Shown –
United States Department of Commerce
United States Weather Bureau B-57As.

Haven’t seen any Oil Co Canberras though.

. . . is it a Canberra or a B-57?

Same thing. The -57’s were named ‘Canberras’ as well.

For the London-Christchurch Air Race the UK Canberra entry comprised two PR.3s and one PR.7. Two of the airframes are still whole and extant – WE139 at Hendon (PR.3) and WH773 (PR.7) now at Gatwick Air Museum. WE142 was broken up at 15 MU (Wroughton) in July 1970 and sold for scrap on 7 Sept 1970.

Intrigued as to how you know your ‘bit’ from the scrapyard was from WE142 as the cockpit section was thought to have been ‘gifted’ by 15 MU to some ATC sqn up north somewhere. I can’t verify that though. Maybe Dave Burke will know?

Nose had the legend London – Christchurch 24hrs 34mins painted just below the front of the cockpit. I think Albert Ross (of this forum) has a pic of 142 lying on the dump at RAF Wroughton.

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Not the best of images. However I took a fairly extensive set of pix of that particular Hunter at MAM during its refurbishment a couple back. Having pretty much been all over it during said refurb (didn’t work on it, just grunted as the other two did all the work :rolleyes: ). Anyway, benefitted from the wisdom of the team, so I reckon it’s possibly the DME tranciever. This feeds the DME indicator located on the RH side of the pilots main panel. Gives Distance and Bearings to a known beacon.The box on the left of it is the IFF T/R.

The new single pole switch was introduced in the early 50s to prevent tailplane runaway problems experienced on early marks fitted with one two-way directional tailplane switch. They were mounted on the top of the Right hand horn in a fore and aft position. The rearmost switch controlling the direction of tailplane travel, the front one controlling the introduced isolating contactor (fitted in the rear fuselage) to prevent tailplane runaway.

The PR9 yoke had a similar two switch arrangement on the right hand horn but the switches were side by side toggled and joined at the top for thumb use. The ‘Press to Talk’ switch was mounted on the inside face at the bottom of the Right hand horn.

An air brake control switch was mounted on the top centre of the horn on a separate mounting plate. The Left hand horn had differing switches mounted on the top according to Canberra type. The B(I) versions had triggers mounted on the Right hand horn.

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None!

Got enough of that in the RAF.
😎

Mmm . . . typo.

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John
It’s understood that the Vs were loaded, what Ken is saying is that we didn’t fly with a “live” weapons (unlike the US and the French). Tend to agree as well. If a live-loaded airframe did actually get into the air in those days (especially in RAFG) it meant the end was nigh. The next thing we would do would be to collect the famlies from MQ and head for Ostend in convoys of 3-tonners.

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