In my airline we call out speed deviations +10/-5 kts from Vref with the “check speed” call out.
I do know that CVR recordings are not usually released, but it would be interesting to know what was going on in that cockpit at approx 1900 feet on the altimeter with throttles at idle and speed disappearing as well. A three man cockpit should surely be able to spot something wrong?:confused:

The barometric altimeter is not connected to the autoland function of the Autopilot/Autothrust. All autolands are done with reference to Radio Altimeter only. So it has to be a Radio Altimeter fault to cause the autothrust to close like it would do in a normal autolanding.

I have read about large a/c being barrel rolled using very little ‘G’ (1 -2 ?) inc B47 by ‘Tex’ Johnson,

Not barrel rolled, but aileron rolled my friend. A whole lot of difference.

I said I´d not participate any further in this thread a few minutes ago, and I´m already breaking that promise:eek:

Just a quick note to all of you, barrel roll and aileron roll are two different beasts altogether. They are miles apart in stesses on the airframe!

I do not know if my english is good enough to descripe the differences, but here goes.

A Barrel roll is basically a loop where the aircraft is rolled around to make an arch around the loop. To fly it, you pull sharply into a loop (depending on aircraft type, but typically around 3.0-4.0 g), at the same time you roll so as to achive 90° off axis at the apex of the loop and continue the loop/roll to achive level flight, wings level on more or less the original heading.

An Aileron roll on the other hand is a much simpler thing, both for the pilot and the airframe. Pull the nose up in a straight line to about 20° (airplanes may vary to the exact angle) with about 1.2-1.5 g acceleration, when at 20° pitch up, centralize the elevator and apply maximum aileron with co-ordinated rudder. At the end of the roll, the aircraft should finish with about 20° nose down attitude. The altitude gained with the 20° nose up pull should be preserved, so with about 1.5 g pull out from the resaulting dive you should end up at more or less the same altitude as when you started.

Slow rolls are a different beast altogether.

This is how the maestro of Icelandic aerobatics taught me. If he is wrong with all his hours, fair enough!

I´ve been watching this thread develop in utter amazement.

First of all, I´d like to thank JDK for some very balanced views, along with a few others who have their heads firmly attached to their bodies.

For the rest, what an utter tosh:mad: I´d like a show of hands please. Who has actually flown P1 in any aircraft? Who of you experts are qualified display pilots or warbird pilots (I know how are, but there seems to be more of them than I thought!).

Hummmmm, No hands showing from the “expert” brigade:eek:

I need to correct the information I gave above. I´ve been in contact with Iceland´s premier WW2 Air Historian, Mr. Ragnar Ragnarsson, as I had a feeling he might have some info. And he had! Mr. Ragnarsson had copies of the original IWM´s photographs. The photos are IWM ref. CS63 and CS64. Mr. Ragnarsson was able to read two serials for sure. “K” is Z4575 and “D” (or “O” depending how you read the rectangular sign on the nose) is Z4048. He was not able to get conclusive serials for the other aircraft in the photograph.

Regarding the colours for the aircraft, I can not comment.

I´ve been researching these very aircraft for some years now, and sadly, I think I can not tell you very much more than you know already. But this is what I know, mostly taken from an exelent book called Flugsaga Íslands í stríði og friði by Eggert Norðdahl.
1423 fighter flight came into being on the 10th of June 1941 when six aircraft arrived. They were Mk.II´s Z4575, Z4607, Z4617, Z4631, Z4639 and (Mk.I) Z4702. Pilots and Officers were from 98 squadron, and the flight was under administrative control of 98 squadron.
On the 15th of July, 1423 fighter flight became independent, when 98 squadron was disbanded. After that, it adobted the unofficial name “Air Defence Iceland”.
Later, or on the 26th of July, four more Hurricanes arrived. They were Z4037, Z4045, Z4048 and Z4049. That made a total of 10 Hurricanes for 1423 fighter flight. Two were supposed to be based at Kaldadarnes on readiness, and six were to be on readiness in Reykjavik. Two were to act as spares.
On the 23rd of September, 1423 fighter flight had it´s only casaulty in Iceland. Z4617 and Z4607 were scrambled from Reykjavik to intercept a German recce. Z4607 was last seen climbing into clouds, and crashed into the slopes of Mount Esja to the north east of Reykjavik at 09:45. The pilot, Sgt. H.A. Werrells was killed.
1423 fighter flight was disbanded in Descember 1941, and the remaining Hurricanes were shipped to the UK on the 22nd of Descember.

The in your post is probably the only known pictrue from 1423 fighter flight, and it is also reproduced in the book I quote above, although in slightly better quality. Stating the obvious, I would go so far as to say that the Hurricanes have no unit codes (98 squadron Battles didn´t have them either while they were here) The known individual aircraft letters are only known from this photograph and are “J” “F” “D” and “K” After much scrutiny af the picture in said book, I would venture as far as saying Z4631 could be “D”. I can not be sure, however. In the book the picture is credited to the Imperial War Museum, so maybe they have a higher resolution copy available to read the serials. For the other six aircraft we will probably never have a clue:(

All the best,
Sigurjon