Clive,

Interesting to see your interest in this long-forgotten (but not much missed I suspect) type.

Did you ever look into the longitudinal instability of the DH.6? There’s an interesting RAE report in the National Archives which shows that some modifications were tested, and proven to reduce the effects (short-chord rudder/elevators + wing back-stagger). These were included into later production machines and can be verified by photographic evidence.

The ‘Clutching Hand’ nickname was also going to be addressed by installing a bungee on the control column to reduce stick forces on pull-out. However other changes suggested to overcome the inherent centre of pressure problems by moving the lower mainplane aft and as an interim, increasing tailplane area, I suspect were never instigated. There is a reference in the report to the type’s tendency to roll inverted in a dive, and this is also borne out by looking at accident data for the DH.6. Thus I’d have thought on the one hand that these recommendations would be implemented fully; on the other hand, by the time that the RAE report had been issued (October 1918), the type was rapidly being withdrawn from RAF use.

Since there is scant detail on whether these later changes were actually made (rather than drawn/documented, with the intention of making them), I’d appreciate your thoughts.

It looks like an F-86 .50-cal ammo box. Have a look.

As far as I’m aware all the remaining TSR2 items on Foulness and Pendine were scrapped by Hanningfield Metals and they shredded the lot. They refused point blank to let anyone have any bits which to me points to an order from MoD. Hanningfields were normally very helpful to museums and collectors.

There was a rumour that when the contents of Quedgely were sold that the parts to make a complete TSR2 were bought by a very wealthy collector

TIGHAR. I expect a press release shortly.

What a disappointing waste of an hour’s viewing!

A 10-minute programme, crammed into an hour!

I’d have to dig out the parts manual, but no particular worry on NAA part numbers: they used existing PNs on future programmes and thus there are a few P-51 PNs used on the F-86 etc.

I’d question the ‘RAF Mustang’ ID from the USAAF insignia on the plaque. Assuming of course that the original dig had identified it correctly of course.

U.S engines/APU, wings originally made in U.S, parts of empennage manufactured in Sweden. 748 is possibly last UK airframe/engine civil airliner. There’s a couple left at Southend which might just be the last active ones we have in UK/Europe.

Doesn’t the One-Eleven post-date the 748 in terms of end of production? (UK engine/airframe that is)

Last Hurn-built One-Eleven 1982? When was the final Dart 748 built?