co.uk